Traffic Mobility in Peshawar

Peshawar Cantonment and its Impacts on
the mobility in the city
by
Mian Abdul Qadeem and Ziaullah
Supervised by
Prof Dr. S. Akhtar Ali shah
Institute of Geography, Urban and Regional planning University
of Peshawar

TABLE OF CONTENTS
INTRODUCTION TO THE STUDY AREA
PROBLEM STATEMENT
AIM
OBJECTIVES
RESEARCH QUESTIONS
RESERCH METHODOLOGY
DATA COLLECTION
DATA ANALYSIS
FINDINGS AND SUGGESTION

Prelude
 The word cantonment is derived from the French
word canton meaning corner or subdivision.
 A cantonment is a military or police quarter.
 Cantonment in Pakistan is permanent military
stationed areas, which are administered by
cantonment board.
 All the Cantonment Board work under the
administrative control of the director general
military land and cantonment department
(MLCD), ministry of defense government of
Pakistan.
Source : http://en.wikipedia.org/wiki/Peshawar_Cantonment

PEAHAWAR CANTONMENT
 The Peshawar cantonment was established
by British government in the west side of
old walled city of Peshawar soon after
annexation of Punjab in 1848-49.
 It is also called Peshawar chhawni or
Peshawar sadder having the meaning of
encampment of presiding area.
 At that time this place was safe for the
officers, officials and other associates of
British regime.

 It originally occupied an area of 9.55 sq.
kilometers.
 The Peshawar cantt was established on
the remains of old town site and the
grave yard.
 Now it cover an area of 13 sq
kilometer, which is irregular and oblong
in shape
Source :http://en.wikipedia.org/wiki/Peshawar_Cantonment

Problem Statement:
What are the impacts of existence of a Cantonment area in
propinquity to a densely populated settlement of Peshawar?

Aim
To identify the impacts of Peshawar cantonment on the
overall mobility in the city
OBJCTIVES
•To determine the traffic growth trend in the city during last
decade
•To determine the traffic volume entering and exiting from
the study area through different spatially distributed points
•To determine the impacts of delay in the city (in tangible
terms)
•To understand the people’s perception of the causes of the
problem
•To recommended a policy based on people’s perception

RESERCH QUESTIONS
 What are the causes of traffic delays
in the study area?
 What is the impact of these delays
on the people entering in the study
area?
 How the problem can be mitigated?

RESEARCH METHODOLOGY
•A case study approach – selecting a part of the study area to be a
representative of the whole
•Obtain map of Peshawar from Google earth
•Extract the study area from the map using GIS and prepare a base
map of Peshawar Cantonment.
•Collect the traffic volume data on selected points in the study area.
•Prepare the road network map of cantonment Peshawar by using
GIS.
•Collect the traffic volume data of Peshawar from the secondary
sources
•Draw the traffic growth curve of the city from the year 2002 to latest
available data.
•Carry out a delay study of traffic in the selected area.
•Analysis of data to determined causes of delay.
•Preparation of graphs and maps for displaying of the analytical work.

DATA COLLECTION:
Data was collected from both primary and secondary sources.
PRIMARY DATA:
was collected by traffic counts in the field. We collected the traffic
volume data on six main Roads enter to cantonment, Peshawar.
University Road, Bara Road, F.C. Square, Sadder Road, Khyber
Road and Warsak Road at different time period during a day.
SECONDARY DATA:
about the traffic volumes in the city was obtained from the office
of Director, General, Excise and Taxation Office, Khyber
pakhtunkhwa, Peshawar

Prepared by: Mian Abdul Qadeem and Ziaullah

0
100000
200000
300000
400000
500000
600000
YEAR 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
NumberofVehicles
Vehicular volume in Peshawar (on Roads) 2002 - 2011
Source: Director General, Excise and Taxation, office, Khyber
Pakhtunkhwa, Peshawar

0
200
400
600
800
1000
1200
1400
7-8am 8-9am 9-10am 10-11am 11-12am 12-1pm 1-2pm 2-3pm 3-4pm 4-5pm 5-6pm 6-7pm
NumberofVehicles
Time
Bara Road In-Out Flow of Vehicles
inflow
Outflow
Source: Field survey Monday to Wednesday,8th,9th,10th,April,2013
o Maximum number of vehicles inflow between 7-8am
o Minimum number of inflow occurs between 4-5pm.
o Maximum number of outflow occur between 1-2pm
Minimum outflow between 11-12am

0
200
400
600
800
1000
1200
1400
NumberofVehicles
Time
F.C Square In and Out flow of Vehicles
inflow
outflow
Source: Field survey 11th,12th,April, 2013
o Maximum number of vehicles inflow between 8-9am
o Minimum number of inflow occurs between 11-12am.
o Maximum number of outflow occur between 1-2pm
o Minimum outflow between 3-4pm.

0
200
400
600
800
1000
1200
1400
1600
1800
Numberof
Vehicles
Time
Sadder Road(city side) In and Out flow of Vehicles
inflow
outflow
oMaximum number of vehicles inflow between 7-8am
oMinimum number of inflow occurs between 12-1pm.
oMaximum number of outflow occur between 7-8am
oMinimum outflow between 11-12am.
Source: Field survey, Monday andTuesday15th,16th April, 2013

0
500
1000
1500
2000
2500
3000
3500
4000
NumberofVehicles
Time
Khyber Road In and Out flow of Vehicles
inflow
Outflow
Source: Field Survey, Wednesday to Friday17th, to 19th, April 2013
oMaximum number of vehicles inflow occur between 8-9am
o Minimum number of inflow occurs between 10-11am.
oMaximum number of outflow occur between 2-3pm
oMinimum outflow between 5-6pm.

0
200
400
600
800
1000
1200
1400
1600
1800
NumberofVehicles
Time
Warsak Road In and Out Flow of Vehicles
inflow
outflow
Source: Field survey, Tuesday to Thursday 23rd ,24th ,25th April, 2013
oMaximum number of vehicles inflow between 1-2pm
o Minimum number of inflow occurs between 6-7pm
oMaximum number of outflow between 7-8am
oMinimum outflow between 11-12am.

0
500
1000
1500
2000
2500
3000
3500
4000
Numberofvehicles
Time
In and out flow of Vehicles at University Road
Inflow of vehicle
Outflow of vehicle
Source: Field Survey, Wednesday to Friday,29th,30th,31st,April 2013
oMaximum number of vehicles inflow between 1-2pm
oMinimum number of inflow between 10-11am
oMaximum number of outflow occur between 8-9am
oMinimum outflow between 4-5pm.

Warsak Road
12%
Khyber Road
25%
University road
27%
Bara ROAD
9%
F.C CHOWK
8%
Saddar Road
19%
Percentage of Vehicles entering Cantonment
from selected points (7am to 7pm)

How many people have travelled with you in your vehicle today?
Respondents Frequency Percent Valid Percent
Only 24 48.0 48.0
Two 16 32.0 32.0
Three 10 20.0 20.0
Total 50 100.0 100.0
0
10
20
30
40
50
60
only Two Three
Percentage
Respondents
Persons travelled
Field Survey April, 2013

DO the checkpoints creates problems in cantonment Peshawar?
Yes
43 86.0 86.0
No
7 14.0 14.0
Total
50 100.0 100.0
86%
14%
Yes
No
Checkpoints creates problem

Do you want to open the protected Roads for the general traffic?
Yes 42 84.0 84.0
No 8 16.0 16.0
Total 50 100.0 100.0
0
10
20
30
40
50
60
70
80
90
Yes No
Percentage
Respondents
Open the “protected” Roads

suggestion in your mind to improve the mobility in cantonment, Peshawar?
Remove the Checkpoints 21 42.0 42.0
Open protected Roads 20 40.0 40.0
Encroachment 9 18.0 18.0
Total 50 100.0 100.0
0
5
10
15
20
25
30
35
40
45
Remove the Chckpoints Open link Roads Encroachment
Percentage
Respondents
Suggestion to improve traffic mobility

One Vehicle average consumption , say
10km/liter of fuel
Assume that all vehicles coming from
Warsak road are heading to Gora bazar
Extra millage (old – new)=3 – 2=1km
So 15151 Vehicles come to our
destination via existing route (green)
will cover the extra millage as:
=1×15151= 15151 km
Thus extra fuel consumed =1515.1 liter
Besides this extra energy loss they also
cause environmental
pollution, congestion and time wastage.
If the new route (black) is available for
general transport, we can save this
extra bit of energy.

Conclusions/findings
After the analysis of data it is concluded that :
The existing (available) roads transport network is insufficient to meet the
growing demand of its inhabitants
The rapidly growing city has engulfed the Cantonment area and the classical
structure can no longer support the current urban sprawl.
The existence of checkpoints at every nook and corner of the study area are
considered as an impediment to the free traffic flows by a large majority of the
respondents (86%).
Majority of the visitors to the Cantt area are travelling either single(48%) or with
one passenger (32%).
84% of the respondents believe that the presently unavailable or “protected”
cantt roads should be allowed for the general traffic.
A handful number of the respondents, that is 42% suggest that the checkpoints
in the cantt area should be removed while about similar number believe that
opening of the protected road can relieve congestion and improve overall traffic
flows in the study area.
This availability /provision of the new routes will save a significant amount of
fuel losses and improve the overall environment of the study area.

Suggestion:
To support the growing mobility needs of the city it
is suggested that:
 The cantonment area should be redesigned and removed to the
outskirts of the city
 All the protected roads should be made available of the general traffic to
take their due share in improving mobility in the city.
 The removal of checkpoint can improve the traffic flows and play a
positive role in improving the urban economy. However in the prevailing
security scenario these can be made more efficient with the properly
trained and efficient manpower.
 The general public should be made aware of the environmental
damages resulting from their trip that can be avoided or replaced with
an energy efficient mode like public transport, motorcycle etc.

THANKS……………………….

Traffic Mobility in Peshawar

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