Traffic Volume Study

Submitted by-
Group-1
Name Roll
Md. Noman Islam ( Group 51
Leader)
Md. Saifullah Shajol 58
Papia Akter Nishu 29
Enamul Hoque 49
Md. Mosarrof Hossain 42
Md. Saidur Rahma 02

Submitted to

M.M. Kamruzzaman Al Asif

Lecturer
Department of Civil Engineering

Dhaka International University

Page-1
 ABSTRACT

The goal of traffic engineering is to assure safe, convenient and time

efficient movement of people and goods on roadways. This movement
of the people and goods is dependent on traffic parameters. The three
main parameters of a traffic flow are volume, speed and density. The
current studies on traffic volume characteristics of roadway from Notun
Bazar to Middle Badda in Dhaka City .The amount of vehicle have
increased significantly in the last decade due to the increase of the
economic condition of people. The vehicles of highly heterogeneous
traffic with widely varying physical and operational characteristics
without any lane discipline. In this study emphasis is given on traffic
volume data collection and the different analysis are carried out. The
interaction between moving vehicles under such heterogeneous traffic
condition is highly complex. For better understanding of the present
status of traffic flow at the junction, traffic survey is conducted. With
the help of the data collection, it has made clear to understand the traffic
patterns during different time periods. Hence the analysis from the
present study are helpful in controlling the traffic flow at the
intersection and also in suggesting some traffic management measures
to improve the traffic movement in this region.

Page-2
 ACKNOWLEDGEMENT

First of all, we would like to express our deepest sense of gratitude to

almighty God.
We write this acknowledgement with great honor, pride and pleasure
to pay our respects to all who enable us either directly in completing
this report. I express my deep sense of gratitude to M.M. Kamruzzaman
Al Asif, Lecturer, Department of Civil Engineering, Dhaka
International University for being valuable guidance to us especially
for writing this report that we have encountered while working on this
report.

Page-3
 CONTENTS
Page No.
Abstract ii
Acknowledgement iii
Contents vii
List of Figures viii
List of Tables
Abbreviations ix

CHAPTER 1: INTRODUCTION x

CHAPTER 2: LITERATURE REVIEW xi

2.1 Traffic Survey
2.2 Traffic Volume Study
2.3 DEFINATION
2.3 a. Volume
2.3 b. Rate of Flow
2.3 c. Average Daily Traffic
2.3 d. Average Annual Daily Traffic
2.4 Expansion Factor
2.4 a. Hourly Expansion Factor
2.4 b. Daily Expansion Factor
2.4 c. Monthly Expansion Factor

Page-4
 2.5 Type of Traffic Volume Counts
2.5 a. Screen Line Count
2.5 b. Cordon Count
2.5 c. Intersection Count
2.5 d. Pedestrian Volume Count
2.5 e. Continuous Count
2.6 Previous Traffic Volume Study
CHAPTER 3: METHODOLOGY xviii
3.1 Method of Traffic Volume Study
3.1 a. Manual Counting
3.1 b. Automatic Recorders
3.1 c. Moving Vehicle Method
CHAPTER 4: DATA COLLECTION xxii
CHAPTER 5: DATA ANALYSIS xxiv
5.1 Detailed Calculation
5.2 Vehicle Composition
5.3 Service Flow Rate from Notun Bazar to Middle Badda
5.4 Service Flow Rate from Middle Badda to Notun Bazar
5.5 Directional Distribution
5.6 Flow Fluctuation

Page-5
CHAPTER 6 : CONCLUSION AND RECOMMENDATION xxxi
6.1 Conclusion
6.2 Recommendation
6.3 Limitation
6.4 Future Work

References xxxiv

Page-6
 List of Figures

Figure No. Figure Title Page No.

2.1 Typical Example of Cordon Count. xiv

2.2 Electric Manual Counter. xv

3.1 Map and Length of our traffic study roadway. xx

3.2 Tally Counter. xx

3.3 Road Measuring Wheel Stock. xi

5.1 Vehicle Composition of Traffic Stream of Group-1 xxvi

5.2 Traffic Flow Rate from Notun Bazar xxvii

to Badda Link-Road at different section.

5.3 Traffic Flow Rate from Middle Badda xxviii

to Notun Bazar at different section.

5.4 Flow Fluctuation Curve. xxx

Page-7
 List of Tables
Table No. Table Title Page No.
4.1 Summary Data of First Three Groups xxiii
from Notun Bazar to Middle Badda
4.2 Summary Data of First Three Groups
from Middle Badda to Notun Bazar xxiii

5.1 Total Vehicle in terms of PCU/20min. xxiv

5.2 Hourly & Daily Expansion Factor. xxv

5.3 Vehicle Composition of Traffic Stream. xxvi

5.4 Traffic Flow Rate (PCU/hour) from Notun Bazar to

Middle Badda xxvii

5.5 Traffic Flow Rate (PCU/hour) from

Middle Badda to Notun Bazar xxviii

5.6 Calculation of Directional Distribution

of Traffic Stream. xxix

5.7 Flow Fluctuation table of all group. xxx

5.8 Percent of ADT. xxx

Page-8
 ABBREBIATION

PCU Passenger Car Unit

PCE Passenger Car Equivalent

ADT Average Daily Traffic

AADT Annual Average Daily Traffic

DEF Daily Expansion Factor

HEF Hourly Expansion Factor

MEF Monthly Expansion Factor

Page-9
 Chapter 1
INRODEUCTION
Traffic volume is defined as the amount of vehicles crossing a
particular cross section per unit time. It is measured in vehicle per
minute or vehicle per hour or 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 (PCU). 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. The
information on traffic volume is an important input required for
planning, analysis, design and operation of roadway systems. Vehicle
composition of traffic stream, flow rate, directional distribution, peak
hour flow and annual average daily traffic (AADT) are used for
planning, design and operation of highways in most of the developed
countries, pertain to fairly homogeneous traffic conditions comprising
vehicles of more or less uniform static and dynamic characteristics. But
the traffic scenario of Notun Bazar to Middle Badda roadway in
Dhaka City differs significantly from the conditions of developed
countries in many respects. In this road traffic, the heterogeneity is of
high degree with vehicles of widely varying static and dynamic
characteristics. Consequently, the vehicles tend to choose any
advantageous lateral position on the road based on space availability.
Under the said traffic conditions expressing traffic volume as number
of vehicles passing a given section of road per unit time will
inappropriate. The problem of measuring volume of such
heterogeneous traffic has been addressed by converting the different
types of vehicles into Passenger Cars Unit and expressing the volume
in terms of Passenger Car Unit (PCU) per hour. The PCU is the
universally adopted unit of measurement of traffic volume, derived by
taking the passenger car as the standard vehicle. The interaction
between moving vehicles in a traffic stream for Notun Bazar to Middle
Badda.. This Traffic Volume study can be used for better operation and
management of facilities in this roadway.
Page-10
 Chapter 2
LITERATURE REVIEW
Transportation Service of Dhaka City is measured in terms of ability of
highway to accommodate vehicular traffic safely and efficiently.
Determination of functional effectiveness of prescribed highway from
Notun Bazar to Middle Badda needs the vehicular analysis of traffic.
In undertaking such analysis, various parameters of traffic such as
vehicular composition, flow rate, directional distribution, flow
fluctuation and AADT must be addressed. For those analysis traffic
volume is counted. Generally passenger car is adopted as standard
vehicle and this factor is known as passenger car unit (PCU). Many
researchers have developed methods to estimate PCU for classified
vehicle. In this report PCU value is taken from Roads and Highway
Department, Bangladesh Government.

2.1 Traffic Survey

Traffic engineers and planners need information about traffic. They
need information to design and manage road and traffic system. They
use the information for planning and designing traffic facilities,
selecting geometric standards. They use this to justify warrant of traffic
control devices such as signs, traffic signals, pavement markings,
school and pedestrian crossings. They also use this information to study
the effectiveness of introduced schemes, diagnosing given situations
and finding appropriate solutions, forecasting the effects of projected
strategies, calibrating and validating traffic models. Transportation
system is a dynamic system. Information about traffic volume must be
regularly updated to keep pace with ever-changing transportation
system. Traffic Volume surveys are the means of obtaining information
about traffic.

Page-11
But in our traffic volume study, due to time shortage traffic survey is
not done before the data collection. As our prescribed roadway Notun
Bazar to Middle Badda is one of the main roadway of Dhaka City, the
traffic volume study is represented to analysis vehicle composition,
flow rate, directional distribution, flow rate etc. for present condition.
2.2 Traffic Volume Study
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, flow fluctuation
curve, determine the influence of large vehicles or document traffic
volume trends.
2.3 Definition
2.3 a. Volume: 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.
2.3 b. 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.
2.3 c. Average Daily Traffic (ADT): The average 24-hr volume at a
given location over a defined time period less than one year. The
common application is to measure an ADT for each month of the year.
Others are
 Planning of highway activities.
 Measurement of current demand.
 Evaluation of existing traffic flow.

Page-12
2.3 d. Average Annual Daily Traffic (AADT) : The average 24-hr
volume at a given location over a full 365 days year, estimated as the
number of vehicles passing a site in a year divided by 365 days is
known as Average Annual Daily Traffic.
The application of AADT is following –
 Estimation of highway users.
 Traffic volume trends.
 AADT can be converted into Vehicles Mile Travelled.
 Economic feasibility study.
 Development of hierarchical system of facilities.
 Improvement and maintenance programs.

2.4 Expansion Factors

Hourly, daily, and monthly expansion factors can be determined from
data obtained.

2.4 a. Hourly Expansion Factor

Hourly Expansion Factor,
HEF = Total volume for 24 hour period / Volume for particular hour

2.4 b. Daily Expansion Factor

Daily Expansion Factor,
DEF = (Total volume for a week / Volume for a particular day)

2.4 c. Monthly Expansion Factor

Monthly Expansion Factor,
MEF = (Total volume for a year / Volume for particular month)

Page-13
2.5 Type of Traffic Volume Count :

2.5 a. Screen Line Count :

A screen line is an imaginary line on a map, composed of one or more
straight line segments. Screen line analysis provides a means of
comparing the results of a traffic assignment with traffic count data.
This is facilitated by comparing the directional (or bi-directional) sum
of traffic count volumes across a screen line with the directional (or bi-
directional) sum of the assigned traffic volumes across the same screen
line and then computing the ratio of the sums, generally the assigned
flow sum to the count sum. Collection of data at these screen-line
stations at regular intervals facilitates the detection of variations in the
traffic volume and traffic flow direction due to changes in the land-use
pattern of the area.

2.5 b. Cordon Count:

The area for which the data are required is cordoned off by an
imaginary closed boundary; the area enclosed within this boundary is
defined as the cordon area. Figure 2.1 shows such an area where a city
is enclosed by the imaginary loop. The information obtained from such
a count is useful for planning parking facilities, updating and evaluating
traffic operational techniques and making long-range plans for freeway
and arterial street systems.

Figure 2.1 Typical Example of Cordon Count.

Page-14
2.5 c. Intersection Count :
Intersection counts are considered to determine vehicle classifications
through movements and turning movements at intersections. These
data are used mainly in determining cycle times for signalized
intersections in the design of channelization at intersections.

2.5 d. Pedestrian Volume Count:

Pedestrian volume counts for each cross walk should be made during
the same period as the vehicle volume count. Tallies should be recorded
for each quarter hour for the duration of the count. Pedestrian counts
are not required in sparsely settled rural areas or at other locations
where it is apparent that pedestrian movement is negligible.

Figure 2.2 Electric Manual Counter.

Page-15
2.5 e. Continuous Count
Continuous counts are taken using mechanical or electronic counters
showed in Figure 2.3.Stations at which continuous counts are taken as
permanent count stations. In selecting permanent count stations, the
highways within the study area must first be properly classified. Each
class should consist of highway links with similar traffic patterns and
characteristics. A highway link is defined for traffic count purposes as
a homogeneous section that has the same traffic characteristics, such as
AADT and daily, weekly, and seasonal variations in traffic volumes at
each point.

2.6 Previous Traffic Volume Study

Present traffic volume study in Dhaka City is important for the
measurement of traffic parameters and analysis of traffic volume,
speed-flow relationships, passenger car equivalents, peak hour factor,
flow variations and traffic capacity and level of serviceability.

Chandra S, Kumar V and Sikdar (1995) made a comprehensive

study on capacity of urban roads. It was emphasized that PCU values
for vehicle type is dynamic in nature and depends on all factors
affecting the behavior of vehicle in the traffic stream. Data collected at
various at various mid-block sections of Delhi were used to study the
dynamic nature of PCU for a vehicle type. They observed that the PCU
for a vehicle type decreases with increase in its own proportion in the
traffic stream.
Parker (1996) observed that knowledge of traffic composition plays
an important role in determining capacity. It was found that the
percentage of heavy goods vehicles (HGVs) within traffic stream has a
major effect on capacity due to length, limited maneuverability, lower
desired speed and engine power to weight ratio. As the presence of
HGV’s in the traffic stream increases, the capacity reduces in term of
throughout of vehicle per hour.

Page-16
Chandra and Sikdar (2000) observed that PCU for a vehicle type is
mainly controlled by homogeneity/ heterogeneity of the traffic stream,
which in turn, depend upon the relative proportion of different types of
vehicle. The basic philosophy involved in the development of concept
of dynamic PCU was that capacity estimation in a common unit must
be same irrespective of stream composition under given physical and
control conditions. They developed a computer program to evaluate
PCU for a vehicle type of urban roads.

Central Road Research Institute (CRRI), (1988) New Delhi to

determine the PCU value for different types of vehicles comprises of
linear regression of the speed of cars with volume of different
categories of vehicles. The method suggests collection of large amount
of data on speed of cars under traffic volume and composition and
fitting multiple linear regression equations.

Chandra.S and Prasad N.V (2004) found that the PCU factors
calculated at different sections of urban roads vary substantially across
the sections. Capacity varies with physical and traffic conditions and
traffic composition. Capacity of a multilane divided urban road
increases linearly with increase in the proportion of two-wheelers in
traffic stream. It is estimated that capacity of an urban road section
increases by approximately 9 percent for every 10 percent increase in
the proportion of 2-wheeler. The capacity of a section with side friction
is approximately12 percent lower as compared to a section with no side
friction.

V.T Hamizh Arasan and Krishnamurthy (2008) provided an insight

into the complexity of the vehicular interaction in heterogeneous
traffic. The PCU estimates, made through microscopic of simulation,
for the different types of vehicles of heterogeneous traffic, for a wide
range traffic volume and roadway conditions indicate that the PCU
value of a vehicle significantly changes with change in traffic volume
and width of roadway.

Page-17
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.
Our prescribed road for traffic volume study Notun Bazar to Middle
Badda one of the main primary road in Dhaka City. To ensure safe,
convenient and efficient traffic movement into this roadway, we
continue this traffic survey. To facilitate the existing road condition, it
is necessary to analysis traffic volume composition, directional
distribution, flow fluctuation, flow rate etc. for this roadway. After this
traffic volume study, we can ensure the better traffic condition.

CHAPTER 3
METHODOLOGY
3.1 Method of Traffic Volume Count Traffic volume studies are
conducted to determine the number, movements, and classifications of
roadway vehicles at a given location. Our Traffic Volume Study is
continued in Notun Bajar to Middle Badda in Dhaka City. The location
is chosen because of rapid growth of commercial and institutions in the
area. These data helps to identify peak hour flow, determine the
composition of vehicles on vehicular traffic flow. The way of traffic
volume count can be collected by the following methods:-
3.1 a. Manual counting
In this method a team of enumerators is engaged to record traffic
volume on the prescribed roadway in a specified period. A sample of
the field sheet which is used for traffic counts.
The main advantage of this method is that the field team can record the
type and direction of vehicles. However, it is not practicable to do
manual counting for all the 24 hours of the day and on all days round
the year. But this method is commonly used due to its specific
advantage over the automatic recorders.
Page-18
3.1 b. Automatic recorders In this method, the total number of
vehicles crossing at a road intersection in the desired period is
automatically recorded by a mechanical recorder. These recorders are
either fixed type or portable type and may record data though the
following ways-
Photo electric cell method –
In this method, the automatic recorder is actuated by the interruption of
a light beam falling on a photo electric cell placed on the road side as a
vehicle passes.
Electrical method –
In this method, the automatic recorder is actuated by closing of an
electric circuit by the passage of vehicle.

3.1 c. Moving Vehicle Method

In this method, the number of vehicles met overtaken and the time
taken to travel are noted by the observer moving in a car once against
the traffic and second time along with the traffic. Then the volume of
traffic is calculated by the following relationship –
V= (X+Y) / (ta+tw)

Where,
V= Vehicles per minute in one direction.
X= Number of vehicles met when moving against the desired direction
in ta minutes.
Y= Number of vehicles overtaken while moving along with the traffic
in the direction in tw minutes.
The accuracy of this method depends upon the number of tests
conducted.

Page-19
As the number of enumerators in our team is available and in the
absence of modern equipment, manual counting method is selected to
continue traffic volume study.

Figure 3.1 Map and Length of our traffic study roadway.

Figure 3.2: Tally Counter

Page-20
 Figure 3.3 : Road Measuring Wheel Traffic.

Page-21
 CHAPTER 4
DATA COLLECTION

Location: Location of the traffic volume study was selected to be from

Notun Bazar to Middle Badda . Vehicles from Notun Bazar to Middle
Badda and from Middle Badda to Notun Bazar were counted.

Date: Data for traffic volume study was collected on 17 October 2020.

Time: Time of data collection for traffic volume study was 9:00 AM
to 9:20 AM.

Weather Condition: Sunny Day.

Observation: Classified Vehicle Counts.

Method: Direct Manual Method.

Duration: 20 Minutes ( Short time)

Equipment: Tally Counter, Road measuring wheel stock, Vest.

Number of Enumerators: 6 (Six )

Page-22
Table 4.1 Summary data of three Groups from Notun Bazar to
Middle Badda.

Time Group Vehicles

Bus Car Micro Jeep Motor CNG Utility Rickshaw Total

Vehicles
Cycle
9:00- 1 20 225 35 30 57 45 15 120 547
9:20AM

11:00- 3 40 247 30 36 75 50 12 115 605

11:20AM
10:30- 5 32 25 38 30 80 55 25 100 610
10:50

Table 4.2 Summary data of three Groups from Middle Badda to

Notun Bazar.

Time Group Vehicles

Bus Car Micro Jeep Motor CNG Utility Rickshaw Total

Vehicles
Cycle
10:00- 2 23 217 41 45 57 45 10 130 568
10:20
AM
9:30- 4 21 230 37 32 61 46 17 125 569
9:50
AM
11:30- 6 45 213 27 30 65 70 25 95 570
11:50
AM
Page-23
 CHAPTER 5
DATA ANALYSIS
5.1 Detailed Calculation

Table 5.1 Total Vehicle in terms of PCU/20 min.

Vehicle No. of PCU factor Flow(PCU) Service

vehicle 20min actual flow in 1
value hour.
60
PCU*
20

Bus 20 3 60 180
Car 225 1 225 675
Micro 35 1.5 52.5 157.5
Jeep 30 1.5 45 135
Motorcycle 57 0.1 5.7 17.1
CNG 45 0.5 22.5 67.5
Utility 15 1.5 22.5 67.5
Rickshaw 120 0.5 60 180
Total 547 493.2 1479.6

Page-24
Table 5.2 Hourly & Daily Expansion Factor.
Factor Value
HEF 18.5
DEF 7.0
MEF 1.75

Service flow rate: 1479.6 vehicle/hour

Daily volume:
1479.6 * HEF = 1479.6 * 18.5 = 27372.6 vehicle/day
Weekly volume:
1479.6 * DEF = 1479.6 * 7.0 = 10357.2 vehicle/week
Average Daily Traffic:
ADT= 10357.2 / 7 = 1479.6 vehicle/day
Annual Average Daily Traffic:
AADT= ADT * MEF = 1479.6 * 1.75 = 2589.3 vehicle / day

Page-25
5.2 Vehicle Composition
Table 5.3 Vehicle Composition of Traffic Stream.
Vehicle PCU/hour % Total Flow
Bus 180 12
Car 675 46
Micro 157.5 11
Jeep 135 9
Motorcycle 17.1 1
CNG 67.5 4.5
Utility 67.5 4.5
Rickshaw 180 12
Total 1479.6 100

Vehicle Composition of Traffic Stream.

Motorcycle
1% Utility
4.5%
Jeep CNG
9% 4.5%

Micro
11% Bus
Rickshaw
12% Car
Micro
Jeep
Motorcycle
Bus
12% CNG
Utility
Rickshaw

Car
46%

Figure 5.1 Vehicle Composition of Traffic Stream of Group-1

Page-26
5.3 Service Flow Rate from Notun Bazar to Middle Badda.

Table 5.4 Traffic Flow Rate (PCU/hour) from Notun Bazar to

Middle Badda.
Group Time PCU/hour
1 9:00-9:20 1479.6
3 11:00-11:20 1722
5 10:30-10:50 1713

1750

1700

1650
PCU / hour

1600

1550

1500

1450

1400

1350
Group 1 Group 3 Group 5
Group

Figure 5.2 Traffic Flow Rate from Notun Bazar

to Middle Badda at different section.

Page-27
5.4 Service Flow Rate from Middle Badda to Notun Bazar.

Table 5.5 Traffic Flow Rate (PCU/hour) from Middle Badda to

Notun Bazar .
Group Time PCU/hour
2 10:00 - 10:20 1569.6
4 9:00 - 9:50 1540.8
6 11:30 - 11:50 1680

1700

1650
PCU / hour

1600

1550

1500

1450
Group 2 Group 4 Group 6
Group

Figure 5.3: Traffic Flow Rate from Middle Badda

to Notun Bazar at different section

Page-28
5.5 Directional Distribution
Table 5.6 Calculation of Directional Distribution of Traffic
Stream.

Notun Bajar to Middle Badda Middle Badda to Notun Bajar

Group PCU/hour Group PCU/hour
1 1479.6 2 1569.6
3 1722 4 1540.8
5 1713 6 1680

Directional Distribution from

Notun Bazar to Middle Badda.

= (4914.6 / 4914.6+4790.4) *100
= 50.64%

Middle Badda to Notun Bazar .

= (4790.4 / 4914.6+4790.4) *100
= 49.36%

Page-29
5.6 Flow Fluctuation:
Table 5.7 Flow Fluctuation table of all group.

Group ADT Group ADT

Notun 1 1479.6 Middle 2 1569.6
Bazar to Badda to
Middle 3 1722 Notun 4 1540.8
Badda 5 1713 Bazar 6 1680
Total 4914.6 Total 4790.4

Table 5.8 Percent of ADT.

Group %ADT Group %ADT

Notun 1 30 Middle 2 33
Bajar to Badda to
Middle 3 35 Notun 4 32
Badda 5 35 Bazar 6 35
Total 100% Total 100%

Flow Fluctuation Curve

36
35
34
33
32
31
30
29
28
27
9:00-9:20 and 10:00-10:20 11:00-11:20 and 9:30-9:50 10:30-10:50 and 11:30-11:50

% ADT from Notun Bajar to Middle Badda % ADT from Middle Badda to Notun Bajar

Figure 5.4 Flow Fluctuation Curve

Page-30
 CHAPTER 6
CONCLUSION AND
RECOMMENDATRION

6.1 Traffic Volume Study from Notun Bazar to Middle Badda

draws out the following conclusion –
On Vehicle Composition-
Vehicle composition of traffic stream shows that the most of the
vehicle is light vehicle and it is about 46% of total traffic is car.
The reason behind this is the area where we study traffic volume
associated with industrial and residential, and different foreign
embassy purposes.

The percentage amount of Bus is low. To develop the existing

traffic condition it is suggested that if number of bus is increased
by users, traffic congestion may be reduced efficiently.
The condition of bus is old, rusty and sometimes having broken
glass. To facilitate public transport system, this condition must be
developed.
As the light vehicle specially car composition is higher, it is said
that most of the rich people travel this roadway.

On Service Flow Rate-

From Notun Bazar to Middle Badda the peak hour is happened to 10
AM to 11 AM. It is said that maximum vehicle is approached this road
in that time.
From Middle Badda to Notun Bazar the peak hour is also happened to
10 AM to 11 AM. It is said that maximum vehicle is exit this road in
that time.

Page-31
On Directional Distribution-
The distribution of traffic from Notun Bazar to Middle Badda is
50.64% which is higher that the distribution from Middle Badda
to Notun Bazar 49.36%. From it is concluded that the approached
vehicle is higher than the exit vehicle.

On Flow Fluctuation Curve-

From flow fluctuation curve it is seen that peak is achieved
during 10 AM to 11 AM on both lane.

Notun Bajar to Middle Badda flow is gradually increased.

From Russel square to Panthapath flow first decreased upto 9:30
AM to 10:30AM . Then it is increase and finally slightly
decreased. So here fluctuation is high.

6.2 Recommendation:

Optimum vehicle composition of a traffic flow consists of 30-

40% public transport or BUS while there was only 12% public
transport in our study road.

The buses we observed on the road were too much old that they
could not maneuver easily although the maneuverability of buses
is originally low. So replacing these old buses with new ones is
highly recommended.

Bicycle should have specific lanes of their own which typically is

placed beside the footpath/shoulder. But there was not any
specific lane in the road we studied. So it is recommended that a
lane system should be introduced to increase efficiency of the
road at the same time there should be a bicycle specific lane.
Page-32
 NMT or electrical low speed vehicles should not be permitted in
this type of arterial road. Although they typically travel on the left
lane but they create a drag force which slows down the high speed
vehicles which creates congestion.

There were some large container trucks observed on the road.

Congestion can be slightly avoided if these vehicles were allowed
only at off peak hours.

6.3 Limitation

We collected data for representative portion of traffic stream. However

if it was possible to collect data for each and every type of vehicle then
a better scenario could have been presented.

6.4 Future Work

In future the traffic volume study should be implemented through grater

time to get more proper and uniform result. There is more analysis can
be added to this traffic volume study. The reason behind the more
people use light vehicle, Car can be find out in this study.

Page-33
 REFERENCES
1. Ahmed Al.Kaishy, Younghan Jung and Hesham Rakha. (2005),
“Developing Passenger Car Equivalency Factors for Heavy Vehicles
during Congestion”. Journal of Transportation Engineering, ASCE,
Vol. 131, No. 7, pp. 514-523.

2. Andrew P. Tarko, Rafael I. Perez –Cartagena, “Variability of a Peak

Hour Factor at Intersections”, Submitted for presentation at the 84 nd
Annual Meeting of the Transportation Research Board, January 9- 13,
2005, Washington D.C.

3. 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.

5. Central Road Research Institute, (1988), “Capacity of Roads in

Urban Areas”, Project Sponsored by Ministry of Surface Transport,
Sept, 1988.

6. Chandra, S. and Prasad, N.V. (2004), “Capacity of Multialne Urban

Roads under Mixed TraffiC Conditions”, Highway Research Bulletin,
Traffic Engg., Indian Road Congress, pp.97-103.

7. Chandra, S. and Sikdar, P.K. (2000), “Factors Affecting PCU in

Mixed Traffic Situations in Urban Roads”, Road Transport Research,
Vol. 9, No. 3, Australian Road Research Board, pp. 40-50.

8. Chandra S., Kumar, V., and Sikdar, P.K. (1995), “Dynamic PCU and
Estimation of Capacity of Urban Roads”, Indian Highways, Indian
Road Congress, Vol. 23, No. 4, pp. 17 – 28.

9.http://civilengineeringtraining.blogspot.com/2013/01/method-of-
collection-of-traffic-volume.html

Page-34
10.
http://www.rhd.gov.bd/Documents/ConvDocs/Road%20Geometri
c%20Design%20Manual.pdf (Visiting Date: 17 october 2020)

11. http://www.caliper.com/glossary/what-is-screenline-
analysis.htm

12. http://www.traffcome.com/solutions.html (Visiting date: 17

October ,2020)
13.
http://www.ops.fhwa.dot.gov/publications/weatherempirical/sect3.
htm (Visiting date: 17 October ,2020).

Page-35