COMMUNICATION (ROADS, RAILWAYS, AIRPORTS AND HARBORS)

AR-309: ARCHITECTURE AND TOWN PLANNING (A&TP-B)
By
RAVINDAR KUMAR
Assistant Professor
Department of Architecture and Planning
NED University of Engineering and Technology
Karachi

LECTURE NO: 16, 17, 18, and 19
TOPIC: COMMUNICATION (ROADS, RAILWAYS, AIRPORTS AND HARBORS)

INTRODUCTION:
Cities are the engines of our civilization, where specialized services are available for our living, working and recreation. It is a grave reality that no city can be termed as a good city which does not possess efficient communication system. Without good communication system even the concept of city can not be comprehended. It is such integral part of city which shapes the city dynamics & makes its morphology. Communication is the basis of the existence of city. It is the means of communication which defines the significance of any city.

According to John Rat Cliffe[1], “The greater the degree of specialization, development & growth in society, the greater the degree of dependence among urban activities, the greater the extent of movement between them; this movement and communication in city thus determines the location of activities and the use of land”.

Keeping this statement in mind it is quite significant for a physical land use planner to understand the means of communication within a city and location of activities accordingly or more appropriately it can be said that efficient communication is the key to direct landuse patterns in the city. Therefore the understanding of communication systems is a prerequisite for a good planner.

The second major perspective on communication is that, “Perhaps the greatest single factor upon which the success of human organizations depends is the ability to communicate. The revolution brought about by the development of communication means has had profound affects upon human society”.[2]

Because communication increased the centralization in business and government; they have stretched the vision of the communities and amalgamated culture, arts and techniques and regional communications facilities with all other national endeavors. The national, regional and local authorities always stress upon city planners to provide the components of communication in urban plans because by its very nature the means of communication makes the nervous system of the city.

Thus the aforementioned perspectives on communication lead us to variety of issues and the depth that possessed within the term communication itself.

The term communication, may refer to transportation, whether, road network, railways, airways or water ways. Communication may also refer to telephone, radio, telegraph, television, internet, mobiles & fax. The term communication can also be defined with respect to news papers, magazines, Journals, reports, books, professional papers and bulletin. However, the focus in current discussion is to evaluate communication as a whole in the urban planning context and a special stress is given to communication with respect to transportation.

COMMUNICATION WITH REFERENCE TO TRANSPORTATION:
For an appropriate and rapid growth and development of a city a good network of roads, railways, airways & waterways quite essential. As the parks, gardens & open spaces are the “lungs” of the city. Similarly roads & railways are the arteries of the city & Airways & waterways bring the blood circulation or the trade & commerce to the city. The layout of roads & railway within a city is determined by zones within a city, where as types of roads determines the shape & size of hosing plots. Thus the roads & streets plan can be considered as the foundation of a town plan.

RETROSPECT OF COMMUNICATION & TRANSPORT:
Similarly Airways, Waterways & Railways provides the reason for existence to the city. In early times, the transport was on head-loaded and animal loaded such as horses, bullocks, camels, mules & elephants etc. Then emerged the animal driven vehicles like bullock carts & Tonga’s in which the speed & carrying capacity was limited. Then with the invention of stream engine local trains came into being & there occurs mass transportation of goods & passengers. Then with electricity trains started running on roads & then emerged automobile industry & become the popular means of transportation due to high speed & flexibility. Then cities become crowded with these automobiles & all the open lands in cities are utilized for Railways, Tube Railways & Rapid Transit system. In all these development road system was always been the major aspect of transport system and in developed countries auto mobile population now reached up to half of the human population. Where as the space requirements of these automobiles become more than human beings themselves, & roads have failed to fit in with the requirements of vehicles. Thus the transportation problems are quite evident in each growing city.

ROADS & ROAD NETWORK:
The principle element of communication & transportation is Road.

FUNCTION & NECESSITY:
Roads has four basic functions i.e. Movement of People & Goods, Access to Residential Places, Provision of Air & Light to Building & Provision of Services & Utilities both over head & underground.[3]

CLASSIFICATION IN GENERAL:
The classification of roads occurs on four variables i.e. type of construction gives us names like, Earth, Murum Roads, Mettle Roads, Asphalt Roads and Concrete Roads. The jurisdictions give us names like Local Road, District Roads, State Highways, & National High Ways. Shape geometry defines roads like, rectangular road, ring road, diagonal road, radial road & circular road. The function of road gives us names like, residential road, commercial road or avenue, promenade (along sea side or natural feature) boulevard and park ways.

CLASSIFICATION IN URBAN CONTEXT:
Apart from these classifications the urban roads are classified specifically in four categories as per their significance. These include, arterial roads, secondary or sub-arterial roads, local roads & other roads. Arterial roads are those which connect the town with state highway or national highway. They pass through the city and made for fast moving traffic with heavy load of passengers & goods. They are especially planned straight by avoiding sharp curves with not less than 25-30 meters width. Secondary or sub arterial roads are known as major roads of city connecting major parts of the city. They are especially designed for comparatively slow moving traffic and act as link between arterial roads & local roads. The local roads are known as minor roads to provide access to buildings. They are not linked. They are not lined with arterial roads & processes no through traffic. They are especially designed as per contours of land with minimum 7-10 meters width. The other urban roads are bypass roads, outer & inner ring roads, express ways & free ways. The bypass roads are those which are made to avoid congested city areas, to increase the speed of vehicles with smooth flow & to save time & fuel. They are also known as loop-roads. The outer & inner ring roads are in the form of ring within & surrounding town to divert through traffic from city & act as bypass & reduce the traffic congestion from town. The express ways mainly function as arterial roads within mega cities to accommodate growth of traffic. They are especially designed with easy gradients & smooth curves to carry speedy & safe traffic & do not form a part of regular street system. They are comparable next to railway in cost and capacity of traffic. Free ways are special routes to carry fast moving traffic. They are specifically designed with high standard of alignment, clear visibility, wide carriage way, easy gradient & smooth curves; the free ways function as arterial roads passing around city with controlled access.

METROPOLITAN RAILWAYS:
Another major element of communication and transport is Railways & Rail Network. It is an evident fact that, railways gave impetus to industrial revolution, where as metropolitan railway was been a significant element of city today. It is a grave reality that, urban rail transport has played an important role and will continue to play a vital part in creating & sustaining the cities of today & tomorrow

DEFINITION & MEANING:
The term ‘Metropolitan Railways’ covers a great variety of facilities; Primarily it includes rapid transit facilities of railway which includes self contained right of way and stations located below & above ground level. The metropolitan railways are primarily designed to handle relatively heavy volumes of inner urban and suburban traffic over medium distance. Its major advantage is of higher speed (Commercial Speed) if compared with other public transport on congested roads of city. Its only disadvantage is the longer walks to and form stations.

TYPES & CLASSIFICATION:
“The metropolitan railways can be divided in various types, system & classifications. i.e. subways, underground, Metro, Metropolitano, U. Bahn, Tunnel – Bahn & S. B. Hahn Systems”.[4] These types & classification of metropolitan railways are based on speed facilities & mode of transport in each context. For instance the faster urban railways are related to main line suburban railways such as S. Bahn, Reseau Express Regional etc. Such as underground street cars, pre-metro, U-strassen bahn etc. in addition to there are some non typical modes of urban railway such as funicular and these are also known as inner-urban rapid transit facilities.

MODERN DEVELOPMENTS:
After this brief background of metropolitan railways it is necessary to understand the modern development in the metropolitan railways. Basically there are four types of development occurred in metropolitan railways i.e. S. Bahn System, underground street cars, Non typical modes & subways.

S. BAHN SYSTEMS:
“S. Bahn” is a German term which is originally derived from the from the metropolitan railways system in Berlin. The original terminology of “S. Bahn”, emerged from “Stadt–Ring–und–Vorvobahnen”[5] which means, “city, circle and suburban railways”. However, it would be inconvenient to pronounce the term in totality therefore “S. Bahn” emerged as a generic term”. It denotes those railways that are associated with the suburban sections of the main lines. The S. Bahn systems mainly developed to promote the growth of conurbations or suburban growth. They are used to support the suburban commuter traffic along the radial lines to the central areas. Secondly these are developed to segregate the suburban and long distance railway services. With this system the commuters become able to reach their in town destination without any change. The S. Bahn Systems are also termed as cross links & inner urban transport due to their similarly of function with spaced stations & higher commercial speed. The S. Bahn systems developed in various mega cities of the world such as there are two links in Berlin and Hamburg, the junction lines in Brussels, S – Bane in Copenhagen, Schnell bahn in Vienna, Blue trains in Glasgow, new S. Bahn in Munich & Frankfurt. Similarly there are advanced S. Bahn System are built Ruhr region of Germany i.e. in Stuttgart, Manchester, Liver Pool & Melbourne.

UNDERGROUND STREET CARS:
The concept of underground street can mainly developed in Boston, Philadelphia, Pittsburgh, Oslo and Vienna. Basically underground street cars are developed to distinguish between subways and conventional street cars along the surface roads on the basis of speed & capacity scales. The underground street cars are promoted for “in-town tunnel sections” operations with or without signaling systems. These are also termed as short capacity. Though there is a great decline in underground street cars all over the world, however in Germany & Belgium these are mainly developed with an intension to serve as an intermediate stage to a full-fledged subway. Furthermore the concept of underground street cars can be understood with the notion that these are the low capacity underground railways which are intended to achieve sped and to save energy & resources.

NON TYPICAL MODES OF METROPOLITAN RAILWAY:
In few cases urban transport demands for non typical modes of Metropolitan Railway due to some geographical or topographical reasons; from these non typical modes of metropolitan railway the prominent examples are of “Schwebebahn above the river of Wuppertal, the funicular railways in Haifa & Istanbul and the rack railways Lausanne–Quehy etc”[6]. Mainly the list of non typical modes of Railways shall continue in the future due to revived modes of rail transport, however at present the mono-rails of various types & hover trains are few more examples of non typical modes of metropolitan railway.

METROPOLITAN SUBWAYS:
The metropolitan railways have always been termed as “fringe mode of transport”. From these fringe modes there is a great majority of subways or rapid transit railways. As the cities began to spread & the streets & road became increasingly congested the need arose for faster & unencumbered in town railways which were primarily designed to cope with heavy volumes of inner-urban traffic to heavily build up areas of city center. These rapid transit railways or sub ways were built booth above & below the ground. In many cases these in town subways or elevated railway lines were later extended to suburban areas. Initially these rapid-transit facilities were confined to only metropolitan cities, however later on it was also developed in smaller size cities due to three basic reasons. i.e. growth of traffic congestion in streets & roads, due to geographical and topographical reasons & due to concentration of commuter traffic on few corridors of city. The cities of Stockholm & Helsinki are the examples of such smaller cities where threes subways developed. Currently it is world wide recognized that, rapid transit facilities are most efficient means of moving great number of people safely & quickly through congested urban areas. Secondly the rapid transit facilities are not only of direct benefit to the passengers using them but it is also significant for community at large. Because it helps to alleviate street congestion, promote mobility of labor and revitalize the central business districts which are endangered with congestion & pollution. As the construction and operation of rapid–transit facilities is a mega project of mega activity; therefore increasingly it is regarded as the task of public authorities. Because the capital cost of such projects is quite huge & one can not insist on its commercial viability. However in recent years large corporate institutions & international funding agencies like World Bank are also interested in such project. Therefore there established such concepts like BOOT (Built, Own, Operate & Transfer) or BOT (Built, Operate & Transfer) through which such projects are made in even developing countries.

RETROSPECT OF SUBWAY DEVELOPMENT IN THE WORLD:
The first subways developed in 1863 in London which was stream operated. However after the advent of electrification soon the subway become universal mode of traction. With the passage of time there occurred technical & progressive improvement in subways. Such as Tunneling method greatly improved all kinds of tunnels i.e. deep level, open & covered, rock tunneling etc. Similarly rolling stock & performance improved with some innovations like rubber-tried traction, signaling & telecommunication. Through modern electronics highly sophisticated automatic train operation & fare collection process came into being. The track capacities also varied to great extent. For instance the track capacity reached up to 40 trains per hour however; for greater reliability & lower maximum facilities around thirty to thirty six trains per hour are often preferred. There train capacity also improved greatly with design and number of cars with crush load capacity of 1500 passengers per train or more during a full peak. Similarly the commercial speed depends on station spacing, rolling stock and performance which range from 15 to 25 miles per hour or 22 to 40 kilometer per hour. “In March 1973 rapid transit facilities of subway type metropolitan railway were in operation in thirty eight cities of the world. In addition to that, new rapid transit lies of subway type were under construction or in advance state of planning in 28 cities. Similarly at least twenty other cities have plans for rapid transit facilities”.[7] It also includes the city of Karachi Pakistan. Following are some interesting facts regarding subways development in the world. Among existing subway systems, London has greatest route length over 250 miles or 400 kilometers. Moscow had largest number of passengers approximately 1500 millions per annum. New York has greatest number of stations nearly 500, vehicles over 7000 and staff of 27000.

AIRWAYS & AIR TRANSPORT:
“Since 1952 world air passenger traffic has been increasing at the rate of 14.5 percent annually where as air freight traffic is increasing by 17.5 percent annually”.[8] It is a grave reality that growth of air transport effects the development of regional & national economics and promotes International trade. The travel & tourism industries are also a major influence on national economics and constitute the most valuable parameter of international trade.

TYPES OF AIR TRAFFIC:
Basically there are two major types of air traffic. i.e. air carrier traffic and general aviation. The details of which is as follows:

AIR CARRIER TRAFFIC:
These types of air traffic usually related to public sector of air transport industry which offer air services as regular scheduled services or as non-scheduled or on charter basis services for the carriage of both international & domestic passengers & freight traffic.

GENERAL AVIATION:
This type of air traffic covers all the other civil aviation which serves the specific private users, such as Business & Personal travel, agricultural spraying, aerial survey or self piloted recreational flying.

AIR TRAFFIC GROWTH:
One of the significant elements of air ways & air transport is growth of air traffic which causes both positive and negative impacts. For instance the advantage of air traffic growth is reduction in cost of air travel; which cause progressive improvements in air craft performance in terms of increase in pay load, speed and range. Where as the disadvantages of air traffic growth & increasing size and performance of the air craft are growing problems of airport congestion, loss of amenity and congestion of ground transportation between airports in major urban centers. Furthermore the planning implications of the size and location of major airports affects the size, location and traffic pattern of urban and regional transportation facilities. Additionally, a major airport is often a major feature in the local economy and becomes a strong determinant of local land use pattern & distribution of population and employment.

FUTURE DEVELOPMENTS IN AIRWAYS & AIR TRANSPORT:
It is an evident fact that, continued growth in air traffic and airport congestion creates an interest for the development of “Short take off – and – landing (STOL) and “Vertical – take off – and – landing (VTOL) air craft for wide spread use of air carriers. The commercial “STOL” and “VTOL” air craft would be smaller than the conventional short haul air crafts and would operate on inner city routes or forum special air ports which are more centrally located within a city. This it would reduce the travel time from city center to a major air port. The adoption of “STOL” and “VTOL” serve better if new short landing strips, air corridors and approach paths are developed separate from those used by conventional air craft. Currently the operating & development cost of STOL and VTOL is high than conventional air traveling. However in future, the further improvements in technology shall help to remove this difference and their may be tough competition. It is quite evident that the size of air craft shall increase in future for medium and long haul services. Whereas; it is uncertain that what would be the impact of super sonic passenger services.

AIRPORTS & ITS DEVELOPMENT:
The basic premise of an efficient air ways transport is air port & its development. Without understanding the air port & its development the concept of air ways & air transport can not be comprehended. Basically these are three major aspects of regarding air port & its development. i.e. Function, Location and Facilities and Airport.

FUNCTIONS OF AN AIRPORT:
The primary function of an airport is to provide safe & efficient means of interchange between air transportation and ground transportation. Secondly the airport is the center from which control is exercised over air traffic on defined air routes and on approaches to air ports. The airports differ in terms of size, nature of traffic handled and the types of air traffic control. “In USA the federal aviation authority (FAA) developed a classification of urban areas with respect to air traffic hub or the number of passenger handled at the airport”[9].

LOCATION OF AN AIRPORT:

The total land area required for an airport is based on three major determinants.

a) Nature and Scale of traffic handled and its rate of growth.

b) Physical and climatic characteristics of site.

c) Performance characteristics of current & future air crafts i.e. number, length and configuration of run ways required.

Similarly, for the acceptable location of airports there are three significant operational factors.

a) Air traffic control requirements i.e. minimal interference to and from traffic control operations of neighboring airports.

b) Height obstructions and other navigational hazards, i.e. tall buildings, smoke and birds.

c) Prevalent weather conditions including wind distribution and incidence of flog and snow.

Apart from these operational factors there are also some significant planning & social factors which affects the location of an airport. For instance:

a) The location of airport requires a balance between danger & noise disturbance.

b) Provision of good accessibility from the center of population it serves.

c) Travel time and costs of surface transport to the airport.

d) Connection to rapid transit system, highways and public private transport etc.

PLANNING & DESIGN OF AIRPORT FACILITIES:
From the view point of planning & designing of an airport facility one of the important goal is to arrange free flow of passengers and goods. There shall be a balance of capacity throughout in all facilities in airport; so as the risk of congestion may be minimized; because the congestion may affect the operating efficiency of entire airport complex. There are two types of functional areas within an airport i.e. Operational Areas or “Air Side Areas” and Terminal Areas or “Land Side Areas”.

AIR SIDE AREAS:
These include such facilities as runways, taxiways and aircrafts holding areas. In the design & performance of these facilities special care is given to system of air traffic control which determines the operational capacity of an airport, and the servicing and maintenance areas or the operational buildings of the airport.

LAND SIDE AREAS:
Primarily these include such buildings & facilities which provide a means of inter change for both passengers and goods or between ground transport and air transport. The design concepts for land side areas evolved from simple low capacity terminal buildings to high capacity layouts which are popularly termed as “Finger Terminals”. The current design concept is to decentralize certain functions such as, ticketing, baggage handling & passenger waiting & sorting areas into a separate smaller units or satellites. Secondly it is the main design criteria to provide the passenger terminals with a convenient and efficient access to both public & private land transport to adequate parking facilities by avoiding long walking distances within terminals. Thirdly now it is mandatory that, there shall be efficient baggage handling & smooth processing of passengers through governmental controls i.e. Customers, Immigration & Health. Finally a flexible layout that can accommodate rapid technological change & expression is a pre-requisite of contemporary airport design.

ROLE OF A CIVIL ENGINEER IN AIRPORT DESIGN:
According to “Professor A. K. Bhatti”[10] who describes in his book, “Town Planning for the Third World”, that, “A Civil Engineer has nothing to do any thing about the design & manufacture of an aircraft nor about its navigation as such; However, he is expected to do all about its landing and the accommodation of all the activities which are to be carried out with respect to the passenger and the cargo service. He has to design structurally very strong & durable pavement for very heavy wheel-loads of the aircraft. The present day airport design therefore involves various aspects of civil engineering. i.e. pavements, roads leading to airport, storm water drainage, water supply, building, hangers and a number of installations.” Thus a civil engineer is responsible for basic infrastructure for an airport and his responsibility is quite high with respect to security of passengers.

WATER WAYS, SEA PORTS, HARBORS & DOCKS:
It is a grave reality that, the economic planning of any region is profoundly based on the availability of commercial docks and harbors in the area because at micro scale it affects the Land use of an urban area & at macro scale location of major urban centers depends upon it.

NEED OF PORTS & HARBOR:
The Sea Ports are mainly required to boost any economy essentially for import & export of goods and due to increase in trade & commerce. Especially there is an abject need of deep water berths & dry are steadily increasing in size and dead weight of minimum 45000 tons. Apart from that there is a greater demand of docks & seaports due to oil cargo which cause phenomenal expansion of ports all over the western world.

RETROSPECT OF PORTS & HARBOR:
The earlier largest port of the world is developed at Rotterdam, for such vessels mentioned above; however after the Second World War harbors & seaports were rebuilt to accommodate the larger ships of at least 100000 tons dead weight. It is necessary to mentioned here, that after the construction of under water oil pipe lines the need for such larger ports reduced to greater extent throughout the world. However; whenever such pipelines are in evident the demand for larger ports increases.

IMPACTS OF PORT & HARBOR:
The major impact of large seaports emerges at the dockyard area in the city; because it creates congestion & change in landuse to evident need for large storage space and in land or up country transport facilities.

EFFICIENCY OF PORT & HARBOR:
The in land transport system contributes greatly to port efficiency because it is necessary to make earlier arrangements for delivery of exports & collection of impact from the docks as efficient as possible. Another major issue regarding sea ports and docks is the shift of goods transport from railways to roadways. It requires quite profound adjustments. A planner must make constant surveillance of the reversal of these trends and the landuse potentials around the port so as the surrounding sites can be utilized for taking best economic advantage.

DEFINITIONS OF PORT & HARBOR:
Furthermore, according to, “Akhter. K. Bhatti”[11], Harbor is an area of the sea so protected naturally or artificially, as to afford shelter and refuge to the vessels during storms. Thus it signifies the security provided by harbor to vessels. A harbor can also be termed as a place where vessels could be built, launched or repaired and where ships could lie at an anchor with safety & security during loading & un-loading operation of cargo & people.

PORT & HARBOR CLASSIFICATION:
According to Encyclopedia Britannica, a harbor is a partly enclosed protected water area to provide safe and suitable accommodation for vessels seeking refuge, supplies, refueling, repairs or the transfer of cargo. Whereas; port is a terminus or an intermediate station in the sea-route port more appropriately it can be said that, “when terminal facilities are added to a harbor it can be termed as port”. The classification of harbors & ports can be made on three basic determinants, i.e. Nature, Function & Location.

NATURAL CLASSIFICATION:
The natural classification of harbor is of three types. i.e. Natural Harbor, Semi-natural Harbor & Artificial Harbor.

NATURAL HARBOR:
It is the harbor which is protecting from storms and waves through natural land contours & rocky out crops or Islands. The basic issue in natural harbor design is the formation of its entrance in such a manner to ensure calm in the harbor. The harbors of New York, London, Sydney & Bombay can be cited as natural harbors.

SEMI-NATURAL HARBOR:
It is the harbor which is protected on sides by head land i.e. Cape, Peninsula, Cliff, Bluff etc. The Semi-Natural Harbor may be in the form of Ply month or pocket in which the design issue is to protect only the entrance of harbor for navigation.

ARTIFICIAL HARBOR:
It is the man made harbor, which is protected from storms and waves through break water (i.e. which breaks the speed limit of waves). The artificial harbor can be created or design through dredging and for protection or break water a rubble mound or vertical wall is made.

FUNCTIONAL CLASSIFICATION:
The functional classification of harbor is again of three types, i.e. Commercial Harbor, Military Harbor and Harbor of Refuge.

COMMERCIAL HARBOR:
From economic point of view the commercial harbor is most significant of all harbor types because its main function is to accommodate mercantile marine, for loading / unloading of cargo and for transaction of trade. The commercial harbors have special requirements of docks, quays, transit sheds, ware housing, overhauling machinery and means of communication such as roads & railways. The commercial harbors are mainly developed long sea cots, mouth of rivers, inside estuaries and inside or along banks of rivers & canals. Most of the time commercial harbors are either the part of a bigger harbor complex or make independently as units of single commodity terminals such as oil terminal, coal port, ore port or fishery harbor for fishing trawlers. Some of the significant examples of these specialized unit purpose commercial harbors are Karachi Port, Bin Qasim, Gwadar Port, Sydney Port, San Francisco, London, & New York Harbors.

MILITARY HARBOR:
The military harbor is also known as naval Bas. The main purpose of military harbor is obviously to accommodate, Naval Crafts & to serve as a supply depot. The significant examples of Military Harbor are Hawaii and Pearl Harbor. In case of Karachi & Bombay the harbors are essentially a commercial complex with oil terminals, general cargo births and a naval base which is the unique examples.

HARBOR OF REFUGE:
Such harbors which provide shelter & security to vessels in case of sudden storms are known as harbors of Refuge. These harbors are developed & located along dangerous coast with easily accessible stations. There are three basic requirements of harbors of refuge i.e. ready accessibility, sea & commodious anchorage and facilities for obtaining supplies & to execute minor repairs. The size of refuge harbor is based on maximum number of ships to be accommodated and the size of largest vessels likely to visit the harbor. The harbor of refuge also used as naval bases during war times & equipped with adequate means of defense. The popular examples of Refuge harbors are, Sand Bay Harbor, on eastern coast of USA and outer harbor of Madras and Vishakhapatnam which are both refuge & commercial harbors.

LOCATION CLASSIFICATION:
From location view point harbors can be classified in four basic types. It includes sea or ocean harbor, river & estuary harbor, canal harbor and Lake Harbor.

HARBOR REQUIREMENTS & MAIN FEATURES:
There are six basic requirements of harbors and ten basic features. The harbor requirements includes, easy access, adequate accommodation, safe anchorage, repair facilities, supplies facilities and other requirements as Jetties, Breaths, Transit Sheds, Ware Housing, Cranes, Hotels, Banks, Post Office, Roads & Railways. The main feature of harbor are, appropriate entrance, approach channels both inner & outer, turning basin, Shelter Basin, Break waters, Wharves and Quays, Jetties & Piers, Lock & Located Basin, Dry Docks and Slipway and Ancillaries, including locating moorings, anchor, lights, transit shed ware housing, fire protection towers etc.

PLANNING & DESIGN OF HARBORS:
There are four major factors or determinants of harbor provision in a city. These include need, economic justification, expected volume of commerce and inland communication availability. The need of harbor primarily emerges due to military reasons. i.e. Naval Base or Air Base. Secondly the growth of town may reach to such extent when foreign trade & commerce become an abject need of city. Thirdly if the city, start producing certain products or commodity which requires to be exported then port develops. For instance port Bin Qasim in Karachi developed due to steel mill in the city. The economic justification is evaluated on the basis of income and social benefits above the capital cost & operating cost of harbor. The expected volume of commerce required extensive studies & surveys of city & its hinter lands produce. The inland communication availability is judged by existing roads, rail, air and inland waterway transportation system. For the decision regarding location of harbor various types of data is collected. It includes, site investigation, hydrographic charts, which consists information about depth of water, character of bottom and range of tides. The other data includes winds movement, temperature and rainfall, aerial contour mapping, etc. The final site selection is based on maximum natural protection from wind & waves, water depth to accommodate large ships, appropriate sea bed which could ship anchors with less capital, maintenance and dredging cost. After selection of site next step is to develop port layout & cost estimates. Though there is no specific rule to make the layout of the harbor; however the planner must consider the littoral drift, protection from storm water, wharves & jetties, and erosion and siltation process.

CONCLUSION:
On the basis of aforementioned discussions following conclusions are drawn. The term communication addresses a wide range of phenomenon; however for a Civil Engineer it is necessary to understand it from the view point of transportation & especially in an urban context. With respect to transportation in urban context communication deals with, road ways & road network, metropolitan rail ways, air ways & air transport, and finally water ways, sea ports, harbors, and docks. All communication modes in an urban context have its own dynamics and details. For instance the primary element in urban context is the roads and their classification. Secondly the metropolitan rail ways has become an especially domain of communication in urban context. It includes, S. Bahn Systems, Underground Street Cars, Non Typical Modes of Metropolitan Railway and Subways. Thirdly it is quite necessary that in urban context how the system of airways, air transport and air ports works. In these respect types of air traffic its growth and future development of air ways & air transport is very significant. Especially the air port & its development in an urban context is quite vital issue to be understood. It includes, function, location planning & design of airport facilities and role of a civil engineer in it. Finally with respect to cities of large size which are located along sea or ocean, rivers & estuaries, canals & lakes the major element of communication is Harbor, Sea port and Waterways. In this regard a civil engineer must understand the dynamics of harbors which includes its need, impact, types, classification, planning, design & construction of harbors.

REFERENCES:
[1] John Rat Cliff is the author of book “An Introduction to Town & Country Planning”, 1974, Published by Hutchinson & Co. (Publishers) Ltd, 3 Fitzroy Square London WI, United Kingdom.
[2] For details please see, Arnold Whittick, “Encyclopedia of Urban Planning” Published b McGraw-Hill Book Company, 1974, USA.
[3] For details please see, G.K. Hiraskar, “Fundamentals of Town Planning”, 1993, Published by; Dhanpat Rai & Sons, Nai Sarak, Delhi 11006 India.
[4] For Details please see, “Metropolitan Railways”, by “Erwin Rock well, “Encyclopedia of Urban Planning” by, Arnold Whittick, 1974, Published by McGraw-Hill book Company, New York, USA.
[5] Ibid No. 4
[6] Ibid No: 4.
[7] Ibid No: 4.
[8] For details please see, David Briggs, “Air Transport”, “Encyclopedia of Urban Planning by Arnold Whittick, Published by Mc Grew-Hill Book Company, New York USA.
[9] Ibid No: 8.
[10] Professor “Akhtar K. Bhatti”, was Professor of Civil Engineering at Mehran University of Engineering & Technology Jamshoro Sindh Pakistan, & Author of the book, “Town Planning for the Third World”, 1993, Published by Feroz sons (Pvt) Ltd, Karachi Pakistan.
[11] Professor “Akhtar. K. Bhatti”, was Professor of Civil Engineering at Mehran University of Engineering & Technology Jamshoro Sindh Pakistan, & Author of the book, “Town Planning for the Third World”, 1993, Published by Feroz Sons (Pvt) Ltd, Karachi Pakistan.