WORLD UNIVERSITY OF

BANGLADESH

“Determination of Total Cost of Delay in the Mirpur-Dhanmondi Road”

Submit By
Md. Ibrahim Khalil
Roll No: 6103
Md. Rubel Hossain
Roll No:6108
Md. Mehedi Hasan
Roll No:6126
This Report Presented in Partial Fulfillment of the
Requirements for the Degree of Bachelor of Civil
Engineering.
Supervised By
Taimur Rahman
Sr.Lecturer
World University of Bangladesh
©world University of Bangladesh

Acknowledgement
First of all, we would like to express our gratitude to almighty God. We write this
acknowledgement with great honour, pride and pleasure to pay our respects to all who
enabled us either directly or indirectly in completing this report. We express our deep sense
of gratitude mentors Khondhaker Al Momin, Lecturer, Department of Civil Engineering,
World University of Bangladesh for their continuous guidance, affectionate encouragement
during the course, starting from development of the basics till writing of this report. Their
careful reading of the draft, valuable instruction, valuable comments, advice, effective
criticism, consolation and encouragement from the very beginning of the study as well as
giving us extra valuable time to complete the project successfully.
The authors are also grateful to their fellow classmates of the Civil Engineering Department
of World University for their kindness and moral support.
©world University of Bangladesh
 Abstract
Traffic engineering uses engineering methods and techniques to gain the safe and time
efficient movement of people and goods on roadways. The safe and time useful movement of
the people and goods is dependent on Traffic flow, which is directly connected to the traffic
characteristics. The three main parameters of a traffic flow are volume, speed and density. In
the absence of effective planning and traffic management of the city, the current road
infrastructure cannot cater the future needs of the city. Pedestrian and vehicle volumes have
increased significantly in the last decade due to the change of the economics of the middle-
class families. Along with which the concern about speed have been orient for a long time.
The current work studies traffic speed characteristics in the city of Dhaka at one selected
priority junction. In this work emphasis was given on traffic speed data collection and the
analysis was rowed out through primary traffic flow surveys at Dhanmondi 32 to Dhanmondi
27 main road in Dhaka city. Traffic flow is studied by manual methods. For better
understanding of the present status of traffic flow at the junction, traffic survey is conducted.
With the help of the data collection, an effort 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.

©world University of Bangladesh

 TABLE OF CONTENT
Chapter-1:

Introduction Page

1.1 Introduction................................................................................................................1
1.1.1 Types of Speed Study..............................................................................................1
1.2 Spot Speed Study.......................................................................................................1
1.2.1 Application of Spot Speed Study...........................................................................2
1.2.2 Methods in Conducting Spot Speed Study...........................................................2

1.3 Travel Speed Study....................................................................................................3

1.3.1 The Objective of the Study.....................................................................................3
1.3.2 Methods for Travel Speed Study...........................................................................4
1.3.3 Method Applied and Reason..................................................................................4
1.4 Delay Study..................................................................................................................5
1.4.1 Uses............................................................................................................................5
1.4.2 Useful Terms.............................................................................................................6
1.5 Reconnaissance Survey...............................................................................................6
1.5.1 Purpose......................................................................................................................6
1.5.2 Survey.......................................................................................................................7
1.5.3 Aerial Reconnaissance.............................................................................................7
1.5.4 Ground Reconnaissance..........................................................................................7
CHAPTER-2: LITERATURE REVIEW
2.1 Introduction..................................................................................................................6
2.2 Literature of Analysis..................................................................................................8
CHAPTER-3: Study and Design Methodology
3.1 Introduction................................................................................................................10
3.2Methods of Spot Speed Study...................................................................................10
3.2.1 Manual Method - Stopwatch method...................................................................11
3.2.2 Steps to a Stopwatch Spot Speed Study...............................................................11
3.2.3 Road Detectors (Automatic)...................................................................................11

©world University of Bangladesh

CHAPTER-4: Data Collection Page

4.1 Data Collection Histories..........................................................................................13

4.2 Data Collection Table..............................................................................................13
4.2.1 : Spot Speed.............................................................................................................13

4.2.2 : Travel Speed.........................................................................................................14

Chapter-5: Data Analysis

5.1 Spot Speed Analysis.................................................................................................17

5.2 Travel Speed Data Analysis.....................................................................................22
5.3 Estimating Cost of Delay Based on VOC, VOR & VOT.......................................27
5.4 Measurement of Delay.............................................................................................28
Chapter-6: Conclusions, Recommendations and Limitations
6.1 Conclusions................................................................................................................36
6.2 Recommendations.....................................................................................................36
6.3 Limitations.................................................................................................................37
6.4 References.................................................................................................................38

©world University of Bangladesh

 List of Figures

Page

Fig1.1: An illustration of matching registration plate number..................................5

Fig3.1: Stopwatch Spot Speed Study Layout...........................................................11

Fig3.2: Pneumatic Road Tubes................................................................................12

Fig 5.1: Histogram (From Dhanmondi-32 to Dhanmondi-27)...................................18

Fig 5.2: Frequency Distribution for Spot Speed........................................................18

Fig 5.3: Cumulative Frequency Distribution for Spot Speed.....................................19

Fig 5.4: Histogram (From Dhanmondi-27 To Dhanmondi-32)...................................20

Fig 5.5: Frequency Distribution for Spot Speed........................................................21

Fig 5.6: Cumulative Frequency Distribution for Spot Speed.....................................22

Fig 5.7: Typical Speed Flow Relationship Diagram....................................................32

Fig 5.8: LOS for Dhanmondi-32 to Dhanmondi-27 Direction.....................................34

Fig 5.9: LOS for Dhanmondi-27 to Dhanmondi-32 Direction

©world University of Bangladesh

List of Tables Tabe
Table 4.1: Data Collection Table for Spot Speed (Using
Speed Gun)...................................................................................................
Table 4.2: Travel Speed License Plate Merged Data..................................

Table 5.1: Frequency Distribution Table (Dhanmondi-32 to

Dhanmondi-27)............................................................................................

Table 5.2: Frequency Distribution Table (Dhanmondi-27 to

Dhanmondi-32)............................................................................................

Table 5.3: Travel speed data chart for calculating Time

mean

speed and Space mean speed........................................................................

Table 5.4: Travel speed data chart for calculating Time
mean

speed and Space mean speed........................................................................

Table 5.5: Travel Speed Data Chart (From Dhanmondi-32

To Dhanmondi-27).......................................................................................

Table:5.6: War drop Relationship (Dhanmondi-32 to

Dhanmondi-27)............................................................................................
Table:5.7: War drop Relationship (Dhanmondi-27 to
Dhanmondi-32)............................................................................................

Table:5.8: Calculation of Delay (Dhanmondi-32 to

Dhanmondi-27)............................................................................................

Table 5.9: Calculation of Delay (Dhanmondi-27 to

Dhanmondi-32)............................................................................................

Table 5.10: Volume Capacity Ratio of the Roadway was

Determined with the use of Following Table..............................................
 CHAPTER 1

INTRODUCTION

1.1 Introduction
Speed test is an important measured that is used to determine the speed of a vehicle,
measuring whether each vehicle is at its prescribed speed according to road and lane. Speed is
considered an important mode of transportation because it provides protection, time, comport,
convenience and economy. Spot speed studies are used to determine the speed distribution of
a traffic stream at a specific location. If we can determine the speed of the vehicle then we
can avoid unnecessary accidents.
There are mainly two types of speed. They are:
1. Time-mean speed or spot speed
2. Space-mean speed

1.1.1 Types of Speed Study

Speed studies are conducted to identify regulatory speed limit signing, geometric design
speeds, and travel times. The various type of speed studies conducted are as follows:
1. Spot Speed Studies
2. Travel Time Studies
3. Speed Delay Studies

1.2 Spot Speed Study

Spot speed studies are used to determine the speed distribution of a traffic . Spot speed
studies are conducted to estimate the distribution of speeds of vehicles in a stream of traffic at
a particular location on a highway. Percentage, which are useful in making many speed
related decisions.

1
2
1.2.1 Applications of Spot Speed Study
Spot speed data have a number of safety applications, including the following:
1. Determining existing traffic operations and evaluation of traffic control devices

 Evaluating and determining proper speed limitation.

 Determining the 40th and 80th speed percentiles (explained below)
 Evaluating and determining proper instructor speeds
 Creating the limits of no-passing zones
 Determining the proper allocation of traffic control signs and markings
 Setting proper traffic signal timing

2. Establishing roadway design elements

 Evaluating and determining proper intersection sight distance

 Evaluating and determining proper passing sight distance
 Evaluating and determining proper stopping sight distance

3. Assessing roadway safety questions

 Evaluating and confirming speeding problems

 Measurement speed as a contributor to vehicle crashes
 Searching input from the public or other officials

4. Control traffic speed trends by systematic ongoing speed studies.

5. Measuring usefulness of traffic control devices or traffic programs, including signs and
markings, traffic operational changes, and speed instutions programs.

1.2.2 Methods in conducting Spot Speed Study

Manual methods:
 To respect the time required by a vehicle to cover a short distance.
 Two notice points are located at a roadway at a fixed distance apart.
 Observer starts and stops a stopwatch as vehicle enters and left the test section
 Disadvantage because of parallax effect.

Automatic method (radar meter detector):

 Using reflex waves of very high frequency of vibration is directed from the radar
speed meter to the moving vehicle.

 The waves which is directly measured is balanced to the speed atwhich the vehicle
3
 is moving.

The limitations of radar meter are:

 The exactness varies, they are generally + 1-2 mi/h.
 The drivers might be slowing down, this influenced the results.
 A good metering angle must be earned.
 Multilane traffics are solid to studies.
 In bulky traffics, it is improbable to record speed of each

vehicle. We used both these methods in our survey.

1.3 Travel Speed Study

Travel speed is the useful speed of the vehicle on a journey between two points and is the
distance between the two points pated by the total time taken for the vehicle to complete the
travel along any stopped time. If the journey speed is less than running speed, it indicates that
the journey follows a stop-go condition with enforced stimulation and delay. The spot speed
here may vary from zero to some maximum in excess of running speed. Identity between
travel and running speeds explain satisfied travel conditions. Travel speed study is done at
existing operate condition. Average Travel Speed is the basic service measure of urban streets
which includes the running time on the street segment and control lag of through movement
at abstract intersections.

1.3.1 The Objective of the Study:

For travel speed:
 Find Time-mean speed (Vt).
 Find Space-mean speed (Vs).
 Prove that: The Space-mean speed is lower than the time mean speed(Vs<Vt)
 Prove that: The war drop relationship between time-mean speed is

V̅ t = V̅ s +δs2/Vs δs → standard deviation of V̅ sδs2 is the variance about the space −

mean speed.
 Stay for each type of vehicle.
 Find the cost based on preset users’ value of travel time (VOT), vehicle control rate
and vehicles conduct cost (VOC).

4
For Speed-flow:
 Draw speed-flow curve based on the discussed data.
 Impose typical speed-flow relationship diagram.
 Show various level of service.
 Find LOS of study road.

1.3.2 Methods for Travel Speed Study:

1. Matching Registration Plate or Faculty Plate Method.
2. Floating Car Method- by using test vehicle.
3. Elevated Observer Method.

1.3.3 Method Applied and Reason:

We have used “Matching Registration Plate Method”.
This method was used because:
 Capable to reach travel times from a large sample of motorists, which is
useful in considerate mutability of travel times among vehicles within the
traffic stream;
 Provides a continuum of travel times during the data collection period and
might to explore short time periods (e.g., 15-minute averages for continuous
data);
 Data collection materials comparatively portable between espial sites.

5
Fig 1.1: An illustration of matching registration plate number

1.4 Delay Study

These studies are used to determine speed mutation along a route at different times; number,
location, reason, rotation, and duration of delays, and overall speed and travel time along a
route.

1.4.1 Uses
 A speed-delay study shows overall speed and moving speeds between correct
locations.
 It shows delay times, locations and total delay times. It can show reason,
rotation and location of delay.
 A study made during top hours and nonstop hours is good for a compare
study.
 A flow map of speeds can be made. The speeds on different routes can be
shown by color code or balanced width of bands.
 The study locates points of fullness and ample road capacity.
 An amends can be made of traffic control devices and the parallel of
posted speed limits.
 The study support in determining priorities for traffic control and
road construction programs.
 Studies of emergency vehicles at different times of day, with and without
emergency lights and siren allude if they are actually useful or save

6
 corporeal time.

1.4.2 Useful term

Delay: The elapsed time (in seconds) spent driving at a speed less than 5 mph.

Operational delay: There can be delays caused by the interaction of various factors
such a s congestion, insufficiency of carriageway widths, mixed traffic conditions,
parked cars and heavy pedestrian flow. This kind of delay is called congestion delay
or operational delay and is rather difficult to measure to the later. One method of
measuring congestion delay is to determine the average running speed when the
traffic conditions are free-moving and vehicles are free to move without and barrier.
The difference between this speed and the actual speed under crowded conditions
gives an idea of the fullness delay.

Stopped-time delay: That part of the delay during which the vehicle is at rest. These
are delays that can be surveyed and arrive at intersections and railway crossing and
stop signs.

Fixed delay: That part of the delay involving by control devices such as traffic
Signals.

Vehicle operating costs, VOC: refer to costs that vary with vehicle usage, including
fuel, tires, defense, repairs, and mileage-dependent waste costs.
Value of time, VOT: In transport economics, the value of time is the scope cost of
the time that a traveler spends on his/her journey. In essence, this makes it the amount
that a traveler would be willing to pay in order to save time, or the amount they
would accept as amends for lost time.

1.5 Reconnaissance survey

Before carrying out the speed study, we need to do a reconnaissance survey.
1.5.1 Purpose
The main objective of reconnaissance survey is of searching the general conduct of
the area for the aim of determining the most likely routes, or routes, for further more
detailed investigations. Data collected should be enough to examine the chance of all
the different routes in question, as also to furnish the Engineer-in-charge with
inferential estimates of quantities of costs, so as to enable him to decide on the most
suitable choice or alternatives. The survey should also help in determining any
deviations necessary in the basic geometric standards to be accepted for the highway
facility.

7
1.5.2 Survey Method

The reconnaissance survey may be conducted in the following sequence Study of

topographical survey sheets, agricultural, soil, geological and meteorological maps,
and aerial photographs, if available.
 Aerial reconnaissance (where necessary and feasible)
 Ground reconnaissance (including another round of aerial reconnaissance
for inaccessible and difficult stretches, where called or).

1.5.3 Aerial Reconnaissance

An aerial reconnaissance will provide a bird’s eye view of eh alignments under
consideration along with the nearby area. It will help to identify factors which call for
refusal or shuffle of any of the alignment. Final decision about the alignments to be
studied in detail on the ground could be taken on the basis of the aerial
reconnaissance.
1.5.4 Ground Reconnaissance
The various alternative routes located as a result of the map study are further
examined in the field by ground reconnaissance. As such, this part of the survey is an
important link in the chain of activities leading to selection of the final route. General
reconnaissance build of general examination of the ground walking or riding along
the feasible route and collecting all available information urgent for evaluating the
same. In the case of hill sections, it may sometime be handy to start the
reconnaissance from the compulsory point situated close to the top.

8
 CHAPTER 2
LITERATURE REVIEW

2.1 Introduction
This chapter presents a general description of the traffic spot speed studies taken prior
to develop traffic forecasting model.

2.2 Literature of Analysis

Many residents in Dhaka often lack entry to basic services and in the last 10years,
average traffic speed has dropped from 21 km to 7 km (hour), only mini above the
average walking speed, said a new World Bank (WB) analysis.
"Congestion in Dhaka eats up 3.2 million working hours per day," said the analysis
shared at a high-level international meeting here today.
It said Dhaka's urban development has not kept up with the city's rapid accrual,
resulting in a messy and uneven urbanization process and lack of enough planning
has led to poor livability and vulnerability to floods and earthquakes. Traffic
congestion in the capital eats up around Taka 20,000 core a year, anadrpt said
yesterday, quoting a government report. Some 32 lakh business hours are also lost to
the curse every day. According to the RSTP, the city dwellers make around three
crores trim every day. Of them, some 47 percent involve buses, nine percent cars
while 32 percent are made in rickshaws.
Dhaka city's urban transport system is unique and predominantly road-based. Some
45 percent city households are from the low-income group while 51percent from the
medium income group. Only four percent of the households are from the high-income
group, according to RSTP.
Some 97 percent of the low- and medium-income groups use public transport, he
said, adding that only three percent of the higher income group uses such transport.

Deficiencies in present roadway network of Dhaka city have reached to such an

anxious state where scopes of traffic improvement are getting finite day after day.
Weak infrastructure has provoked the heterogeneous mixing of vehicle along with
non-lane based movement and no access control. Taking favor of existing poor
monitoring system, number of non-registered and a road unfit vehicle is on a rise.
Recent studies showed that in developed countries, between 2 to 8.5 percent of
accidents are directly due to by faulty vehicles. Situation gets worse for developing
countries like Bangladesh. Due to lack of proper implementation of transport
planning and effective management, streets of Dhaka have become over numbered
9
with vehicles and remain still for hours in both peak and off-peak periods. Dense
application of brake is a regular scene in crowded roads, which directly incite quicker
waste of vehicle brake system. Identification of innate weakness of traffic flow lik

1
0
 CHAPTER 3

STUDY DESIGN AND METHODOLOGY

3.1 Introduction
Speed is an important measure of the quality of travel and safety of road network.
Speed by definition is the rate of movement of vehicle in distance per unit time. A
typical unit of speed is kilometers per hour (KMPH) or miles per hour (mph).The
main purpose of this study is to determine traffic parameter, moreover speed. Spot
Speed measurements are most often taken at a point (or a short section) of road way
under conditions of free flow. The motive is to determine the speeds that drivers
select, intact by the life of fullness. This information is used to determine general
speed bias, to help determine logical speed limits, and to assess safety.
Basically, there are two types of speed:
 The time-mean speed
 The space-mean speed
Space Mean Speed: It is the length of a road section cloven by the average travel
time of several vehicles over is specific section.
Time Mean Speed or Spot Speed: It is the average spot speed of several
vehicles measured at a given spot. For geometric design of roads, it is necessary to
have a realist estimate of the speed sat which vehicles travel. Based on the speed
studies, the design speed can be selected and other geometric elements of design such
as horizontal flex, vertical profile, sight distances and super-elevation can be
determined. Spot Speed studies are guided to estimate the format of speeds of
vehicles in a stream of traffic at a special location on a highway this is rowed out by
recording the speeds of a sample of vehicles at a specified location. When we
measure the traffic parameter over a short distance, we generally measure the spot
speed. Spot speed studies are used to determine the speed distribution of a traffic flow
at a specific location. The data together in spot speed studies are used to determine
vehicle speed percentiles, which are useful in making many speed-related decisions.
Spot speed data have a number of safety applications, including the following:
1. Speed trends,
2. Traffic control planning,
3. Accidental analysis,
4. Geometric design,

3.2 Methods of Spot Speed Study

Methods of Conducting Spot Speed Studies are divided into two main categories:
1. Manual
2. Automatic
I. Road Detectors
II. Doppler-Principle Meters
III. Electronic-Principle Detectors
10
0
 3.2.1 Manual Method - Stopwatch method
The stopwatch method can be used to successfully complete a spot speed study using
a small sample size taken over a comparatively short period of time. This is a quick
and cheap method for collecting speed data. However, it is the least proper of the
methods.

Fig 3.1: Stopwatch Spot Speed Study Layout

3.2.2 Steps to a Stopwatch Spot Speed Study

There are five key steps:

1. Obtain appropriate study length.

2. Select proper location and layout.
3. Record observations on stopwatch spot speed study data form.
4. Calculate vehicle speeds.
5. Generate frequency distribution table and determine speed percentiles.
3.2.3 Road Detectors (Automatic)

1) Pneumatic Road Tubes or Induction Loops.

11
2) Can be used to collect data on speeds at the same time as volume data arebeing
collected.The advantage of the detectors is that human errors are considerably
reduced.The disadvantages are that they are expensive and may affect the
driverbehavior. Pneumatic Road Tubes are laid across the lane in which data are
tobe collected.

Fig 3.2: Pneumatic Road Tubes

12
 CHAPTER 4
DATA COLLECTION

4.1 Data Collection histories

 Site & Location: Dhanmondhi 32 to Dhanmondhi 27

 Observation: One directional (W to E) classified vehicle count.
 Date: 15-03-2022
 Day: Sunday
 Time: 9:00-10:00
 Duration: 30 minutes
 Weather Condition: Hot day
 Vehicle classification: Bus, Light vehicle (car and jeep/micro
bus/ambulance), CNG, Motorcycle, Non-motorized vehicle(NMV)
 Method –Manual Counting Method
 Equipment – Hand counter, Tally sheet, Stop watch
 Group no: 1
 Team member: 3

4.2 Data collection table

4.2.1 Spot Speed
Spot speed data was collected at a distance 85 ft between two enumerators for 30 minute. By
manual counting method spot speed data was collected. Equipment was Hand counter, Tally
sheet, Stop watch. We took 5 of each vehicle classification for calculation. Spot speed
collected data is given here:

13
 Speed Test Calculation

Type of No of Distance Time Velocity Average Average Average

Vehicle Vehicle (ft) (sec) (ft/s) Velocity Velocity Velocity
(ft/s) (mph) (kmph)
Car 5 85 4.2 20.23809524
85 3.4 25
85 3.1 27.41935484 22.09077855 15.06591097 24.241
85 4.4 19.31818182
85 4.6 18.47826087
Bus 5 85 5.2 16.34615385
85 3.9 21.89487179
85 4.2 20.23809524 18.86093367 12.86315676 20.697
85 4.6 18.47826087
85 4.9 17.34693878
Motorcycle 5 85 3 28.33333333
85 2.9 29.31034423
85 3.8 22.36842105 24.01239755 16.37645513 26.350
85 4.4 19.31818182
85 4.1 20.73170732
Rickshaw 5 85 9.2 9.239130435
85 9.6 8.854166667
85 7.8 10.8974359 9.519438466 6.492257034 10.446
85 9.5 8.947368421
85 8.8 9.659090909
CNG 5 85 3.5 24.28571429
85 4.1 20.73170732
85 3.8 22.36842105 22.48552071 15.33512512 24.674
85 3.2 26.5625
85 4.6 18.47926087

4.2.2 Travel Speed

For travel speed data collection, we merged two groups data. One group (group 2) at
Dhanmondhi 32 noted down the entry time and license plate number,and other group
noted down the exit time and license plate number. ThenFinally two groups data was
matched and a table was making for furthercalculation.

Travel speed license plate merged data is given below:

14
 Table 4.3: Travel Speed License Plate Merged Data

Vehicle Type: Car

Serial Reg. Plate Exit Time Entry Time Time Distance

No. No. (hour:min) (hour:min) Difference (km)
(hour)
1 Dhaka Metro 9:33 9:31 0.03 1.2
Ga-31-9957
2 Dhaka Metro 9:39 9:35 0.06 1.2
Ga-15-0568
3 Dhaka Metro 9:41 9:36 0.08 1.2
Ga-11-7288
4 Dhaka Metro 9:46 9:40 0.10 1.2
Ga-20-0116
5 Dhaka Metro 9:50 9:41 0.18 1.2
Ga-12-2305

Vehicle Type: Motorcycle

Serial Reg. Plate Exit Time Entry Time Time Distance
No. No. (hour:min) (hour:min) Difference (km)
(hour)
1 56-7520 9:49 9:47 0.03 1.2

2 56-5722 9:51 9:48 0.05 1.2

3 45-2307 9:55 9:53 0.03 1.2

4 53-1323 9:56 9:53 0.05 1.2

5 12-5042 9:59 9:55 0.06 1.2

Vehicle Type: Rickshaw

Serial Reg. Plate Exit Time Entry Time Time Distance
No. No. (hour:min) (hour:min) Difference (km)
(hour)
1 998 9:48 9:43 0.08 1.2

2 741 9:50 9:46 0.07 1.2

3 314 9:50 9:43 0.05 1.2

15
 4 248 9:51 9:42 0.15 1.2

5 186 9:52 9:47 0.08 1.2

Vehicel Type: CNG

Serial Reg. plate Exit Time EntryTime Time Distance

No. No. (hour:min) (hour:min) Difference (km)
(hour)
1 20-0116 9:45 9:43 0.03 1.2

2 26-1109 9:46 9:43 0.05 1.2

3 11-0815 9:49 9:46 0.05 1.2

4 17-9302 9:50 9:47 0.05 1.2

5 15-2896 9:52 9:47 0.08 1.2

Vehicel Type: Bus

Seri Reg Exit EntryTi Time Distan Travel Avg.

al . Time me Differen ce Speed(km/ Travel
No. plat (hour:m (hour:mi ce (km) h Speed(km
e i n) n (hour) ) /h)
No.
1 15- 9:58 9:50 0.13 1.2 9.23076929
232 112
2
2 13- 11:00 9:54 0.10 1.2 12
111
9
3 17- 11:06 9:59 0.11 1.2 10.9090909 9.7279720
052 19 4
3
4 11- 11:13 11:04 0.15 1.2 9
253
6
5 20- 11:20 11:10 0.16 1.2 7.5
110
2

16
 CHAPTER 5
DATA ANALYSIS
5.1 Spot Speed Analysis

Theindividual speeds of vehicles collected from the field are used to ready the
frequency distribution table. The spot speed data collected along the Dhanmondhi 32
to Dhanmondhi 27 direction were grouped into some speed ranges and the frequency
in every class were counted. The frequency format table shows the total number of
vehicles observed in each speed group. The percentage frequency was obtained by
partitive the frequency in each class by the total frequency.

Table 5.1: Frequency Distribution Table ( Dhanmondhi 32 to Dhanmondhi 27)

Speed Range Mid Speed Frequency % Frequency Cumulative %

(kmph) (kmph) Frequency

0-5 2.5 0 0 0

5-10 7.5 15 1.51 1.51

10-15 12.5 50 5.06 6.58

15-20 17.5 125 12.64 19.22

20-25 22.5 80 8.09 27.31

25-30 27.5 100 10.11 37.42

30-35 32.5 230 23.26 60.68

35-40 37.5 235 23.76 84.44

40-45 42.5 104 10.52 94.52

45-50 47.5 28 2.83 97.78

50-55 52.5 22 2.22 100

Total 989 100

Using the above % frequency values and Cumulative % frequency values from the
above Table 5.1, Fig 5.1, 5.2 & 5.3 are drawn which are shown on next pages.

17
 HISTOGRAM FROM DHANMONDHI 32 TO DHANMONDHI 27

Series1Series2Series3

% Frequency

26 26
3. 3.
2 7
142.
6 110. 120.
8.09
5.06 1 5
1.51 2.83 2.22
0 0
Speed 0 to 5 5 to 10 10 to 15 to 20 to 25 to 30 to 35 to 40 to 45 to 50 to
20
Range 15 25 30 35 40455055

Fig 5.1: Histogram (From Dhanmondhi 32 to Dhanmondhi 27)

From Fig 5.1 it is said that the frequency distribution along Dhanmondhi 32 to
Dhanmondhi 27 is a normal distribution in which speed limit 35-40 has the largest
frequency of them all and it is 23.76 and speed limit 0-5 has 0 frequency. In this
histogram the natural flow of normal distribution curve is interrupted for the presence
of significant number of NMV(rickshaw)

frequency distribution for spot speed

30
Modal Sp ed = 35 kmph
p
25
% frequency

20

15

10
Pace=28.5~42. 5
5

0
0 10 20 30 40 50 60

Spot Speed, V (kmph)

Fig 5.2: Frequency Distribution for Spot Speed.

18
 From Fig 5.2, it is seen that, frequency distribution along Dhanmondhi 32 toDhanmondhi 27
road is almost disturbed From the above normal distribution curve modal speed and pace of
the link road is determined. From the peak value of the curve, it is found that, modal speed =
35. km/h and pace is 28.5 ~ 42.5 km/h.

Fig 5.3: Cumulative Frequency Distribution for

Cumulative Frequencuy distribution spot speed

120

98th Percentile= 43 kmph

100 e
85th Percentile= 38.5 kmph
% Cumulative Frequency

e
80

60

15th Perc ntage= 15.5 kmph

40

20

0
0 10 20 30 38.5 50 60
40
Spot Speed, V kmph

Spot Speed

Curve in Fig 5.3 shows that, 98th percentile speed is 43 km/h which is the
designspeed of Panthapath to Russel Square link road. Again, 85th percentile speed
=38.5 km/h which indicates the safe speed of the road. 50th percentile =30
km/hwhich is the median speed.The speed limit of the road found from the curve
is15.6 ~ 38.5 km/h.

19
 Table 5.2: Frequency Distribution Table (Dhanmondhi 27 to Dhanmpndhi 32)

Speed Range Mid Speed Frequency % Frequency Cumulative%

(kmph) (kmph) Frequency

0-5 2.5 0 0 0

5-10 7.5 8 0.99 0.99

10-15 12.5 15 1.85 2.84

15-20 17.5 28 3.46 6.3

20-25 22.5 85 10.49 16.79

25-30 27.5 150 18.52 35.31

30-35 32.5 165 20.37 55.68

35-40 37.5 195 24.07 79.75

40-45 42.5 122 15.06 94.81

45-50 47.5 26 3.21 98.02

50-55 52.5 16 1.98 100

Total 810 100

Using the above % frequency values and Cumulative % frequency values from the above
Table 5.2, Fig 5.4, 5.5 & 5.6 are drawn which are shown .

m
30

25
% Frequency

20

15
27
10 20.37
18.52 4.0
15.06
5 1 0.4 9
0 1.85 3.46 3.21 1.98
0 0.99

0 to 5 5 to 10 10 to 15 15 to 20 20 to 25 25 to 30 30 to 35 35 to 40 40 to 45 45 to 50 50 to 55

Speed Range
Fig 5.4: Histogram (From Dhanmondhi 27 To Dhanmondhi 32)

20
From Fig 5.4, it is said that the frequency distribution along Dhanmondhi 27 to Dhanmondhi
32 main road is a normal distribution in which speed limit 35-40 has the largest frequency of
them all and it is 24.07 and speed limit 0-5 has 0 frequency.

frequency distribution for spot speed

30
Modal Speed= 38.5kmph
25
% Frequency

20

15

10

0
0 10 20 30 40 50 60

Spot Speed,V kmph

Fig 5.5: Frequency Distribution for Spot Speed.

From Fig 5.5, it is seen that, frequency distribution along Dhanmondhi 27 to Dhanmondhi 32
road is normally distributed. From the above normal distribution curvemodal speed and pace
of the link road is determined. From the peak value of the curve, it is found that, modal speed
= 38.5 km/h and pace is 32 ~ 40 km/h.

21
 cumulative frequency for spot speed
120
% Cumulative Frequency

100 98th Percentile= 43 kmph

80
=
50th Percentage 3 1 kmph
60

40
15th Percentile= 21.5 kmph
20

0
0 10 20 30 40 50 60

Spot Speed,V kmph

Fig 5.6: Cumulative Frequency Distribution for Spot Speed

Curve in Fig 5.6 shows that, 98th percentile speed is 43 km/h which is the designspeed of
Dhanmondhi 27 to Dhanmondhi 32 road. Again, 85th percentile speed = 39.5 km/h which
indicates the safe speed of the road. 50th percentile =31. km/h which is the median speed.
The speed limit of the road found from the curve is 21.5 ~ 39.5 km/h.

5.2 Travel Speed Data Analysis

Time-mean Speed:
The speed obtained when the sum of all values is separate by the number of regard. It gives
arithmetic mean of the spot speeds vehicles passing a point. Useful for traffic regulation
purposes.
Space-mean Speed:
Space mean speed is defined as the harmonic mean of speeds passing a point during a period
of time. It also equals the average speeds over a length of roadway.

22
 Table 5.3: Travel speed data chart for calculating Time mean speed and Space mean speed

Serial Reg. Exit Time Entry Time Distance(km) Speed

no.. Plate no. (hour:mi Time(hour:min) Difference(hour) (km/h)
n

1 31-9957 9.33 9.31 0.03 1.2 40

2 15-0568 9.39 9.35 0.06 1.2 20
3 11-7288 9.41 9.36 0.08 1.2 15
4 20-0116 9.46 9.40 0.10 1.2 12
5 12-2305 9.50 9.41 0.18 1.2 6.67
6 56-7520 9.49 9.47 0.03 1.2 40
7 56-5722 9.51 9.48 0.05 1.2 24
8 45-2307 9.55 9.53 0.03 1.2 40
9 53-1323 9.56 9.53 0.05 1.2 24
10 12-5042 9.59 9.55 0.06 1.2 20
11 998 9.48 9.43 0.08 1.2 15
12 741 9.50 9.46 0.07 1.2 17.14
13 314 9.50 9.43 0.05 1.2 24
14 248 9.51 9.42 0.15 1.2 8
15 186 9.52 9.47 0.08 1.2 15
16 20-0116 9.45 9.43 0.03 1.2 40
17 26-1109 9.46 9.43 0.05 1.2 24
18 11-0815 9.49 9.46 0.05 1.2 24
19 17-9302 9.50 9.47 0.05 1.2 24
20 15-2896 9.52 9.47 0.08 1.2 15
21 15-2322 9.58 9.50 0.13 1.2 9.23
22 13-1119 10.00 9.54 0.10 1.2 12
23 17-0523 10.06 9.59 0.11 1.2 10.91
24 11-2536 10.13 10.04 0.15 1.2 8
25 20-1102 10.20 10.10 0.16 1.2 7.5
2.01 495.45

23
 Table 5.4: Travel speed data chart for calculating Time mean speed and Space mean
speed

Speed(Kmph) Time Space (Vi-Vt)^2 Standard σ^2 War Drop

Mean Mean Deviation,σ Relation
Speed Speed Time Differnce
(Kmph) (Kmph) ( hour)

40 407.313 0.03
20 0.033 0.06
`15 23.213 0.08
12 61.121 0.10
6.67 172.870 0.18
40 407.313 0.03
24 17.490 0.05
40 407.313 0.03
24 17.490 0.05
20 0.033 0.06
15 19.818 14.93 23.213 138.9953 19319.69 994.674 0.08
17.14 7.171 0.07
24 17.490 0.05
8 139.665 0.15
15 23.213 0.08
40 407.313 0.03
24 17.490 0.05
24 17.490 0.05
24 17.490 0.05
15 23.213 0.08
9.23 112.106 0.13
12 61.121 0.10
10.91 79.352 0.11
8 139.665 0.15
7.5 151.733 0.16
2751.914 2.01

Summary
From the above table we find that,
n= Number of observations =25
∑v = Sum of individual speeds = 495.45 kmph
s= space distance= 1.2 km
t= mean travel time= 1.37 km
So, Time-mean speed, Vt = ∑v/n = 495.45/25= 19.818 kmph
and Space-mean speed, Vs= (n*s)/t = (25*1.2)/2.01= 14.93 kmph
From above calculations we can say that Vs<Vt.

24
 Table 5.5: Travel Speed Data Chart (From Dhanmondhu 32 to Dhanmondhi 27 )

Speed Time Mean Space (Vi-Vt)^2 Standard σ^2 War Drop Time
(kmph) Speed Mean Deviation,σ Relation Differnce
(Kmph) Speed ( hour)
(Kmph)
35 227.225 0.03
18 3.709 0.05
20 0.005 0.08
15 24.265 0.10
9 119.377 0.04
35.5 274.697 0.05
20 0.005 0.06
39 363.817 0.05
15 24.265 0.09
28.7 76.983 0.12
20 0.005 0.10
12 19.926 14.56 62.821 105.8175 11197.143 783.608 0.16
19 0.857 0.08
35 227.225 0.13
20 0.005 0.10
8 142.229 0.03
12.67 52.649 0.05
36.5 274.697 0.06
20 0.005 0.04
12 62.821 0.06
15 24.265 0.12
18 3.709 0.09
9.27 113.550 0.16
6.50 180.257 0.11
18 3.709 0.10
498.14 2624.94 2.06

Summary
From the above table we find that,
n= Number of observations = 25
∑v = Sum of individual speeds = 498.14 kmph
s= space distance= 1.2 km
t= mean travel time = 2.06 hr
So, time-mean speed, Vt = ∑v/n = 498.14/25= 19.93 kmph
and space-mean speed, Vs= (n*s)/t = (25*1.2)/2.06= 14.56 kmph
From above calculations we can say that Vs<Vt.

So for the both cases we can see that space-mean speed is lower than time-mean speed
(Vs<Vt). Hence it is proved.
5.3 The Wardrop Relationship

25
It is obvious that the space-mean speed is lower than the time-mean speed (usually v̅ s < v̅
t).Beyond this there exists a relationship between space-mean speed and time-mean speed
with standard deviation and variance. It is called Wardrop relationship, which is given by
v̅ t = v̅ s +δs2/v̅ s

Here
v̅ t = Time-mean speed v̅ s
= Space-mean speed
δs = Standard deviation= √∑ (xi−x̅ )n 2i=1n−1
δs2 = Variance =∑ (xi−x̅ )n 2i=1n−1
x̅ = Weighted average speed
xi = Mid-point speed of i-th range

Table:5.6: Wardrop Relationship (Dhanmondhi 32 to Dhanmondhi 27)

Standard Variance, Space-mean Time-mean
Deviation, ∂s ∂s^2 speed, Vs Speed, Vt
(Wardrop)
138.9953 19319.69 14.93 994.674

Summary:
Here, Standard deviation, ∂s = 138.9953
Variance, ∂s^2 = 19319.69
So, from equation Vt (wardrop) = 2994.674 kmph

Table:5.7: Wardrop Relationship (Dhanmondhi 27 to Dhanmondhi 32)

Standard Variance, Space-mean Time-mean
Deviation, ∂s ∂s^2 speed, Vs Speed, Vt
(Wardrop)
105.8175 11197.343 14.56 783.6087

26
 Summary:
Here, Standard deviation, ∂s = 105.8175
Variance, ∂s^2 = 11197.343
So, from equation Vt (wardrop) = 783..6087 kmph

5.3 Estimating Cost of Delay Based on VOC, VOR & VOT

There is a relationship between VOC and cost of delay. The extra cost consumed by delay
can be estimated by using VOC per unit time. VOC related to delay are crew cost, fuel cost
and lubricant cost given below:

Item Unit Medium Small Large Mini Micro Utility Car CNG Motor
Cost Truck Truck Bus Bus Bus Cycle

Crew Cost Tk per 24 15 35 23 19 12 20 13 -

hour

Maintanance Tk per 56 56 56 56 56 56 56 56 56
Labor Cost hour

Annual hrs Hrs. 2036 1784 2864 2131 1171 683 1276 1695 588
driven Per
annum

Table : 5.8: RHD Mannual Report to Estimate VOC ( 2004)

Using the above table and assuming that internal rate of return is 6%, VOC per delay is
calculated. Moreover, combination of annual hrs. driven and cost per hr. gives VOC per delay
as a whole. Thus following chart has been updated.

Item Cost Unit Bus Micro Utility Car CNG Motor

Bus Cycle
VOC(2016) TK./dealy/(hr 38.5 20.2 13.5 22.3 26.9 7.6
/Vehicle/year)
Table:2: Modified VOC for Vehicles Clases as per RHD

27
5.4 Measurement of Delay:
Measurement of delay is done through the time difference between free flow speed and the
travel speed obtained from the survey. For this study the free flow speed can be assumed to
be the spot mean speed.
VOR is another factor which is used to estimate cost of delay. VOT is the monetary value of
time which indicates that how much money one person is willing to pay for unit duration of
delay. VOR for different vehicle classes are shown below:
Vehicle Type Bus Micro Utility Car CNG Motor
Bus Cycle

30 2 2 1.5 1 1
VOR(Person/Vehicle)

Table:3: VOR for Vehicle Clases

The eqution for estimating cost of delay is given by :

Cost of delay = VOC( TK./ delay(hr./vehicle/year)) * dealy(hrs./vehicle/year)

+ VOT(Tk./person/hr.) * VOR(person/vehicle) * delay(hrs./vehicle/year)

The VOT of passengres in Bangladesh is considerd to be 25 Tk./person/hr.

28
 Table:5.8: Calculation of Delay (Dhanmondhi 32 to Dhanmondhi 27)

Vehicle type CAR CNG MOTOR BUS

CYCLE
Observation No 1, 2 , 3 , 4 , 5 1, 2, 3, 4, 5 1, 2, 3, 4, 5 1, 2, 3, 4, 5

Time 250,145,280,26 306,290,345,28 148,260,296,22 480,275,320,26

Elapsed (sec) 0,190 3,260 4,190 0,245
Distance(kmph) 1.2,1.2,1.2,1.2,1.2 1.2,1.2,1.2,1.2,1.2 1.2,1.2,1.2,1.2,1.2 1.2,1.2,1.2,1.2,1.2
Travel Time at 107.2, 107.2, 176.3, 176.3, 119.1, 119.1, 173.4, 173.4,
free 107.2, 176.3 119.1, 173.4,
flow(sec) 107.2, 107.2 176.3, 176.3 119.1, 119.1 173.4, 173.4
Delay 126.3, 26.9, 143.6, 158.2, 185.3, 280.1, 29.4, 128.9, 188.4, 295.8, 40.8, 166.1,
(sec) 128.9, 33.6 142.4, 128.9 120.4, 33.6 128.9, 133.2
Average 0.0255 0.0497 0.0278 0.0425
Dealy(hr/Vec)
Total Vehicle 504 240 460 180
In 1 hr
Total 23.05 10.23 13.15 8.82
delay(hr/veh/1h
r)
DEF**Mon 6.582 6.582 6.582 6.582
HEF**(9 AM to 11 18.8 18.8 18.8 18.8
AM)
Estimate 60785 29364 56342 15897
Volume
ADT 8683.57 4194.86 8048.86 2270.94
Total delay 394.84 175.24 8048.86 151.09
(hr/Veh/day)
MEF: June 0.578 0.578 0.578 0.578
AADT 88724.56 42861.07 82239.39 23203.38
Total delay 144116.6 63962.6 82219.9 55147.85
(hr/veh/year)
VOC(Tk/delay) 22 27 7.6 27
Ocupancy 1 1.5 1 30
rate(person./veh
)
VOT(Tk/person 25 25 25 25
/veh)
Cost of delay 6773480.2 4125587.7 2680368.74 43511653.65
(Tk/year)
Total delay (Tk./ 57091090.29
Year

29
 Table 5.9: Calculation of Delay (Dhanmondhi 27 to Dhanmondhi 32

Vehicle type CAR CNG Motor Cycle BUS

Observation No. 1, 2, 3, 4, 5 1, 2, 3, 4, 5 1, 2, 3, 4, 5 1, 2, 3, 4, 5
Time 75,190,75,520, 104,520,190, 104,190,104, 190,295,185,
Elapsed (sec) 190 220,104 104,190 220,165
Distance(kmph) 1, 1, 1, 1, 1 1, 1, 1, 1, 1 1, 1, 1, 1, 1 1, 1, 1, 1, 1
Travel Time at free 84.14 114.20 81.65 109.83
flow(sec)
Delay 17.64,103.26,17.64, 89.4,103.26,380.48, 89.4,103.26,89.4, 103.26,195.84,99.3,
(sec) 380.48,103.26 136.12,89.4 89.4103.26 136.12,85.26
Average Dealy(hr/Vec) 0.0346 0.0444 460 0.0344
Total Vehicle 504 240 460 180
In 1 hr
Total 17.06 6.58 6.21 11.89
delay(hr/veh/1hr)
DEF**Mon 6.582 6.582 6.582 6.582
HEF**(9 AM to 11 AM) 18.8 18.8 18.8 18.8
Estimate Volume 60355 27342 54830 22458
ADT 8683.57 4194 8048 2270.94
Total delay 409.44 157.92 149.04 285.36
(hr/Veh/day)
MEF: June 0.578 0.578 0.578 0.578
AADT 88724.56 42861.07 82239.39 23203.38
Total delay 14945.5 57640.8 54399.6 104156.4
(hr/veh/year)
VOC(Tk/delay) 22 27 7.6 39
Ocupancy 1 1.5 1 30
rate(person./veh)
VOT(Tk/person/veh) 25 25 25 25
Cost of delay 7023915 3717831.6 1773426.96 82179399.6
(Tk/year)
Total delay(Tk./year 94694573.16

Total Cost of Delay Dhanmondi 32 to Dhanmondi 27 57091090

(Tk/year)
151785663

Dhanmondi 27 to Dhanmondi 32 94694573

30
 From the above table, average delay per vehicle is almost same for car, CNG & bus which is
far greater than that of motorbike. Finally, from the table, it can be said that nearly 1km of
road brar around 151.79 lacks per year due to delay & Dhaka city has hundreds of that kind
of roadway which has a very much significant negative impression in our economy.
Moreover, this main road was constructed so that it can act as a link between two major
north-south direction roadway of Dhaka city Mirpur road and New Market road. But this
main road fails to perform as expected from it. Rather, it imparts huge economic loss in every
year due to its poor geometric and operating condition. Again, a little portion of total traffic
was public transport at peak hour of flow (09 am to 10 am), which is not a good sign for a
highly dandified city like Dhaka. Furthermore, balance delay of two opposite direction
Dhanmondi 32 to Dhanmondi 27 approach suffers 1.5 times average delay per vehicle
reflects higher traffic volume (PCU/hr) comparing to that of opposite direction. The
expansion factors used here are for rural road, but this is an urban road which can make a
little difference from exact value.
Determination of level of Service

Highway Capacity Manual (HCM) used travel speed and volume by capacity ratio (v/c ratio)
to distinguish between various levels of service. The value of v/c ratio can vary between 0
and 1. Depending upon the travel speed and v/c ratio, HCM has defined six levels of service,
level A to level F based on a graph between operating speed and v/c ratio as shown in the
figure.

31
 Fig 5.7: Typical Speed Flow Relationship Diagram

Level of service A represents the zone of free flow. Here the traffic volume will be less,
traffic will be experiencing free own also. The drivers will be estate the complete freedom to
choose their wished-for speed. Level of service B represents zone of reasonably free flow.
Free flow speeds are still maintained at this level of service. The drivers’ freedom to choose
their wished-for speed is only little restricted. At level of service C, the presence of other
vehicles start to restrict the manoeuvrability within the traffic stream. Average speeds keep at
or near the free flow speed level, but important increase in driver vigilance is necessary at
this level. At level of service D, the average speeds begin to decline with increasing flows.
Freedom to manoeuvre within the traffic stream is noticeably restricted. At this level, density
deteriorates more rapidly with flow. Level of service E defines operation at capacity. At this
level, the stream contacts its maximum density limit. There will be no usable gaps in the
stream and even little disruptions will cause a breakdown, with queues making rapidly behind
the disruption. Level of service F describes conditions in a queue that has formed behind a
point of breakdown or disruption. As vehicles shuffle through the queue, there may be
periods when they move quickly, and others when they are stopped completely. Thus, this
level of service is used to describe the point of breakdown as well, even though operations
downstream of such a breakdown may appear good. Level of service F represents the region
of forced flow, having low speed and complete breakdown of the system. For determining
level of service of the roadway.

32
 Table 5.10: Volume Capacity ratio of the roadway was determined with the use of following table

LOS Determination Table

Direction Group Volume Avg. ADT Avg. PHE Capacity V/C Space
PCU/hr Volume ADT Ratio Mean
PCU/hr
speed
(Mph)
Dhanmondi 1 1643
32
to 2 1585 1586 26788 0.36 14.93
Dhanmondi 3 1530 29685 0.15
27
Dhanmondi 4 1720
27
-to 5 1858 1792 33583 0.40 14.56
Dhanmondi 6 1798
32

Here capacity was estimated in the following manner:

Capacity = Peak Factor(k) x ADT = 0.15 x 29685.5=4452

Here, peak factor(k) was considered 15% of Average ADT. Average ADT was estimated
from the ADT obtained for each direction in the volume study of the corresponding survey
location.

As shown in table 1, for Dhanmondi 32 to Dhanmondi 27 direction a point (V/C )ratio =

0.36, space mean speed = 14.93 mph) was obtained and was superimposed over the
ideal theoretical LOS graph as shown in figure below:

33
Speed Flow Relationship Diagram (Dhanmondhi 32 to Dhanmondi 27 Direction)

Fig 5.8: LOS for Dhanmondi 32 to Dhanmondi 27 Direction

From the Graph the level of service = F

As shown in table 1, for Dhanmondi 32 to Dhanmondi 27 direction a point (V/C ratio = 0.36,
space mean speed = 14.93 mph) was obtained and was superimposed over the ideal
theoretical LOS graph as shown in above figure.

34
Speed Flow Relationship Diagram (Dhanmondi 27 to Dhanmondi 32 Direction)

Fig 5.9: LOS for Dhanmondi 27 to Dhanmondi 32Direction

From the Graph the level of service = F

As shown in table 1, for Dhanmondi 27 to Dhanmondi 32 direction a point (V/C ratio = 0.44,
space mean speed = 14.56 mph) was obtained and was superimposed over the ideal
theoretical LOS graph as shown in above figure.

35
 Chapter 6
Conclusions, Recommendations and Limitations
6.1 Conclusions

he total cost of delay in the Dhanmondi 32 to Dhanmondi 27 Road section is estimated to be

around 151.78 lacks Taka per year. This amount could have been added to the national
revenue, more it is now wasted. Our economic growth in turn is affected. Not only does it
waste money, but also eats up a lot of time. People spend so much time stuck in congestion.
On the other hand, if the delay was minimized, they could have done something productive,
earn more money and live in a better way. This is just the delay cost of a particular road
section of Dhaka city. There are numerous roads and streets in the city and if we add up the
cost of delay for all, the sum would be enormous and quite alarming. Dhaka city corporation
should act immediately and take measures to resolve this. The metro project that is underway
could relieve the roads of the heavy traffic load, reduce the traffic flow and minimize
congestion a bit. The aforementioned recommendations should also be taken into account.

6.2 Recommendations

 Service road or dedicated bay should be constructed for dealing with traffic coming to the
road from the side roads
 Side friction should be reduced by removing dustbins, vendors, rickshaws parked in the
road.
 Their should be proper lane markings with additional lane for non- motorized vehicles.
 The quality of the road should be improved by removing cracks, potholes.
 High rise buildings should have frontal roads so that the traffic generated doesn’t interfere
with the through traffic of main road
 Pedestrians shouldn’t roam around irregularly on the road. Often, they run to cross the
road.
 Cutting of lane divider at close interval should be removed as much as possible to
encourage using foot over bridge.

36
6.3 Limitations
 Flow rate was used instead of traffic volume.
 Instead of whole day traffic count short count was taken (30min).
 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 unskilled enumerators.
 Insolvent surveyors.
 Expansion factors used for the calculation of ADT were developed for a rural primary
road.
 Only one speed gun was available which creates difference with manual count data as
speed gun was not available exactly during manual data collection.
 Due to unavailability of skid resistance tester, surface roughness could not be tested,
which is an important geometric parameter.

37
6.4 eferences:
 AASHTO. 2001. A Policy on Geometric Design of Highways and Streets (Green Book). 4th
ed. Washington, D.C.: American Association of State Highway and Transportation Officials.

 CE 351: Transportation Engineering I:

https://www.slideshare.net/SantoshSai1/spot-speed-studies-and-speed-delay-time-
survey?from_action=save (accessed on 20.07.18)
 http://www.ctre.iastate.edu/PUBS/traffichandbook/2SpotSpeed.pdf (accessed on 20.07.18)
http://www.bu.edu.eg/portal/uploads/Engineering,%20Shoubra/Civil%20E
engineering/3041/crs-13646/Files/5-%20travel%20time%20study.pdf (accessed on 20.07.18)
http://rhd.portal.gov.bd/
 http://www.ctre.iastate.edu/PUBS/traffichandbook/2SpotSpeed.pdf (accessed on 20.07.18

38
39