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American
Journal
of
Traffic
and
Transportation
Engineering
2018; 3(1): 6-17
http://www.sciencepublishinggroup.com/j/ajtte
doi: 10.11648/j.ajtte.20180301.12
Cause of Reduction of Effective Roadway Width Due to
Side Friction in Dhaka City
Md. Mofizul Islam
1
, Md. Shamim Al Razib
2
, Md. Mahmudul Hasan
2
, Md. Shapon Ali
1
,
Md. Ohab Monir
1
, Md. Hasan
1
1
Department of Civil Engineering, World University of Bangladesh, Dhaka, Bangladesh
2
Department of Civil Engineering, Rajshahi University of Engineering & Technology, Rajshahi, Bangladesh
Email address:
To cite this article:
Md. Mofizul Islam, Md. Shamim Al Razib, Md. Mahmudul Hasan, Md. Shapon Ali, Md. Ohab Monir, Md. Hasan. Cause of Reduction of
Effective Roadway Width Due to Side Friction in Dhaka City. American Journal of Traffic and Transportation Engineering.
Vol. 3, No. 1, 2018, pp. 6-17. doi: 10.11648/j.ajtte.20180301.12
Received: February 24, 2018; Accepted: March 21, 2018; Published: April 26, 2018
Abstract:
Reduction of effective road width is a common problem in everywhere of the world and in Dhaka city; it’s a major
problem for its huge traffic volume. This study includes an investigation to find out the cause of reduction of effective roadway
width due to side friction is Dhaka city. The specific objectives of the study were to identify the factors which contribute in the
Reduction of roadway width for measure the total wide loss. Reduction of roadway width due to side friction is a major
problem for the people transport system. The pedestrian face many problem to walk on footpath due to site friction. When
footpath is blocked for various side friction likes tea stall, shirt pant stall, paper stall, Fruit stall etc. the pedestrian tense to
effective roadway width for that reason traffic jam occurs. For rapid economic, industrial and cultural growth of any county a
good system of transportation is very important. As transportation comprise road ways, railways, waterways, and airways
mankind has to think of a convenient and easy way for movements and this may probably be the beginning of modern roads
since roadway can be width and free from side friction.
Keywords:
Effective Roadway, Side Friction, Dhaka City, Parking, Road Capacity, Transportation System
1. Introduction
Dhaka is the capital and largest city of Bangladesh. Today
it has grown into a mega city of about 8.5 million people,
with an area of about 1353 sq. km. becoming the hub of the
nation's industrial, commercial, cultural, educational and
political activities. The city has a growing middle class
population, driving the market for modern consumer and
luxury goods. The city has historically attracted a large
number of migrant workers such as hawkers, peddlers, small
shoppers, rickshaw transporters, roadside vendors and stalls
employ a large segment of the population — rickshaw-
drivers alone number as many as 400,000. Half the
workforce is employed in household and unorganized labor,
while about 800,000 work in the textile industry. Even so,
unemployment remains high at 23%. As of 2009, Dhaka's
Gross Municipal Product (GMP) is registered at $81 billion.
With an annual growth rate of 6.2%, the GMP is projected to
rise to $215 billion by 2025. The population of this megacity
is estimated to be 15.69 million by 2016 (DMDP, 1995). As
per future prediction, this population will further grow to
about 20 million by the year 2020 and to 25million by 2025
[4].
The city experiences the proliferation of scattered
development without appropriate guidance which resulted in
huge urban system difficulties. Transportation system is one
of the burning questions in the city. Transportation system is
the engine of the economic activities in all urban
communities, and consequently sustains livelihood of the
people living in them. Typical urban transportation facilities
in Dhaka city include railways, waterways, airways and
roads. Among these, the big proportion consists of roads.
Logically, most planning and research efforts have focused
on the road system [9, 10]. In developing countries roadway
length is too little compare to developed country. Due to the
increase of economic development number of traffic and
vehicles increase rapidly. Besides unauthorized retail
activities on or besides the road is frequent. They occupy the
American Journal of Traffic and Transportation Engineering 2018; 3(1): 6-17 7
road way width. Also due to lack of off-street parking on
street parking is increasing which leads capacity reduction of
roadway. Consequence is traffic congestion at peak hour.
Besides number of side friction and illegal activity on the
road hampered free flow of traffic [2, 3].
The main objectives of the research are to identify the
factors which contribute in the reduction of roadway width,
to categorize the factors into several groups and also to find
the average effective width loss due to side friction. It is
expected that the outcome of this research will help city
authorities, policy makers as well as Professionals to realize
the contribution of side frictions at traffic flow and to take
appropriate policy for improving the current deteriorating
situation and to make it a livable city.
The study focuses on the present condition of Dhaka city.
But due to diverse constraints it’s not possible to identify all
the side frictions of whole Dhaka city road network. The
study is performed only for the commercial areas of Dhaka
city. To carry out this tentatively four major roads are taken
from commercial areas. The roads are Motijheel to Dainik
Bangla, New market to Science lab, Arambag to Fakirapool
and Kakrail to Malibag.
This research is essentially about the identification of
various types of side friction and their contribution to reduce
effective width of road as well as roadway capacity. Various
activities cause side frictions such as pedestrian activity,
parking, non-motorized vehicles, bicycles and so on. An
extensive literature review is carried out to get the basic
understanding and to acquire knowledge on particular topics.
There are several other studies identified to have attempted
to incorporate and quantify the effects of different frictional
elements on road networks of urban areas [1, 7, 8, 14, 15].
Highway capacity manual (HCM) developed by the
transportation research board of USA provides some
procedure to introduce to Transportation Engineering to
determine level of service [17]. It divides the quality of
traffic into six levels ranging from level A to level F. Level A
represents the best quality of traffic where the driver has the
freedom to drive with free flow speed and level F represents
the worst quality of traffic. Level of service is defined based
on the measure of effectiveness or (MOE). Typically three
parameters are used under this and they are speed and travel
time, density, and delay. One of the important measures of
service quality is the amount of time spent in travel. Though
it is widely appreciated that activities at the roadside affect
the operation of the traffic stream and may cause delay, there
are few references which try to quantify their effects directly
especially for developing countries where their effects are
likely to be high [2, 6]. The most usual way in which such
effects are incorporated into traffic calculations and
procedures is by some kind of proxy classification. Perhaps
the most well-known set of procedures for capacity and level
of service (LOS) calculations are applied in the U.S.
Highway Capacity Manual (HCM 2000), which uses various
proxies. Roads designated primarily for access to property
are designed and operated in a manner that facilitates access
to properties and not movement of traffic [13].
The relevant literatures on transportation system and side
frictions from home and abroad that were studied are
represented in this chapter. Efforts have been made to
describe the different parameter transportation, urban road
network, traffic management and operations etc. From the
above description, it is evaluated that there are enormous
areas, field and branches related to the field and it is very
difficult to conduct comprehensive study to identify the
inherent weakness. It is also proved from the review of
related studies that almost all this topics are interconnected
with each other and one is directly affected by others. Al
most all of the study focused on a particular area or region
like Dhanmondi, Kalabagan, or a particular user group like
pedestrian, garments worker etc. or particular operational,
management issue like bust service, NMT, travel behavior
etc. A comprehensive study is needed comprising all of the
major issues.
2. Description of Study Sites
2.1. Traffic Facilities
Dhaka city mainly depends on road-based transportation
system but the amount of road network is far apart from the
minimum requirements. Only 9 percent of roadways and 6
percent of pavement area is available, in which 62 km
functional primary and 108 km secondary and 221 km
connector road serve the city transport service. It is evaluated
that bus service plays the dominant role in providing public
transport facilities (58% passenger by only 8% trip) but lack
of proper land use and transport planning, uncontrolled
development and due to post planning approach; about half
of the area do not have the bus service facilities.
2.2. Weather Conditions
Weather conditions include various factors such as rain,
wind, fog, smoke, clouds, etc. Most of these factors affect
speeds and capacities by reducing visibility. In particular rain
affects both speed and capacity by reducing visibility and
causing a wet road surface. Though rain is sometimes
common in Dhaka city, it was avoided by performing the
study during the dry season of the year. Traffic data
collection in rain would also have been unpredictable and
difficult. Measurements were thus made when the road
surface was dry.
2.3. Site Selection
In the above section, an inventory of traffic facilities and
conditions were identified. In this part, specific roads and
sites were selected based on those findings. The selection
was certainly limited by time constraints. This selection was
deemed important because the results based on them were
expected to represent the whole commercial areas of Dhaka
city.
Firstly, roads were selected based on the presence of a
wide range of traffic flow conditions such as flow intensity
(volume/capacity ratio), traffic mix, percentage of heavy
8 Md. Mofizul Islam et al.: Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City
vehicles, and levels of side friction. Secondly, roads were
selected based on the area and their physical and geometric
quality. While selection of roads was generally based on
physical, environmental and traffic conditions, selection of
the study sites/segments, was based on more specific
requirements, which were specified as; straight alignment,
located in a flat terrain, easy to observe side frictions. Based
on these, the following roads and sites were selected Mirpur1
to Technical, Technical to Shyamoli, Shyamoli to Asadgate,
Asadgate to Dhanmondi27, Dhanmondi27 to Science Lab
and Science Lab to New market.
3. Methodology
3.1. Research Design
Following methods were adopted to achieve the
perspective objectives.
i. At the very beginning of the research work an
extensive literature review has been conducted to know
the conditions, types, nature, limitations,
recommendations etc. of previous research, project
reports conducted in home and abroad on and
transportation system, transport operation and
maintenance, institutional setup etc. in Dhaka
metropolitan city and to acquire knowledge for the
basic understanding on that topic.
ii. Then objectives have been formulated to identify the
factors which contribute in the reduction of roadway
width and to categorize the factors into several groups.
iii. After that selection of study area which is selected
based on the side friction intensity at the site.
Considering this commercial area is preferred.
iv. Relevant data which were required to understand the
present transportation situation of the Dhaka city were
collected from secondary sources like DCC, DUTP,
RHD, DMP, BRTA, BRTC, previous research survey
report and internet browsing. Relevant data also
collected from print media and electric media.
v. At the same time of secondary data has been taken field
observation and field data taken procedure also started.
Both primary and secondary data have been analyzed
and manipulated with a view to achieve the objective
which is set out in the introductory chapter.
vi. Primary data has been used to identify and categorize the
side friction factors also to calculate the reduction of
effective roadway width. Whereas secondary data has
been used to overview the present Dhaka city condition.
vii. Finally, in line with research findings, the relevant
guidelines, policies, regulations have been proposed for
realistic and affordable short and long term actions to
improve the physical roadway condition.
3.2. Types and Sources of Data
As described earlier, in this study, different types of data
has been collected from different sources applying different
methods and techniques. Major types of data and sources are
provided which is given below.
3.2.1. Primary Data
a) Field Survey: Overall Observation, Road Inventory
Survey, Questionnaire Survey in Different Levels and
Sectors, Capturing Photograph
b) Discussion with Professionals/government officials of
different relevant organizations
3.2.2. Secondary Data
i. Published literature
ii. Survey of Bangladesh (SOB) – Land use, road
orientation and transport infrastructure
iii. Dhaka City Corporation – Land use, road functionality,
institutional setup,
iv. Rajdhani Unnayan Kartripakka (RAJUK) – Land
development, institutional setup
v. Bangladesh Road Transport Authority (BRTA) –
Vehicle registration, route permit, Institutional
management
vi. Print and electronic Media Report- News Magazine;
TV, Radio report
vii. Internet browsing – definition, good
references/practices, examples
3.3. Data Collection Period
For primary data collection, observations and survey were
carried out during different days of month and different time
of the day in different roads within the year to obtain more
representative and authentic data and results. Data has been
collected mainly at peak hour to find out all the contributory
side frictions on the road. As analysis of side friction factors
is new dimension for different transport authorities no
secondary data were found related to side friction analysis.
However data from media reports, news, views on Dhaka
city or internet browsing have been collected continuously
entire the study period. Other secondary data like survey
report, publications and presentations subsequently collected
in different time.
3.4. Data Collection
Overall city has been observed to find out an overall view
of the study area within the whole study period both in a
systematic and random nature. It also gives an outlook to the
geographical extent of the city. An overall idea of the present
development condition of the study area (CBD, industrial
area, residential area, mixed area, fringe area) could also be
found through this observation. Existing road network system
and the general condition of the roads, organizational and
transport integrity of the study area has also been revealed by
this observation. The condition of the existing mass transit
and services such as operation, management, maintenance,
parking, terminal, drainage system, garbage disposal system
has also been found in this observation. The conditions of
side road, accessibility, road hierarchy, functionality were
also enclosed in this survey of different zones of the city
[16].
American Journal of Traffic and Transportation Engineering 2018; 3(1): 6-17 9
To find out the primary data continuous observation has
proceeded at the selected sites. Auto meter has been used to
measure the roadway length and illegal activities which
occupies the road length. A digital camera also used to
capture the photograph of different side frictions and
roadway condition. Photographs were also used to the
analysis at desktop environment. Data has been collected
along the roadway in one direction.
3.5. Analysis Procedure
First different side frictions were categorized. Also find
out the cause of this illegal activity. Percent of loss of
effective width is calculated from width occupied by the side
frictions and roadway effective width at a particular section
of the road. Effective roadway is defined as total carriageway
of the road. Percent of loss of effective width can be
formulated like as following:
% Effective width loss = (d/D)*100%
Here, d= Reduction of effective roadway width due to
particular side friction.
D=Effective roadway width at that particular section.
Assuming there is a linear relationship between effective
roadway width and roadway capacity, we can also comment
on the reduction of roadway capacity.
3.6. Limitations of the Data Collection
A comprehensive and thorough study requires much time
and resources. In this study, emphasis has been made on
selected areas and parameters in selected field and
concentrated on the selected factors related to the side
friction. As mentioned earlier that no significant research on
this issues had been done so far, so it is often very much
difficult to get the necessary reliable information about the
present problems and issues. Due to the limitation of time
and necessary resources, a small sample survey has been
conducted. At this study data has been taken only for
commercial area from four different roads. To reflect the
overall Dhaka city condition study area should be more.
As there was variety of dimensions in the transportation
system as well as associated problems, many of them could
not be attended during the study period. So these types of
side frictions cant accounted at this study.
4. Reduction of Roadway Width for Side
Friction
4.1. Categorization of Side Friction
Side frictions which are commonly occurred can be
categorized like as following:
1. Parking on the road
(I) Single parking: (a) Car Parking (b) Auto rickshaw
Parking (c) Motorcycle Parking (d) Bus Parking (e)
Rickshaw Parking
(II) Double and Triple Parking
3. Different types of stalls: (a) Tea stall (b) Shirt, pant and
belt stall (c) Fruit stalls (d) Other stall
4. Scrap of stalls
5. Electric pole on the road
6. Waste and Dustbin
7. Police barricades
8. Roadside cutting activity
Besides following factors are also found on different
roads. But there contribution on reduction of effective
roadway width is not analyzed due to different constraints.
i. Blockage of the travel way: Public transport vehicle
which may stop anywhere to pick up and set down
passengers, Pedestrian crossing or moving along the
roadway, Non-motorized vehicle which reduce the
average speed of the road.
ii. Small Rickshaw Garage on the road
iii. Sidewalk of the people through the roadway
iv. Washing of dishes on the road
4.2. Parking on the Road
Parking is essential for business and commercial activities.
Efficient parking system provides harmonious vehicular
movement. But illegal or uncontrolled parking on the road
cause grave inconvenience to road user [5]. In Dhaka
Metropolitan city, according to Building Code Regulations
provided by RAJUK only basement base parking is
mandatory, almost 12 percent of tall building (7+ floor) has
not any parking facility. Figure 1 shows the percent of tall
building in different thana where has not any parking facility.
From figure 1 it is evaluated that old Dhaka like Kotwali and
Lalbag thanas’ have almost 67 percent and 54 percent tall
building which have not any parking lots or facilities. Even,
in New Dhaka particularly Mohammadpur and Mirpur where
most of the areas are pre-planned, almost one forth tall
buildings have not any parking [12].
Among different types of illegal on-street parking
following group can be categorized:
Single parking
i. Car Parking
ii. CNG Parking
iii. Motorcycle Parking
iv. Bus Parking
v. Rickshaw parking
Double and triple Parking
10 Md. Mofizul Islam et al.: Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City
Figure 1. Percent of no parking facility tall building in different Thana.
4.2.1. Car Parking
Among a variety of vehicle and traffic modes Private car
and Micro bus are one of the common vehicles on Dhaka city
road network. Mainly higher class people who like to lead
luxurious life use private car for their personal convenience..
With the increase of private car traffic congestion and illegal
parking also increased. About all of the roads are experienced
with the illegal parking of private car. This is most likely to
be occurred at peak hour of the day. Following table 1
indicate amount of effective roadway width loss during the
peak hour period at different routes only for illegal on-street
parking.
Table 1. Reduction of roadway width for car parking.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 –Technical 4.88 12.20 40.00
24.20%
Technical–Shyamoli 3.37 11.27 29.90
Shyamoli - Asadgate 3.10 16.50 18.27
Asadgat – Dhanmondi27 3.24 16.53 19.60
Dhanmondi27 - New market- 2.15 16.20 13.27
4.2.2. Auto Rickshaw Parking
The auto rickshaws are three wheeled mechanically
operated vehicles, whose body is generally manufactured
locally but the chassis along with the engine is imported from
foreign countries. The auto rickshaws carrying capacity is
three persons at the back and the driver in the front. They are
operated like rickshaws, taking the passengers to their
destination and not stopping to pick up other passengers on
route. The charge of auto rickshaw is 6 Tk/km and a
minimum flat rate of Tk. 18. Mainly parked auto rickshaws
are available in front of market, hospital or bus terminal.
Hence due to illegal parking on the road, roadway effective
width is reduced consequently reduction in roadway capacity.
Reduction in road way effective widths are shown in the
following table 2.
Table 2. Reduction of roadway width for auto-rickshaw.
Route name Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1 –Technical 2.90 12.20 23.77
15.94%
Technical– shyamoli 1.52 11.27 13.48
Shyamoli - Asadgate 1.87 16.50 11.33
Asadgate – Dhanmondi27 1.80 16.53 10.88
Dhanmondi 27 - New market 3.28 16.20 20.24
4.2.3. Motorcycle Parking
Motor cycle is a two wheel motorized vehicle. Due to
convenience use of motor cycle increase rapidly. In our
country mainly at Dhaka city motorcycle user expand
hurriedly. According to BRTA registered motor cycle in
Dhaka city is 3,11,071. As there is no off-street parking
facilities in our Dhaka city about all motor cycle user use free
road way width for parking purpose. Sometimes they park
where parking is proscribed. Authorize or un-authorized
motor cycle parking are responsible for effective roadway
width loss shown on the following table 3. Also un-
authorized motorcycle parking is shown on the figure 2.
American Journal of Traffic and Transportation Engineering 2018; 3(1): 6-17 11
Table 3. Reduction of roadway width for motorcycle.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 – Technical 2.50 12.20 20.49
16.56%
Technical – Shyamoli 1.65 11.27 14.64
Shyamoli - Asadgate 4.30 16.50 26.06
Asadgate – Dhanmondi27 2.35 16.53 14.22
Dhanmondi27 – New market 1.20 16.20 7.40
Figure 2. Illegal motor cycle parking on the road.
4.2.4. Bus Parking
Bus one of the most familiar mass transit systems in
metropolitan Dhaka is mainly characterized by large bus,
mini bus. Bus and minibus routes tend to be concentrated
along the limited number of arterial roads, in a generally
north-south orientation. Large buses are defined according to
regulation as buses with more than 32 seats, but more
generally large buses are considered to be ten (10) meters or
more in length. The most significant recent change in the bus
fleet composition is the increases in the number of large
buses. According to BRTA number of Busses in our Dhaka
city are 8694 up to June 2010. Mini buses are defined as
buses with 15 to 30 seat capacity, excluding the driver. Most
mini buses are around 8 meters in length, with locally
manufactured bodies and Isuzu, Hino or Tata chassis and
engines. The number of mini buses has increased rapidly
since 2000. Current numbers are imprecise, but according to
BRTA 8,405 mini buses are in operation in Dhaka, also
around 2000 to 3000 are operating without permits or in
contravention of allocated routes [4].
Table 4. Reduction of roadway width for Bus.
Route name Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1–Technical 5.60 12.20 45.90
37.08%
Technical–Shyamoli 4.86 11.27 43.12
Shyamoli – Asad gate 4.30 16.50 26.06
Asadgate – New market 5.50 16.53 33.27
4.2.5. Rickshaw Parking
Rickshaws are three wheeled cycles called cycle
rickshaws. It is manually operated giving door to door
services to the passengers. The rickshaws normal carrying
capacity is two passengers. One of the main causes of
Dhaka’s traffic jam is the unrestricted playing of rickshaws
particularly on the main transport corridor. Reliable estimates
of the non-motorized vehicle fleet are difficult to obtain.
DCC (Dhaka City Corporation) limits the number of license
issued to rickshaw owners to some 79,000. However,
unofficial estimate claimed that the number of rickshaw
playing in Dhaka is about 500,000 [4].
Figure 3. Illegal Rickshaw parking on the road.
Table 5. Reduction of roadway width for Rickshaw.
Route name Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1 – Technical 3.15 12.20 25.82
20.92%
Technical – Shyamoli 3.10 11.27 27.51
Shyamoli - Asadgate 2.90 16.50 17.58
Asadgate – Dhanmondi27 2.56 16.53 15.49
Dhanmondi27 -Newmarket 2.95 16.20 18.21
12 Md. Mofizul Islam et al.: Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City
4.2.6. Double Parking
Double parking is a common phenomenon on the busy roads. It’s a regular feature at Motijheel to Dainik Bangla, New
market to science lab and FAkirapool to Arambag roads. For different types of Double parking effective roadway reduction is
shown in the following table 6.
Table 6. Reduction of roadway width for Double Parking.
Route name Type Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 –Technical C+R 7.89 12.20 64.67
44.49%
Technical – Shyamoli C+Mo 7.65 11.27 67.88
Shyamoli –Asadgate C+C 4.90 16.50 29.70
Asadgate – Dhanmondi27 C+Cn 4.85 16.53 29.34
Dhanmondi27 – Newmarket Cn+R 5.00 16.20 30.86
Here, C=Private car, Mo=Motorcycle, R= Rickshaw, Cn=CNG.
4.3. Different Types Of Stall
4.3.1. Tea Stall
A tea stall is a small shop where ready tea is served to the customers. It mainly sits at railway or bus station. Besides, It is
found at bazers, a factory or a launch ghat. But it’s become common scenery that tea stalls are always available on road or
footpath. As its stands on the road it takes some effective width of the road. Also customers, used furniture and waste of tea
stalls are act as a side friction on the road.
Table 7. Reduction of roadway width for Tea stall.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 – Technicl 1.60 2.80 57.14
59.45%
Technical – Shyamoli 1.55 3.20 48.44
Shyamoli - Asadgate 2.22 3.11 71.38
Asadgate – Dhanmondi27 1.25 2.50 50.00
Dhanmondi27 - Newmarket 1.80 2.56 70.31
4.3.2. Shirt, Pant and Belt Stall
Retail trading activities on or besides the road are most
popular in our Dhaka city. Cheapest rate of shirt, pant and
belts attract pedestrian, day labor, workers and officials.
Mainly middle class and lower middle class people are
regular customer. At the time of buying and selling activity
both buyers and sellers stand on the road, which disturb the
frequent or free movement of vehicles. For this reason
drivers try to sidestep these obstacles. Due to this propensity
effective roadway width is reduced consequently roadway
capacity. Following table 8 shows contribution on effective
roadway width loss of these types of retail trading activity on
our selected sites.
Table 8. Reduction of roadway width for Shirt, pant and belt stall.
Route name Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1 - Technical 1.82 2.80 65.00
59.74%
Technical - Shyamoli 1.20 3.20 37.50
Shyamoli - Asadgate 1.35 3.11 43.41
Asadgate– Dhandmondi27 1.75 2.50 70.00
Dhandmondi27- Newmarket 2.12 2.56 82.81
4.3.3. Fruits Stall
Among different types of retail activity, fruits stall is frequent. Fruits stall may be classified as permanent or temporary.
Permanent means stalls which stay for long time also it occupies some place of footpath whereas temporary defined as stalls
which stay for short period of time and moveable. Contributions of effective road way width loss of different fruits stall are
shown in table 9.
Table 9. Reduction of roadway width for Fruit stall
。
Route name Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1 - Technical 1.84 2.80 65.71
69.44%
Technical - Shyamoli 1.50 3.20 46.87
Shyamoli - Asadgate 2.23 3.11 71.70
Asadgate– Dhandmondi27 2.12 2.50 84.80
Dhandmondi27- Newmarket 2.00 2.56 78.12
American Journal of Traffic and Transportation Engineering 2018; 3(1): 6-17 13
4.3.4. Other Stall
Though tea, fruits, shirt, pant and belt stalls are common at
different street, another types of retail activity are found also.
These types of stalls are not frequently found at everywhere.
From field observation we find lottery ticket seller, bus
counter, Peanut stall, small hotel etc as side frictions on the
road. Among these lottery ticket and peanut seller are
movable. But small hotel and Bus counter are fixed at a
place. Mainly cake is the selling product of this small hotel.
table 10 shows the contribution of effective width losses due
to these types of stall.
Table 10. Reduction of roadway width for different stalls.
Route Stall Width loss (m) Total Width (m) % Width Loss Average Width Loss
Mirpur 1 - Technical Bus counter 3.29 12.20 26.97
21.18%
Technical - Shyamoli Bus counter 3.18 11.27 28.22
Shyamoli - Asadgate Peanut seller 1.20 16.50 7.27
Asadgate–Dhanmondi27 Small hotel 3.35 16.53 20.27
Dhanmondi27-Newmarket Small hotel 3.75 16.20 23.15
4.4. Scrap of Stalls
Scraps of different stalls obstruct the free movement of vehicles. Drivers and pedestrian always try to by-pass these types of
obstacle. Due to this tendency effective roadway width is reduced. Among different types of scraps scrap from fruit stalls is
dominating. Also scrap is found from shirt, pant or belt stall.
Table 11. Reduction of roadway width for scrap of stalls.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 –Technical 1.85 12.20 15.16
14.61%
Technical – Shyamoli 1.90 11.27 16.86
Shyamoli - Asadgate 2.75 16.50 16.67
Asadgate – Dhanmondi27 1.26 16.53 7.62
Dhanmondi27 - Newmarket 2.71 16.20 16.72
4.5. Electric Pole
A utility pole is a pole use to support overhead power lines
and various other public utilities, such as cable, fiber optic
cable and related equipment such as transformers and street
lights. In the United States, the National Electrical Safety
Code, published by the Institute of Electrical and Electronics
Engineers (IEEE), sets the standards for construction and
maintenance of utility poles and their equipment but it’s
hardly found in our Dhaka city. It’s often found that electric
pole passes by the road, hence occupation of roadway width.
Due to this occupation vehicles loose effective road width
consequence is reduction of roadway capacity.
Table 12. Reduction of roadway width for electric pole.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur – Technical 1.48 12.20 12.13
11.81%
Technical – Shyamoli 1.55 11.27 13.75
Shyamoli – Asadgate 1.49 16.50 9.03
Asadgate – Dhandmondi27 2.10 16.53 12.70
Dhandmondi27 - New market 1.85 16.20 11.42
4.6. Waste and Dustbin
A dustbin or waste container is a container for temporarily
storing waste, and is usually made out of metal or plastic.
Most of the developed countries keep dustbin besides the
road at outer thinking. But anyone can easily noticed dustbin
on the road network of Dhaka city. Due to health concern and
aesthetically unpleasant people try to avoid it. Concern
authority, Dhaka City Corporation has no headache to
provide smooth and pleasant environment to the road user. It
occupies massive amount of road length and create bottle-
neck for that particular section at peak hour [11].
Figure 4. Dustbin on the road.
14 Md. Mofizul Islam et al.: Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City
Table 13. Reduction of roadway width for waste and dustbin.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 -Technical 4.25 12.20 34.84
24.13%
Technical - Shyamoli 3.25 11.27 28.84
Shyamoli – Asadgate 2.56 16.50 15.52
Asadgate - Dhanmondi27 3.59 16.53 21.72
Dhanmondi27 - Newmarket 3.20 16.20 19.75
4.7. Police Barricades
To prevent illegal activities on the road and also to reduce traffic congestion Police force always try to create obstacle on
road. They take various preventive actions. Among which police barricades are common. Police barricades are so commonly
used that most of the time they are common at roadway. Due to blockage of road effective roadway width is reduced.
Following table 14 shows the feature.
Table 14. Reduction of roadway width for police barricades.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Mirpur 1 –Technical 2.30 12.20 18.85
24.99% Technical - Shyamoli 3.25 11.27 28.84
Asadgate – Dhanmondi27 4.50 16.50 27.27
4.8. Roadside Cutting
Roadside cutting is a common trend in our Dhaka city. Different government organizations cut the roadside several times to
pass their utility line. Among them WASA, DPDC, BTCL, DCC and Titas gas companies are common. Due to lack of co-
ordination among them after the complete of one work another interested group starts their work. Due to this cutting activity
huge amount of effective roadway width is reduced.
Table 15. Reduction of roadway width for roadside cutting activity.
Route name Width loss (m) Total Width (m) %Width Loss Average Width Loss
Technical - Shyamoli 3.50 11.27 31.06 25.22%
Shyamoli – Asadgate 3.20 16.50 19.39
5. Conclusion and Recommendation
5.1. General
With the increasing demand resulting from the population
explosion and infrastructural and economic mutiny in the
world, it is a great concern and required urgent awareness for
all to prepare capital city as a high potential richly developed
sustainable city for the restraining of forthcoming demand of
the 21st century as a mega city. But for the misunderstanding
of the real problems of this city, every approach has taken the
city to the odd condition day by day. In every step, to
overcome the problem, the authorities are providing slowly
solution without a long term vision which is becoming an
extra burden on the city infrastructure. That is, the city is
developed with the decaying growth. If these conditions
further continue for a years, there will not be any option to
recover or renew the condition of the city and it will become
a dead city and eventually the city will have to be abandoned.
Before the starting of further step, authority will have to
identify the root causes of the problem and inherent
weaknesses of the city.
This chapter has presented the study findings as well as
point out the inherent weaknesses of the city particularly
related to the loss of effective width of Dhaka city road
network also reduction of roadway capacity. It is expected
that the findings of this research would immensely help the
city authorities, policy makers, professionals, academicians,
planners, developers as well as civil society to identify the
root cause of the side friction problems also contribution of
these factors at traffic congestion.
5.2. Parking on the Road
Efficient parking system provides harmonious vehicular
movement. From off-street and on-street parking first one is
very efficient concern to traffic congestion and roadway
capacity reduction. But the second one is responsible
reduction of roadway capacity. From field observation among
different types of single parking car parking is frequent at
commercial areas but bus pas parking occupies maximum
road width. At some roads double parking is a serious
headache at occupies maximum amount of roadway width.
Percent of effective roadway width loss due to different types
of parking are reflected at figure 5.
American Journal of Traffic and Transportation Engineering 2018; 3(1): 6-17 15
Figure 5. Percent of effective roadway width loss only for Parking.
5.3. Stalls on the Road
Different types of stalls on the road are another common trends in the Dhaka city. Mainly lower class people include with
this. These retail activities may be temporary or permanent. Among various types of stalls on the road tea stall, shirt, pant and
belt stall, Fruits stall and other temporary types of stalls are common. Due to different types of stall on an average 13 to 18
percent of effective roadway width is reduced. Contributions of these stalls on effective roadway width are reflected at figure
6.
Figure 6. Percent of effective roadway width loss only for Stalls on the road.
5.4. Overall View
Figure 7. Percent of effective roadway width loss due to side friction.
16 Md. Mofizul Islam et al.: Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City
Among different types of side frictions parking, stalls on
the road, scraps of stall, electric pole, waste and dustbin,
police barricades, roadside cutting activity and increasing
footpath width are analyzed in the context of effective
roadway width loss. Before widening of the road we must
provide special concern to the output of this analysis. It is
found that on an average 12 to 29 percent of effective
roadway width is reduced due to different side friction shown
in figure 7.
5.5. Roadway Capacity Reduction
Capacity describes about the physical amount of vehicle
and passengers a road can afford. It doesn’t depend on the
total number of vehicle demanding service. On the other
hand, it depends on traffic conditions, roadway width
geometry design and so on. It varies with respect to time and
position. At this research concentration has been given only
to reduction of roadway width not to roadway capacity. But
we know with the reduction of roadway width roadway
capacity is reduced. So assuming there is a linear relationship
between roadway capacity and effective roadway width.
From this assumption it can be qualitatively said that due to
side frictions on the road roadway capacity is reduced
enormously as well as level of service which leads to traffic
congestion.
5.6. Recommendation
To resolve the side friction associated with the road
network following remedies should be taken as per as
possible.
i. Provision should be provided for on-street parking.
Therefore, off-street parking needs to be created and
at the same time. Restriction on on-street parking
should be strictly enforced for certain periods of the
day, and on certain days of the week.
ii. Government should give subsidy if the buses are
owned by a company, so that they are able to maintain
a bus depot for parking of their buses. This will
reduce parking the bus on the road and ensure through
movement of other vehicles.
iii. Non-motorized vehicle (rickshaws, etc.) should be
banned from all major roads to achieve faster
movement of vehicles leading to higher productivity.
iv. As private car parking is frequent restriction should
provide on the import of vehicles for private use, but
import of buses and mini-buses should be encouraged.
v. Law enforcement agencies should aware about illegal
parking on the road.
vi. To remove retail activities on the road DCC should
come forward.
vii. Though removal of Hawkers from roadside becomes a
political issue so political leader should concern about
the topic.
viii. Proper solution should be given to clean the roadway
surface from waste and dustbin.
ix. To ensure free and harmonious movement of
pedestrian footpath should free from hawkers and
other types of retail activities.
x. Pedestrian should provide proper information and
education as they don’t walk along the roadway.
xi. Seller should aware as they don’t through the scraps
of their stall on the road.
xii. Different government agencies should co-ordinate
among them at the time road work.
xiii. Above all authorized agency and government should
take proper steps and plan to reduce side friction on
the road network.
Limitation of the Study and Scope for
Future Study
In a summarized way, it was seems that the study area and
topics covered a wide range area and in depth evaluation to
fulfill the objectives in this topics was a complicated and
difficult issue due to the scarcity of data, manpower,
resource, expertise and time constrains. To overcome these
difficulties, the study was elaborated in breath but in depth it
is shallow. If the following important aspects and issues
could have been considered in this research study, it would
have been more comprehensive and complete.
As no study has found related to this topics in a developed
country like ours personal judgment has to apply in many
case. Besides, no secondary data has found at different
government agencies related to side friction. Analysis has
done by using only primary data. Study is performed only for
commercial areas. Qualitative reduction of roadway capacity
is shown but it can be provide quantity. Analysis has done
only for the factors which are temporary stands on the road.
No analysis is shown for the following cases such as: side
road entries, effect of NMV on traffic stream, walking of
pedestrian and so on.
Taking into consideration of above issues and items, in
future sector wise studies may be conducted to have more
authentic, reliable, definite, comprehensive and wide-ranging
findings and for subsequent recommendations and decisions.
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