A Report

on
Traffic Volume Study

Course No: CE 454

Course Title: Transportation Engineering Sessional II

Submitted by

Shuvro Kumar Chakravorty

Student ID: 1204009
Level/Term:4/2
Section: A

Department Of Civil Engineering

Bangladesh University of Engineering & Technology
 ABSTRACT

From the definition of transportation planning we find that “Transportation planning is the field
involved with transportation facilities (generally streets, highways, sidewalks, bike lanes and
public transport lines).” Under this field traffic volume survey plays a vital role to determine the
existing condition and to forecast the future condition of traffic volume. Traffic volume studies
are conducted to determine the number, movements, and classifications of roadway vehicles at
a given location. These data can help identify critical flow time periods, determine the influence
of large vehicles or pedestrians on vehicular traffic flow, or document traffic volume trends. It
also creates scopes for Flow fluctuation on different approaches at a junction, Proportions of vehicles
in traffic stream, Effectiveness of a traffic control measure ,Planning traffic operation and control
of existing facility, Designing intersection, signal timings, channelization, Structural design of
pavements, geometric design and road way capacity .

The current work studies traffic characteristics in the city of Dhaka at one selected priority
junction. In this work emphasis was given on traffic volume and the analysis was carried out
through primary traffic flow surveys at Panthapath to Russel Square in Dhaka city. Traffic flow is
studied by manual methods.

With the help of the data collection, an attempt had been made to understand the traffic
patterns during different time periods. Traffic control at that junction is also dependent on the
traffic flow characteristics. Hence the results from the present study are helpful in controlling
the traffic at the intersection and also in suggesting some of the remedial measures to improve
the traffic safety in the region. Remedial measures such as widening the road or by providing
more public transport can be recommended based on the outcomes of the work.

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 TABLE OF CONTENTS

ABSTRACT .......................................................................................................... I

TABLE OF CONTENTS ........................................................................................... II

LIST OF TABLES ................................................................................................... IV

LIST OF FIGURES ................................................................................................. V

1. INTRODUCTION ............................................................................................ 1
1.1 GENERAL ........................................................................................................ 1
1.2 GENERAL OBJECTIVES OF TRAFFIC VOLUME STUDY ........................................................ 1

1.2.a. Design purposes.................................................................................. 1

1.2.b. Planning Purposes .............................................................................. 2
1.2.c. Improvement purposes. .................................................................... 2
1.2.d.Dynamic Traffic Management Purposes ......................................... 2
1.2.e. Other Purposes ................................................................................... 2
1 1.3 Scope of Traffic Volume Studies ........................................................ 3

2 LITERATURE REVIEW .................................................................................. 4

2.1 General ..................................................................................................... 4
2.2 Previous work on Traffic Volume Study ............................................. 4
2.3 Definition.................................................................................................. 5
3 METHODOLOGY .......................................................................................... 7
3.1 Methods for volume survey .................................................................. 7
3.1.1 Manual Counting Method .................................................................. 7
3.1.2 Automatic counting method ................................................................... 8
3.2 Methods we have selected ................................................................... 10
3.3 Counting periods ..................................................................................... 10
3.4 Survey procedure .................................................................................... 10
3.4.1 Reconnaissance.................................................................................... 10
3.4.2 Survey Design/piloting ....................................................................... 10
3.4.3 Trial Survey ........................................................................................... 11
3.4.4 Adjustment in to survey design ............................................................. 11
3.4.5 Final Survey .......................................................................................... 11

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4.DATA COLLECTION ............................................................................... 12
4.1 Date and time: ......................................................................................... 12
4.2 Weather Condition ................................................................................. 12
4.3 Location .................................................................................................... 12
4.4 Observation ............................................................................................. 13
4.5 Method and Equipment......................................................................... 13
4.6 Number of Enumerators ........................................................................ 13
4.7 Data Collection Table .............................................................................. 14
5.ANALYSIS OF DATA .............................................................................. 15
5.1 Vehicle Composition of Traffic Stream ............................................... 15
5.2 Sample Flow Rate Calculation................................................................ 17
5.3 Directional Distribution ......................................................................... 18
5.4 Calculation of Peak Hour Factor (PHF) ................................................ 18
5.5 Calculation of AADT……………………………………………19

6. CONCLUSION AND RECOMMENDATIONS ............................................. 50

6.1 General ..................................................................................................... 22

6.2 Discussion on Vehicle Composition ......................................... 22
6.3 Discussion on Directional Distribution ................................... 22
6.4 Discussion on Flow Fluctuation.................................................. 22
6.5 Limitation ................................................................................................. 22
6.6 Recommendations ........................................................................... 22
6.7 Scope for Further Study................................................................. 23
REFERENCES............................................................................ .24

Appendix-A ..................................................................................................... 25
TABLE 1: HOURLY EXPANSION FACTORS FOR A RURAL PRIMARY ROAD .................. 25

TABLE 2: DAILY EXPANSION FACTORS FOR A RURAL PRIMARY ROAD...................... 25

TABLE 3: MONTHLY EXPANSION FACTORS FOR A RURAL PRIMARY ROAD ............... 25

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 LIST OF TABLES

Table 4.1: Data of 4 groups in Panthapath to Russel square direction…………………………….. ... ..........................14

Table 4.2: Data of 4 groups in Russel square to Panthapath direction ................................... ..........................14

Table 5.1:Vehicle composition of traffic stream in Panthapath to Russel square direction…………………………. 15

TABLE 5.2: VEHICLE COMPOSITION OF TRAFFIC STREAM IN RUSSEL SQUARE TO PANTHAPATH DIRECTION ……………………………… 16

Table 5.3: PCE values for different type of Vehicles…………………………………………………………………………………… 17

Table 5.4: Conversion table of vehicles into PCE and flow rate calculation …………………………...........................17

Table 5.5: Conversion table of vehicles into PCU and flow rate calculation ………………………………………………… 18

Table 5.6: Percentage Of Directional distribution …………………………. ...................................... ...........................18

TABLE 5.7: FLOW FLUCTUATION CURVE DATA................................................................................................................21

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 LIST OF FIGURES
Fig 3.1: Hand tally ………………………………………………………………………………………………….............................8

Fig 3.2: Manual Counter/Enumerator………………………………………………………………………...........................8

Fig 3.3: Pneumatic Tube …………………………………………………………………………………………............................9

Fig 3.4: Inductive loop traffic sensor …………………………………………………………………...................................9

Fig 3.5: High speed weigh in motion sensor ……………………………………………………………………………………..10

Fig 4.1: Panthapath Intersection to Russel Square Intersection ………………………………………….............. ..12

Fig 5.1: Pie Chart showing Percentage of Vehicle (Panthapath to Russel Square) …..............................15

Fig 5.2:Pie Chart showing Percentage of Vehicle (Russel Square to

Panthapath……………………………………………………………………………………………………………..............................16

Fig 5.3: Traffic flow fluctuation Curve ………………………………………………………………………...........................21

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 CHAPTER 1
INTRODUCTION

1.1 General:

Transportation system is a dynamic system. Information about traffic must be regularly

updated to keep pace with ever-changing transportation system. Data must be collected and
analyzed systematically to get representative information.
Traffic surveys are the means of obtaining information about traffic. This is a systematic way of
collecting data to be used for various traffic engineering purposes. The main purposes of traffic
survey are: traffic monitoring, traffic control and management, traffic enforcement, traffic
forecasting, model calibration and validating etc.

The term traffic volume study can be termed as traffic flow survey or simply the traffic survey.
It is defined as the procedure to determine mainly volume of traffic moving on the roads at a
particular section during a particular time. It is measured in vehicle per minute, vehicle per hour
and vehicle per day. In order to express the traffic flow on a road per unit time, it is necessary
to convert the flow of the different vehicle classes into a standard vehicle class known as
passenger car unit. The traffic volume is dynamic and varies during 24 hours of the day. Daily
traffic volume varies on different days of a week and different months and seasons of the years.

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.

1.2 General Objectives of traffic volume study:

The purposes of carrying out traffic volume count are designing, improving traffic system,
planning, management etc.

 1.2.a. Design purposes:

Structural and geometric design of pavements, bridge, and other highway facilities.
Structural design is based on repetition of wheel load on the pavement in entire design life.
AADT is needed with traffic growth rate to compute design wheel repetition. Geometric
design is based on peak hour volume to avoid congestion. Intersection design including
minimum turning path, channelization, flaring, traffic control devices viz. traffic signs,
markings, signals based on approach volume and turning proportions. Pedestrian volume
study is useful for designing side walk, pedestrian crossing etc.

1
 1.2.b. Planning Purposes:
Accurate information on the amount of traffic on the roads is vital for the planning of both
road maintenance and improvement policies Traffic volume network analysis helps in
deciding/planning if there is need for:
 Improvement
 Expansion in terms of construction missing links, by-pass, alternative road etc.

 1.2.c. Improvement purposes:

To allocate limited maintenance budget rationally, it is important to know the traffic volume
carried by a particular roadway section in order to decide the importance of the road and
fixing its relative priority. In order to improve the roadway operating condition, it is
important to know the traffic volume.

 To examine the existing operating/service condition of a roadway section.

 To check the need (warrant) traffic control devices.
 To determine the type of improvement measure need to be taken.
 To measure the effectiveness of a traffic control measure.

 1.2.d.Dynamic Traffic Management Purposes:

Up to date and continuous flow/congestion information is essential for optimizing :-
 Traffic signal design and thereby improving junction performance
 Network productivity by providing information to the road user

 1.2.e. Other Purposes:

 To establish relative importance of any route or road facility

 To decide the priority for improvement and expansion of a road and to allot
the funds accordingly
 To plan and design the existing and new facilities of traffic operations on the
road.
 To make analysis of traffic pattern and trends on the road.
 To do structural design of pavements and geometrically design of roads by
classified traffic volume study.
 To plan one-way street and other regulatory measures by volume distribution
study.
 Estimation of highway usage
 Measurement of current demand of a facility
 Measurement of current demand of a facility
 Estimation of trends
 Economic feasibility evaluation
 Computation of accident rates- accidents/100M vehicle-miles

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1.3 Scope of Traffic Volume Studies :

The study of traffic volume at a particular location is necessary to create the following scopes :-

• Flow fluctuation on different approaches at a junction or different parts of a road network

system.
• 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. 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.
• Effectiveness of a traffic control measure
• To check existing, operating service condition of a roadway section
• Planning traffic operation and control of existing facility
• To design intersection, signal timings, channelization
• Structural design of pavements, geometric design and road way capacity

3
 CHAPTER 2
LITERATURE REVIEW
2.1 General:

Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify
critical flow time periods, determine the influence of large vehicles or pedestrians on
vehicular traffic flow, or document traffic volume trends. 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.

2.2 Previous work on Traffic Volume Study:

The present study is essentially about the importance of traffic volume in traffic engineering of
urban and suburban road links, in particular the literature on effect of traffic volume, speed-
flow
relationships, passenger car equivalents, peak hour factor, flow variations and traffic capacity
and level of serviceability (LOS). But there are lot of studies which help to develop and modify
the present study. Some of those are mentioned below in brief:

Satyanarayana (2012) studied the effect of traffic volume, its composition and stream speed on
passenger car equivalents . Method proposed by Chandra is used for developing the PCU
factors
and found that For two axle trucks PCU values are found to increase with an increase in
compositional share of respective vehicle types in the traffic stream. The PCU of two wheelers
practically remains unaffected by its compositional share in the traffic stream. Compositional
share of 2W at different locations were observed in the range of 31.69% to 34.23% whereas
increase in PCU values are 1.1% only and it may be attributed due to high maneuverability. In
slow moving traffic PCU values of bullock carts are increasing with the decreasing in the
compositional share in the stream.

Arkatkar (2011) studied the effect of variation of traffic volume, road width, magnitude of
upgrade and its length on PCU value; by using traffic-flow simulation model HETEROSIM.
Field data collected on traffic flow characteristics are used in calibration and validation of the
simulation model. The validated simulation model is then used to derive PCU values for
different types of vehicles and it indicate that the model is capable of replicating the
heterogeneous traffic flow on mid-block sections of intercity roads, for different roadway
conditions, to a satisfactory extent

Basu D, Maitra S.R (2006) studied the effect of traffic volume and its composition on
Passenger Car Equivalency (PCE). Taking the stream speed as Measure of Equivalence (MOE),
4
a methodology is demonstrated for the estimation of PCE. The reduction in stream speed
caused
by marginal increment in traffic volume by a vehicle type is compared with that of caused by an
old technology car, which is taken as the reference vehicle for the estimation of PCE. The study
reveals that PCE is affected by traffic volume and its composition. For all vehicle types, PCE
values are found to increase with an increase in traffic volume, but the effect is predominant
for
heavy vehicles. The PCE of two wheelers practically remains unaffected by its compositional
share in the traffic stream.

2.3 Definition:

 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 is called volume. It is the actual number of vehicle observed
or predicted to passing a point during a given interval.
 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 1hr. usually 15 min.
 Average Daily Traffic (ADT):
The volume during a given time period divided by the number of days in that time period and
expressed in terms of vpd.
 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.
 Average Weekly Traffic (AWT):
Average 24-hour traffic volume occurring on weekdays for some period less than one
year.
 Annual Weekday Traffic (AAWT):
AAWT is the average 24-hour traffic volume occurring on weekdays over a full year,
AAWT is computed by dividing the total weekday volume for the whole year by 260.

The relationship between AAWT and AWT is analogous to that between AADT and
ADT. It should be mentioned here that these four volumes are often used in
transportation planning and shown in social or economic statistics.
 Design Hourly Volume:
It is the economic It is the economic hourly flow of future year, which is used for
designing geometric features roadway. It is chosen in such a way that during the design
period it should not be exceeded too often or too much.
 Peak hour factor :
Traffic engineers focus on the peak-hour traffic volume in evaluating capacity and other

5
parameters because it represents the most critical time period. And, as any motorist who travels
during the morning or evening rush hours knows, it’s the period during which traffic volume is at
its highest. The analysis of level of service is based on peak rates of flow occurring within the
peak hour because substantial short-term fluctuations typically occur during an hour. Common
practice is to use a peak 15-minute rate of flow. Flow rates are usually expressed in vehicles per
hour, not vehicles per 15 minutes.

 Daily variation factor (DF) :

It is defined as ratio of AADT over yearly average volume for particular day of week
(Monday, Tuesday etc.)
 Monthly variation factor (MF):
It is defined as ratio of AADT over ADT for particular month of the year.
 PCU (or PCE) :
Passenger Car Unit (Passenger Car Equivalent) is defined as the number of
passenger cars displaced by one truck, bus, or RV (recreational vehicle) in a given
traffic stream. In order to reflect the different impact or intensity on the roadway
due to the different vehicles in terms of size, operating characteristics, passenger car
unit (passenger car equivalent) is applied in the estimation of traffic volume.

6
 CHAPTER 3
METHODOLOGY

3.1 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.

3.1.1 Manual Counting Method:

This method employs a field team to record traffic volume on the prescribed record sheets. By
this method it is possible to obtain data which is not be collected by mechanical counters, such
as vehicle classification, turning movements and counts where the loading condition or number
of occupants are required. But it is not practicable to have manual count for all the 24 hours of
the day. Hence it is necessary to resort to statically sampling techniques in order to cut down
the manual hours involved in talking complete counts, First the fluctuation of traffic volume
during the hours of day and the daily variations are observed. Then by selecting typical short
count period, the traffic volume study is made by manual counting. Then by statistical analysis
the peak hourly traffic volumes as well as the average daily traffic volumes are calculated.

There are two methods of manual counting:

i) 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.

ii) Indirect Method:

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 transcripted of recorded film. This

7
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.

Fig 3.1: Hand tally Fig 3.2: Manual Counter/Enumerator

3.1.2 Automatic counting method:

In this method, vehicles are counted automatically without any human involvement. The
automatic count method provides a means for gathering large amounts of traffic data.
Automatic counts are usually taken in 1-hour intervals for each 24-hour period. The counts may
extend for a week, month, or year. When the counts are recorded for each 24-hour time
period, the peak flow period can be identified. The most commonly used detector types are:

I) Pneumatic tubes:
These are tubes placed on the top of road surfaces at locations where traffic counting is
required. As vehicles pass over the tube, the resulting compression sends a burst of air to
an air switch, which can be installed in any type of traffic counting devices.

II) Inductive loops:

Inductive loop detector consists of embedded turned wire from which it gets its name. It
includes an oscillator, and a cable, which allows signals to pass from the loop to the traffic
counting device. The counting device is activated by the change in the magnetic field when a
vehicle passes over the loop. Inductive loops are cheap, almost maintenance free and are
currently the most widely used equipment for vehicle counting and detection.

8
III) Weigh-in-Motion Sensor types:
A variety of traffic sensors and loops are used world-wide to count, weigh and classify vehicles
while in motion, and these are collectively known as Weigh in Motion (WIM) sensor systems.
Whereas sensor pads can be used on their own traffic speed and axle weighing equipment, they
are trigged by “leading” inductive loops placed before them on the roadbed. This scenario is
adopted where axles speed and statistical data are required.

IV) Micro-millimeter wave Radar detectors:

Radar detectors actively emits radioactive signals at frequencies ranging from the ultrahigh
frequencies (UHF) of 100 MHz, to 100 GHz, and can register vehicular presence and speed
depending upon signals returned upon reflection from the vehicle. They are also used to
determine vehicular volumes and classifications in both traffic directions. Radar detectors are
very little susceptible to adverse weather conditions, and can operate day and night. However,
they require comparatively high levels of computing power to analyze the quality of signals.

v) Video Camera:
Video image processing systems utilize machine vision technology to detect vehicles and
capture details about individual vehicles when necessary. A video processing system usually
monitors multiple lanes simultaneously, and therefore it requires high level of computing
power. Typically, the operator can interactively set the desired traffic detection points
anywhere within the systems view area.

 Advantages: This method is suitable for long duration or continuous count. It is used as
permanent counting station. It does not need manpower and is free from human error.
Data is obtained in usable format. It is less expensive as manpower is not needed. Count
is not affected by bad weather condition.
 Disadvantages: It requires strict lane discipline. Non motorized vehicles are hard to
detect by this method. Detailed classification of vehicle is not possible. Accuracy is less
than manual method. Installation cost is high.

Fig 3.3: Pneumatic Tube Fig 3.4: Inductive loop traffic sensor

9
 Fig 3.5: High speed weigh in motion sensor

3.2 Methods we have selected

We have selected Direct manual counting method.

Reasons :

1. Unavailability of instruments.
2. Simplest among all study.

3.3 Counting periods:

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.
For our study purpose we collected volume data for 10 minutes.

3.4 Survey procedure

3.4.1 Reconnaissance:

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. In the spot, we looked
around to get the information of how many types of vehicles on the spot and
following this, we decided to distribute our job.

3.4.2 Survey Design/piloting:

Before starting survey we have made a guideline to how we will perform the
work. This is called survey design.

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3.4.3 Trial Survey:

Before starting the main survey we have made some trial survey. We checked
our manual counters whether it works properly or not and fortunately
everything was alright.

3.4.4 Adjustment in to survey design:

From trial survey we have to adjust the errors with the main survey.

3.4.5 Final Survey:

After all above this process we have to continue the final study.

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 CHAPTER 4
DATA COLLECTION
4.1 Date and time:
The survey took place on March 23, 2017. It was Thursday. Data was collected for 10
minutes, which was took place from 08.30am to 08.40am.

4.2 Weather Condition:

Sky was clear; It was a sunny morning.

4.3 Location:
The data were collected in the Panthapath road in between Panthapath to Russel Square
intersection. Eight groups were appointed to collect traffic volume data in different points.

Fig 4.1: Panthapath Intersection to Russel Square Intersection (Blue dots)

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4.4 Observation:
The goal of observation was to count vehicle to determine the volume of traffic along survey
road. As a result vehicles were classified in different categories and they were counted
throughout the period.

4.5 Method and Equipment:

Traffic was counted manually by direct count and for recording data a tabulated tally sheet was
prepared which come handy in recording classified vehicle count. Mobile Stop watch was used
to measure time.

4.6 Number of Enumerators

There were 5 enumerators in the group. Every enumerator was appointed to count one or
more than one category of vehicle.

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 4.7 Data Collection Table:

TIME (DIRECTION: PANTHAPATH-> RUSSEL SQUARE) MOTORIZED VEHICLES

GROU BU TRUC MOTO LIGHT VEHICLE (LV) AUTORICKSHA SMALL TOTAL
P S K R W (AR) PUBLIC VEHICLES
(T) CYCLE TRANSPORT
(B) (MC) (SP)
CAR JEEP/ PICKU AMBULAN MICROB TOTA BABYTAXI/ MAXI/
/ PAJER P CE US L MISHOOK TEMPOO
TAXI O
8:30 1 4 0 33 94 5 4 0 16 119 41 0 197
a.m.
9:30 2 2 0 16 70 8 6 1 10 95 27 0 140
a.m
10:30 3 6 5 26 104 7 10 5 22 148 38 0 223
a.m
11:30 4 2 0 27 107 5 11 1 12 136 42 0 207
a.m
TOTAL 14 5 102 375 25 31 7 60 498 148 0 767

Table 4.1: Data of 4 groups in Panthapath to Russel square direction

TIME (DIRECTION: RUSSEL SQUARE -> PANTHAPATH) MOTORIZED VEHICLES

GRO BU TRUC MOTO LIGHT VEHICLE (LV) AUTORICKSH SMALL TOTAL
UP S K R AW (AR) PUBLIC VEHICLE
(T) CYCLE TRANSPOR S
(B) (MC) T (SP)
CAR JEEP/ PICK AMBULA MICROB TOT MAXI/
/ PAJER UP NCE US AL BABYTAXI/
TAX O MISHOOK TEMPOO
I
8:30 8 3 0 48 188 6 2 3 11 210 43 0 304
a.m.
9:30 7 4 0 62 131 4 8 2 20 165 33 0 271
a.m
10:30 6 5 0 50 91 6 1 4 17 119 55 0 229
a.m
11:30 5 1 0 36 98 4 2 1 10 115 26 0 179
a.m
TOTAL 13 0 196 508 20 13 10 58 609 157 0 983

Table 4.2: Data of 4 groups in Russel square to Panthapath direction

14
 CHAPTER 5
ANALYSIS OF DATA
5.1 Vehicle Composition of Traffic Stream:

TIME (DIRECTION: PANTHAPATH-> RUSSEL SQUARE) MOTORIZED VEHICLES

GROU BU TRUC MOTO LIGHT VEHICLE (LV) AUTORICKSHA SMALL TOTAL
P S K R W (AR) PUBLIC VEHICLES
(T) CYCLE TRANSPORT
(B) (MC) (SP)
CAR JEEP/ PICKU AMBULAN MICROB TOTA BABYTAXI/ MAXI/
/ PAJER P CE US L MISHOOK TEMPOO
TAXI O
8:30 1 4 0 33 94 5 4 0 16 119 41 0 197
a.m.
9:30 a.m 2 2 0 16 70 8 6 1 10 95 27 0 140

10:30 3 6 5 26 104 7 10 5 22 148 38 0 223

a.m
11:30 4 2 0 27 107 5 11 1 12 136 42 0 207
a.m
Total 14 5 102 375 25 31 7 60 498 148 0 767

Percent 1.8 0.7 13.3 48.9 3.3 4 0.9 7.8 64.9 19.3 0 100
age
%
Table 5.1: vehicle composition of traffic stream in Panthapath to Russel square direction

Percantage of Vehicle(panthpath to Russel square)

Bus Truck Motor Cycle Car Jeep Pick-up Ambulance Microbus Baby-taxi

2% 1%

19% 13%

8%
1%
4%

3% 49%

Fig 5.1: Pie Chart showing Percentage of Vehicle (Panthapath to Russel Square)

15
TIME (DIRECTION: RUSSEL SQUARE -> PANTHAPATH) MOTORIZED VEHICLES
GROU BU TRUC MOTO LIGHT VEHICLE (LV) AUTORICKSHA SMALL TOTAL
P S K R W (AR) PUBLIC VEHICLES
(T) CYCLE TRANSPORT
(B) (MC) (SP)
CAR/ JEEP/ PICKU AMBULANC MICROB TOTA BABYTAXI/ MAXI/
TAXI PAJER P E US L MISHOOK TEMPOO
O
8:30 8 3 0 48 188 6 2 3 11 210 43 0 304
a.m.
9:30 a.m 7 4 0 62 131 4 8 2 20 165 33 0 271

10:30 6 5 0 50 91 6 1 4 17 119 55 0 229

a.m
11:30 5 1 0 36 98 4 2 1 10 115 26 0 179
a.m
Total 13 0 196 508 20 13 10 58 609 157 0 983

Percent 1.3 0 20.1 52.1 2.1 1.3 1 6 62.5 16.1 0 100

age
%

Table 5.2: vehicle composition of traffic stream in Russel square to Panthapath direction

Pie Chart:

Percentage of vehicle(Russel square to Panthapath)

1.30% 1.30%
1%
2.10% 6%
Bus
Motor Cycle
20.10%
Car
Jeep
Pickup
Ambulance

52.10% Microbus
Baby-taxi

Fig 5.2:Pie Chart showing Percentage of Vehicle (Russel Square to Panthapath)

16
 Vehicle PCE
BUS (B) 2.68
TRUCK (T) 2.68
LIGHT VEHICLE (LV) 1
AUTO RICKSHAW (AR) 0.52
SMALL PUBLIC TRANSPORT (SP) 0.51
MOTOR CYCLE (MC) 0.29

Table 5.3: PCE values for different type of Vehicles

Source: M. Hadiuzzaman (2008), Development of Saturation Flow and Delay Models for Signalized Intersection in
Dhaka city, Msc Engg. (Civil & Transportation) Thesis, Bangladesh University of Engineering and Technology (BUET),
Dhaka, Bangladesh
Panthapath to Russel Square direction:
Types of Vehicle PCE Group 1 Group 2 Group 3 Group 4
(8:30 a.m.)
(9:30 a.m.) (10:30 a.m.) (11:30 a.m.)
BUS (B) 2.68 4 2 6 2
TRUCK (T) 2.68 0 0 5 0
LIGHT VEHICLE (LV) 1 119 95 148 136
AUTO RICKSHAW (AR) 0.52 41 27 38 42
SMALL PUBLIC TRANSPORT (SP) 0.51 0 0 0 0

MOTOR CYCLE (MC) 0.29 33 16 26 27

Total Vehicles in PCU 160.61 119.04 191.38 171.03
Flow Rate (PCU/hr) 963.66 714.24 1148.28 1026.18

Table 5.4: Conversion table of vehicles into PCE and flow rate calculation

5.2 Sample Flow Rate Calculation:

. ×
Sample flow rate for group 1 (PCU/hr) =

= 963.66

17
Russel Square to Panthapath direction:
Types of Vehicle PCE Group 8 Group 7 Group 6 Group 5
(8:30 a.m.)
(9:30 a.m.) (10:30 a.m.) (11:30 a.m.)
BUS (B) 2.68 3 4 5 1

TRUCK (T) 2.68 0 0 0 0

LIGHT VEHICLE (LV) 1 210 165 119 115

AUTO RICKSHAW (AR) 0.52 43 33 55 26

SMALL PUBLIC TRANSPORT (SP) 0.51 0 0 0 0

MOTOR CYCLE (MC) 0.29 48 62 50 36

Total Vehicles in PCU 254.32 210.86 175.5 141.64

Flow Rate (PCU/hr) 1525.92 1265.16 1053 849.84

Table 5.5: Conversion table of vehicles into PCU and flow rate calculation

5.3 Directional Distribution :

Service flow rate in Panthapath - Russel square direction : 1148.28 PCU/hr

Service flow rate in Russel square – Panthapath direction : 1525.92 PCU/hr

Direction PCU/hr Total Directional Distribution

Panthapath to Russel Square 1148.28 42.93 %

2674.2

Russel Square to Panthapath 1525.92 57.06 %

Table 5.6: Percentage Of Directional distribution

5.4 Calculation of Peak Hour Factor (PHF):

PHF=

PHF = 6 * 254.32)/1525.92 = 1

18
The actual (design) flow rate can be calculated by dividing the peak hour volume by the PHF,
1525.32/1 = 1525.92 pcu/hr, or by multiplying the peak 10 minute volume by six, 6 * 254.32 =
1525.32 pcu/hr.

5.5 Calculation of AADT:

Here,

MEF= 1.635 for March (Appendix A : Table 3)

DEF= 7.012 for Thursday (Appendix A : Table 1)

HEF=22.05 (Time: 8.30 AM- 9:30 AM) (Group 1 & 8) (Appendix A : Table 2)

= 18.80 (Time: 9.30 AM- 10.30 AM) (Group 2 & 7)

= 17.11 (Time: 10.30 AM- 11.30 AM) (Group 3 & 6)

= 18.52 (Time: 11.30 AM- 12.30 PM) (Group 4 & 5)

Estimated 24 hour volume for Thursday (Panthapath to Russel Square), using HEF
. × . . . . . . .
=

= 18795.08 PCU

= 18795 PCU

From 24 hour volume for Thursday estimated volume for the week using DEF , Total 7
days volume

= 18795 x 7.012

= 131790.54 PCU

= 131791 PCU

Average 24 hours volume (on average daily traffic, ADT)

= 131791/7

=18827.28 PCU

=18827 PCU (Panthapath to Russel Square) (Group-1,2,3,4)

19
Since the data were collected in March , using the MEF for March obtained AADT,
AADT=18827× 1.635

=30782

Now, ADT in Panthapath to Russel square direction : 18827 PCU

AADT in Panthapath to Russel square direction : 30782 PCU

Estimated 24 hour volume for Thursday (Russel Square to Panthapath), using HEF
. × . . . . . .
=

= 22796.85 PCU

= 22797 PCU

From 24 hour volume for Thursday estimated volume for the week using DEF , Total 7
days volume

= 22797 x 7.012

= 159852.56 PCU

= 159853 PCU

Average 24 hours volume (on average daily traffic, ADT)

= 159853/7

=22836.14 PCU

=22836 PCU (Russel Square to Panthapath) (Group-5,6,7,8)

Since the data were collected in March , using the MEF for March obtained AADT is

AADT=22836× 1.635

=37337

Now, ADT in Russel Square to Panthapath direction : 22836 PCU

AADT in Russel Square to Panthapath direction : 37337 PCU

20
Time Panthapath Russel Panthapath Russel Panthapath Russel
to Russel Square to to Russel Square to to Russel Square to
Square Panthapath Square Panthapath Square Panthapath
Flow Rate Flow Rate ADT ADT (%ADT) (%ADT)
(PCU/hr) (PCU/hr)
8:30 a.m- 963.66 1525.92 18827 22836 5.1 6.70
9:30 a.m
9:30 a.m- 714.24 1265.16 3.8 5.54
10:30 a.m
10:30 a.m- 1148.28 1053 6.10 4.61
11:30 a.m
11:30 a.m- 1026.18 849.84 5.45 3.72
12:30 p.m
Table 5.7: Flow Fluctuation Curve Data

7 6.70
6 6.1
5.10 5.54 5.45
5
% ADT

4.61
4
3.80 3.72
3

0
0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50

Panthapath to Russel Square Russel Square to Panthapath

Time

Fig 5.3: Traffic flow fluctuation Curve

21
 CHAPTER 6
CONCLUSION AND RECOMMENDATIONS

6.1 General:
This chapter discusses on the results obtained from the analysis and their importance. This report presented all
possible analysis by the data collected from field survey.

6.2 Discussion on Vehicle Composition:

Lights vehicle (car, jeep, etc.) occupied about 65% of total vehicle.
Percentage of public transport is very low which is about 2%.
Percentage of utility auto-rickshaw is in between 15-20%
6.3 Discussion on Directional Distribution:
Approximately 43 percent of traffic flow was towards Russell Square. It was morning rush hour.
So flow was higher towards the city center. 57 percent of traffic was flowing towards south-
east. If another vehicle count was done in evening rush hour, opposite scenario might be seen.

6.4 Discussion on Flow Fluctuation:

To draw flow fluctuation curve, it was assumed that volume for four continuous hours
were counted, although all vehicles were counted for 10 minutes in that particular hour. Each
group counted vehicles for 10 minutes in each direction. Flow rates were calculated from that short count data
and plotted.

6.5 Limitation:

 Short count was taken (25min).

 Now a day’s automatic counting method based on CCTV/Video image processing is reliable and popular.
But due to resource constraint it was not possible.
 Limited and inexperienced enumerators.
 6.6 Recommendations:
There are some recommendations based on the study took place. They are as follows-
Manual count method required trained enumerators, which was not available in
this case.
For more reliable data automatic data collection process should be used
More public transport facility should be provided to support the need of inhabitants
living the residential area near the road.
NMT should be prohibited in this road which will help to increase the Level of
Service and Travel Speed.

22
 Data were collected for 10 minutes by each group, which may not represent the
hourly
fluctuation of traffic, so for more allegorical data one hour data should be taken.

6.7 Scope for Further Study:

 Flow fluctuation on different approaches at a junction

 Proportions of vehicles in traffic stream
 Effectiveness of a traffic control measure
 Planning traffic operation and control of existing facility
 Designing intersection, signal timings, channelization
 Structural design of pavements, geometric design and road way capacity

23
 References

 http://www.scribd.com/doc/51981259/Traffic-Volume-survey , accessed on 29
march,2017, Time:11.00 pm
 http://www.scribd.com/doc/59266481/Report-on-Traffic-Volume-Study, accessed on
29 march,2017, Time:11.00 pm
 http://www.123helpme.com/traffic-volume-study-view.asp?id=159706, accessed on 30
march,2017, Time:12.00 pm
 http://www.aboutcivil.org/traffic-volume-study.html, accessed on 1 April,2017, Time:
09.30 pm
 http://teacher.buet.ac.bd/cfc/CE452/12_Volume study_print6.pd, accessed on 1
April,2017, Time :12.00 pm
 http://en.wikipedia.org/wiki/Reconnaissance, accessed on 3 April,2017, Time : 09.30
pm
 Arkatkar, S.S. (2011), “Effect of Intercity Road Geometry on Capacity under
Heterogeneous Traffic Conditions Using Microscopic Simulation Technique”,
International Journal of Earth Sciences and Engineering, ISSN 0974-5904, Volume 04,
No 06 SPL, October 2011, pp. 375-380.
 Basu, D., Maitra, S.R. and Maitra, B. (2006), “Modelling passenger car equivalency at an
urban midblock using stream speed as measure of equivalence”, European Transport
Trasporti Europei, Vol. 34, pp. 75-87
 Satyanarayana PVH, Durga Rani K, Gopala Raju SSSV, “Development of PCU factors and
capacity norms at mid blocks of rural highways in Visakhapatnam”, Indian J. Edu. Inf.
Manage.,Vol. 1, No.5(May2012), ISSN 2277–5374, pp.197-202.
 M. Hadiuzzaman (2008), Development of Saturation Flow and Delay Models for
Signalized Intersection in Dhaka city, Msc Engg. (Civil & Transportation) Thesis,
Bangladesh University of Engineering and Technology (BUET), Dhaka, Bangladesh
 CE 351 Class note by Professor, Dr. Md. Shamsul Hoque.

24
 Appendix-A

Table 1: Hourly Expansion Factors for a Rural Primary Road

Hour HEF Hour HEF

6:00- 7:00 a.m. 42.01 6:00- 7:00 p.m. 16.6

7:00- 8:00 a.m. 28.99 7:00- 8:00 p.m. 17.5
8:00- 9:00 a.m. 22.05 8:00- 9:00 p.m. 20.4
9:00- 10:00 a.m. 18.8 9:00- 10:00 p.m. 25.3
10:00- 11:00 a.m. 17.11 10:00- 11:00 p.m. 31.2
11:00- 12:00 p.m. 18.52 11:00- 12:00 a.m. 34.2
12:00- 1:00 p.m. 18.71 12:00- 1:00 a.m. 51.2
1:00- 2:00 p.m. 16.71 1:00- 2:00 a.m. 82.3
2:00- 3:00 p.m. 14.84 2:00- 3:00 a.m. 124
3:00- 4:00 p.m. 14.77 3:00- 4:00 a.m. 137
4:00- 5:00 p.m. 12.85 4:00- 5:00 a.m. 144
5:00- 6:00 p.m. 13.85 5:00- 6:00 a.m. 90.2

Table 2: Daily Expansion Factors for a Rural Primary Road

Days of Week DEF

Sunday 9.515
Monday 7.012
Tuesday 7.727
Wednesday 6.582
Thursday 7.012
Friday 5.724
Saturday 6.51

Table 3: Monthly Expansion Factors for a Rural Primary Road

Month of Year MEF Month of Year MEF

January 1.756 July 0.578
February 1.976 August 0.521
March 1.635 September 0.632
April 1.482 October 0.948
May 1.395 November 1.186
June 0.948 December 1.355

25
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