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Determi
characteristics
) at Nobinagar (Savar), Dhaka
Dhaka Road [R505] (Uninterrupted flow facility _ Multilane
Highway: Collector Road type)
Determi
nation of traffic flow performance
) at Nobinagar (Savar), Dhaka
– Bai
p
Dhaka Road [R505] (Uninterrupted flow facility _ Multilane
Highway: Collector Road type)
and LOS
(Level of Service).
SEPTEMBER
2020
nation of traffic flow performance
(and its
p
ayl (Jamgora),
Dhaka Road [R505] (Uninterrupted flow facility _ Multilane
(Level of Service).
Determination of traffic flow performance (and its
characteristics) at Nobinagar (Savar), Dhaka – Baipayl
(Jamgora), Dhaka Road [R505] (Uninterrupted flow facility _
Multilane Highway: Collector Road type) and LOS
(Level of Service).
A Thesis Report Submitted
In Partial Fulfillment of the Requirements for the
Degree of Bachelor of Science in Civil Engineering
Md. Firoj Ahsan [ ID: 12306075 ]
Md. Sumon Rana [ ID: 12306035 ]
To the
Department of Civil Engineering
College of Engineering and Technology (CEAT)
IUBAT-International University of Business Agriculture and
Technology
DHAKA
August 2020
The thesis
dissertation entitled
performance (and its characteristics) at Nobinagar
Baipa
yl (Jamgora), Dhaka Road [R505] (Uninterrupted flow facility
_ Multilane Highway: Collector Road type) and LOS (Level of
Service).”
by Md.
approved fulfilling the requirements for the Bachelor
Degree in Civil Engineering.
______________________________
SUPERVISOR
Engr. Md. Anisur
Rahman
Department of
Civil Engineering
IUBAT –
International University of Business Agriculture and
Technology
Approval
dissertation entitled
“Determination of traffic flow
performance (and its characteristics) at Nobinagar
(Savar), Dhaka
yl (Jamgora), Dhaka Road [R505] (Uninterrupted flow facility
_ Multilane Highway: Collector Road type) and LOS (Level of
by Md.
Firoj Ahsan and
Md. Sumon Rana
approved fulfilling the requirements for the Bachelor
Degree in Civil Engineering.
______________________________
Rahman
(Titu).,
M.Sc
., FIEB
Civil Engineering
International University of Business Agriculture and
“Determination of traffic flow
(Savar), Dhaka
–
yl (Jamgora), Dhaka Road [R505] (Uninterrupted flow facility
_ Multilane Highway: Collector Road type) and LOS (Level of
Md. Sumon Rana
has been
approved fulfilling the requirements for the Bachelor
of Science
International University of Business Agriculture and
Author’s Declaration
We are Md. Firoj Ahsan with ID# 12306075 , and Md. Sumon Rana with
ID# 12306035 declaring that this Thesis report on entitled “Determination
of traffic flow performance (and its characteristics) at Nobinagar (Savar),
Dhaka – Baipayl (Jamgora), Dhaka Road [R505] (Uninterrupted flow
facility _ Multilane Highway: Collector Road type) and LOS (Level of
Service).” has only been prepared under the supervision of Engr. Md.
Anisur Rahman (Titu)., M.Sc., FIEB, Faculty@CE Department, IUBAT for
the fulfillment of the degree Bachelor of Science in Civil Engineering
(BSCE). It has not been prepared for any other purpose, reward, or
presentation and has not been submitted by us for any Degree, Diploma,
Title or Recognition before
.
_________________________
Md. Firoj Ahsan
ID: 12306075
_________________________
Md. Sumon Rana
ID: 12306035
APPROVAL
The dissertation/thesis entitled
“Determination of traffic flow performance
(and its characteristics) at Nobinagar (Savar), Dhaka – Baipayl
(Jamgora), Dhaka Road [R505] (Uninterrupted flow facility _ Multilane
Highway: Collector Road type) and LOS (Level of Service).
”, by Mr.
Md.
Firoj Ahsan with ID# 12306075 , and Mr. Md. Sumon Rana with ID#
12306035
has been approved fulfilling the requirements for the Bachelor of
Science Degree in Civil Engineering (BSCE).
Contact: +8801813636545; +8801970834697
Email: anisur.rahman@iubat.edu; anisur_titu@yahoo.com
_______________________________
Prof. Dr. Engr. Md. Monirul Islam
Chair
Department of Civil Engineering
IUBAT – International University of Business Agriculture and Technology
Contact: +8801716583558
Email: mmislam@iubat.edu
______________________________
Supervisor
Engr. Md. Anisur Rahman (Titu)., M.Sc., FIEB
Associate Professor
Department of Civil Engineering
IUBAT – International University of Business Agriculture and Technology
ACKNOWLEGEMENT
At first, we want to pray our gratitude to our thesis supervisor, Engr. Md. Anisur
Rahman (Titu) Sir for providing us his continuous support and guideline to
perform this research work and to prepare this concerted dissertation. His
contribution to this research can only be acknowledged but never be compensated.
His consistent inspiration helped us to work diligently throughout the completion
of this research work and also contributed to our ability to approach and solve
many-problems. Without his continuous guidance this dissertation (report) would
not has been materialized. It’s our immense pleasure to have our superior advisor
as researcher Mr. Engr. Md. Anisur Rahman (Titu)., M.Sc., FIEB., Faculty@CE
Department., IUBAT, in our team work (research) at the project location. Also,
very much thanks to the local authorities to help us in several ways to have it
done.
We are indebted to our families and friends for their continuous encouragements,
cooperation and mental support. Their support and cooperation were
indispensable.
At last, We want to thank our department, the respected teachers, Dean of our
department, Prof. Dr. Md. Monirul Islam Sir for his kind co-operation and
guidance without which this thesis work would have never materialized.
ABSTRACT
Transportation is one of the most important but also hardest-to-solve problems of
modern-day cities. In developed countries, the transportation sector contributes a lot
to the GDP and its services are a precondition for economic activities as well as
leisure activities. It is one of the vital sectors supporting human activity because
without any movement it is impossible for people to fulfill their needs and to achieve
this need through movement, mode of transport is needed but it is not same for the
developing country.
For a city like Dhaka which is one of the most congested in the world, the job is even
harder for a traffic engineer. As such, it is first and foremost necessary to estimate the
traffic volume at particular outlets from the Dhaka city. We have selected the
Nobinagar to Baipayl highway to calculate the traffic volumes and level of service as
this section is particularly faced with repeated traffic congestion during various hours
of the day. The objective of the study is to estimate, evaluate and recommend on
traffic volume during various hours of the day, its intensity during the peak hours of
the day, its impact, it’s possible growth pattern etc. The findings of the study
hopefully will be helpful for formulating a long-term sustainable policy for the
Baipayl highway.
Dhaka, the capital city of Bangladesh, is one of the most populous cities of the world
(having a population which is exceeding 12-milllions (NAGARI 2010)). Rapid
population growth has affected the transportation service within the city (local street)
and connecting any part of the country by eight (08) national highway (NH) &
several collector-distributor highway (uninterrupted flow facilities). Nobinagar
(Savar)-Baipayl, a multilane highway (collector type) has impact over the vehicular
(transportation) flow condition connecting Dhaka to Northern BD. Current LOS
(level of service) of this segment has a great interest to determine. LOS is a quality
measure in terms of speed, travel time, freedom to maneuver, traffic interruptions,
safety, cost & convenience. There are four MoE’s (measures of effectiveness) to
determine the LOS for multilane highway [vp, service flow rate (pc/hr/ln), FFS (free
flow speed, mph) & speed (mph), Density K (pc/mile/ln) and v/c. To operate the
road-traffic system efficiently, it is vital to determine the LOS. At the same time, how
the desired LOS can be achieved for that particular type of road segment.
CONTENTS
TITLE
PAGE
ACKNOWLEDGEMENT VI
ABSTRACT VII
CONTENTS VIII
CHAPTER 1: INTRODUCTION
1.1 General 13
1.2 Background of the Study 13
1.2.1 Traffic Volume Study 15
1.3 Significance of the Study 16
1.4 Objective of this study 17
1.5 Organization of studies 17
CHAPTER 2: LITERATURE REVIEW
2.1 General 18
2.2 Definition 21
2.2.1Volume/Flow 21
2.2.2 Rate of Flow 21
2.2.3 Average Daily Traffic (AADT) 21
2.2.4 Average Annual Daily Traffic (AADT) 21
2.3 Methods for Volume Survey 22
2.3.1 Manual Counting Method 22
2.3.1.1 Direct Method 22
2.3.1.2 Indirect Method 22
2.4 Design Hour Volume 23
2.5 Peak-period Traffic Volumes 23
2.6 Daily Traffic Volumes 24
2.7 Passenger Car Unit / Equivalent (PCU/PCE) 25
2.7.1 Vehicle Types 27
2.7.2 Vehicles Available (Types) At The Study Area 30
2.8 Level of Service 32
TITLE
PAGE
CHAPTER 3: METHODOLOGY
3.1 General 36
3.2 Methods We Have Selected 36
3.3 Counting Period for Volume Study 36
3.4 Selected Counting Period for Our Study 36
3.5 Survey Procedure 36
3.6 Survey Design/Piloting 37
3.7 Trial Survey 37
3.8 Study Area Selection 38
3.9 Data Collection Histories 38
3.10 Some Picture of Geometric Data Collection Time 39
CHAPTER 4: DATA ANALYSIS &RESULTS DISCUSSIONS
4.1 General 40
4.2 Data Analysis & Results 43
4.2.1 Level of Service (LOS) of Multilane Highway [TRB, 2000] 43
4.3 Future Development on Infrastructure (Fixed Facilities & TCDs) 48
CHAPTER 5: SFR (Service Flow Rate, Vp pc/hr/ln) and FFS (Free Flow
Speed, mph): Calculation to Obtain LOS
5.1 SFR (Service Flow Rate Vp, pc/hr/ln) 50
5.2 FFS (Free Flow Speed, mph) 51
5.3 Speed-Flow Curve for Multilane Highway 55
(HCM, Exhibit 21-3.)
CHAPTER 6: LEVEL OF SERVICE (LOS) & DENSITY WITH FUTURE
PROJECTION
6.1 DETERMINATION OF LEVEL OF SERVICE (LOS) 56
6.2 Determination of Density (pc/mile/ln) 56
6.3 Future Projection with Growth (Traffic) in 2050 57
CHAPTER 7: CONCLUSIONS AND RECOMMENDATION 58
REFERENCES 59
LIST OF TABLES
TABLE TITLE PAGE
TABLE FOR TRAFFIC FLOW:
Table 4.1: Data Collection for Traffic Flow (14.10.2019 Monday) 40
One hour (9-10 AM; 1-2 PM; 4:30-5:30PM)
Table 4.2: Data Collection for Traffic Flow (21.10.2019 Monday) 41
One hour (9-10 AM; 1-2 PM; 4:30-5:30PM)
Table 4.3: Data Collection for Traffic Flow (28.10.2019 Monday) 42
One hour (9-10 AM; 1-2 PM; 4:30-5:30PM)
LIST OF FIGURERS
LEVEL OF SERVICE
Figure 2.1A: R 505 (Nobinagar to Baipayl multilane highway) on Google map. 19
Figure 2.1B: R 505 (Nobinagar to Baipayl multilane highway) on Google map. 20
Figure 2.2: FHWA 13 Vehicle Category Classifications 30
Figure 2.3: Different Types of Vehicles on Street (R 505) 31
Figure 2.4: Different types of Level of Services (LOS) 33
Figure 2.5: Traffic Flow at R505 (Nobinagar to Baipayl multilane highway) 33
Figure 2.6: Speed-Flow Curve with LOS Criteria’s for Multilane Highway. HCM. 34
(TRB 2000).
Figure 3.1: Site (Project) Location (R 505) 37
Figure 3.2: Data Collection and Site Specification (Details) 39
Figure 3.2: Site Geometrics’ and Location (for Data Observation & Collection) 39
Figure 4.5: Dhaka (Airport)-Ashulia-Chandra (Baipayl)-Nobinagar Elevated
Expressway Project. 49
Page 12 of 60
FIGURE TITLE PAGE
BAR-CHART FOR TRAFFIC FLOW:
Fig. 4.1: Variation of Peak Hour Traffic Flow (9 am-10 am) 44
(Saturday-Sunday-Monday-Tuesday-Wednesday-Thursday-Friday)
Fig. 4.2: Variation of Off-Peak Hour Traffic Flow (1pm-2 pm) 45
(Saturday-Sunday-Monday-Tuesday-Wednesday-Thursday-Friday)
BAR-CHART FOR TRAFFIC SPEED:
Fig. 4.3: Variation of Peak Hour Traffic Speed (9 am-10 am): 46
Bus; CNG; Car & truck
(Saturday-Sunday-Monday-Tuesday-Wednesday-Thursday-Friday)
BAR-CHART FOR TRAFFIC FLOW:
Fig: 4.4 A: Pie-Chart in-Flow & Out-Flow of Saturday (9 – 10 AM) 47
Fig: 4.4 B: Pie-Chart in-Flow & Out-Flow of Saturday (1 – 2 PM) 47
APENDIX
Table 2.1: Fifteen AASHTO Design Vehicles and Their 27
Dimensions.
Table 2.2: LOS Criteria’s for Multilane Highway. HCM. 35
(TRB 2000)
Page 13 of 60
CHAPTER-1
INTRODUCTION
1.1 GENERAL
For a megacity like Dhaka which is one of the most congested in the world, the job is
even harder for a traffic engineer to control flow (mainly turning movements) and
conflicts due by mixing of non-motorized and motorized vehicles. As such, it is first
and foremost necessary to estimate the traffic volume at particular outlets from the
Dhaka city. We have selected the Nobinagar to Baipayl highway (multilane highway)
to calculate the traffic volumes and level of service (LOS) as this section is
particularly faced with repeated traffic congestion during various hours of the day.
Traffic from Gabtoli, Dhaka bus terminal (central) are starting long distance travel via
N5 (National Highway, NH5) towards Northern and Southern part of Bangladesh. At
Nobinagar, Savar they are diverted to Baipayl direction [R505] for reaching
Northern,BD. R505 is a regional road (multilane highway by definition) passing
through Dhaka EPZ, Jamgora (RMG Industrial zone), Savar Cantonment and several
valuable business communities. The objective of the study is to estimate, evaluate and
recommend on traffic volume during various hours of the day, its intensity during the
peak hours of the day, its impact, it’s possible growth pattern etc. The findings of the
study hopefully will be helpful for formulating a long-term sustainable policy for the
Dhaka-Ashulia highway system. And to obtain a reasonable value in LOS (highway
operational performances) with desirable nos. of lane each direction.
1.2 BACKGROUND OF THE STUDY
The capital city of Bangladesh, Dhaka is one of the most populous cities of the world
having a population which is exceeding 12 million (NAGARI 2010). Rapid
population growth has affected the transportation service and is no longer available to
meet the travel demands of this mass population.
Page 14 of 60
Dhaka City (DNCC & DSCC), formerly known as Dacca, is the capital and largest
city of Bangladesh. It is the sixth-largest and sixth-most densely populated city in the
world, with a population of 20.3 million people in the Greater Dhaka Area.
Greater Dhaka is the conurbation surrounding the Bangladeshi capital city of Dhaka,
which has grown into one of the world's largest megacities, and shows a very rapid
rate of expansion. Dhaka not only grows because it is the capital and largest urban
center, but also due to massive internal displacement from millions of people living in
a perennially flood-prone river delta.
Dhaka is connected to the other parts of the country through highway and railway
links. Five of the eight major national highways of Bangladesh start from the city.
They are- N1, N2, N3, N5 and N8. Dhaka is also directly connected to two longest
routes of Asian Highway Network- AH1 and AH2, as well as to AH41 route.
Highway links to the Indian cities of Kolkata, Agartala, Guwahati and Shillong have
been established by the Bangladesh Road Transport Corporation (BRTC) and private
bus companies which also run regular international bus services to those cities from
Dhaka.
Dhaka suffers some of the worst traffic congestion in the world. The city lacks an
organized public transport system. Construction of MRT [Metro Rail Transit] and
a BRT [Bus Rapid Transit] is currently going on to solve the problem. Cycle
rickshaws and auto rickshaws are the main mode of transport within metro area, with
close to 400,000 rickshaws running each day: the highest number in any city in the
world. However, only about 85,000 rickshaws are licensed by the city government.
Relatively low-cost and non-polluting cycle rickshaws, nevertheless, cause traffic
congestion and have been banned from many parts of the city. The government has
overseen the replacement of two-stroke engine auto rickshaws with "Green auto-
rickshaws" locally called CNG auto-rickshaw or Baby-taxi, which run on compressed
natural gas.
Public buses are operated by the state-run Bangladesh Road Transport
Corporation (BRTC) and by numerous private companies and operators. Ride-sharing
services like Uber, Pathao, Scooters, and privately owned cars are popular mode of
transportation. Limited numbers of Taxis are available. It is planned to raise the total
number of taxis to 18,000 gradually.
An elevated expressway system is under construction. The Dhaka Elevated
Expressway would run from Shahjalal International Airport-Kuril-Banani-Mohakhali-
Tejgaon-Saatrasta-Moghbazar Rail Crossing-Khilgaon-Kamalapur-Golapbagh to
Dhaka-Chittagong Highway at Kutubkhali Point. A longer second elevated
expressway from Airport-Ashulia is currently undergoing feasibility study. There are
3 inter-district bus terminals in Dhaka, which are located at Mohakhali, Sayedabad
and Gabtoli area of the city.
Page 15 of 60
According to Bangladesh Road Transport Authority (BRTA) there are in total 366 bus
routes within Dhaka. The numbers in registered vehicles in Dhaka (BRTA, 2019) are
auto-tempo (1669), bus (34635), human hauler (5373), Jeep (Hard/Soft) (44427),
microbus (78326), minibus (10640), motorcycle (667162), private passenger-car
(284719), taxicab (36598) and others (14171) with grand total of 1.18 million vehicle.
1.2.1 TRAFFIC VOLUME STUDY
The term traffic volume study can be termed as traffic flow survey or simply the
traffic survey. It is defined as die procedure to determine mainly volume of traffic
moving on the roads at a particular section during a particular time. Traffic data are
needed in research, planning, designing and regulation phases of traffic engineering
and are also used in established priorities and schedules of traffic improvements. The
traffic engineer must acquire general knowledge of traffic volume characteristics in
order to measure and understand the magnitude, composition, and time and route
distribution of volume for each area under his jurisdiction.
Traffic volume study has always been a key element in the field of transportation
planning and a traffic engineer depends on data obtained by traffic volume studies for
implementing his plans. As such the study has to be carried with sincerest of efforts.
A traffic study consists of a comprehensive investigation of existing physical and
operating conditions. Analysis of the study data provides insight into possible
remedial measures, if any. Remedial measures may include various traffic control
measures, such as speed zoning, channelization, signing, traffic signals, safety
lighting, or a combination of these. This chapter pertains only to traffic studies which
may result in the installation of traffic signals.
Traffic volume studies are conducted to determine the numbers, movement and
classification of roadway vehicles at a given location. These data can help identify
critical flow time periods, determine the influence of large vehicle or pedestrian on
vehicular traffic flow, or document traffic volume trends. The length of the sampling
period depends on the type of count being taken and the intended use of the data
recorded. For example, an intersection count may be conducted during the pick flow
period. If so, manual count with 30-minute intervals could be used to obtain the traffic
volume data.
These studies represent the state of the art and significant advancements toward the
estimation of network hourly volumes. However, the effects of hour, day of week and
month, which directly result in cyclical patterns of traffic, are either not considered or
considered in a highly approximate way. Kumar and Levinson (1995) pointed out that
Page 16 of 60
people's activity patterns (which directly result in variations of traffic volumes) vary
significantly across the natural and cultural cycles reflected in the calendar and the
clock. The effects of these factors deserve a thorough examination, and they should be
considered in estimating hourly proportion models. Gunawardena et al. (1996)
attempted to address this issue in their study. However, the study still falls short in
two aspects. First, the study in essence pooled together data at all study locations in
the analysis of the effects of hour, day of week and month. As a result, the
conclusions of the factor effects drawn from the analysis are only valid for an area
wide average situation.
To reduce the negative impact of urban transportation infrastructure, it is necessary to
adequately collected information that describes the extent of the problems and
identifies their locations. Such information is usually collected by organizing and
conducting traffic surveys and studies. Dynamic traffic studies involve the collection
of data under operational conditions and including studies of speed, traffic volume.
travel time and delay, parking and crashes. Since dynamic studies are carried out by
the traffic engineer to evaluate current condition and developed solutions.
Several attempts have recently been made by agencies like Dhaka City Corporation
(DCC), traffic police, BRTA, BRTC etc. to improve the situation. Most of this
measure fall in the category of short term traffic management, which have been
implemented on adhoc basis and isolated ways, without adequate study. Thus, the
operating condition of the roadway are deteriorating rapidly with increasing urban
population and commercial activities and no effort have been noticed in recent times
to quantify this drop-in serviceability of existing urban roadway facilities.
For the purpose of developing a suitable transportation system, it is necessary to
perform a continuous assessment of existing highway conditions through dynamic
traffic studies. This will enable to traffic engineer to determine the existing level of
service provided by the road and plan for any improvements in the future.
1.3 SIGNIFICANCE OF THE STUDY
Our research will contribute to the research literature and policy maker in several
ways:
Magnitudes, classifications and the time and directional split of vehicular
flows.
Magnitude is represented by volume of traffic. Vehicles are classified into
some predefined classes based on vehicle size and capacity.
Page 17 of 60
In a two-way road, vehicles moving towards two directions are counted
separately to get the proportion. Time and directional split is useful to identify
tidal flow.
Proportions of vehicles in traffic stream. Proportion of vehicles indicates
whether public or private transport dominates the traffic system. It also
indicates the choice of road users.
Hourly, daily, yearly and seasonal variation of vehicular flows. These
variations are needed to establish expansion factors for future use.
Using expansion factors, AADT can be calculated from short count.
Flow fluctuation on different approaches at a junction or different parts of a
road network system.
1.4 OBJECTIVE OF THE STUDY
The main objectives of these studies are as follows:
i. To determine the traffic volume of the selected Nobinagar to Baipayl
highway.
ii. To find out the flow and the speed of the vehicle.
iii. PCU (passenger car unit) of different vehicles.
iv. The level of service (LOS) of the selected Nobinagar to Baipayl (segment)
R505 as multilane highway.
1.5 ORGANIZATION OF THESIS
This thesis is organized into 07 chapters:
Chapter 1 is “Introduction” in which the general objective and limitation of the study
has been discussed. Chapter 2 is “Literature Review” in which a review of the
relevant research in determining level of service along the length of the roadway is
provided. Chapter 3 is “Methodology” in which the methodology used for selecting
the length of roadway duration and time of study is discussed and the data collection
procedure is explained. Chapter 4 and 5 are data collection and result with description
of future developments along the site R 505. Chapter 6 and 7 are level of service
(LOS) calculation and “Conclusion and Recommendation” in which the findings of
the body are reviewed and the future direction of research in this field is delineated.
Page 18 of 60
CHAPTER –2
LITERATURE REVIEW
2.1 GENERAL:
Estimating the traffic volume, speed and the level of service (LOS) in the field
accurately is important for designing and operating traffic system. This chapter
contains a review of the relevant literature in traffic studies.
2.1.1 DESCRIPTION OF THE STUDY AREA (LOCATION R505 SEGMENT)
NOBINAGOR (SAVAR) TO BAPYLE (JAMGORA)
The national highway N5 (Dhaka-Aricha) is carrying long-distance vehicles from
Gabtoli,Dhaka terminal (central) to northern and southern part of Bangladesh. At
Nobinagar,Savar bus stand, vehicles towards northern Bangladesh are turning and
travelling via R505 passing through Baipayl-Jamgora segment to reach Kaliakoir
highway. Nobinagar(Savar) to Baipayl-Jamgora segment of R505 is a multilane-
highway [consists of four lanes (both direction), with median and turning gaps for U-
turn, a segment of more than two-miles length without intersection (signal) and
provision for future expansion in lanes]. Vehicular flows are reasonably high and
large percentages of buses (different types), loaded trucks, passenger-car, micro-bus,
pick-up van, CNG taxi, auto-rickshaw, etc. Significant numbers of pedestrians
[worker to the nearest industry] are using the footpath/shoulder.
Page 19 of 60
Figure 2.1A: R 505 (Nobinagar to Baipayl multilane highway) on Google map.
Nobinagar
RMG Ind.
N5
R 505
Page 20 of 60
R505
R 505
N5
N 302
Figure 2.1B: R 505 (Nobinagar to Baipayl multilane highway) on Google map.
Page 21 of 60
2.2 DEFINITIONS:
2.2.1 VOLUME/FLOW:
The total number of vehicles that pass over a given point or section of a lane or
roadway during a given time interval. It is the actual number of vehicle observed or
predicted to passing a point during a given interval. We define flow rate as the
number of vehicles passing a point in a given time period usually expressed as an
hourly flow rate.
2.2.2 RATE OF FLOW:
The equivalent hourly rate at which vehicles pass over a given point or section of a
lane or roadway during a time interval less than hr. usually 15 min "Flow" or "flow
rate" has gradually replaced the term "volume" over the years. Because flow rate
varies over time, not only do we need to define it, but also the time period over which
it was measured. For example, assume that you observed a 15-minute rate of 1000
vehicle per hour. This means that you counted 250 vehicles during a 15-minute
interval and expressed the flow rate as an hourly rate.
2.2.3 AVERAGE DAILY TRAFFIC (ADT):
The volume during a given time period divided by the number of days in th
at time
period and expressed in terms of vpd (veh/day).
The average daily traffic on a
roadway. Most Designers will label the current year ADT and the forecasted design
year (usually 20 years from the construction year) ADT on a set of Roadway plans.
ADT's is also one of the major criteria used by Roadway Designers in th
e determining
the dimensions and function of proposed roadways: relative formula
[ADT = DHV / D].
2.2.4 AVERAGE ANNUAL DAILY TRAFFIC (AADT):
It is the total yearly volume divided by the number of days in a year and expressed in
terms of vpd. Annual Average Daily Traffic (AADT) is the estimated mean daily
traffic volume. For continuous sites, calculated by summing the Annual Average
Days of the Week and dividing by seven. For short-count sites, estimated by factoring
a short count using seasonal and day-of-week adjustment factors.
Commercial Annual Average Daily Traffic (CADT) is the estimated mean daily
traffic volume for commercial vehicles. Values are calculated using the same
procedures as AADT.
Page 22 of 60
2.3 METHODS FOR VOLUME SURVEY
There are two major methods of counting vehicle for volume survey. They are-
i) Manual Counting Method
ii) Automatic Counting Method.
2.3.1 MANUAL COUNTING METHOD
The most common method of collecting traffic flow data is the manual method, which
consists of assigning a person to record traffic as it passes. This method of data
collection can be expensive in terms of manpower, but it is nonetheless necessary in
most cases where vehicles are to be classified with a number of movements recorded
separately, such as at intersections.
There are two methods of manual -
i) Direct Method
ii) Indirect Method
2.3.1.1 DIRECT METHOD
Data is counted by using hand tally and manual counters/enumerators.
Advantages: By this method traffic volume as well as vehicle classification and
turning proportions can be obtained. Data can be used immediately after collection.
Disadvantages: This method is not practicable for long duration count and when flow
is high. Error is common especially when volume is high. Count cannot be cross
checked. Count cannot be done in bad weather.
2.3.1.2 INDIRECT METHOD
Page 23 of 60
In this method, data is collected using video camera. Video is captured for long time
and data is collected later by rewinding.
Advantages: Besides traffic volume, several traffic parameters can be obtained from
recorded film. Data can be cross checked and quality can be ensured. This method is
applicable when volume is high. It is suitable for non-lane based traffic operation.
Disadvantages: A suitable elevated place is required for filming operation. Data
cannot be used immediately after collection. Data must be manually transcript of
recorded film. This process is time consuming and tedious. Because of limitation of
capacity of film, it is not suitable for long duration counts. Quality of video recorded
on film is dependent on intensity of light and this method is not suitable in overcast
days.
2.4 DESIGN HOUR VOLUME:
The directional design hour volume (DDHV) is the one-way volume in the
predominant direction of travel in the design hour, expressed as a percentage of the
two-way DHV. For rural and suburban roads, the directional distribution factor (D)
ranges from 55 to 80 percent. A factor of approximately 50 percent is used for urban
highways. Keep in mind that the directional distribution can change during the day.
For example, Traffic volume heading into the central business district is usually
higher than outbound traffic in the morning, but the reverse is true during the
afternoon peak hour. In summary, DDHV = ADT (or AADT) * K* D
2.5 PEAK-PERIOD TRAFFIC VOLUMES
One approach in estimating peak hour volumes based on peak period volumes were
developed by Loudon (1988) for the Arizona Department of Transportation. This
approach focused on modeling the peak spreading in a three-hour morning peak
period. It assumed that travel during this peak period consisted of a fixed percentage
of daily trips, but allowed the peak hour volume (as a percentage of the three-hour
volume) to vary according to congestion levels measured by the ratio of volume to
capacity (v/c). A link-specific peak spreading model that represented the effect of
peak period congestion to the temporal distribution of travel during that period was
estimated using data from 45 corridors in Arizona, Texas and California. This model
was incorporated into the network equilibrium traffic assignment process, and the
results were link-level peak hour and peak-period traffic volumes.
Allen and Schultz (1996) established another approach for the Washington, D.C.,
region in estimating peak hour traffic volumes based on peak period volumes. A peak
Page 24 of 60
spreading model was developed as a post-mode choice procedure, considering
congestion, trip purpose, and trip distance as independent variables. Similar to the
peak spreading model developed by London, this study also assumed that travel
during a three-hour peak period consisted of a fixed percentage of daily trips, but
allowed the peak hour volume (as a percentage of the three-hour volume) to vary with
the level of congestion and trip length. The final result of the study was a series of
stratified curves of peak one-hour proportions by trip purposes. An origin-destination
survey consisting of more than 45,000 trip records was used in the development of the
staticky curves. The peak-hour traffic volumes were estimated by first determining the
proportions of the peak-hour travel occurring in the peak three-hour period, and then
applying the proportions to the estimated peak-period traffic volumes.
2.6 DAILY TRAFFIC VOLUMES
Several studies have estimated the proportions of daily volumes occurring during the
peak hour(s). Daly et al. (1990) estimated models for predicting the proportion of
trips falling within a two-hour peak period in the Netherlands. They estimated the
peak two-hour proportions by modeling traveler's choice of time of day to travel,
considering the congestion level and a time-of-day-dependent road pricing policy.
The input data were from a survey including stated preference questions of the trade-
off between changes in travel time and congestion delays. They also proposed a
procedure to incorporate the model into the existing travel demand forecast models in
the Netherlands. In an approach established by Creve and Verkade (1994) for the
Delaware Department of Transportation, hourly proportions for a two-hour evening
peak period were separately developed for each system movement (internal-internal,
external-internal, and external-external) and each trip purpose (work, shop, school,
other, non-home-based and truck). The hourly proportions were either estimated using
the Nationwide Personal Transportation Survey (NPTS) data or the permanent traffic
count data, or borrowed from a Federal Highway Administration (FHWA) report.
They were men applied to the 24-hour trip tables created by the trip distribution
process to estimate two-hour peak period traffic volumes for each of the movements
and purposes. In addition, Gunawardena et al. (1996) estimated morning and
afternoon peak hour factors for the Indiana Department of Transportation. Their study
investigated the effects of location, year, month, season, and day of week on the peak
hour factors using the Analysis of Variance (ANOVA) statistical method. The main
effects and some selected interaction effects of these factors are tested with the traffic
count data collected at ATR stations in the state of Indiana. The final results were sets
of peak-hour volume (and direction) factors recommended based on the ANOVA
results.
Page 25 of 60
2.7 PASSENGER-CAR UNIT / EQUIVALENCY (PCU/PCE)
Passenger Car Equivalent (PCE) or Passenger Car Unit (PCU) is a metric used in
Transportation Engineering, to assess traffic-flow rate on a highway. A Passenger Car
Equivalent is essentially the impact that a mode of transport has on traffic variables
(such as headway, speed, density) compared to a single car.
The PCU may be considered as a measure of the relative space requirement
of a vehicle class compared to that of a passenger car under a specified set
of roadway, traffic, and other conditions.
The PCU value of a vehicle class may be considered as the ratio of capacity
of a roadway where there are passengers’ cars only to the capacity of the
same roadway when there are vehicles of that class only.
It is common practice to consider the passenger car as the standard vehicle unit
to convert the other vehicle classes and this unit is called passenger car
unit or PCU.
Factors Affecting PCU Values:
Vehicles characteristic
Transverse and longitudinal gaps
Traffic stream characteristic
Roadway characteristic
Regulation and control of traffic
Environmental and climatic conditions
Based on the above factors, three sets of PCU values have been worked out for:
1. Urban roads, mid block sections
2. Signalized intersections and
3. Kerb parking
Many methods exist for determining passenger car units (PCUs)
examples:
homogenization coefficient,
semi-empirical method,
Walker’s method,
headway method,
multiple linear regression method
simulation method.
Page 26 of 60
It may be appropriate to use different values for the same vehicle type according to
circumstances. For example, in the UK in the 1960s and 1970s, bicycles were
evaluated thus:
on rural roads 0.5
on urban roads 0.33
on roundabouts 0.5
at traffic lights 0.2.
The Indian Roads Congress has given set of tentative PCU values or
equivalent factors for rural road:
1. Passenger car, tempo, auto-rickshaw, agricultural factor : 1.0
2. Bus, Truck, agricultural tractor- trailer unit : 3.0
3. Motor cycle, scooter, and pedal cycle : 0.50
4. Cycle rickshaw : 1.50
5. Horse drawn vehicles : 4.0
6. Small Bullock cart and hand cart : 6.0
7. Large Bullock cart : 8.0
2.7.1 VEHICLE TYPES
U.S. Department of Transportatio
https://www.fhwa.dot.gov/policy/opmission.cfm
The Associate Administrator for Policy, as part of the Administrator's immediate
Office, serves as the princ
Administration (FHWA) international program activities and on the FHWA policy as
it relates to the FHWA missions, programs, and objectives, and in this capacity,
participates fully in the FHWA policy
provides executive direction over the activities
Policy and Governmental Affairs: Office of Highway Policy Information
[
Traffic Monitoring Guide
Table 2.1: Fifteen AASHTO Design Vehicles and Their Dimension.
Page 27 of 60
2.7.1 VEHICLE TYPES
U.S. Department of Transportatio
n (USDOT): Federal Highway Administration
https://www.fhwa.dot.gov/policy/opmission.cfm
The Associate Administrator for Policy, as part of the Administrator's immediate
Office, serves as the princ
ipal advisor to the Administrator on the Federal Highway
Administration (FHWA) international program activities and on the FHWA policy as
it relates to the FHWA missions, programs, and objectives, and in this capacity,
participates fully in the FHWA policy
determinations and program formulation; and
provides executive direction over the activities
;
Policy and Governmental Affairs: Office of Highway Policy Information
Traffic Monitoring Guide
: Appendix C. VEHICLE TYPES]
Table 2.1: Fifteen AASHTO Design Vehicles and Their Dimension.
n (USDOT): Federal Highway Administration
The Associate Administrator for Policy, as part of the Administrator's immediate
ipal advisor to the Administrator on the Federal Highway
Administration (FHWA) international program activities and on the FHWA policy as
it relates to the FHWA missions, programs, and objectives, and in this capacity,
determinations and program formulation; and
Policy and Governmental Affairs: Office of Highway Policy Information
Table 2.1: Fifteen AASHTO Design Vehicles and Their Dimension.
Page 28 of 60
Motorcycles – All two or three-wheeled motorized vehicles. Typical vehicles in this
category have saddle type seats and are steered by handlebars rather than steering
wheels. This category includes motorcycles, motor scooters, mopeds, motor-powered
bicycles, and three-wheel motorcycles.
Passenger Cars – All sedans, coupes, and station wagons manufactured primarily for
the purpose of carrying passengers and including those passenger cars pulling
recreational or other light trailers.
Other Two-Axle, Four-Tire Single Unit Vehicles – All two-axle, four-tire, vehicles,
other than passenger cars. Included in this classification are pickups, panels, vans,
and other vehicles such as campers, motor homes, ambulances, hearses, carryalls,
and minibuses. Other two-axle, four-tire single-unit vehicles pulling recreational or
other light trailers are included in this classification. Because automatic vehicle
classifiers have difficulty distinguishing class 3 from class 2, these two classes may
be combined into class 2.
Buses – All vehicles manufactured as traditional passenger-carrying buses with two
axles and six tires or three or more axles. This category includes only traditional
buses (including school buses) functioning as passenger-carrying vehicles. Modified
buses should be considered to be a truck and should be appropriately classified.
In reporting information on trucks, the following criteria should be used:
o Truck tractor units traveling without a trailer will be considered single-unit
trucks;
o A truck tractor unit pulling other such units in a saddle mount configuration
will be considered one single-unit truck and will be defined only by the axles
on the pulling unit;
o Vehicles are defined by the number of axles in contact with the road.
Therefore, floating axles are counted only when in the down position; and
o The term "trailer" includes both semi- and full trailers.
Two-Axle, Six-Tire, Single-Unit Trucks – All vehicles on a single frame including
trucks, camping and recreational vehicles, motor homes, etc., with two axles and dual
rear wheels.
Three-Axle Single-Unit Trucks – All vehicles on a single frame including trucks,
camping and recreational vehicles, motor homes, etc., with three axles.
Four or More Axle Single-Unit Trucks – All trucks on a single frame with four or
more axles
Four or Fewer Axle Single-Trailer Trucks – All vehicles with four or fewer axles
consisting of two units, one of which is a tractor or straight truck power unit.
Page 29 of 60
Five-Axle Single-Trailer Trucks – All five-axle vehicles consisting of two units, one
of which is a tractor or straight truck power unit.
Six or More Axle Single-Trailer Trucks – All vehicles with six or more axles
consisting of two units, one of which is a tractor or straight truck power unit.
Five or Fewer Axle Multi-Trailer Trucks – All vehicles with five or fewer axles
consisting of three or more units, one of which is a tractor or straight truck power
unit.
Six-Axle Multi-Trailer Trucks – All six-axle vehicles consisting of three or more
units, one of which is a tractor or straight truck power unit.
Seven or More Axle Multi-Trailer Trucks – All vehicles with seven or more axles
consisting of three or more units, one of which is a tractor or straight truck power
unit.
Figure 2.2 lists the 13 vehicle category classifications used by FHWA.
Page 30 of 60
Source: Federal Highway Administration
FIGURE 2.2 FHWA 13 VEHICLE CATEGORY CLASSIFICATION
2.7.2 VEHICLES AVAILABLE (TYPES) AT THE STUDY AREA
BUS TRUCK (CONTAINER) TRUCK
Page 31 of 60
Construction Vehicle
Mini Truck
Racker
Micro-bus Howler CNG-Taxi
BUS A.C
.
Double-Deck
CAR
Double-Deck A.C.
BUS A.C
.
Articulated Bus Motorcycle Three-wheeler
Ambulance
Rickshaw
Autorickshaw
Pickup 2 axle-6 wheel truck
Fire
-
Service Veh.
Figure 2.3 : Different Types of Vehicles on Street (R 505)
Page 32 of 60
2.8 LEVEL OF SERVICE
The level-of-service concept was introduced in the 1965 HCM as a convenient way to
describe the general quality of operations on a facility with defined traffic, roadway,
and control conditions. Using a letter scale from A to F, a terminology for operational
quality was created that has become an important tool in communicating complex
issues to decision-makers and the general public. The HCM 2000 defines level of
service as follows: "Level of service (LOS) is a quality measure describing
operational conditions within a traffic stream, generally in terms of such service
measures as speed and travel time, freedom to maneuver, traffic interruptions, and
comfort and convenience." A term level-of-service closely related to capacity and
often confused with it is service volume. When capacity gives a quantitative measure
of traffic, level of service or LOS tries to give a qualitative measure. Service volume
is the maximum number of vehicles, passengers, or the like, which can be
accommodated by a given facility or system under given conditions at a given level of
service. Level of service (LOS) qualitatively measures both the operating conditions
within a traffic system and how these conditions are perceived by drivers and
passengers. It is related with the physical characteristics of the highway and the
different operating characteristics that can occur when the highway carries different
traffic volumes. Speed-flow-density relationships are the principal factor affecting the
level of service of a highway segment under ideal conditions. For a given road or
facility, capacity could be constant. But actual flow will be different for different days
and different times in a day itself. The intention of LOS is to relate the traffic service
quality to a given flow rate of traffic. It is a term that designates a range of operating
conditions on a particular type of facility. Highway capacity manual (HCM) provides
some procedure to determine level of service. 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.
Because these factors affect traffic operations on the highway, it is essential that they
be considered in any LOS analysis. Highway Capacity Manual (HCM) used travel
speed (mph), density (pc/mile/ln), service flow rate (pc.hr/ln) and volume by capacity
ratio (v/c ratio) to distinguish between various levels of service as MoEs (measures of
effectiveness) for both basic freeway and multilane highway as uninterrupted flow
facilities. The value of v/c ratio can vary between 0 and 1. Depending upon the travel
speed, density and v/c ratio, HCM has defined six levels of service as shown in the
figure 1. These operating conditions can be expressed graphically. In our study
region, Dhaka-Aricha (N5) is basic freeway (national highway_arterial type) and the
selected segment of R505 [Nobinagar(Savar) to Bapyle(Jamgora)] is multilane
highway as collector type. To determine the LOS and calculate the number of lanes
require to have satisfactory LOS in the selected segment (with reasonable flow) at
R505 is vital as it is serving as northern-gateway for long-distance vehicles (Dhaka-
Page 33 of 60
Nothern,BD major route) and supporting valuable industrial areas (Dhaka EPZ, RMG
industrial zone, Savar Cantonment and so on).
A brief sketch to describe LOS (level of service) for multilane highway is given
below:
Figure 2.4: Different Types of Level of Service (LOS)
Figure 2.5: Traffic Flow at R 505 (Nobinagar to Baipayl multilane highway)
Figure 2.6: Speed
(TRB 2000).
Page 34 of 60
Figure 2.6: Speed
-
Flow Curve with LOS Criteria for Multilane Highway, HCM.
Flow Curve with LOS Criteria for Multilane Highway, HCM.
TABLE 2.2 : LOS Criteria for Multilane Highways, HCM (TRB 2000)
Page 35 of 60
TABLE 2.2 : LOS Criteria for Multilane Highways, HCM (TRB 2000)
TABLE 2.2 : LOS Criteria for Multilane Highways, HCM (TRB 2000)
Page 36 of 60
CHAPTER-3
METHODOLOGY
3.1 GENERAL
In order to carry out traffic studies, a suitable length of roadway needs to be selected.
This length of roadway studied during a time period where it is plugged by congestion
in order to meet the objectives of this thesis. This chapter explains the procedure of
data collection, calculation and determination of LOS.
3.2 METHODS WE HAVE SELECTED
We have selected direct manual counting method (on site).
Reasons:
Unavailability of instruments
Simplest among all study
And some parts of data are collected by using video technique (on spot).
3.3 COUNTING PERIOD FOR VOLUME STUDY
Vehicles can be counted for any duration. Duration of count depends on the objective
of data collection. For traffic control and management or operational studies, short
duration count at peak period is conducted. For planning and design purpose, long
duration count is conducted.
3.4 SELECTED COUNTING PERIOD FOR OUR STUDY
We have counted data for 30 minutes. And finally, we have converted this data into
1 (One)-hour calculation (veh/hr).
3.5 SURVEY PROCEDURE
Reconnaissance (preliminary survey)
Page 37 of 60
Reconnaissance is the military term for exploring beyond the area occupied by
friendly forces to gain vital information about enemy forces or features of the
environment for later analysis and/or dissemination.
Preliminary survey (initial site visit/observation) has done. Making lists for the items
that are currently available (road condition, no. of lanes, surroundings, roadside
hazardous, type of vehicles, peak-hour and off peak-hour flow, type of TCDs
available and weather condition, etc.).
3.6 SURVEY DESIGN / PILOTING
Before starting survey, we have made a guideline (tally sheet, classification of
vehicles such as bus, CNG, cars (sedan), micro-bus/ambulance, motor-cycle, jeep,
truck (mini-truck) and covered-van) to perform the work (data collection on vehicular
flow to get flow_veh/hr). This is called survey design.
3.7 TRIAL SURVEY
Before starting the main survey, we have made some trial survey on site. And there is
no existence of error in the actual work (while performing data collection).
Figure 3.1: Site (Project) Location (R 505)
Page 38 of 60
3.8 STUDY AREA SELECTION
Dhaka is the capital city of Bangladesh. It is the sixth-largest and sixth-most densely
populated city in the world, with a population of 20.3 million people in the Greater
Dhaka Area Greater Dhaka is the conurbation surrounding the Bangladeshi capital
city of Dhaka, which has grown into one of the world's largest megacities, and shows
a very rapid rate of expansion. Dhaka is connected to the other parts of the country
through highway and railway links. Five of the eight major national highways of
Bangladesh start from the city. They are- N1, N2, N3, N5 and N8 [National Highway
arterial type].
For this research, we selected a two-way four-lane (2 X 2) highway (multilane
highway) which is connecting N5 and regional R 505 that is being used to travel
Dhaka to northern BD (Rajshahi, Bogra, Rangpur and Chapainawabgonj districts).
For volume and speed studies be conducted along the length of Nobinagar to Baipayl
(Jamgora-Ashulia N302) highway R505 as multilane-highway which is giving
support to DEPZ, RMG industrial zone, Savar cantonment and potential new
developments (commercial, industrial and residential). We have selected 200 ft.
pavement section along the street. We have measured the shoulder length, pavement
width by tape. We have selected a building for traffic video. Then we have fixed
camera for taking video. We have collected 07 days video in three times in a day
[Two times peak-hour and one-time off peak]. The points where data was collected
shown in the figure figure 3.2. On this stretch of road there was motorized vehicle
operating on street. However, the traffic stream was heterogeneous and consists of
different type of vehicles (as shown in pictures).
For the purpose of this study, information of traffic volume, speed and geometric data
(including reference tables for values regarding factors such as PCU value and
conditions) were also required. The geometric data was measured from the field. The
traffic of the selected area was recorded for a period of 1-hour duration 3 times in a
day. There are 7 days videos collected two peaks and one off peak times in each day.
After videos taken data was extracted very carefully. After that from this data we
found out the traffic volume in peak hour and off-peak hour in 7 days in this selected
Nobinagar(Savar) to Baipayl (Jamgora) R505 highway segment (2-miles minimum
length without intersection and signal). We made the report to obtain traffic flow
characteristics, volume (flow, service flow rate vp), density and speed (corresponding
LOS). The time taken by vehicles to travel between the two defined points on the
highway was extracted from recorded video of the traffic stream.
3.9 DATA COLLECTION HISTORIES
DATA COLLECTION HISTORIES ARE: -
Site & Location: Nobinagar to Baipayl Highway R505 [Multilane highway type].
Page 39 of 60
Observation: Two-way (2 X 2), Two lane per direction,
Two-way directional classified vehicle count.
Dates: 14Oct2019 [Monday], 21Oct2019 [Monday], 28Oct2019 [Monday]
Duration: 1 hr (each), 3 hrs total in a day ( 2 peak-hour and 1 off peak-hr)
Weather Condition: Normal (sunny day)
TIME
09:00AM to 5.30PM [9:00-10:00AM; 1:00-2:00PM and 4:30-5:30PM]
3.10 SOME PICTUREs OF GEOMETRICs And DATA COLLECTION (TIME
and Places)
Observation Deck
( Footover bridge ) for Data
Count (at Nobinagar)
Observation Point of
Traffic Flow at R505
( Baipayl )
Figure 3.2: Site Geometrics’ and Location (for Data Observation & Collection)
Page 40 of 60
CHAPTER4
DATA, Flow Calculation, RESULTS (%Truck, %Bus) &
DISCUSSION
4.1 GENERAL
Operational analysis of a highway along its length refers to the determination of its
current level of service (LOS). This chapter primarily deals with the estimation of
traffic volume, flow, speed and finally determining the current LOS of this multilane
highway with future projection of traffic. The chapter will conclude with establishing
correlation between operating speed of road, density, SFR (service flow rate, vp) and
its volume to capacity (v/c) ratio that be used in determining LOS [as MoEs
(measures of effectiveness)].
The collected data is presented, analysis and found result in following tables: -
Table -4.1: Data collection for 1-hour duration
Location:
Nobinagar to Bapyle R505 multilane-highway.
.
Day:
Monday
TRAFFIC FLOW
Date
Time
Type of Vehicle (both way) Number of
Vehicle/hr.
PCU
Converted
Number
of
PCU/hr.
Total
PCU/hr.
14.10.19
9 am - 10 am
BUS 174 3 522
2040
CNG 198 0.75 148.5
CAR 334 1 334
MICROBUS/AMBULANCE
143 1.5 214.5
Page 41 of 60
MOTORCYCLE 157 0.75 117.75
JEEP 249 1 249
TRUCK 131 1 131
COVER-VAN 323 1 323
1709 veh/hr
≅
1800
ℎ
/
ℎ
; %Truck=8 ; %Bus=10
14.10.19
1 pm - 2 pm
BUS 153 3 459
1530
CNG 171 0.75 128.25
CAR 183 1 183
MICROBUS/AMBULANCE
132 1.5 198
MOTORCYCLE 139 0.75 104.25
JEEP 133 1 133
TRUCK 111 1 111
COVER - VAN 213 1 213
1253veh/hr
≅
1300
ℎ
/
ℎ
; %Truck=9 ; %Bus=12
14.10.19
4:30 pm - 5:30 pm
BUS 182 3 546
1826
CNG 104 0.75 78
CAR 355 1 355
MICROBUS/AMBULANCE
149 1.5 223.5
MOTORCYCLE 151 0.75 113.25
JEEP 142 1 142
TRUCK 138 1 138
COVER - VAN 230 1 230
1451veh/hr≅ 1500ℎ/ℎ ; %Truck=10 ; %Bus=13
Table -4.2: Data collection for 1-hour duration
Location: Nobinagar to Bapyle R505 multilane-highway.
Day: Monday
TRAFFIC FLOW
Date
Time
Type of Vehicle (both way) Number of
Vehicle/hr.
PCU
Converted
Number
of
PCU/hr.
Total
PCU/hr.
21.10.19
9 am - 10 am
BUS 185 3 555
2080
CNG 178 0.75 133.5
CAR 366 1 366
MICROBUS/AMBULANCE
143 1.5 214.5
Page 42 of 60
MOTORCYCLE 176 0.75 132
JEEP 139 1 139
TRUCK 153 1 153
COVER - VAN 387 1 387
1727veh/hr
≅
1800
ℎ
/
ℎ
; %Truck=9 ; %Bus=11
21.10.19
1 pm - 2 pm
BUS 142 3 426
1630
CNG 157 0.75 117.75
CAR 262 1 262
MICROBUS/AMBULANCE
133 1.5 199.5
MOTORCYCLE 132 0.75 99
JEEP 126 1 126
TRUCK 118 1 118
COVER - VAN 282 1 282
1352veh/hr
≅
1400
ℎ
/
ℎ
; %Truck=9 ; %Bus=11
21.10.19
4:30 pm - 5:30 pm
BUS 222 3 666
1957
CNG 103 0.75 77.25
CAR 344 1 344
MICROBUS/AMBULANCE
152 1.5 228
MOTORCYCLE 141 0.75 105.75
JEEP 137 1 137
TRUCK 144 1 144
COVER - VAN 255 1 255
1498veh/hr≅ 1500ℎ/ℎ ; %Truck=10 ; %Bus=15
Table -4.3: Data collection for 1-hour duration
Location: Nobinagar to Bapyle R505 multilane-highway.
Day: Monday
TRAFFIC FLOW
Date
Time
Type of Vehicle (both way) Number of
Vehicle/hr.
PCU
Converted
Number
of
PCU/hr.
Total
PCU/hr.
28.10.19
9 am - 10 am
BUS 235 3 705
2202
CNG 183 0.75 137.25
CAR 377 1 377
MICROBUS/AMBULANCE
149 1.5 223.5
Page 43 of 60
MOTORCYCLE 179 0.75 134.25
JEEP 142 1 142
TRUCK 155 1 155
COVER - VAN 328 1 328
1748veh/hr
≅
1800
ℎ
/
ℎ
; %Truck=9 ; %Bus=14
28.10.19
1 pm - 2 pm
BUS 148 3 444
1661
CNG 161 0.75 120.75
CAR 255 1 255
MICROBUS/AMBULANCE
137 1.5 205.5
MOTORCYCLE 137 0.75 102.75
JEEP 133 1 133
TRUCK 112 1 112
COVER - VAN 288 1 288
1371veh/hr
≅
1400
ℎ
/
ℎ
; %Truck=8 ; %Bus=11
28.10.19
4:30 pm - 5:30 pm
BUS 292 3 876
2292
CNG 117 0.75 87.75
CAR 383 1 383
MICROBUS/AMBULANCE
155 1.5 232.5
MOTORCYCLE 152 0.75 114
JEEP 141 1 141
TRUCK 127 1 127
COVER - VAN 331 1 331
1698veh/hr≅ 1700ℎ/ℎ ; %Truck=7.5 ; %Bus=18
4.2 Data Analysis and Results
4.2.1 Level of Service of Multilane Highway [TRB, 2000]
Level of Service ( LOS )
Level of Service Service Flow Rate
PCU / Hour / Lane
[ FFS 55 mph ]
Density
PCU / Mile / Lane
A 600 pc/hr/ln 11 pc/mile/ln
B 990 pc/hr/ln 18 pc/mile/ln
C 1430 pc/hr/ln 26 pc/mile/ln
D 1850 pc/hr/ln 35 pc/mile/ln
E 2100 pc/hr/ln 45 pc/mile/ln
F > 45 pc/mile/ln
Page 44 of 60
Figure: 4.1. Variation of Peak Hour Flow
0
200
400
600
800
1000
1200
1400
1600
1800
2000
Saturday
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Flow (Vehicle/hr.)
DAY
Variation of Traffic Flow
(9 am - 10 am)
Page 45 of 60
Figure: 4.2. Variation of Off-Peak Hour Flow
0
100
200
300
400
500
600
700
800
900
1000
Saturday Sunday Monday Tuesday Wednesday Thursday Friday
Flow (Vehicle/hr.)
DAY
Variation of Traffic Flow
(1 pm-2 pm)
Page 46 of 60
Figure 4.3: SPEED VARIATION
0
10
20
30
40
50
60
70
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
BUS
CNG
CAR
TRUCK
Saturday
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Speed (Km/hr.)
DAY
Traffic Speed
(9 am-10 am)
Figure:4.4:
Pie
Picomixer
STA ( Smart Traffic Analyzer )
Vehicle Counter
&
The Professional System For
Urban/Road
Traffic Management
In order to data collection, incident detection, and planning for road safety
based on
artificial
that turns any
traffic monitoring camera
[Source: http://picomixer.com/STA.html]
Out
506
39%
Out-
Flow
340
48%
Page 47 of 60
Pie
-Chart In-Flow & Out-
Flow of Saturday
STA ( Smart Traffic Analyzer )
18.0.0
is a modern tool:
&
Road Traffic Analyzer
Software.
The Professional System For
Traffic Management
(& Highway Administration)
In order to data collection, incident detection, and planning for road safety
artificial
vision ( artificial intelligence and
video processing
traffic monitoring camera
into an advanced
A.I. Robot.
[Source: http://picomixer.com/STA.html]
In-
Flow
803
61%
Out
-Flow
506
39%
SATURDAY
(9 AM-10 AM)
In-
Flow
374
52%
Flow
SATURDAY
(1 PM-2PM)
Flow of Saturday
is a modern tool:
Software.
In order to data collection, incident detection, and planning for road safety
video processing
)
A.I. Robot.
Flow
803
61%
Flow
374
52%
Page 48 of 60
4.3 Future Development on Infrastructure (Fixed Facilities & TCDs) Around
The Location (R 505)
Dhaka-Ashulia Elevated Expressway (Construction): This 24-kilometer
expressway is an extension of the 26 km Dhaka Elevated Expressway, which will link
Dhaka's Shahjalal International Airport to Chandra (Baipayl) intersection on the
Dhaka-Chittagong highway near Shanir Akhra. According to the project document,
work on the project will begin this year (2019-2020) and will complete 2022-2023.
Once completed, the expressway will connect Hazrat Shahjalal International Airport
to Abdullahpur, Ashulia, R505 (DEPZ and Chandra) on the Northern Bengal
Highway.
At Nobinagar 2-3 Km long flyover (road) will be constructed that will reduce the
congestion for long distance travelling vehicles, a easier connectivity towards 30
districts and Dhaka. Total ramp will be around 10.8 km and road will be 14.28 km.
Total length of all the bridges in this expressway will be around 2.70 km. There will
be 8 km drainage system on both sides of the road.
The whole project will cost around BDTK 17,000 Crore. This will be a 24 Km long
elevated expressway from the Uttara (Airport) – Abdullahpur – Dhour – Ashulia –
Zirabo – Baipayl – Dhaka EPZ. The down road of the expressway will be upgraded
into four lanes including service lane. The project will be implemented by the
government of Bangladesh and China on a G2G (Government to Government) basis.
Page 49 of 60
Figure 4.5: Dhaka (Airport)
-
Ashulia
-
Chandra (Baipayl)
-
Nobinagar Elevated
Expressway Project.
HTTPS://PROFILEBD.BLOGSPOT.COM/2019/08/ABOUT-DHAKA-ASHULIA-ELEVATED-
EXPRESSWAY.HTML BEAUTIFUL BANGLADESH FROM INSIDE AND OUTSIDE
[WEDNESDAY, AUGUST 21’ 2019]
Page 50 of 60
CHAPTER-5
SFR (Service Flow Rate, Vp pc/hr/ln) and FFS (Free Flow Speed,
mph) calculation to obtain LOS (speed-flow graph, TRB 2000)
5.1 SFR (Service Flow Rate Vp, pc/hr/ln)
The service flow rate for a designed LOS is the maximum hourly rate at which
persons or vehicles reasonably can be expected to traverse a point or uniform section
of a lane or roadway during a given time period under prevailing roadway, traffic and
control conditions. The maximum rate of service that can be accommodated by a
facility at each LOS (except LOS F) is described as the service flow rate. Every
facility has five service flow rate, corresponding to each LOS ( A through E).
A 15-minute period (PHF) is generally used.
Vp = 15-min passenger-car flow rate (pc/hr/ln).
V = hourly volume (veh/hr) per direction.
PHF = Peak-hourly factor.
N = number of lane per direction.
fHV = heavy-vehicle adjustment factor.
fp = driver population factor.
From the observed data, highest flow on average ≅ 1800
(ℎ)
With directional distribution 68-70% (D=0.69) as per observation on picture.
V [hourly volume (veh/hr) per direction] = 1800 * 0.69 ≅1250 veh/hr.
PHF (Peak-hourly factor) = 0.80 (range 0.75-0.95 for multilane highway).
N (number of lane per direction) = 2
fp (driver population factor) = 1.0
fHV ( heavy-vehicle adjustment factor), fHV =
()()
%Truck = 10; %Bus=18 and no RVs (0%)
Level terrain, ET = 1.5 and ER = 1.2
Service Flow Rate (SFR) VP, (pc/hr/ln) =
∗
∗
∗
fHV =
.
(
.
)
(
.
)
= 0.877
Service Flow Rate (SFR),
5.2
FFS (Free Flow Speed, mph)
Free Flow Speed is the ave
drive at their desired speed and are not constrained by control delay.
is the theoretical speed of traffic as density approaches zero. It is the speed at which
drivers fell comfortab
le travelling under the physical, environmental, and traffic
conditions existing on an uncongested section of multilane highway.
The upper limit for low
cars per hour per lane (pc/hr/ln) for the ana
Speed of traffic is insensitive to traffic volume up to a flow rate of 1400 pc/hr/ln. The
capacity of a multilane highway under base conditions is 2200pc/hr/ln for highway
with a 60mph free-
flow speed. At flow rates between 1400 and 2200pc/hr/ln,
speed on a multilane highway drops.
Base conditions for multilane highways are defined as follows:
1) 12-
ft lane width. 2
of Travel. Clearances are measured from the edge of the t
included) and of 6ft. Or greater are considered to be equal to 6ft. 3
points along the highway. 4
traffic stream. 6)
Figure: Speed-
Flow Relationship on Multilane Highway (TRB, 2000).
Page 51 of 60
Service Flow Rate (SFR),
V
P
=
∗∗∗
=
.∗∗.∗
= 890.8
≅
FFS (Free Flow Speed, mph)
Free Flow Speed is the ave
rage speed of vehicles on a facility when driver tend to
drive at their desired speed and are not constrained by control delay.
is the theoretical speed of traffic as density approaches zero. It is the speed at which
le travelling under the physical, environmental, and traffic
conditions existing on an uncongested section of multilane highway.
The upper limit for low
-
to moderate flow conditions is considered 1400 passenger
cars per hour per lane (pc/hr/ln) for the ana
lyses.
Speed of traffic is insensitive to traffic volume up to a flow rate of 1400 pc/hr/ln. The
capacity of a multilane highway under base conditions is 2200pc/hr/ln for highway
flow speed. At flow rates between 1400 and 2200pc/hr/ln,
speed on a multilane highway drops.
Base conditions for multilane highways are defined as follows:
ft lane width. 2
)
a minimum of 12 ft of lateral clearance in the direction
of Travel. Clearances are measured from the edge of the t
raveled lanes (shoulders
included) and of 6ft. Or greater are considered to be equal to 6ft. 3
points along the highway. 4
) A divided Highways. 5)
Only passenger
a free flow speed of 60mph or more. 7)
Driver population
consisting primarily of commuters.
Flow Relationship on Multilane Highway (TRB, 2000).
pc/hr/ln
rage speed of vehicles on a facility when driver tend to
drive at their desired speed and are not constrained by control delay.
Free-flow speed
is the theoretical speed of traffic as density approaches zero. It is the speed at which
le travelling under the physical, environmental, and traffic
conditions existing on an uncongested section of multilane highway.
to moderate flow conditions is considered 1400 passenger
Speed of traffic is insensitive to traffic volume up to a flow rate of 1400 pc/hr/ln. The
capacity of a multilane highway under base conditions is 2200pc/hr/ln for highway
flow speed. At flow rates between 1400 and 2200pc/hr/ln,
the
Base conditions for multilane highways are defined as follows:
a minimum of 12 ft of lateral clearance in the direction
raveled lanes (shoulders
included) and of 6ft. Or greater are considered to be equal to 6ft. 3
) No direct access
Only passenger
cars in the
Driver population
Flow Relationship on Multilane Highway (TRB, 2000).
Page 52 of 60
Free Flow Speed (FFS, mph), FFS = BFFS – fLW - fLC - fM - fA
USDOT: Federal Highway Administration
HPMS (Highway Performance Monitoring System) Field Manual
Appendix N: Procedures for Estimating Highway Capacity
Multilane Highway Capacity [https://www.fhwa.dot.gov/ohim/hpmsmanl/appn2.cfm]
FFS = estimated free flow speed, mph
BFFS = Base free flow speed, mph
= Posted speed limit + 5 mph
= 50 mph (80 kmph) + 5 mph
= 55 mph
Lane width factor, fLW = 0.0 mph [ 12’-0’’ Lane Width]
Lane
Width
Reduction
in FFS (mph; fLW)
12 ft. 0.0
11 ft. 1.9
<=10 ft. 6.6
Adjustment factor for median type (fM) = 0.0 mph
Page 53 of 60
Highway Type Reduction in
FFS (mph; f
M
)
Undivided 1.6
Divided (including
TWLTLs-
Two-Way Left
Turning Lanes)
0.0
Adjustment factor for lateral clearance (f
LC
) or total lateral clearance (f
TLC
),
TLC = LCR + LCL [ LCR = right shoulder lateral clearance ≤ 6.0. and
LCL = left shoulder lateral clearance ≤ 6.0. ]
Median
U-turn
Page 54 of 60
TLC = LCR + LCL = 1.5 + 6 = 7.5 ft.
Adjustment factor for lateral clearance, fLC = 1.0 mph.
Adjustment Factor for Access Points (fA) on East direction and west direction
Access point on East direction (Nobinagar to Bapyl) = 11 (6 access/mile, default
value 8) and
Access point on West direction (Bapyl to Nobinagar) = 06 (3 access/mile, default
value 8).
Source: Page 260, Table 7-23 & 7-24; Chapter 7 (Highway Capacity).
“An Introduction to Transportation Engineering”, C. Jotin Khisty &
B. Kent Lal., 3rd Edition, Prentice-Hall, India.
Page 55 of 60
Adjustment Factor for Access Points (fA) on both direction = 2.5 mph.
So, Free Flow Speed (FFS); FFS = BFFS – fLW - fLC - fM - fA
= 55 – 0.0 – 1.0 – 0.0 – 2.5
= 51.5 mph. ≅ .
5.3 Speed-Flow Curve for Multilane Highway (HCM,
Exhibit 21-3.)
Page 56 of 60
CHAPTER-6
Level of Service (LOS) & Density with Future Projection
6.1 DETERMINATION OF LEVEL OF SERVICE (LOS)
Here it has been calculated the service flow rate (SFR) Vp= 900 pc/hr/ln and free flow
speed (FFS)= 52.0 mph. [for R505 (Nobinagar-Baipayl multilane highway segment)
segment]. Level of service (LOS) is calculated by plotting the values in graph
[(Exhibit 21-3. Speed-flow curve for multilane highway (HCM), TRB 2000].
The level of service (LOS) for R505 segment as multilane highway is
obtained as “B”
LOS = B
6.2 Determination of Density (pc/mile/ln)
For uninterrupted flow facilities such basic freeway and multilane highway, density is
defined as pc/mile/ln which has been calculated as dividing service flow rate (vp) by
speed vs).
≅
pc/hr/ln
52 mph
Page 57 of 60
Density =
(),
/
, =
= 17.30 pc/mile/ln
Which is within the range of 11.1-18.0 pc/mile/ln. [LOS “B”]
6.3 Future Projection with Growth (Traffic) in 2050
With 5% growth rate (r= 5%), the vehicular growth (traffic flow) in 2050 [after
(2050-2020) = 30 year] will follow the growth factor (G) as 4.322 which is
multiplying.
Growth factor, (G) = (1 + r )Y = ( 1 +0. 05)30 = 4.322, where r is the yearly
growth rate of traffic and Y is the (design) year.
The vehicular flow (veh/hr) in 2020 is 1800 veh/hr (1250 veh/hr per direction)
which will be 7779.5 veh/hr (5400 veh/hr per direction as DDHV) with expected
increase in % of trucks, buses and recreational vehicles.
And PHF = 0.90, fHV = 0.88 , fP = 1.0 and expected nos. of lane/direction = 5 ~ 6
[Assumption].
The assumed SFR in 2050 will be 1200~1400 pc/hr/ln and the FFS be 55 mph.
The resulting (estimating) LOS be “C”. [ for R505 segment ]
Page 58 of 60
CHAPTER-7
CONCLUSION & RECOMMENDATION
7.1 CONCLUSION & RECOMMENDATION
Regional road R 505 (multilane highway_collector type) branches off from N 5
(National Highway) at Nobinagar (near Savar area) and making gateway to
Nothern,BD. Rapid commercial cum residential developments, industrial
revolutionized sector RMG (ready made garments), Dhaka EPZ, Savar cantonment
area, National monument at Savar, Atomic energy commission, potential land
development area and powerful SME zone at Nobinagor-Baipayl-Zamgora creates
huge traffic and public gathering in recent years and it’s increasing at a reasonable
fast rate. Current road features and traffic flow (composition, rate and types) are now
(in 2020) offering level of service (LOS) B which is satisfactory. But at 5 percent
growth rate after 30 years (in 2050), it will be requiring 5 ~ 6 lanes per direction
(which is now 2 lanes per direction) to maintain LOS C (which may be difficult as
land availability constraints). Besides, part of the Dhaka elevated expressway known
as Dhaka-Ashulia elevated expressway 24 km total (from airport to Chandra via
Ashulia-Zamgora-Baipyl) and flyover at Nobinagar,Savar (2 km) makes it more
logical solution to avoid congestion (a productive zone without hastle) with a high
cost of BDTK 17,000 crore (65% by Chinese government and remaining from
local_Bangladesh part) which will be justified as it connects to Chittagong port to
promote export-import at a efficient rate. At the same time vehicle type, it’s
composition (mostly truck) and it’s axle configuration, riding quality, perfect
enforcement, proper TCDs (marking, sign and signal) and motivational awareness (no
blockade without justification and no unauthorized occupation of road space) are
required to be a standard format to operate and maintain a higher quality of service
(LOS A or B). And associate cost to construct and maintain elevated expressway
system has to be incurred from the perceived benefits of users.
Page 59 of 60
REFERENCE
1. Papacostas, C.S., &Prevedouros, P.O (2001). Transportation Engineering
and Planning (3rd ed., pp. 148-149). Upper Saddle River, NJ: Pearson
Education)
2. Ryus, Paul. “Highway Capacity Manual 2010” (PDF). Transportation
Research Board Retrieved 15 January 2012.
3. Dowling, Richard. “NCHRP Report 616: Multimodal Level of Service
Analysis for Urban Street” (PDF). Transportation Research Board.
Retrieved 15 January 2012.
4. Level of Service, Local Government & Municipal Knowledge Base,
accessed February 6, 2010.
5. Cron, F.W., “Highway Design for Motor Vehicle- A Historical Review.
Part. 6 Development of a Rational System of Geometric Design” Public
Roads, Vol.40, No.1(1976) pp (9-18).
6. American Association of State Highway Officials, A Policy of Highway
Types (Geometric) (1940) AASHO, Washington, DC.
7. C. Jotin Khisty & B. Kent Lal., “Transportation Engineering: An
Introduction”., Third Edition, Prentice – Hall, India.
8. Dhaka Elevated Expressway.
https://en.wikipedia.org/wiki/Dhaka_Elevated_Expressway
Page 60 of 60
Thanks to All
…