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ESTIMATION OF QUALITATIVE FACTOR FOR PEDESTRIAN BRIDGES ACROSS
MAJOR ARTERIALS OF METROPOLITAN MEGA CITY OF KARACHI
ABSTRACT
Studies show that pedestrians are one of the major traffic accident objects.
Several techniques are used to protect pedestrians from fatalities. One of these
techniques include pedestrian bridges. Pedestrian bridges are one of the safety
measures to overcome pedestrian accidents and free flowing vehicular traffic. It
is observed that facilities for pedestrians ignored during the planning, designing
and maintenance stage. The main objective of this study is to collect data,
analyze and evaluate the pedestrian bridges and pedestrian safety in the greater
city of Karachi. In addition, to develop regression prediction models that relate
the percentage use of pedestrian bridges with possible factors that affecting the
use of pedestrian bridges.
A sample of pedestrian bridges were chosen located at major arterials of Karachi

for this study. A questionnaire survey was prepared and distributed to a random
sample of pedestrians at the selected bridges.
Faculty of Engineering Science and Technology (FEST), Computing Department Page 1

TABLE OF CONTENTS
ABSTRACT......................................................................................................................I
TABLE OF CONTENTS............................................................................................II
LIST OF TABLES.....................................................................................................IV
LIST OF FIGURES.....................................................................................................V
ABBREVIATIONS....................................................................................................VI
CHAPTER 1..................................................................................................................1
INTRODUCTION........................................................................................................1
1.1 MOTIVATION AND PROJECT O VERVIEW ..................................................................1
1.2 B ACKGROUND................................................................................................................1
1.3 PROBLEM STATEMENT...................................................................................................3
1.4 A IM AND O BJECTIVES...................................................................................................4
1.5 SCOPE OF THE PROJECT.................................................................................................4
1.6 I NFLUENCE FACTORS.....................................................................................................4
1.7 C ONTRIBUTIONS OF THE THESIS ...................................................................................5
1.8 STRUCTURE OF THE THESIS...........................................................................................5
CHAPTER 2..................................................................................................................6
LITERATURE REVIEW/BACKGROUND..............................................................6
2.1 B ACKGROUND (HEADING STYLE 2)..............................................................................6
2.1.1 DEFINITION OF PEDESTRIAN BRIDGE.......................................................8
2.2 R ELATED W ORK /LITERATURE REVIEW.......................................................................8
2.3 C OMPARATIVE STUDY.................................................................................................11
2.4 SUMMARY.....................................................................................................................12
CHAPTER 3...............................................................................................................13
RESEARCH /SYSTEM DESIGN.......................................................................................13
3.1 R ESEARCH /SYSTEM METHODOLOGY ........................................................................13
3.1.1 S OFTWARE REQUIREMENTS................................................................................14
3.1.2 HARDWARE REQUIREMENT................................................................................14
3.1.3 S YSTEM CONSTRAINTS.......................................................................................14
3.1.4 E XTERNAL INTERFACE R EQUIREMENTS............................................................15
3.2 FUNCTIONAL R EQUIREMENTS.....................................................................................15
3.2.1 USE C ASES...........................................................................................................15
3.2.2 ACTIVITY / FLOW CHART D IAGRAM....................................................................16

3.2.3 S EQUENCE DIAGRAM/W ORKING MECHANISM ..................................................16

3.2.4 ER-D IAGRAM.......................................................................................................16
3.3 N ON -FUNCTIONAL R EQUIREMENTS............................................................................16
3.3.1 P ERFORMANCE REQUIREMENTS.........................................................................17
3.3.2 S ECURITY REQUIREMENTS.................................................................................17
3.4 SUMMARY.....................................................................................................................17
CHAPTER 4...............................................................................................................19
SYSTEM IMPLEMENTATION .........................................................................................19
4.1 SYSTEM D EVELOPMENT PROCESS..............................................................................19
4.2 SYSTEM SIMULATION..................................................................................................19
4.4 A LGORITHMS / API/ P ACKAGES USED........................................................................20
4.5 D ATABASE D ESIGN AND DEVELOPMENT...................................................................20
4.4 M ATHEMATICAL MODEL.............................................................................................20
4.5 SUMMARY.....................................................................................................................20
CHAPTER 5...............................................................................................................21
RESULTS AND DISSCUSSION.............................................................................21
5.1 H EADING.......................................................................................................................21
5.2 H EADING.......................................................................................................................22
5.3 H EADING.......................................................................................................................23
5.4 SUMMARY.....................................................................................................................24
CHAPTER 6...............................................................................................................25
CONCLUSION AND FUTURE DIRECTIONS......................................................25
6.1 C ONCLUSION................................................................................................................25
6.2 FUTURE D IRECTIONS...................................................................................................26
REFRENCES..............................................................................................................27

LIST OF TABLES
TABLE 2.1: TRAFFIC ACCIDENT (2018-2019)...............................................................................5

T ABLE 2.2: P EDESTRIAN ACCIDENT ......................................................................................................12

LIST OF FIGURES
FIGURE - 1: P EDESTRIAN ’S FATAL ACCIDENT DURING DIFFERENT DAYS OF THE WEEK .................6
F IGURE - 2: MONTH - WISE PEDESTRIAN ’ S ACCIDENTS OUTCOMES .....................................................13
YFIGURE - 3: NUMBER OF PEDESTRIAN ’S FATALITIES BY AGE GROUP.............................................6
F IGURE - 4: G OOGLE M AP VIEW OF SHAHRAH E FAISAL …………………………………………
F IGURE - 5: PB AT R ASHID M INHAS ROAD ……………………………………………………….

F IGURE - 6: G OOGLE M AP VIEW OF RASHID M INHAS
R OAD …………………………………………
F IGURE - 7: PB AT U NIVERSITY ROAD ………………………………………………………………..
F IGURE - 8: G OOGLE M AP VIEW OF UNIVERSITY R OAD ……………………………………………
F IGURE - 9: G OOGLE M AP VIEW OF MA J INNAH R OAD.....................................................................13
F IGURE - 10: SPSS W INDOW ..................................................................................................................6

ABBREVIATIONS
PB Pedestrian Bridge
AEM Architectural Evolution Manager
JESS Java Expert System Shell.

CHAPTER 1
INTRODUCTION
In this chapter we provide motivation and contributions of this thesis and at the
end of the chapter, we present structure of the rest of the thesis.
1.1 MOTIVATION AND PROJECT OVERVIEW
It is observed that pedestrians are considered as one of the most accident objects.
Several techniques are used for the safety of pedestrians. One of the most
important technique include pedestrian bridges. Pedestrian bridges are structures
made for allowing pedestrians to cross the roadway without being exposed to the
risks of car accidents. However, at many locations pedestrian bridges are ignored
by the pedestrians while crossing the road. This condition raises the need to
identify the qualitative factors which influence on using and not using the
pedestrian bridge.
There are many reasons behind for not using these footbridges. Therefore, the
major aim of this research is to highlight the effectiveness of the pedestrian
bridges located at main arterials of the mega city of Karachi. For this pedestrian
bridges located at four major arterials were selected for the data collection,
which include Shahrah e Faisal, MA Jinnah road, Rashid Minhas Road and
university Road. Later the data will be analyzed by using the regression analysis.
1.2 B ACKGROUND
For the shortest trip more emphasis is being take place on non-motorist transport
(walking). From the environmental point of view non- motorist mode is more
environmental friendly than the motorist mode of travel. Non-motorist travel
increased the part towards the walking which also make the street and
environment clean and also help the travelers to fight against many common

diseases like cholesterol and diabetes etc. Everyone who is making a trip have to
do walk either to a parking lot or to reach to the public transport stop and even to
make a whole trip by walking. Besides there are many advantages of walking but
it is still considering as a risky way of travelling. According to the statics of road
safety pedestrian are most vulnerable road user. This problem is higher in the
under developing countries where the road network is not so good due to which a
lot of a pedestrian are exposed to the traffic mostly while crossing the roadway.
In the under developing country like Pakistan thousands of people are died
everyday on road crashes in which major victims are pedestrian, bicyclist. The
major shift from non-motorized to motorized forms of urban transport that
occurred during the 20th century throughout the world has led to traffic
dominance of urban streets. As a result, pedestrians became the most vulnerable
road user group. 1 It is known, worldwide, that the importance of the traffic safety
is not less than other issues in our life, since it comes in third place of peoples'
death after cancer and the cardiac disease. The world faces today the big
challenge of traffic accidents that harvest annually millions of human lives.
According to World Health Organization report it is estimated that

approximately 1.3 million people die each year in road accidents and around 20
and 50 million sustain non-fatal injuries. The consequences of these traffic
accidents do not only affect the victims or their families, but extend to the impact
the community and its progress. 2 In the context of traffic accidents Pakistan is
one of the developing countries with highest number of traffic accidents. Road
traffic accidents are most serious but ignored problem in Pakistan. Karachi is one
the major cities of Pakistan and with the most income generated city. It is the
largest industrial center and business hub of the country. Unfortunately, this city
is facing lots of problems including water scarcity, power shortages, land
grabbing and transportation issues. But out of these problems this city is facing
one of the biggest issues of Traffic Road Accidents. These accidents mostly
include pedestrians, cyclists and motorcyclists. According to data shared by
Islamabad police department it is estimated that about 10,000 accidents occur
each year in Pakistan and the number of accidents occurs in Karachi in last few
years is 9,572. These are the accidents that only registered in police authorities

while many road accidents at many locations not only report nor registered by
any government agency.
Specifically, 2802 pedestrian were reported to have been killed in motor vehicle
crashes in the Sindh in 2018. 3 Therefore, the facilities to cross the road, like the
pedestrian bridge, underpass, and zebra and pelican crossings are very
important.
1.3 P ROBLEM STATEMENT
Pedestrian bridge is a facility for pedestrian crossing the road. They provide
security during the crossing to pedestrian. Besides that, it is high cost and
requires extensive time to implement.
However, the pedestrian bridge is often ignored by pedestrians when crossing the
road. Many opt for the danger of dashing across busy road despite the presence
of bridges nearby. Therefore, the provision of pedestrian bridges does not
achieve a real function and is detrimental to the authorities who provide it. In
addition, the smoothness of traffic is also disturbed by the presence of a
pedestrian who crossing at will. This means that while motorists enjoy
uninterrupted flow, pedestrians have to climb about 30 to steps to go up and take
another 30 steps to go down.
The condition of pedestrian bridges plays an important role in attracting people

to use it. Pedestrian bridges in study case are in good condition and comfortable,
but still of them not willing to using it and may be the other factors that
influence them to not use it. Pedestrians tend to choose the quickest way to reach
the destination. As factors to be fast, then their personal safety is often ignored.
Pedestrian flow and density of traffic volume is closely related to the use of a
pedestrian bridge. Pedestrians will be crossing without the use of facilities such
as pedestrian bridge to find that the road was not so busy.
In order to improve the bridge use rate and, consequently, pedestrian safety, it is
important to know in detail, which factors influence bridge use/non-use by
pedestrians.

1.4 AIM AND OBJECTIVES
The main objectives of this report in order to improve pedestrian safety in the
Mega City are:
1. To collect data, analyze, and evaluate the pedestrian bridges and

pedestrian safety in the Major Arterials of Karachi.
2. To develop regression prediction models that relate the percentage use of
pedestrian bridges, as a dependent variable, with possible factors that
affecting the use of pedestrian bridges, as independent variables.
3. To propose effective countermeasures to reduce the frequency and
severity of pedestrian accidents in the city.
1.5 SCOPE OF THE PROJECT
This study will provide a comprehensive picture of the qualitative factors which
contributes in not using the pedestrian bridge by pedestrians. The aspects will be
covered in this study are as defined pedestrian bridge, pedestrian types available,
the rational needs of pedestrian bridges, appropriate placement and level of
safety provided. The use of pedestrian bridges and the reason of not using it was
also examined.
1.6 I NFLUENCE FACTORS
The influence factors of using pedestrian bridge crossing include:
 Traffic volume
 Location of the bridge
 Median barrier
 Width of the road
Expectations of this study may indicate which factors are important in increasing
or decreasing the use of pedestrian bridge crossing.

1.7 CONTRIBUTIONS OF THE THESIS
This research will contribute majorly for government to analyze the major reason
behind the accidents happening now a days and is increasing. While doing this
research we have found the core reasons which are causing the increase in
number of accidents. Vehicle to vehicle damage is less as compared to pedestrian
accidents. This study helps to analyze that why public don't prefer to use
pedestrian bridge while crossing the road. This research will be helpful for the
government for future development in city. In the pre-construction phase this
study which is based on 600+ people, will help government in feasibility analysis
and will save the time of pre planning to find out the reason of accidents to avoid
to them. By implement out research, number of accidents will decrease, and will
be helpful for the government.
1.8 STRUCTURE OF THE THESIS
This paper estimates qualitative factors for pedestrian bridges. The study
commenced with a preliminary stage using focus groups and in-depth interviews
to understand perceptions about pedestrian bridges. The information collected
from the four major arterials of Karachi. This paper reports the results of two
exercises included in this survey: one the number of people used pedestrian
bridges, and another what qualitative factors involved.
The rest of the paper is organised as follows. Chapter 2 is a review of the

theoretical and empirical background for this study. Chapter 3 reports the study
design and methodology. Chapter 4 describes the sampling process. Chapter 5
report the results and discussion of the rating and stated preference exercises in
the main survey, and Chapter 6 concludes the paper with a summary and
recommendations for policy and future research.

CHAPTER 2
LITERATURE REVIEW/BACKGROUND
In this chapter we present the Background of our research study that shows the
problems exist between vehicles and pedestrian while crossing the roads and the
need of alternative route for the pedestrians to avoid the danger of incidents on
daily basis and to safe people from financial and health losses. This chapter also
present the Definitions from different aspects of pedestrian Bridge and the
review of literature and related past work which includes statistical and non-
statistical data of the accidents between pedestrians and different types of
vehicles and the unfortunate result of such accidents from different provinces of
Pakistan. Furthermore, we have provided the comparative study of different
researches and the summary of the chapter.
2.1 BACKGROUND
Marking an ordinary pedestrian crossing is associated with an increase in the

number of accidents, both pedestrian accidents and accidents involving vehicles. 4
The reason for this is not very well known, but pedestrian feeling more safe
might be one possible explanation. 5 Traffic accidents are one of the major
problem in many countries especially in developing countries. Large number of
accidents occurs each year in every country. Road traffic accidents not only
create health loss but also create financial losses worldwide. Due to these losses
developing countries faced lots of problems especially in terms of economy.
Ideally, road crossing facilities should be separated from vehicle streams bridge
crossings (overpass/crossing bridge/footbridge), underground crossings
(subway/underpass/tunnel), and skywalk so there is no intermediate conflict
pedestrians with vehicles and no delays for vehicles. 6 Choices of using crossing
facilities may also be explained by personal or contextual factors such as habit
(Räsänen, Lajunen, Alticafarbay, & Aydin, 2007) 7, the lack of alternatives

(Sinclair & Zuidgeest, 2016) 8, and the location of the crossing facilities relative
to the direction of the trip (Yannis, Golias, & Papadimitriou, 2007). 9
Provided pedestrian bridges should be able to attract the attention to use when
are crossing. This is because many pedestrians often feel reluctant to use the
pedestrian bridges provided by the authorities.
To ensure that pedestrian bridges are provided to give the maximum return that
corresponds to the cost incurred to build, then it should be located in strategic
areas and where users do not have to walk far to use it. Indeed, the construction
of pedestrian bridge crossing requires a high enough cost but this value is quite
valuable considering for the interests and safety of pedestrians, but the facility is
underutilized because pedestrians tend not to want to change the level of the
path he passes. 10 The cause of lazy pedestrians using pedestrian bridges is due to
tiring, as well as unpleasant bridge conditions such as, bridge elevation, steep
stairs, dirty bridge condition, and the existence of beggars. More pedestrians
choose to take the risk of getting hit by a vehicle because it feels faster and more
practical. Another thing that encourages pedestrians prefer the route through the
road is a median road that can be used as a refuge island when crossing. 11 This
means that the crossing bridge will only be used if the route is shorter from the
route through the road. To increase the use of bridges crossings need to be
applied to the guardrail at the side of the road and / or in the middle of the road
so if choosing the route through the road must take that route longer or even
impossible. 12 Safety factor is a main factor for respondents who tend to utilize
pedestrian bridges; while for respondents who tend not to utilize pedestrian
bridges, ease factors (time and distance across) became the most influential
factor. So it is necessary to reduce the time and distance across to be able
increase the utilization of pedestrian bridges, one possibility is by installing a
guardrail either on the sidewalk or in the median. 13
In addition, the pedestrian bridges can be considered as a tool or crossing

facilities the safest and most efficient for pedestrian. It is a form of segregation
between pedestrians and vehicles on the road.

2.1.1 DEFINITION OF PEDESTRIAN BRIDGE
Definition of the word or true means of pedestrian bridges are necessary to

know that this study can be well understood. Therefore, it is necessary to
understand and will dominate the real purpose of the pedestrian bridges to study
and know the problems associated with the preparation of this pedestrian bridge.
Followed from the technical aspect, pedestrian bridge or 'footbridge' as defined

by the Dictionary of Scientific and Technical Term that are authored by Daniel
N. Lapades refer pedestrian bridge as; Footbridge- a bridge for people on foot
only. According to Tamio (1991), this is the best solution for the pedestrians to
cross the road. Normally there are 2 types i.e. overhead footbridge and
underpass but the most common in Malaysia is overhead.
Therefore, the definition has been referred to imagine pedestrian bridge as a

small bridge which are designed and used solely for pedestrian use only.
According to Hidayah, Nuruk K14, this is the best solution for the pedestrians to
cross the road. Pedestrian bridge is only one way to increase road network
capacity. Pedestrians who are crossing are considered to be one source of
congestion. 15
Therefore, the pedestrian bridge plays its own role in reducing the accident rate
involving pedestrians crossing the road, especially at the time. In addition,
obstacle such as a fence built along the road leading to the pedestrian bridge is
intended to prevent pedestrian from crossing the road without using pedestrian
bridges that have been provided.
2.1.2 P EDESTRIAN ATTITUDE AND BEHAVIOR
Pedestrian behavior is regarded by many authors as being important for

explaining why pedestrian collision occurs (Roberts, 1997). By Sleight (1993),
understand and know clearly the purpose of a person crossing the road or
walking in general, are not directly provide information in planning to provide
pedestrian crossings and space in certain areas. Anuj Kumar Gupta (2005), also
of the opinion that the design of pedestrian walkways should be based on

consumer characteristics through the route. For example, walking in the center of
the elderly will affect different than walking in the area of university students.
Route in the center of the elderly should be designed according to the nature of
piety running gold, but the route is designed based on the nature of the university
students walking to produce better movement.
2.1.3 E FFECTS OF TRAFFIC VOLUME
Crossing in light traffic is generally regarded by pedestrians as a safe action

therefore they will not choose to cross at a designated crossing facility if they
feel it is safe to cross where it is more convenient to them (Garder, 1989, Daff et.
al, 1991, Yagil, 2000). Pedestrians who said they always use signalized crossings
gave safety and busy roads and traffic as reasons for doing so (Daff et. al, 1991).
American research has shown that commuters are more likely to risk crossing at
no designated crossing points than occasional users and did so because they
perceived no risk in doing so, for example there was light traffic (Sisiopuki and
Akin, 2003). It is also likely that they will be very familiar with their route and
the traffic environment and will therefore feel more comfortable in taking risk.
2.1.4 E FFECTS OF PEDESTRIAN P HYSICAL IMPAIRMENT
Pedestrians who are impaired in a particular way e.g. in a wheelchair, using

crutches, carrying heavy bags etc. are likely to take longer to cross the road, feel
more vulnerable, and therefore choose to cross at marked crossings. Little
research has been found on this issue, however a study conducted by Daff et. al
(1991) in Australia found (through video observation and group discussions) that
pedestrians carrying a heavy bag were more likely to cross at a signalized
crossing.
2.1.5 P EDESTRIAN FACILITIES
Began in the 1990s the preparation and construction of facilities for pedestrians
has become an important matter. Facilities provided must ensure the safety and
comfort of pedestrians. Public researchers, especially since the 1990's found that
the planning, financing and maintenance of pedestrian facilities should be done

in more detail. Among the places frequented or used by pedestrians are crossing
signal lights, zebra crossing, hawker, pedestrian bridges, and tunnels.
(Transportation Equity Act of 21St century) or TEA-21 suggested that the road
construction project to consider the provision of pedestrian facilities, except in
Places where there is no pedestrian facility needs.
The design and construction of facilities for pedestrians, various features and
criteria has to be considered. It is important to provide a pedestrian facility that
meets the needs of consumers for each age sex. Pedestrians from each age and
gender will require the speed of their journey is different. In addition, the flow of
pedestrian’s in the area also plays an important role in the preparation of the
construction of pedestrian facilities more effectively. For example, the acreage
and the time taken by the user that runs alongside are different than walking
alone. As such, it can be said that the increase in velocity causes the density of
pedestrians walking down.
Therefore, an important criterion in determining the time required crossing by

pedestrians.
Pedestrian flow and the velocity are dependent on time, condition, weather and
travel purposes. At peak pedestrian flow is high, causing reduced walking speed.
Some of the pedestrian facility users are users with disabilities. Therefore, the
design of pedestrian facilities should also take into account the criteria for people
with disabilities to provide comfort and safety of this group when crossing the
road. Children and the elderly is also a component of an important of pedestrian
facilities. Pedestrian velocity lowers than the age of children middle-aged adults.
Therefore, consideration of the time taken by a person aged to cross the road is
longer than younger people. Other than that, most of the elderly have vision and
hearing problems, this can lead to their response to things is slow.
In addition, the pedestrian needs are different for each area. In town, pedestrian
flow is higher than rural areas. This is due to urban areas with dense settlements,
workplaces, schools, colleges, and a lot of shopping. Residents typically use
pedestrian facilities for the various destinations and purposes such as to work,
appointments, recreation and shopping. Parking facilities that are less and also

advances in technology transit systems cause an increase in pedestrians.

Therefore, a system of pedestrian facilities more effectively and in accordance
with the requirements of pedestrians should be provided.
2.2 RELATED WORK/LITERATURE REVIEW
Several studies have been conducted by the several researchers to find out the
behavior and safety of the pedestrians in urban areas. Some of them are listed
below:
Moore (1953) 16 studied the use of pedestrian bridges and underpasses in London
and noted tentatively that roughly 80% of pedestrians would use the safe path, if
it takes the same time as across the road. Later Moore and Older (1965) 17 showed
that no pedestrians used the bridge if the travel time was 1.5 times or higher
compared to the travel time at level crossing.
Hari Nukta Ramadani, Hudan Rahmani, and Akhmad Gazali conducted a

research on pedestrian bridges in Pangeran Antasari, Banjarmasin City. The
study method used are survey method and analysis method. He analyzed that
percentage of pedestrians that used bridges at busy time is 87% and at non busy
time is 88%. He proposed a solution for increasing the use of pedestrian bridge
crossing is by installing a curb railing fence on both sides of the road.
Onanong Sangphong research based on the behavior of pedestrians in Nakhon

Ratchasima urban and suburban areas when using pedestrian bridges. The data
consisted of pedestrian road crossing behavior and personal interview using
questionnaires. Logistics Regression analysis was used of the analysis of data.
The study found that factors influencing urban pedestrians in using footbridges
comprised of the number of pedestrians and the distance between the bus top and
footbridges. The coefficient of determination R2=0.763. The influencing factors
for suburban area were self-experience of road accidents, proximity to bus stop
and know law about pedestrians and the number of co-pedestrians.
Recommended measures to encourage use of pedestrian bridges were public
relation on pedestrian traffic laws which would help improve ratio of footbridge
users by 4.32% and properly locating footbridges near bus stop.

Mikko Rasanen study showed that bridge use or non-use is a habit and not
coincidental behavior. For increasing the pedestrians bridge use escalators seem
to be a good solution, but the traffic signal under the bridge may deteriorate the
use rate. He concluded that increasing the number of legs leading to the bridge
may not increase the use rate. The use rate may likely to improve if the safety
benefits and convenience of using the bridge without considerable time loss are
clearly visible to pedestrians.
Mohammad Abojaradeh the main focus of his study is to collect data, analyze,
and evaluate the pedestrian bridges and pedestrian safety in the greater Amman
area. In addition, to develop regression prediction models that relate the
percentage use of pedestrian bridges with possible factors that affecting the use
of pedestrian bridges.
All the statistics clearly demonstrate that pedestrians are the most vulnerable
road users. One of the reasons is that most of the pedestrians are not well
educated and also unaware of traffic rules. Sometimes the pedestrian does not
use the facilities provided for them to cross the road (i.e., overpass or underpass)
due to several reasons such as, height of the structures, installed on improper
locations, vendor problem, time consuming etc. Some of the facilities are not
well designed so that pedestrians are discouraged to use it. Perhaps because of
these reasons, a significant number of pedestrians are often observed in jay
walking to cross the road.
Mosabbir Pasha, Dr. Shakil Mohammad Rifaat, Abdul Hasnat, Istiakur Rahman
Based did a study on Pedestrian’s Behaviour on Road Crossing Facilities. On the
study it is identified that insufficient security is the prime concern of pedestrians
to use pedestrian foot over bridge or underpass. Security should be increased so
that pedestrians do not fear for the hijacking and mugging problem.
There have been a number of studies focused on pedestrian crossing behaviors

(Harned 2001; Yang et al. 2006; Bernhof and Carstensen 2008; Rosenbloom
2009; Zhuang and Wu 2011; Nordfjrem and Simsekoglu 2013; Koh and Wong
2014; Koh et al. 2014; Li 2014). These studies indicate that the factors which
affect the pedestrian crossing are a combination of different influencing

independent variable such as traffic, environmental and individual

characteristics. In these variables, individual characteristics and pedestrian
crossing facilities are the main contributing factors.
A recent study conducted by Xiong et al. (2008) suggested that the convenience,
safety and comfort of the pedestrians' crossing facilities were main factors that
affected the pedestrians' selection. Besides, the pedestrians' violation psychology

and herd mentality were also important factors. At present, there were certain
researches on the structure and construction of the overpass. For example, Li et
al. (2014) studied the set and effect of overpass and took the first all GFRP
overpass in Taiwan as a case. Sandovic and Juozapaitis (2012) analyzed the
behavior of pedestrian crossing and proposed an innovative construction of steel
overpass.
A research was conducted in 2016 to found the prevalence of pedestrian accident

in Punjab. The study concluded that 76,737 pedestrians were injured. Of the total
5,317 fatalities, about 30% (n = 1,577) were pedestrians, and 80% of them were
males. Maximum pedestrian injuries 19,916 (26%) were reported in Lahore,
followed by 12,285 (16%) in Faisalabad and 4,876 (6%) in Gujranwala.
Motorcycles (59%), trucks (10%) and cars (9%) were the major colliding
vehicles with pedestrians. Whilst, speeding (42%), careless driving (32%) and
wrong turn (12%) were the major crash contributing factors. 18
A report on accident statistics from different cities of Pakistan was prepared by the
Pakistan Bureau of Statistics (2018-2019). See table 2.1

Table 2.: Traffic Accident (2018-2019)
City Total no of Accident Persons

Accident
Fatal Non- Killed Injured
fatal
SINDH 10779 4878 5901 5932 13219
PUNJAB 4823 2808 2015 3423 5916
KPK 4337 1097 3240 1318 5798
BALOCHISTAN 409 226 183 330 542
The retrospective study was conducted in Islamabad, Pakistan, and was based on
the officially-lodged FIRs of roadside accidents involving pedestrians over a
period of3 years from January 1, 2008, to December 31, 2010. The reports were
collected from the Islamabad Police Department.
Total of the 603 officially-lodged FIRs of RTAs, 232(38.5%)involved

pedestrians. In terms of fatal traffic accidents, there were 250 causing 270
fatalities. Pedestrians were involved in 141(56%) of these accidents in which
there were 144(53.3%) fatalities. Among the fatalities, there were 114(79%)
males and 30(21%) females. Besides, there were 91 (39.2%) non-fatal accidents
involving pedestrians (Table 2.2).
Table 2.2: Pedestrian accident

Gender Fatal accidents Nonfatal

accidents
Fatalities Injuries Injuries
Male 114 (79%) 17 (14%) 77 (63.6%)
Female 30 (21%) 2 (1.7%) 25 (20.7%)
Total 144 121
Table 2.3 Pedestrian’s Road Traffic Accident Causing Factors

Most of the pedestrian's fatal accidents (59.57%) occurred from 6am to 6pm,
followed by (28.37%) from 6pm to 6am.In 12.06% accidents, the time of the
accident was not mentioned. Corresponding data for non-fatal accidents was
54.95%, 27.47% and 17.58% respectively. Fatal accidents on midweek
Wednesday were 27(19%)which was more than the other days of the week
(Figure-1). Besides, the highest number of pedestrian-related fatal accidents
occurred in the month of December 19(13.5%)(Figure-2). People in the age
group of 45-60 years were involved in majority of the accidents 42(29.7%)

(Figure-3). As for the causative factors, over-speeding accounted for42(29.8%)

fatalities,
while reckless driving killed 25 (17.7%). The most number of pedestrians killed
69(48.9%) were in accidents in which the driver concerned was committing the
two acts — over-speeding and reckless driving — together (Table-2).
Additionally, over speeding and reckless driving together accounted
for40(43.95%) of the non-fatal accidents involving pedestrians.
2.3 COMPARATIVE STUDY
Pakistan has one of the world's worst records in traffic safety. Pakistan recorded
14.4 fatalities per 10,000 registered vehicles. In comparison, Japan recorded a
fatality rate of 1.7 per 10,000 vehicles and Canada reports a fatality rate of 1.67
per 10,000 vehicles, while rates of motorization in Japan and Canada are much
higher than in Pakistan. Pakistan has the total road network of about 260,000
kilometers and caters to about 11 million vehicles of all types; representing 96%
of inland freight and 92% of passenger traffic on the roads. The right of
pedestrian is being violated which results in colossal loss to lives and economy.
However, the loss is more than just numbers, as road traffic injuries push many
families more deeply into poverty because of the loss of their breadwinners and
to meet the livelihood needs by disabled persons.

In 2016, 5.320 pedestrians died in road accidents in the EU, 21% of all road
fatalities.
2.4 SUMMARY
Walkers are the one who spend significant time on roads and using the road
system. Walking almost inevitably involves crossing a road, where the chances
of conflict between pedestrian and motor vehicle is much higher. Pedestrians are
one of the highest traffic accident objects. Several ways are used to reduce the
number of accidents, among others by providing road crossing facilities, such as
zebra cross and pedestrian bridge crossing. Unfortunately, the utilization of such
facilities, especially pedestrian bridge crossing is still very less. There are many
factors which influence on using pedestrian bridges. However, road width and
fence can force pedestrian to use pedestrian bridge.

CHAPTER 3
RESEARCH/SYSTEM DESIGN
In this chapter we provide motivation and contributions of this thesis and at the
end of the chapter, we present structure of the rest of the thesis.
3.1 RESEARCH /SYSTEM METHODOLOGY
This section talks about the examination plan, the strategy wherein the
investigation was directed and information assortment techniques, hardware
required and the utilization and area of study.
This part will clarify more about leading this examination from start till the end.
The reason for this examination is to decide the elements influencing the
utilization of person on foot connect and to propose the measures to venture up
the usage of walker connect. Technique for this examination is separated into
four phases as indicated by the stages.
STAGE 1:
At this stage the issues related pedestrian bridge was gathered and the formation
of goals occurred.
STAGE 2:
It is the stage at which the primer examination made which include the
assortment of information. At this stage was additionally done studies as
meetings and perceptions in the examination territory.
STAGE 3:
This is the stage at which the investigation of data gathered is made.

Examination made significant on account of where the figures and suggestions
can be framed.

STAGE 4:
In this stage, after fruition of the data gathered was dissected, at that point the
result and recommendations was made then the general end will be formed.
The overall frame of the study includes:
Defining Objectives
Literature Review
Qualitative Data
Collection
Data extraction and

discriptive analysis
Finding Chi-square
and P-value
Result &
Conclusion
3.2 SITE VISIT
This activity was to choose the location. Firstly, identify how many and where
the pedestrian bridge had installed at the major arterials of Karachi i.e. Shahra e
Faisal, MA Jinnah Road, Rashid Minhas Road, University Road. This was very
important to identify the suitable location based on time allocated, environment

and others. Plus, to make sure the research will give positive results. The data
from 41 pedestrian bridges were collected and analyzed in the study area.
SHAHRAH-E-FAISAL:
Total length of this road is 15.7km. There are around 14 pedestrian bridges at
Shahrah e Faisal. In which 4 bridges are RCC structure and 10 bridges are steel
structure. They all have fair appearance some of them needed urgent
maintenance. Only colony gate and PAF base pedestrian bridge are user friendly
others are not much likely to be user friendly. The road width is 19 meter and
length of pedestrian bridge is 91 meter to 110 meters. The span between two
pedestrian bridges is approximately 930 meter.
Figure - 4: Google Map view of Shahrah e faisal
RASHID MINHAS ROAD:
Total length of this road is 11.9km. There are 8 pedestrian bridges in this road.
In which 1 bridge is RCC structure and 7 bridges are steel structure. They all
have bad appearance needed urgent maintenance. They are not much user

friendly. The road width is 21 meter and length of pedestrian bridge is 95 meter
to 116 meters. The span between two pedestrian bridges is approximately 575
meter. People crossing the pedestrian bridge at Rashid Minhas Road, Gulshan-e-
Iqbal without protective fence may cause any mishap and needs the attention of
concerned authorities.
Figure - 5: PB at Rashid Minhas Road
Figure - 6: Google Map view of Rashid Minhas Road

UNIVERSITY ROAD:
Total length of this road is 17.1km. The pedestrian bridges on this road is mostly
used by students, teachers and office workers as there are many educational
institutes and offices on this road. There are 14 bridges on this road. All have
steel structure. They all have fair appearance some of them needed maintenance.
They are not much user friendly. The road width is 30 meter and length of
pedestrian bridge is 85 meter to 110 meters. The span between two pedestrian
bridges is approximately 434 meter.
Figure - 7: PB at University Road

Figure - 8: Google Map view of University Road
MA JINNAH ROAD:
Total length of this road is 7.8km. They all are steel structure. There are 5
bridges on this road. They all have bad appearance needed urgent maintenance.
They are not much user friendly. The road width is 18 meter and length of
pedestrian bridge is 71 meters. The span between two pedestrian bridges is
approximately 434 meter. The rate of fatalities on this road is maximum because
there is no pedestrian bridge at old MA Jinnah in 5.7km.

Figure - 9: Google Map view of MA Jinnah Road
3.3 TO DECIDE THE LOCATION
A few criteria to decide;
 Location near school

 Shopping complex
 Office building or premises
 Residential area
3.4 T O DETERMINE SUITABLE TIME
The best to choose the location was based on the number of pedestrians using the
pedestrian bridge. The day for taken the survey was Tuesday at M.A Jinnah Road
and Wednesday at Shahrah e faisal. On Monday the data was collected from
University Road and Thursday on Rashid Minhas Road. This because it was
working and schooling day. There were 2 time that was selected; peak hour
(8am-9am), (12pm-2pm) and (4pm-6pm). The period was 5 hours each time.

3.5 DATA COLLECTION FROM PEDESTRIAN (USING AND NOT USING

PERSON ON FOOT CONNECT )
The information was gathered physically within two hours for two diverse time;
top hour and off-top. For the passerby who go across the street outside 50 meter
from the passerby extension will be recorded as not utilizing the footbridge. To
analyze the situation why a significant percentage of pedestrians are not using
the road crossing facilities, a questionnaire survey was conducted among the
pedestrians. A total of 641 pedestrians were random sampled to get
representative sample from the population from 1-12-2020 to 11-02-2021.
3.6 P EDESTRIAN INTERVIEW SURVEY
A survey was conducted among pedestrians who used overpasses or crossed at

ground near the overpasses. The research team collected the influence factors
that may affect pedestrians' selective preference of overpass by designing a
questionnaire. The questionnaire included three parts:
(1) The individual demographic data, including: age, gender, education,

Occupation.
(2) The pedestrian's social characteristics.
(3) The factors influence the use and not using of pedestrian bridge.
The investigators firstly explained the purpose of the survey to the pedestrians.
The respondents were asked whether or not they would agree to participate in
survey. Then, they were asked whether or not they select the overpass to cross
the street. At the same time, they were asked to complete the questionnaire.
However, in some cases it was difficult to stop pedestrians for an interview. The
questioner is attached in appendix.
Foundation data on the investigation was sexual orientation, age, and occupation.
From that point forward, the study structures were investigated for the
components that impact walker strolling in metropolitan territories.

3.4 SUMMARY
The reason for this examination is to decision the elements effect the utilization
of person on foot connect, it is very major to identify the suitable site based on
time assign, environment and others, a few standard to decide Location near
school, Shopping complex, Office building or premise and Residential area. The
location was based on the number of pedestrians using the pedestrian bridge, to
inspect the situation why an important percentage of pedestrians are not using
the road crossing facilities. Foundation data on the investigation was sexual
orientation, age, and occupation. The basis for this examination is to conclude
the utilization of person on foot connect.

CHAPTER 4
SYSTEM IMPLEMENTATION
In this chapter we present detail about the software which was used by the
researcher to analyze the data i.e. SPSS. Along with SPSS, Chi-square test, P-
value and One-Way ANOVA Test was also discussed.
4.1 METHOD
There are two types of software’s we used in our research secondary software
spss (statistical package for the social sciences) and primary software MS excel.
firstly, manually taken data is inserted on MS excel and then transferred to spss
for the analyzation of data. we used spss as secondary software to minimize the
risk of error and for the calculation of large amount of data for which it is
designed.
4.2 SPSS
SPSS Statistics is a format that IBM offers for complete analysis. It is the
acronym for Statistics Product and Service Solution. The IBM SPSS Statistics is
a family of advanced computer programs of statistical analysis. It is a wide and
flexible software that is responsible for analyzing all the data. Data which is
provided during the performance of various statistical calculations. SPSS
Statistics also offers all the tools and tests necessary to make any prediction.
Since it performs both simple and complex statistical analyses. Analyses that
allow discovering relationships between variables (dependence and
interdependence) as well as classifying subjects and other factors.

Figure - 10: SPSS Window
4.2.1 SPSS STATISTICS FEATURES
The program offers many functions of advanced and basic statistics, as well as 2-
variable statistics such as ANOVA and the T-test. It also includes frequencies,
cross-tabulations, as well as linear and non-linear models. Through a series of
dialog boxes, the program can perform any analysis of a large amount of data
and variables thanks to its efficient design. It also contains a section to edit data
and a menu complete enough to make the necessary adjustments. Among the
main analyzes that the SPSS Statistics program performs are descriptive
statistical analysis, ANOVAs, time series, regressions, among others. The results
obtained are displayed in a separate window, in which the graphics can also be
copied and pasted into another document, or you also have the option to “export”
either in DOC or PDF format. In the same way, this program allows building any
prediction model through advanced techniques. For text analysis, if you have
conducted a survey, the program offers tools that can help as it allows you to
extract key information when executing a specific analysis.

4.2.2 FEATURES OF SPSS
The data from any survey collected via Survey Gizmo gets easily exported to
SPSS for detailed and good analysis.
In SPSS, data gets stored in SAV format. These data mostly come from survey.
This makes the process of manipulating, analyzing and pulling data very simple.
SPSS have easy access to data with different variable types. These variable data
are easy to understand. SPSS helps researchers to set up model easily because
most of the process is automated.
After getting data in the magic of SPSS starts. There is no end on what we can do
on this data.
SPSS has a unique way to get data from critical data also. Trend analysis,
assumptions, and predictive models are some of the characteristics of SPSS.
SPSS is easy for you to learn, use and apply.
It helps in to get data management system and editing tools handy.
SPSS offers you in-depth statistical capabilities for analyzing the exact outcome.
SPSS helps us to design, plotting, reporting and presentation features for more
clarity.
4.2.3 STATISTICAL METHODS OF SPSS
There are many statistical methods that can be used in SPSS which are as
follows:
Prediction for a variety of data for identifying groups and including

methodologies such as cluster analysis, factor analysis, etc.
Descriptive statistics, including methodologies of SPSS, are frequencies, cross

tabulation, and descriptive ratio statistics which are very useful.

Also, Bivariate statistics, including methodologies like analysis of variance

(ANOVA), means, correlation, and nonparametric tests, etc.
Numeral outcome prediction such as linear regression.
It is a kind of self-descriptive tool which automatically considers that you want

to open an existing file, and with that opens a dialog box to ask which file you
would like to open. This approach of SPSS makes it very easy to navigate the
interface and windows in SPSS if we open a file.
Besides the statistical analysis of data, the SPSS software also provides features
of data management, this allows the user to do a selection, create derived data
and perform file reshaping, etc. Another feature is data documentation. This
feature stores a metadata dictionary along with the data file.
4.2.4 TYPES OF SPSS SHEET
It has two types of views, which includes Variable view and Data View:
VARIABLE VIEW
Name: This is a column field. which accepts the unique ID. This helps in sorting
the data. For example, the different demographic parameters such as name,
gender, age, educational qualification are the parameters for sorting data.
The only restriction is special characters which are not allowed in this type.
Label: The name itself suggests, it gives the label. Which, also gives the ability
to add special characters.
Type: This is very useful when different kind of data are getting inserted.
Width: We can measure the length of characters.
Decimal: While entering the percentage value this type helps us to decide how
much one needs to define the digits required after the decimal.
Value: This helps the user to enter the value.

Missing: This helps the user to skip unnecessary data which is not required
during analysis.
Align: Alignment as the name suggests helps to align left or right. But in this
case for ex. Left align.
Measure: This helps to measure the data being entered in the tools like ordinal,
cardinal, nominal.
Figure - 11: SPSS variable sheet window
The data has to enter in the sheet named “variable view”. It allows us to
customize the data type as required for analyzing it.
To analyze the data one needs to populate the different column headings like
Name, Label, Type, Width, Decimals, Values, Missing, Columns, Align, and
Measures.
These headings are the different attributes which, help to characterize the data
accordingly.
DATA VIEW
The data view is structured as rows and columns. By importing file or adding
data manually we can work with SPSS.

ADVANTAGES OF SPSS
 Easily opens data from other programs such as Excel and SAS.
 Variable view screen allows for quick overview of file contents and
allows for easy modifications of names, formats, labels, and variable
order.
 Having all data information in a single file allows sharing files on a
project to be very easy.
 Point-and-click menus do not require memorizing syntax for majority of
procedures.
 Many procedures can be expanded beyond the menu options in syntax.
 Split-file command allows all output to be replicated for various groups
through a single command.
 Journal file tracks all commands used for life of program, with good
resources to find code accidentally deleted.
DISADVANTAGES OF SPSS
 Ease of doing data manipulation can sometimes lead to mistakes as the

program does not preclude inappropriate modifications to the data.
 Matching feature requires exact match Duplicate records generate
warnings but can be marked in file.
 Error logs are hard to interpret at times.
 Incompleteness of menus means some options are only available via
syntax.
 While the majority of output is saved as pivot tables allowing great
flexibility in modifying tables.
 Output tables and graphs generally not done as well as Excel and are
harder to manipulate.
4.2.5 WHY EXCEL IS NOT USED OVER SPSS
there is huge Difference Between SPSS and Excel. Excel is spreadsheet software;
SPSS is statistical analysis software. In Excel, you can perform some Statistical

analysis but SPSS is more powerful. SPSS has built-in data manipulation tools
such as recoding, transforming variables, and in Excel, you have a lot of work if
you want to do that job. SPSS allows you to perform complex analytics such as
factor analysis, logistic regression, cluster analysis etc. etc. In SPSS every
column is one variable, Excel does not treat columns and rows in that way (in
treating volume and rows SPSS is more similar to Access than to Excel). Excel
does not give you a paper trail where you can easily replicate the exact steps that
you took. It also starts becoming unwieldy to use when the number of variables
and observations starts getting really large. But both SPSS and EXCEL serve you
the purpose in their domains exceptionally well. So, both SPSS vs EXCEL are
the kings of their territory.
4.3 SYSTEM SIMULATION
4.3.1 HOW TO ANALYZE DATA USING SPSS
I. Load yours excel file with all the data. Once you have collected all the
data, keep the excel file ready with all data inserted using the right tabular
forms.
II. Import the data into SPSS. You need to import your raw data into SPSS
through yours excel file. Once you import the data, the SPSS will analyze
it.
III. Give specific SPSS commands. Depending on what you want to analyze,
you can give desired commands in the SPSS software. Each tool has
guidelines on how it should be used and you can feed in all the options to
get the most accurate results. Giving commands in SPSS is simple and
easy to comprehend, making it an easy task for students to do this by
themselves.
IV. Retrieve the results. The results from the software are given efficiently
and accurately, providing researchers a better idea of appropriate future
studies and a direction for moving forward.
V. Analyze the graphs and charts. Understanding the results can be a little
difficult. but you can get help from professors and peers with the analysis.
You can also consult a professional company which is expert in SPSS.

VI. Postulate conclusions based on your analysis. The ultimate objective of

the SPSS is to help arrive at conclusions based on specific research. The
software helps you to derive conclusions and predict the future easily with
minimum statistical deviation.
4.4 SYSTEM FRAMEWORK/SYSTEM ARCHITECTURE
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4.5 ALGORITHMS
The researcher analyzed data by putting two different formulas on SPSS, which
include:
 Chi-square Test
 P-Value
4.5.1 CHI-SQUARE TEST
A chi-square (χ2) statistic is a test that measures how a model compares to actual

observed data. The data used in calculating a chi-square statistic must be
random, raw, mutually exclusive, drawn from independent variables, and drawn
from a large enough sample.
Chi-square tests are often used in hypothesis testing. The chi-square statistic
compares the size any discrepancies between the expected results and the actual
results, given the size of the sample and the number of variables in the
relationship. For these tests, degrees of freedom are utilized to determine if a
certain null hypothesis can be rejected based on the total number of variables and

samples within the experiment. As with any statistic, the larger the sample size,
the more reliable the results.
TYPES OF CHI-SQUARE TEST:
There are two types of chi-square tests. Both use the chi-square statistic and
distribution for different purposes:
A chi-square goodness of fit test: IT determines if sample data matches a

population.
A chi-square test for independence: It compares two variables in a contingency

table to see if they are related. In a more general sense, it tests to see whether
distributions of categorical variables differ from each another.
THE FORMULA FOR CHI-SQUARE IS:
where:
c=Degrees of freedom
O=Observed value(s)
E=Expected value(s)
CHI SQUARE P-VALUES.
A chi square test will give you a p-value. The p-value will tell you if your test
results are significant or not. In order to perform a chi square test and get the p-
value, you need two pieces of information:
Degrees of freedom: That’s just the number of categories minus 1.

The alpha level(α): This is chosen by you, or the researcher. The usual alpha
level is 0.05 (5%), but you could also have other levels like 0.01 or 0.10.
P-VALUE: In statistics, the p-value is the probability of obtaining results at

least as extreme as the observed results of a statistical hypothesis test, assuming
that the null hypothesis is correct. The p-value is used as an alternative to
rejection points to provide the smallest level of significance at which the null
hypothesis would be rejected. A smaller p-value means that there is stronger
evidence in favor of the alternative hypothesis.
4.4 MATHEMATICAL MODEL
CHI-SQUARE TEST ON SPSS:
The researcher found the chi square test in SPSS under “Crosstabs”.
Step 1:
Click “Analyze,” then click “Descriptive Statistics,” then click “Crosstabs.”
Step 2:
Click the “Statistics” button. The statistics button is to the right of the Crosstabs
window. A new pop up window will appear.
Step 3:
Click “Chi Square” to place a check in the box and then click “Continue” to
return to the Crosstabs window.
Step 4:
Select the variables you want to run (in other words, choose two variables that
you want to compare using the chi square test). Click one variable in the left
window and then click the arrow at the top to move the variable into “Row(s).”
Repeat to add a second variable to the “Column(s)” window.
Step 5:

Click “cells” and then check “Rows” and “Columns”. Click “Continue.”
Step 6:
Click “OK” to run the Chi Square Test. The Chi Square tests will be returned at
the bottom of the output sheet in the “Chi Square Tests” box.
Step 7:
Compare the p-value returned in the chi-square area (listed in the Asymp Sig
column) to your chosen alpha level.
4.5 SUMMARY
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CHAPTER 5
RESULTS AND DISSCUSSION
In this chapter we present ______ ______ ______________ ________ ________

__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
________
5.1 HEADING
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here.
5.2 HEADING
Table 4-: Table of Numbers
1 2 1 2 1 3 2 1
1 2 1 2 1 3 2 1

14
12
10
8 Series 3
Series 2
6 Series 1
0
Category 1 Category 2 Category 3 Category 4
Figure 4-: Figure Caption
5.3 HEADING

5.4 SUMMARY

CHAPTER 6
CONCLUSION AND FUTURE DIRECTIONS
In this chapter we present ______ ______ ______________ ________ ________

__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
__________ ___________ _____________ ___________ _____________ _____
________
6.1 CONCLUSION
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here.
6.2 F UTURE DIRECTIONS

REFRENCES
[1] Akyildiz, Ian, and Xudong Wang, “Wireless mesh networks,” in John Wiley
& Sons, 2009, Vol. 3.
[2] Iec, International Engineering Consortium, Various Authors, Annual Review

of Communications , Volum: 59, ppt. 485-491, April 2008.
[3] Irfan Ahmed, Amr Mohammed, Hussein Alnuweiri, On the fairness of

resource allocation in wireless mesh networks: a survey,Wireless Networks, Vol.
19,Issue 6 , pp 1451-1468, ISSN 1022-0038, Publisher Springer US, August
2013.

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ESTIMATION OF QUALITATIVE FACTOR FOR PEDESTRIAN BRIDGES ACROSS

MAJOR ARTERIALS OF METROPOLITAN MEGA CITY OF KARACHI

A sample of pedestrian bridges were chosen located at major arterials of Karachi

Faculty of Engineering Science and Technology (FEST), Computing Department Page 1

Faculty of Engineering Science and Technology (FEST), Computing Department Page 2

3.2.3 S EQUENCE DIAGRAM/W ORKING MECHANISM ..................................................16

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TABLE 2.1: TRAFFIC ACCIDENT (2018-2019)...............................................................................5

Faculty of Engineering Science and Technology (FEST), Computing Department Page 4

F IGURE - 2: MONTH - WISE PEDESTRIAN ’ S ACCIDENTS OUTCOMES .....................................................13

YFIGURE - 3: NUMBER OF PEDESTRIAN ’S FATALITIES BY AGE GROUP.............................................6

F IGURE - 4: G OOGLE M AP VIEW OF SHAHRAH E FAISAL …………………………………………

F IGURE - 5: PB AT R ASHID M INHAS ROAD ……………………………………………………….

Faculty of Engineering Science and Technology (FEST), Computing Department Page 5

AEM Architectural Evolution Manager

JESS Java Expert System Shell.

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1.1 MOTIVATION AND PROJECT OVERVIEW

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According to World Health Organization report it is estimated that

Faculty of Engineering Science and Technology (FEST), Computing Department Page 8

1.3 P ROBLEM STATEMENT

The condition of pedestrian bridges plays an important role in attracting people

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1.4 AIM AND OBJECTIVES

1. To collect data, analyze, and evaluate the pedestrian bridges and

1.5 SCOPE OF THE PROJECT

1.6 I NFLUENCE FACTORS

The influence factors of using pedestrian bridge crossing include:

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1.7 CONTRIBUTIONS OF THE THESIS

1.8 STRUCTURE OF THE THESIS

The rest of the paper is organised as follows. Chapter 2 is a review of the

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Marking an ordinary pedestrian crossing is associated with an increase in the

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In addition, the pedestrian bridges can be considered as a tool or crossing

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2.1.1 DEFINITION OF PEDESTRIAN BRIDGE

Definition of the word or true means of pedestrian bridges are necessary to

Followed from the technical aspect, pedestrian bridge or 'footbridge' as defined

Therefore, the definition has been referred to imagine pedestrian bridge as a

2.1.2 P EDESTRIAN ATTITUDE AND BEHAVIOR

Pedestrian behavior is regarded by many authors as being important for

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2.1.3 E FFECTS OF TRAFFIC VOLUME

Crossing in light traffic is generally regarded by pedestrians as a safe action

2.1.4 E FFECTS OF PEDESTRIAN P HYSICAL IMPAIRMENT

Pedestrians who are impaired in a particular way e.g. in a wheelchair, using

2.1.5 P EDESTRIAN FACILITIES

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Therefore, an important criterion in determining the time required crossing by

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advances in technology transit systems cause an increase in pedestrians.

2.2 RELATED WORK/LITERATURE REVIEW

Hari Nukta Ramadani, Hudan Rahmani, and Akhmad Gazali conducted a

Onanong Sangphong research based on the behavior of pedestrians in Nakhon

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There have been a number of studies focused on pedestrian crossing behaviors

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independent variable such as traffic, environmental and individual

affected the pedestrians' selection. Besides, the pedestrians' violation psychology

A research was conducted in 2016 to found the prevalence of pedestrian accident

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