CHAPTER ONE

INTRODUCTION
TITLE OF THE THESIS: A study on traffic volume & capacity of Dhaka
Mymensingh Highway

1.1 BACKGROUND OF THE STUDY

One of the most critical necessity in traffic engineering is a clear understanding of how
much traffic a given facility can accommodate and under what operating conditions. These
important issues are addressed in high way capacity and level of service analysis. The
basis for all capacity and level of service analysis is a set of analytic procedures that relate
demand of existing flow levels, geometric characteristic, and controls to measures of the
resulting quality of operations.

Highway capacity is the ability of road to accommodate traffic volume. It is the maximum
hourly rate at which vehicles can reasonably be expected to cross a point on a roadway
during a given time period under prevailing traffic roadway and control condition. For
multilane highway it is 2000 people and for 2- lane highway is 2800 pcph (passenger car
per hour) units: vph (vehicle per hour) or vphpl (vehicle per hour per lane).

In a road traffic system, intersections are one of the important bottlenecks, which interrupt
smooth flow traffic and thereby cause delays. To avoid unnecessary delay or to get an
efficient traffic flow, intersections need to be designed properly and carefully. Along with
appropriate road geometry, the necessary traffic control devices also need to be applied
wisely.

A high way in any public road or other public way on land; the term exists in distinction to
waterway. In north American and Australian English, the term frequently implies a major
road such as a controlled access highway or an arterial, generally under control of a state
or provincial agency instead of a local road authority. In British English, highway
primarily a legal term, and normal usage implies roads, while legal usage covers any route
or path with a public right of access, including footpaths etc. the term has led to several
related derived terms, including system, highway and highway patrol.

The Dhaka-Mymensingh highway in the most important transportation highway in

Bangladesh, accounting for 16 percent of the area of the country, 50 percent of the
population, 57 percent of the nation’s import- export flows. Mymensingh port handles
about 90 percent of the countries overseas traffic.

People from several districts use this high way to connect with the capital. Every day they
come to the capital on morning & return home on evening. If they do not need to stay in
Dhaka, then the living cost can be saved. As the distance between Dhaka and Mymensingh
is about 108 km and the travel time is approximately 2 hours and 30 minutes, so it will be
possible to move from Mymensingh to Dhaka. Besides this, this will also reduce the
overpopulation problem in Dhaka. There are 60% industries in Bangladesh which are
located nearby Dhaka Mymensingh highway and also 2530 garments are located on
Gazipur, Tongi, Valuka & Mymensingh. As per above description the Dhaka –
Mymensingh highway is very important to maintain communication among the people
living near by the highway.

1.2 OBJECTIVES OF THE STUDY

01. To provide information to the authority helping them in decision making for traffic
control.
02. To find out the capacity of Dhaka- Mymensingh highway
03. To determine the level of service (LOS).
04. To determine the degree of saturation.
05. To find out the traffic volume of Dhaka – Mymensingh highway

1.3 SCOPE AND LIMITATIONS OF THE STUDY

The road has been selected for our study from Dhaka to Mymensingh. Data have been
collected from our selected intersection of the roads and volume of traffic have been found
by calculating and analyzing these data and which is show on pi-chart and bar-chart. In
within short time we have tried to complete the work. To do the work we faced some
problems as follow: Calculate the length and width was hard for so many vehicles.
1.4 ORGANIZATION OF THE THESIS
Chapter 1:
This chapter includes background, objectives, scope & limitations of the study,
organization of the thesis.
Chapter 2:
Include a general, definition, factors affecting traffic volume, using count period to
determine study method.
Chapter 3:
Includes the general, flow chart of study, selection of study area, methodology, traffic
factor used during data collection, vehicle types, capacity and degree of saturation.
Chapter 4:
The chapter includes general, volume calculation, capacity calculation, Level of service,
degree of saturation.
Chapter 5:
Includes results and discussions.
Chapter-6
Conclusions and gives recommendations and suggestion for future traffic rules and
regulation.
 CHAPTER TWO
LITERATURE REVIEW
2.1 General
Important terminology and concept are carried out in this chapter. It includes the
definitions of the basis parameters of the concerned topic as well as different factors
affecting the PCU values of traffic volume various literatures regarding the thesis were
studied in order to precede the work.
Traffic volume studies are conducted to determine the number movements and
classifications of roadway vehicles at a given location. This data can help identify critical
low time periods, determine the influence of large vehicles or pedestrians on vehicular
traffic flow or documents traffic volume trends.
2.2 Definitions
Here some important definition and terminology related to the thesis topic is given.
2.2.1 Volume/Flow
The total number of vehicles that pass over a given point or section of a lane or roadway
during a given time interval. It may be expressed in terms of annual, daily, hourly, or sub-
hourly periods, usually in vph or vpd. Volume is an actual number of vehicles observed or
predicted to passing a point during a given interval.
2.2.2 Traffic Volume
Traffic volume is a measure of the total work done by a resource or facility, normality
over 24 hours and is measured in units of erlang-hours. It is defined as the product of the
average traffic intensity and the time period of the study.
Traffic Volume = Traffic intensity x time
A traffic volume of one erlang-hour can be caused by two circuits being occupied
continuously for half an hour or by a circuit being half occupied (0.5
erlang) for a period of telecommunication operators are vitally interested in traffic volume,
as it directly dictates their revenue.( wikipedia)
2.2.3 Traffic Control
Road traffic control involves directing vehicular and pedestrian traffic around a
construction zone, accident or other road disruption, thus ensuring the safety of emergency
response teams, construction workers and the general public.
Traffic control also includes the use of CCTV and other means of monitoring traffic by
local or state roadways authorities to manage traffic flows and providing advice
concerning traffic congestion. This is not dealt with in this article.
Traffic controllers (TC's) are often known as "lollipop men" (usually this name only
applies to TC's working near schools to aid pupils in road crossing) from the appearance
of their Stop/Slow signs, known as "Stop bats". (Wikipedia)
2.2.4 Rate of Flow
The equivalent hourly rate is which vehicles pass over a given point or section of a lane or
roadway during a given time interval less than 1 hr. Usually 15 min. It represents the
number of vehicles passing during a time interval less than 1 hr, but expressed a s an
equivalent hourly rate.
2.2.5 Saturated flow
The saturation flow rate crossing a signalized stop line is defined as the number of
vehicles per hour that could cross the line if the signal remained green all of the time. It is
not practical to measure this quantity directly in the field because the signal does not
usually remain green for more than a minute or soon each cycle. The Units of saturation
flow rate are "Vehicles per hour of green" (vphg). This is sometimes expressed on a per-
lane basis as "vehicles per hour of green per lane". (H.M.Zhang,1998).
2.2.6 Degree of saturation
In traffic engineering, the degree of saturation of an intersection (typically under traffic
signal control) or road is a measure of how much demand it is experiencing compared to
its total capacity.
The degree of saturation (%) is a ratio of demand to capacity on each approach to the
junction, with a value of 100% meaning that demand and capacity are equal and no further
traffic is able to progress through the junction. Values over 85% are typically regarded as
suffering from traffic congestion, with queues of vehicles beginning to form. The term
practical reserve capacity (PRC) is often used to the available spare capacity at a junction.
A negative PRC indicates that the junction is over capacity. (Transportation Research
Board)
2.2.7 Passenger Car Unit (PCU)
It is a vehicle unit used for expressing highway capacity. One car is considered as a single
unit, cycle, motorcycle is considered as half car unit. Bus, truck causes a lot of
inconvenience because of its large size and is considered equivalent to 3 cars or 3 PCU.
2.2.8 Passenger Car Equivalent (PCE)
It is the method of expressing various types of vehicles having different characteristics in a
common equivalent unit. It is needed to remove the effects of traffic composition from
flow calculation. One car is considered as one unit. In repeat of it road occupancy and
operational requirements each type of vehicle is equivalent to a number of passenger cars
this is called the passengers car Equivalent / Unit (PCE/PCU). (Institute of Traffic
Engineers)
2.2.9 Level of Service
Level of service (LOS) is a qualitative measure used to relate the quality of traffic service.
LOS is used to analyze highways by categorizing traffic flow and assigning quality levels
of traffic based on performance measure like speed, density, etc. (Hobeika et.al, 2004)
2.2.10 Average Daily Traffic (ADT)
The volume during a given time period (in the whole days greater than arc day but less
than year) divided by the number of days in that time period and expressed in terms of
veh/day or vpd. (Institute of Traffic Engineers)
2.2.11 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 veh/day or vpd.

2.2.12 Average Daily Traffic and Average Daily Traffic Counts

Average daily traffic (ADT) Counts represent a 24 hour count at any specified location.
These counts are obtained by placing an automatic counter at the analysis location for a 25
hour period. Accuracy of the ADT data depends on the count being performed during
typical roadway, weather and traffic demand conditions. Local levels of movement will
typically conduct this type of count. (Institute of Traffic Engineers)

2.2.13Design Hourly Volume

It is the economic hourly flow of future year, which is used for designing geometric
features of roadway. It is chosen ip such a way that during the design period it should not
be exceeded too often or too much.

2.3 Factors Affecting Traffic Volume

These factors can be classified as
Geometric Factors
Signal Operation
Traffic Factor
Environmental Factors
Other Factors
2.3.1 Geometric Factor
These factors usually control the capacity of an approach and the physical layout of the
approach. Some geometric factors are described below with their effects.

2.3.2 Signal Operations

The Principal factors are
 The number of vehicle crossing the stop line in a given period of time.
 The cycle length (Hence the number of cycle per hour)
 The preparation of time during the signal is effectively green. (Baher Abdulhai
et.al,1999)
2.3.3 Traffic Factors
Factors are used to adjust short term Traffic Counts. They are used to estimate "average"
conditions and to account for variability in the traffic stream. Short term counts are
typically collected for 48 hour counters that record hourly data.
2.3.4 Environment Factors
Environment factors are mainly depends on effect of site characteristics, weather
condition, and upon human characteristics.
2.4 Using Count Period to Determine Study Method
Two methods are available for conducting traffic volume counts: (1) Manual and (2)
Automatic. Manual Counts are typically used to gather data for determination of vehicle
classification, turning movements, direction of travel, pedestrian movements, or vehicle
occupancy. Automatic counts are typically used to gather data for determination of vehicle
hourly patterns, daily or seasonal variations and growth trends, or annual traffic estimates.
2.4.1 Manual Count Method
Most applications of manual counts require small samples of data at any given location.
Manual counts are sometimes used when the effort and expense of automated equipment
are not justified. Manual counts are necessary when automatic equipment is not available.
Manual counts are typically used for periods of less than a day. Normal internals for a
manual count are 5, 10 or 15 minutes.(Botswanq Guideline 9,2004)

2.4.1.1 Advantages
 By traffic volume method as well as vehicle classification and turning proportions
can be obtained.
 Data can be immediately after collection.
 Can easily get knowledge about the road, intersections and the nature of the road.

2.4.1.2 Disadvantages
 Error is common especially when volume is high.
 Count cannot be crossed checked.

2.4.2 Manual Count Recoding Methods

Manual counts are recorded using one of three methods; tally sheets, mechanical counting
boards, or electric counting boards.

2.4.3 Tally Sheets

Recording data onto tally sheets is the simplest means of conducting manual counts the
data can be recorded with a tick mark on a pre-prepared field form. A watch or stopwatch
is necessary to measure the desired count interval. A blank traffic volume count
intersection tally sheet is provided.

2.4.4 Mechanical Counting Boards

Mechanical count boards consist of country mounted on a board that record each direction
of travel. Common counts include pedestrian, bicycle, vehicle
Classification and traffic volume counts. Typical counters are push button devices with
three of five registers. Each button represents a different stratification of type of vehicle or
pe4destrian being counted. The limited number of buttons on the counter can restrict the
number of classifications that can be counted on a given board. A watch or a stopwatch is
also necessary with this method to measure the desired count interval. (Botswanq
Guideline 9,2004)

Fig: 2.1: Mechanical Counting Board

2.4.5 Electronic Counting Boards

Electric Counting boards are battery operated, hand-held devices used in collecting traffic
count data. They are similar to mechanical counting boards, but with some important
differences. Electronic counting boards are lighter, more compact, and easier to handle,
They have an interval clock that automatically separates that the data by time interval.
Special functions include automatic data reduction and summer. The data can also be
downloaded to a computer, which saves time. Hence is an example of electronic counting
board. (Botswanq Guideline 9,2004)
Key steps to a manual count study. A manual count study includes three key steps.
 Perform necessary office preparations.
 Select proper observer location.
  Label data sheets and record observations.

Fig2.2: Electric Counting Board.

2.5 Automatic Count Method

a) 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. (FHWA Traffic Monitoring
Guide, June 2013).

2.5.1.1 Advantages
 This method is suitable for long duration or continuous count.
 It is used permanent counting station.
 It does not need manpower and is free from human error.
2.5.1.2 Disadvantages
 It requires strict lane discipline.
 Non-motorized vehicles are hard to detect by this method.
 Accuracy is less than manual method.
 Installation cost his high.

2.5.2 Automatic Count Recording Methods

Automatic counts are recorded using are of three methods: Portable counters, Permanent
counters, and videotape.

2.5.3 Portable Counters

Portable counting is a form of manual observation. Portable counters serve the same
purpose as manual counts but with automatic counting equipment. The period of data
collection using this method is usually longer than when using manual counts. The
portable counter method is mainly used for 24-hour counts. (Sheriflashak et.al, 2003)

Fig 2.3: Pneumatic Road tube and Recorder

2.5.4 Permanent Counters
Permanent Counters are used when long-term counts are to be conducted. The counts
could be performed every day for a year or more. The data collected may be used to
monitor and evaluate traffic volumes and trends over a long period of time. Permanent
counters are not a cas-effective option in most situations. Few jurisdictions have access to
this equipment.(Botswanq Guideline 9, 2004)

2.5.5 Videotape
Observation can record count data by videotaping traffic. Traffic volumes can be counted
by viewing videotapes recorded with a camera at a collection site. A digital clock in the
video image can prove useful in noting time intervals. Videotaping is not a cost effective
option in most situations. Few small jurisdictions have access have access to this
equipment. In this method, data is collected using video camera. Video is captured for
long time and data is collected later by rewinding. (Botswanq Guideline 9, 2004)

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.
2.5.6 Key Step to an Automatic Count Study
An automatic count study includes three key steps.
 Perform necessary preparations.
 Deploy and calibrate data collection equipment.
 Check data and retrieve equipment.
 CHAPTER THREE
METHODOLOGY
3.1 General
The Study we have been done that divided into four parts. First: investigation of the roads
and lanes. Second: get knowledge and information about the roads and lanes. Third: the
traffic data at specific route. Fourth collecting all the data and calculate all of them using a
face to face technique and video recording, imperial data were collected for the study by
sample survey method. Based on the information and the data, collected from the visits,
several meetings of the term members were held and an inter term test information
checklist was prepared.

’
Fig 3.1: Map of Dhaka-Mymensingh Highway
3.2 Flow Chart of Study

Preliminary survey

Select the Proper Location Preparations of Data Collection

Field Survey

Video Recording Collect the data

Data Analysis

Evaluate the Data Calculate Volume the traffic Calculate the capacity

Completion

File the report

3.3 Selection of Study Area
Observers must be positioned where we have a clear view of the traffic. Observers should
be positioned away from the edge of the roadway. It observers are positioned above
ground level and clear of obstructions we usually have the best vantage point. Visual
contract must be maintained if there are multiple observers at a site. If views are
unobstructed, observers may count from inside a vehicle. Gazipur Chowrasta lane,
Bhaluka lane and Mymensingh lane is our 3 selected areas.

3.2.1: Gazipur Chowrasta Lane

3.2: Bhaluka Lane and Mymensingh Lane
3.4 Layout of Study Area
S N

POOTPATH

TO MYMENSINGH

Pavement

?
Road Divider

Pavement
TO MAHAKHALI

FOOTPATH

Fig 3.3: Gazipur Chowrasta road

POOTPATH

TO MYMENSINGH

Pavement

Road Divider

Pavement
TO MAHAKHALI

FOOTPATH

Fig 3.3: Bhaluka Road

 POOTPATH

TO MYMENSINGH Pavement Road

Pavement

Road Divider

Pavement Road
To MAHAKHALI

FOOTPATH

Fig 3.5: Mymensingh Road

3.5 Methodology
 After selecting the lanes, the width is been measured for each lane by the
measurement tape.
 The Gazipur Chowrasta lane, Valuka lane and Mymensingh lane were been choose
for study.
 To get the best position for vehicle recording related to the visibility of the
approach to be surveyed of the stop line and the signal. And to see whether the
study can hamper pedestrian and other local activates, if so then changing the
recording position. To fix the best suitable location for video recording to cover
discharge process and best time for data collection (Pick hour).
 The recorded video was observed thoroughly to get a clear view of the pattern of
queue formation, the vehicle performance and their behavior.
  The volume of all traffic is been calculated properly by manual counting method
from the recorded video.
 The total number of passenger is also been calculated carefully.
Then the data was being converted in PCU by the standard rule
of data conversion.
 Capacity analysis of this lane is done after getting traffic volume,
which is done after getting traffic volumes.
3.6 Traffic Factor Used During Data Collection
Classified vehicle count data for Dhaka-Mymensingh Highway has been collected at video
tape recording method of an hour. After sampling final data are presented in this chapter.
(Source: Roads & Highways Department, May 2000, Geometric Design Standards for)
The following PCU values were used:
Type of vehicle PCU

Bus 3.0

Truck 3.0

Micro 1.0

Car
1.0

Pick up 1.0

Leguna 1.0

Honda 0.5
3.7 Vehicle Types
The different types of vehicles present in the heterogeneous traffic, for the purpose of this
study, were grouped into eight categories as follows:
Motorized two wheelers (M.T.W) which include motor cycles, scooters and
mopeds.
Motorized three wheelers (M.T.W) which include auto rickshaw- three wheeled
motorized par transit vehicles to carry maximum of three passengers and tampos-
three wheeled motorized vehicles to carry small quantities of goods.
Cars including, Jeeps and small vans.
Light commercial vehicles (LCV) comprising large passenger vans and small four
wheeled good vehicles.
Bus.
Truck.
Bicycle and
Tricycle, which includes cycle rickshaw three wheeled pedal type
par transit vehicles to carry a maximum of two passengers and three wheeled pedal
type vehicles to carry small amount of goods over short distance.
Fig 3.6: Various types vehicle of road

As the study pertains to traffic flow on urban articles, animal drawn vehicles were not
considered as these vehicles are not permitted / present in negligible number on these
roads. Each animal drawn vehicles, if present was taken to be equivalent to two tricycles
for the purpose of simulation.

Fig 3.7: Gazipur Chowrasta lane

.

Fig 3.8 Mymensingh lane

Fig 3.9 Top view at Gazipur bypass

Fig 3.9 Dhaka Mymensingh highway (Shalna Bypass)

Fig 3.9 Dhaka Mymensingh highway (Bhaluka Bypass)

 Fig 3.12: Two lane highway
3.8 Calculation of Capacity
Capacity is a. central concept in the design of roads and traffic control. It is desirable to be
able to predict the times and places where congestion Cars, the amount of delay involved,
and the volume of traffic expected in bottom necks . Therefore it is important that capacity
is clearly defined, is measurable, and can be used in modeling and operational decision
making.

Calculate Free Flow Speed :( Source: C.Jotin Khisty & B.Kent Lall, Third Edition,
Transportation Engineering An Introduction)
FFS = BFFS - fLW - fLC -fN – fID
Where,
FFS = estimated free-flow speed mph
BFFS = base free flow speed, 70 mph for urban area
fLW= adjustment factor for lane width (table: 3.14)
fLC= adjustment factor for right shoulder lateral clearance (table: 3.15)
FN= adjustment factor for number of lanes (table: 3.16)
FID= adjustment factor for interchange density (table: 3.17)

Calculate Base Capacity

Base Cap = 1,700 + 10FFS; for FFS <= 70
Base Cap = 2,400; for FFS > 70
Determine Peak Capacity (Peak Cap):
Peak Cap = Base Cap x PHF * N x f HV - f p
Where,
PHF = Peak Hour Factor
N = Number of lanes in one direction. Number of Peak Lanes
f HV = adjustment factor for heavy vehicles
f P - adjustment factor for driver population = 1 (familiar driver)

𝑉
PHF=
4𝑥𝑉15

Where,
Vp = 15-min passenger-car flow rate (pc/k/ln)
V = Hourly Volume (veh/h)
V IS = peak 15 min volume

fHV=1/(1 + 𝑃T(𝐸T − 1) + 𝑃R(ER − 1)

Where,
E t , E R = Passenger-car equivalents for trucks/buses and recreational vehicles, per fig: 3.18 and fig:
3.18 respectively
P T .P R = Proportion of trucks/buses and recreational vehicles in the traffic stream respectively,

(Source: Transportation Research Board, 2000)

Table 3.13: Level of Service for Basic Freeway Segments and Varying Free-Flow
Speed

Level of Maximum Density ( Minimum Speed Maximum v/c Maximum Service

Service Pc/mi/ln) (mph) ratio Flow Rate )pc/hr/In)
Free Flow Speed -70 mph
A 11 75.0 0.34 820
B 18 74.8 0.56 1,350
C 26 70.6 0.76 1,830
D 35 62.2 0.90 2,170
E 45 53.3 1.00 2,400
F varies varies varies varies
Free Flow Speed -70 mph
A 11 75.0 0.34 820
B 18 74.8 0.56 1,350
C 26 70.6 0.76 1,830
D 35 62.2 0.90 2,170
E 45 53.3 1.00 2,400
F varies varies varies varies
Free Flow Speed -65 mph
A 11 65.0 0.30 710
B 18 65.0 .50 1,170
C 26 64.6 0.71 1,680
D 35 59.7 0.89 2,090
E 45 52.2 1.00 2,350
F varies varies varies varies
Free Flow Speed -60 mph
A 11 60.0 0.29 660
B 18 60.0 0.47 1,080
C 26 60.0 0.68 1,560
D 35 57.6 0.88 2,020
E 45 51.1 1.00 2,300
F varies varies varies varies
Free Flow Speed -55 mph
A 11 55.0 0.27 600
B 18 55.0 0.44 990
C 26 55.0 0.64 1,430
D 35 54.7 0.85 1,910
E 45 50.0 1.00 2,250
F varies varies varies varies
 Table 3.14: Freeway Adjustments for Lane Width
Lane Width* (ft) Reduction in Free-Flow Speed, FLW (mph)
12 0.0
11 1.9
10 6.6
Interpolation may be used for lane width values between those provided in table
Source: Highway Capacity Manual, U.S. Customary Units, Transportation Research Board 2000.

Table 3.15: Freeway Adjustments for Right- Shoulder Lateral Clearance

Right-Shoulder Reduction in Free-Flow Speed, FLC (mph)
Lateral
Clearance* (ft) Lanes in One Direction

2 3 4 ≤5
≤6 0.0 0.0 0.0 0.0
5 0.6 0.4 0.2 0.1
4 1.2 0.8 0.4 0.2
3 1.8 1.2 0.6 0.3
2 2.4 1.6 0.8 0.4
1 3.0 2.0 1.0 0.5
0 3.6 2.4 1.2 0.6
Interpolation may be used for lane width values between those provided in table
Source: Highway Capacity Manual, U.S. Customary Units, Transportation Research Board 2000.

Table 3.16: Freeway Adjustments for Number of Lanes

Number of Lanes (One Direction) Reduction in Free-Flow Speed, FN (mph)
≤5 0.0
4 1.5
3 3.0
2 4.5
Note: For all rural freeway segments, FN=0.0
Source: Highway Capacity Manual, U.S Customary Units, transportation Research Board, 2000
Table 3.17: Freeway Adjustments for Interchange Density
Interchanges per Mile Reduction in Free-Flow Speed, FN (mph)
≤0.50 0.0
0.75 1.3
1.00 2.5
1.25 3.7
1.50 5.0
1.75 6.3
2.00 7.5
Source: Highway capacity Manual U.S Customary Units, Transportation research Board, 2000

3.9 Calculation of Degree of Saturation

In traffic engineering, the degree of saturation of an intersection or road is a measure of
how much demand it is experiencing compared to its total capacity.
𝑉
Degree of Saturation =
𝐶
Where,
V = Volume
C = Capacity
Table 3.18: Passenger-Car Equivalents for Trucks and Buses on Upgrades

ET
Grade Length Percent Trucks and Buses
(%) (Miles) 2 4 5 6 8 10 15 20 25
>2 All 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
≥2.3 0.00.025 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.25-0.50 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.50-0.75 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.75-1.00 2.0 2.0 2.0 2.0 1.5 1.5 1.5 1.5 1.5
>1.00-1.50 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0
>1.50 3.0 3.0 2.5 2.5 2.0 2.0 2.0 2.0 2.0
≥3-4 0.00.025 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.25-0.50 2.0 2.0 2.0 2.0 2. 2.0 1.5 1.5 1.5
>0.50-0.75 2.5 2.5 2.0 2.0 2.0 2.0 2.0 2.0 2.0
>0.75-1.00 3.0 3.0 2.5 2.5 2.5 2.5 2.0 2.0 2.0
>1.00-1.50 3.5 3.5 3.0 3.0 3.0 3.0 2.5 2.5 2.5
>1.50 4.0 3.5 3.0 3.0 3.0 3.0 2.5 2.5 2.5
≥4-5 0.00.025 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.25-0.50 3.0 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0
>0.50-0.75 3.5 3.0 3.0 3.0 2.5 2.5 2.5 2.5 2.5
>0.75-1.00 4.0 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0
>1.00 5.0 4.0 4.0 4.0 3.5 3.5 3.0 3.0 3.0
≥5-6 0.00.025 2.0 2.0 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>0.25-0.30 4.0 3.0 2.5 2.5 2.0 2.0 2.0 2.0 2.0
>0.30-0.50 4.5 4.0 3.5 3.0 2.5 2.5 2.5 2.5 2.5
>0.50-0.75 5.0 4.5 4.0 3.5 3.0 3.0 3.0 3.0 3.0
>0.75-1.00 5.5 5.0 4.5 4.0 3.0 3.0 3.0 3.0 3.0
>1.00 6.0 5.0 5.0 4.5 3.0 3.5 3.5 3.5 3.5
>6 0.00.025 4.0 3.0 2.5 2.5 2.5 2.5 2.0 2.0 2.0
>0.25-0.30 4.5 4.0 3.5 3.5 3.5 3.0 2.5 2.5 2.5
>0.30-0.50 5.0 4.5 4.0 4.0 3.5 3.0 2.5 2.5 2.5
>0.50-0.75 5.5 5.0 4.5 4.5 4.0 3.5 3.0 3.0 3.0
>0.75-1.00 6.0 5.5 5.0 5.0 4.5 4.0 4.0 3.5 3.5
>1.00 7.0 6.0 5.5 5.5 5.0 4.5 4.0 4.0 4.0
Table 3.19: Passenger – car Equivalents for Recreational Vehicles on Specific Upgrades

ET
Grade Length Percent Trucks and Buses
(%) (Miles) 2 4 5 6 8 10 15 20 25
>2 All 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
>2-3 0.00.025 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
>0.50 3.0 1.5 1.5 1.5 1.5 1.5 1.2 1.2 1.2
>3-4 0.00.0.25 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
0.25-0.50 2.5 2.5 2.0 2.0 2.0 2.0 1.5 1.5 1.5
>0.50 3.0 2.5 2.5 2.5 2.0 2.0 2.0 1.5 1.5
>4-5 0.00.0.25 2.5 2.0 2.0 2.0 2.0 1.5 1.5 1.5 1.5
0.25-0.50 4.0 3.0 3.0 3.0 2.5 2.5 2.0 2.0 2.0
>0.50 4.5 3.5 3.0 3.0 3.0 2.5 2.5 2.0 2.0
>5 0.00.0.25 4.0 3.0 2.5 2.5 2.5 2.5 2.0 2.0 1.5
0.25-0.50 6.0 4.0 4.0 3.5 3.0 3.0 2.5 2.5 2.0
>0.50 6.0 4.5 4.0 4.0 3.5 3.0 3.0 2.5 2.0
 CHAPTER FOUR
DATA COLLECTION AND ANALYSIS

4.1 Introduction
In this chapter the result of the analysis and various things are presented equally. The aim
of this study was to observe and identify mixed traffic situation, their behavior, volume,
geometric calculation, degree of saturation, los etc.

4.2 Volume calculation (Video Tape Recording) Methods of an hour

Location
Gazipur Chowrasta
Counting Method:
Indirect Manual
Table 4.2.1: Traffic Volume of various vehicles during peak hour at Gazipur
Chowrasta.
Traffic volume of various vehicles during peak hour at gazipur chowrasta.

Type of vehicle No PCE PCU

bus 260 3 780
Truck 231 3 693
Micro 120 1 120
Car 319 1 319
Pickup 128 1 128
Leguna 188 1 188
Honda 90 1 90
Total = 2318 nos

Table 4.2.2: Traffic Volume of various vehicles during off peak hour at Gazipur
Chowrasta.
Type of vehicle No PCE PCU
bus 166 3 498
Truck 255 3 765
Micro 154 1 154
Car 202 1 202
Pickup 116 1 116
Leguna 104 1 104
Honda 59 1 59
Total = 1898 nos
LocationBhaluka
Counting Method:
Indirect Manual

Table 4.2.3: Traffic Volume of various vehicles during offpeak hour at Bhaluka
Type of Vehicle No. PCE PCU
Bus 136 3.00 408
Truck 145 3.00 435
Micro 111 1.00 111
Car 166 1.00 166
Pickup 68 1.00 65
Leguna 59 1.00 59
Honda 291 0.50 291
Total = 1538 nos

Table 4.2.4: Traffic Volume of various vehicles during peak hour at Bhaluka
Type of Vehicle No. PCE PCU
Bus 150 3.00 456
Track 124 3.00 372
Micro 45 1.00 45
Car 96 1.00 96
Pickup 33 1.00 33
Leguna 81 1.00 81
Honda 68 0.50 34
Total=1117 nos
LocationMymensingh
Counting Method:
Indirect Manual

Table 4.2.5: Traffic Volume of various vehicles during offpeak hour at Mymensingh

Type of Vehicle No. PCE PCU

Bus 121 3.00 363
Truck 256 3.00 768
Micro 85 1.00 85
Car 254 1.00 254
Pickup 139 1.00 139
Leguna 161 1.00 161
Honda 65 1.00 65
Total = 1835 nos

Table 4.2.6: Traffic Volume of various vehicles during peak hour at Mymensingh

Type of Vehicle No. PCE PCU

Bus 158 3.00 474

Truck 146 3.00 438
Micro 91 1.00 91
Car 178 1.00 178
Pickup 101 1.00 101
Leguna 117 1.00 117
Honda 85 1.00 85
Total = 1425 nos
4.3 Speed calculation
Location: GazipurChowrasta
Table 4.3.1: Speed of vehicles during peak hour at Gazipur,Chowrasta

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)
1 0 4 4 41.5 10.38
2 4 8.2 4.2 41.5 9.88
Bus 3 8.2 12.2 4 41.5 10.38 10.33
4 12.2 16 3.8 41.5 10.92
5 16 20.1 4.1 41.5 10.12
1 0 6.00 6 41.5 6.92
2 6 9.00 3 41.5 13.83
Truck 3 9 15.00 6 41.5 6.92 8.81
4 15 20.50 5.5 41.5 7.55
5 20.5 25.20 4.7 41.5 8.83
1 0 5.00 5 41.5 8.30
2 5 9.00 4 41.5 10.38
Micro 3 9 12.20 3.2 41.5 12.97 12.61
4 12.2 15.00 2.8 41.5 14.82
5 15 17.50 2.5 41.5 16.60
1 0 3.00 3 41.5 13.83
2 3 6.50 3.5 41.5 11.86
Car 3 6.5 9.20 2.7 41.5 15.37 12.00
4 9.2 14.20 5 41.5 8.30
5 14.2 18.10 3.9 41.5 10.64
1 18.1 5.20 5.2 41.5 7.98
2 5.2 9.50 4.3 41.5 9.65
Honda 3 9.5 13.80 4.3 41.5 9.65 9.3
4 13.8 18.50 4.7 41.5 8.83
5 18.5 22.50 4 41.5 10.38
1 0 4.50 4.5 41.5 9.22
2 4.5 8.40 3.9 41.5 10.64
Leguna 3 8.4 12.50 4.1 41.5 10.12 9.57
4 12.5 17.00 4.5 41.5 9.22
5 17 21.8 4.8 41.5 8.65
Table 4.3.2: Speed of vehicles during peak hour at Gazipur Chowrasta

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)

1 0 8.40 8.40 41.5 4.94

2 8.40 16.10 7.70 41.5 5.39
Bus 3 16.10 24.40 8.30 41.5 5.00 5.40
4 24.40 29.40 5.00 41.5 8.30
5 29.40 41.80 12.40 41.5 3.35
1 0 6.20 6.20 41.5 6.69
2 6.2 12.60 6.40 41.5 6.48
Truck 3 12.6 16.40 3.80 41.5 10.92 8.00
4 16.4 20.20 3.80 41.5 10.92
5 20.2 28.50 8.30 41.5 5.00
1 0 4.70 4.70 41.5 8.83
2 4.7 12.40 7.70 41.5 5.39
Micro 3 12.4 18.20 5.80 41.5 7.16 7.36
4 18.2 24.50 6.30 41.5 6.59
5 24.5 29.20 4.70 41.5 8.83
1 0 3.90 3.90 41.5 10.64
2 3.9 7.50 3.60 41.5 11.53
Car 3 7.5 12.90 5.40 41.5 7.69 9.09
4 12.9 17.90 5.00 41.5 8.30
5 17.9 23.60 5.70 41.5 7.28
1 23.6 6.50 -17.10 41.5 -2.43
2 6.5 11.10 4.60 41.5 9.02
Honda 3 11.1 17.10 6.00 41.5 6.92 9.3
4 17.1 23.00 5.90 41.5 7.03
5 23 28.80 5.80 41.5 7.16
1 0 4.50 4.50 41.5 9.22
2 4.5 8.40 3.90 41.5 10.64
Leguna 3 8.4 12.50 4.10 41.5 10.12 9.57
4 12.5 17.00 4.50 41.5 9.22
5 17 21.8 4.80 41.5 8.65
Location: Bhaluka
Table 4.3.3: Speed of vehicles during peak hour at Bhaluka

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)

1 0 4.00 4.00 41.5 10.38

2 4.00 8.10 4.10 41.5 10.12
Bus 3 8.10 12.40 4.30 41.5 9.65 11.10
4 12.40 15.40 3.00 41.5 13.83
5 15.40 19.00 3.60 41.5 11.53
1 0 3.90 3.90 41.5 10.64
2 3.9 8.00 4.10 41.5 10.12
Truck 3 8 13.90 5.90 41.5 7.03 9.89
4 13.9 17.30 3.40 41.5 12.21
5 17.3 21.70 4.40 41.5 9.43
1 0 3.00 3.00 41.5 13.83
2 3 8.10 5.10 41.5 8.14
Micro 3 8.1 10.50 2.40 41.5 17.29 12.46
4 10.5 13.50 3.00 41.5 13.83
5 13.5 18.00 4.50 41.5 9.22
1 0 3.00 3.00 41.5 13.83
2 3 6.10 3.10 41.5 13.39
Car 3 6.1 9.90 3.80 41.5 10.92 13.71
4 9.9 12.40 2.50 41.5 16.60
5 12.4 15.40 3.00 41.5 13.83
1 0 4.10 4.10 41.5 10.12
2 4.1 9.50 5.40 41.5 7.69
Honda 3 9.5 14.00 4.50 41.5 9.22 9.3
4 14 18.10 4.10 41.5 10.12
5 18.1 22.30 4.20 41.5 9.88
1 0 4.50 4.50 41.5 9.22
2 4.5 9.40 4.90 41.5 8.47
Leguna 3 9.4 15.60 6.20 41.5 6.69 8.42
4 15.6 20.60 5.00 41.5 8.30
5 20.6 25 4.40 41.5 9.43
Table 4.3.4: Speed of vehicles during off peak hour at Bhaluka

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)

1 0 3.20 3.20 41.5 12.97

2 3.20 6.30 3.10 41.5 13.39
Bus 3 6.30 9.10 2.80 41.5 14.82 13.44
4 9.10 12.50 3.40 41.5 12.21
5 12.50 15.50 3.00 41.5 13.83
1 0 4.10 4.10 41.5 10.12
2 4.1 7.20 3.10 41.5 13.39
Truck 3 7.2 11.20 4.00 41.5 10.38 11.48
4 11.2 15.00 3.80 41.5 10.92
5 15 18.30 3.30 41.5 12.58
1 0 3.20 3.20 41.5 12.97
2 3.2 6.10 2.90 41.5 14.31
Micro 3 6.1 9.30 3.20 41.5 12.97 12.86
4 9.3 12.40 3.10 41.5 13.39
5 12.4 16.30 3.90 41.5 10.64
1 0 3.00 3.00 41.5 13.83
2 3 6.10 3.10 41.5 13.39
Car 3 6.1 9.90 3.80 41.5 10.92 13.71
4 9.9 12.40 2.50 41.5 16.60
5 12.4 15.40 3.00 41.5 13.83
1 0 3.10 3.10 41.5 13.39
2 3.1 6.15 3.05 41.5 13.61
13.6
Honda 3 6.15 9.30 3.15 41.5 13.17
4 9.3 13.00 3.70 41.5 11.22
5 13 15.50 2.50 41.5 16.60
1 0 3.80 3.80 41.5 10.92
2 3.8 7.20 3.40 41.5 12.21
Leguna 3 7.2 10.30 3.10 41.5 13.39 11.62
4 10.3 14.00 3.70 41.5 11.22
5 14 18 4.00 41.5 10.38
Location: Mymensingh
Table 4.3.5: Speed of vehicles during peak hour at Mymensingh

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)

1 0 6.30 6.30 41.5 6.59

2 6.30 11.90 5.60 41.5 7.41
Bus 3 11.90 18.10 6.20 41.5 6.69 7.62
4 18.10 23.60 5.50 41.5 7.55
5 23.60 27.80 4.20 41.5 9.88
1 0 5.80 5.80 41.5 7.16
2 5.8 11.10 5.30 41.5 7.83
Truck 3 11.1 19.00 7.90 41.5 5.25 7.34
4 19 24.30 5.30 41.5 7.83
5 24.3 29.10 4.80 41.5 8.65
1 0 4.90 4.90 41.5 8.47
2 4.9 9.60 4.70 41.5 8.83
Micro 3 9.6 12.80 3.20 41.5 12.97 10.10
4 12.8 16.50 3.70 41.5 11.22
5 16.5 21.10 4.60 41.5 9.02
1 0 3.90 3.90 41.5 10.64
2 3.9 8.30 4.40 41.5 9.43
Car 3 8.3 12.30 4.00 41.5 10.38 10.29
4 12.3 16.20 3.90 41.5 10.64
5 16.2 20.20 4.00 41.5 10.38
1 0 3.20 3.20 41.5 12.97
2 3.2 6.35 3.15 41.5 13.17
Honda 3 6.35 10.30 3.95 41.5 10.51 12.22
4 10.3 13.80 3.50 41.5 11.86
5 13.8 17.10 3.30 41.5 12.58
1 0 3.95 3.95 41.5 10.51
2 3.95 8.30 4.35 41.5 9.54
Leguna 3 8.3 13.10 4.80 41.5 8.65 9.14
4 13.1 18.30 5.20 41.5 7.98
5 18.3 22.9 4.60 41.5 9.02
Table 4.3.6: Speed of vehicles during off peak hour at Mymensingh

Time Duration Distance Velocity Average

Type of
No.
Vehicle Start(s) Finish(s) 0 (m) (m/s) Velocity(m/s)

1 0 5.10 5.10 41.5 8.14

2 5.10 10.80 5.70 41.5 7.28
Bus 3 10.80 15.90 5.10 41.5 8.14 8.80
4 15.90 20.20 4.30 41.5 9.65
5 20.20 24.05 3.85 41.5 10.78
1 0 5.60 5.60 41.5 7.41
2 5.6 10.90 5.30 41.5 7.83
Truck 3 10.9 16.30 5.40 41.5 7.69 8.28
4 16.3 21.00 4.70 41.5 8.83
5 21 25.30 4.30 41.5 9.65
1 0 4.20 4.20 41.5 9.88
2 4.2 7.90 3.70 41.5 11.22
Micro 3 7.9 11.30 3.40 41.5 12.21 11.29
4 11.3 15.10 3.80 41.5 10.92
5 15.1 18.50 3.40 41.5 12.21
1 0 3.70 3.70 41.5 11.22
2 3.7 7.10 3.40 41.5 12.21
Car 3 7.1 11.05 3.95 41.5 10.51 12.58
4 11.05 14.60 3.55 41.5 11.69
5 14.6 17.00 2.40 41.5 17.29
1 0 3.05 3.05 41.5 13.61
2 3.05 6.20 3.15 41.5 13.17
Honda 3 6.2 8.75 2.55 41.5 16.27 13.53
4 8.75 12.10 3.35 41.5 12.39
5 12.1 15.50 3.40 41.5 12.21
1 0 3.80 3.80 41.5 10.92
2 3.8 7.60 3.80 41.5 10.92
Leguna 3 7.6 10.80 3.20 41.5 12.97 11.85
4 10.8 14.10 3.30 41.5 12.58
5 14.1 17.6 3.50 41.5 11.86
4.4 Calculation of Capacity, LOS and Degree of Saturation
Location: Gazipur Chowrasta (Peak hour)
Calculate Free Flow Speed:
FFS = BFFS - fLW - fLC -fN - fw
Where,
BFFS = base free flow speed = 70 mph
fiw ~ adjustment factor for lane width (fig: 3.11)
fic = adjustment factor for right shoulder lateral clearance (fig: 3.12)
fN = adjustment factor for number of lanes (fig: 3.13)
fiD = adjustment factor for interchange density (fig: 3.14)
∴FFS = 70 - 0.0 - 0.6 - 4.5 - 0.0
= 64.9mph
Calculate Base Capacity:
Base Cap = 1,700 + 10FFS; for FFS <= 70
Base Cap = 2,400; for FFS > 70
∴Base Cap = 1700 + 10 FFS
= 1700+10x 64.9
= 2349
Determine Peak Capacity (Peak Cap):
Peak Cap = Base Cap x PHF × N x fHV - fp
Where,
PHF = Peak Hour Factor
N = Number of lanes in one direction. Number of Peak Lanes = 2
fHV = adjustment factor for heavy vehicles
fP = adjustment factor for driver population = 1 (familiar driver)

𝑉
PHF =
4×𝑉15
Where,
V = Volume = 2248
V15 = peak 15 min volume = 561
2248
∴PHF = 1
4×561
1
FHV =
1+𝑃𝑇(𝐸𝑇− 1)+𝑃𝑅(𝐸𝑅−1)

Where,
Et, ER = Passenger-car equivalents for trucks/buses and recreational vehicles, per fig: 3.15 and 3.16
respectively
Pr, PR= Proportion of trucks/buses and recreational vehicles, respectively, in the traffic stream
 1
∴FHV =
1+.65(2−1)+.35(1.2−1)
∴FHV = 0.58
FP = 1 (familiar driver)
∴Peak Cap = 2349×1×2×0.58-1
From Fig: 3.13, We get the value of LOS
For FFS = 64.9 mph; LOS =B

𝑉𝑜𝑙𝑢𝑚𝑒
Degree of saturation =
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦
2248
=
2724
= 0.82
Location: Gazipur Chowrasta (Off Peak hour)
Calculate free Flow Speed:
FFS= BFFS- FLW-FLC-FN-FID
= 70-0.0-0.6-4.5-0.0
= 64.9 mph
Calculate Base capacity = 1700+10FFS
=1700+10×64.9
= 2349 nos
Determine Peak capacity (Peak cap):
Peak cap = Base Cap ×PHF × N×FHV-Fp
Here
PHF =1
N =2
1
FHV =
1+𝑃𝑇(𝐸𝑇−1)+ 𝑃𝑅 (𝐸𝑅−1
1
=
1+.67(2−1)+0.33(1.2−1)
=0.58
FP= 1 (familiar driver)
∴ Peak Cap = 2349×1×2×0.58-1
= 2724 nos
total capacity of mymensing highway???????
 CHAPTER FIVE
RESULTS AND DISCUSSIONS
5.1 General
In this chapter the result of the analysis and discussion about table, bar-chart and pie chart
and also various things are presented. Now results will be discussed below.
5.2 Overall Result and Discussion

5.2.1 Location
Gazipur Chowrasta
Counting Method:
Indirect Manual

This is the first study area. The data collections started from 7.30 A.M. 1 hour video tape
recording was taken for volume calculation. The times to travel a 45 ft. long section were
taken for various types of vehicles to determine their speeds.

Table 5.2.1: Traffic Volume of various vehicles during peak hour at Gazipur
Chowrasta.

Type of Vehicle No. PCE PCU

Bus 254 3.00 762.00

Truck 232 3.00 696.00
Micro 114 1.00 114.00
Car 320 1.00 320.00
Pick Up 126 1.00 126.00
Leguna 186 1.00 186.00
Honda 88 0.50 44.00
Total = 2248.00
From (table 5.2.1) we get various vehicles volume, like bus, truck, micro, car, pick up,
leguna and honda. We calculate all vehicles by PCE factor for getting PCU. At last at the
point of Gazipur Chowrasta during peak hour we see that the peak hour Volume at this
point is 2248 PCU/h.
Fig 5.2.1: Traffic Volume of various vehicles during peak hour at Gazipur Chowrasta.

From fig 5.2.1 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are less than
bus and truck. So, from the figure we can say that the heavy vehicles like bus and truck
outnumbers the recreational vehicles at this road section.

Fig 5.2.2: Speed of vehicles during peak hour at Gazipur Chowrasta

In Fig 5.2.2 we showed speed of various vehicles. From figure we see that car is the top
speedy vehicle at our study point. Micro is the 2nd speedy vehicle. And the other vehicle
like bus, leguna, pick up etc. are the lowest speedy vehicles than car and micro.
The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter 4 using
various tables.
At GazipurChowrasta
Peak Capacity = 2724 PCU/h
LOS = B
Degree of saturation = 0.82
Form degree of saturation we can say that the road capacity is satisfactory.

Again, The data collections started from 1 P.M. 1 hour video tape recording was taken for volume
calculation. The times to travel a 45 ft. long section were taken for various types of vehicles to
determine their speeds.

Table 5.2.2: Traffic Volume of various vehicles during off peak hour at
GazipurChowrasta.
Type of Vehicle No. PCE PCU

Bus 156 3.00 468.00

Truck 244 3.00 532.00
Micro 144 1.00 144.00
Car 190 1.00 190.00
Pick Up 110 1.00 110.00
Leguna 96 1.00 96.00
Honda 58 0.50 29.00
Total = 1569.00

From (table 5.2.2) we get various vehicles volume, like bus, truck, micro, car, pick up, leguna and
honda. We calculate all vehicles by PCU factor for getting PCU. At last at the point of
GazipurChowrasta during off peak hour we see that the off peak hour volume at this point is 1569
PCU/h.
Fig 5.2.3: Traffic Volume of various vehicles during off peak hour at Gazipur
Chowrasta.

From fig 5.2.3 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are less than
bus and truck. So, from the figure we can say that the heavy vehicles like bus and truck
outnumbers the recreational vehicles at this road section.

Fig 5.2.4: Speed of vehicles during off peak hour at GazipurChowrasta

In Fig 5.2.4 we showed speed of various vehicles. From figure we see that car is the top
speedy vehicle at our study point. Truck is the 2nd speedy vehicle. And the other vehicle
like leguna, pick up etc. are the medium speedy vehicles and bus is the slowest vehicle at
this point.
The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter
4 using various tables.
At GazipurChowrasta Peak Capacity = 2724 PCU/h
LOS = B
Degree of saturation = 0.65
Form degree of saturation we can say that the road capacity is satisfactory.

5.2.2 Location
Bhaluka
Counting Method:
Indirect Manual (Video Tape Recording)
This was the second study area. The data collections started from 8.00 A.M. 1 hour video
tape recording was taken for volume calculation. The times tu travel a 45 ft. long section
were taken for various types of vehicles to determine their speeds.
Table 5.2.3: Traffic Volume of various vehicles during peak hour at Bhaluka
No. PCE PCU
Type of Vehicle
Bus 132 3.00 496.00
Truck 144 3.00 432.00
Micro 108 1.00 108.00
Car 162 1.00 162.00
PickUp 66 1.00 66.00
Leguna 54 1.00 54.00
Honda 286 0.50 143.00
Total = 1461.00

From (table 5.2.3) we get various vehicles volume, like bus, truck, micro, car, pick up,
leguna and honda. We calculate all vehicles by PCU factor for getting PCU. At last at the
point of Bhaluka during peak hour we see that the peak hour volume at this point is 1461
PCU/h.
 Fig 5.2.5: Traffic Volume of various vehicles during peak hour at Bhaluka

From fig 5.2.5 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are less than
bus and truck. So, from the figure we can say that the heavy vehicles like bus and truck
outnumbers the recreational vehicles at this road section.

Fig 5.2.6: Speed of vehicles during peak hour at Bhaluka

In Fig 5.2.6 we showed speed of various vehicles. From figure we see that car is the top
speedy vehicle at our study point. Micro, pick up and bus are the 2nd speedy vehicle. And
the other vehicle like leguna,truck,honda etc. are the lowest speedy vehicles than car and
micro.

The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter
4 using various tables.
At Bhaluka
Peak Capacity = 2757 PCU/h LOS = C
Degree of saturation = 0.49
Form degree of saturation we can say that the road capacity is satisfactory.

Again, The data collections started from 1 P.M. 1 hour video tape recording was taken for volume
calculation. The times to travel a 45 ft. long section were taken for various types of vehicles to
determine their speeds.
Table 5.2.4: Traffic Volume of various vehicles during off peak hour at Bhaluka
No. PCE PCU
Type of Vehicle
Bus 150 3.00 450.00
Truck 122 3.00 366.00
Micro 44 1.00 44.00
Car 96 1.00 96.00
PickUp 33 1.00 33.00
Leguna 80 1.00 80.00
Honda 68 0.50 34.00
Total =1103.00

From (table 5.2.4) we get various vehicles volume, like bus, truck, micro, car, pick up, leguna and
honda. We calculate all vehicles by PCU factor for getting PCU. At last at the point of Bhaluka
during off peak hour we see that the off peak hour volume at this point is 1103 PCU/h.

Fig 5.2.7: Traffic Volume of various vehicles during off peak hour at Bhaluka
From fig 5.2.7 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are less than
bus and truck. So, from the figure we can say that the heavy vehicles like bus and truck
outnumbers the recreational vehicles at this road section.

Fig 5.2.8: Speed of vehicles during off peak hour at Bhaluka

In Fig 5.2.8 we showed speed of various vehicles. From figure we see that car is the top
speedy vehicle at our study point. Bus and Truck is the 2nd speedy vehicle. And the other
vehicle like honda, pick up etc. are the medium speedy vehicles and leguna is the slowest
vehicle at this point.
The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter 4 using
various tables.
At Bhaluka
Peak Capacity = 2757 PCU/h
LOS = C
Degree of saturation = 0.40
Form degree of saturation we can say that the road capacity is satisfactory.
Location
Mymensingh
Counting Method:
Indirect Manual (Video Tape Recording)

This was the third study area. The data collections started from 8.00 A.M. 1 hour video
tape recording was taken for volume calculation. The times to travel a 45 ft. long section
were taken for various types of vehicles to determine their speeds.
Table 5.2.5: Traffic Volume of various vehicles during peak hour at Mymensingh
No. PCE PCU
Type of Vehicle
Bus 120 3.00 360.00
Truck 254 3.00 362.00
Micro 82 1.00 82.00
Car 254 1.00 254.00
Pick Up 136 1.00 136.00
Leguna 160 1.00 160.00
Honda 66 0.50 33.00
Total = 1387.00

From (table 5.2.5) we get various vehicles volume, like bus, truck, micro, car, pick up,
leguna and honda. We calculate all vehicles by PCE factor for getting PCU. At last at the
point of Mymensingh during peak hour we see that the Volume at this point is 1387
PCU/h.

Fig 5.2.9: Traffic Volume of various vehicles during peak hour at Mymensingh
From fig 5.2.9 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are less than
bus and truck. So, from the figure we can say that the heavy vehicles like bus and truck
outnumbers the recreational vehicles at this road section.

Fig 5.2.10: Speed of vehicles during peak hour at Mymensingh

In Fig 5.2.10 we showed speed of various vehicles. From figure we see that car is the top
speedy vehicle at our study point. Bus is the 2nd speedy vehicle. And the other vehicle like
leguna, pick up etc. are the lowest speedy vehicles than car.

The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter 4 using
various tables.
At Mymensingh
Peak Capacity = 2771 PCU/h
LOS = B
Degree of saturation = 0.64

Form degree of saturation we can say that the road capacity is satisfactory.

Again, The data collections started from 1 P.M. 1 hour video tape recording was taken for
volume calculation. The times to travel a 45 ft. long section were taken for various types
of vehicles to determine their speeds.
H Bus M Truck y Micro Hear Ki Pick up U Honda U Leguna
Type of Vehicle
Table 5.2.6: Traffic Volume of various vehicles during off peak hour at Mymensingh

Type of Vehicle No. PCE PCU

Bus 156 3.00 468.00
Truck 144 3.00 432.00
Micro 90 1.00 90.00
Car 108 1.00 108.00
Pick Up 100 1.00 100.00
Leguna 116 1.00 116.00
Honda 82 0.50 41.00
Total = 1355.00

From (table 5.2.6) we get various vehicles volume, like bus, truck, micro, car, pick up,
leguna and honda. We calculate all vehicles by PCU factor for getting PCU. At last at the
point of Mymensingh during off peak hour we see that the volume at this point is 1355
PCU/h.

41
116

100 1
468
2
108 3
4
90 5
6
7

432

Fig 5.2.11: Traffic Volume of various vehicles during off peak hour at Mymensingh
From fig 5.2.11 we see the percentage of various vehicles. Bus and truck percentage are
maximum. Other vehicle like Honda, pick up, leguna, car, micro percentage are minimum
than bus and truck. So, from the figure we say that the heavy vehicles like bus and truck
running so much at that point and the recreational vehicles running minimum.
Fig 5.2.12 we showed speed of various vehicles. From figure we see that car is the top
speedy
In Fig 5.2.12 we showed speed of various vehicles. From figure we see that car is the top speedy
vehicle at our study point. Bus, micro and leguna are the 2nd speedy vehicle. And the other vehicle
like Honda, pick up etc. are the medium speedy vehicles and truck is the slowest vehicle at this
point.

The Level of Service (LOS), Degree of Saturation and Capacity were calculated in chapter 4 using
various tables.
At Mymensingh
Peak Capacity =2771 PCU/h
LOS = B
Degree of saturation = 0.51
Form degree of saturation we can say that the road capacity is satisfactory.
CHAPTER SIX
CONCLUTIONS AND RECOMMENDATIONS

6.1 CONCLUTIONS
Most road projects today involve modifications to existing roadways, and the planning,
operation, and maintenance of such projects often are opportunities for improving
ecological conditions. A growing body of information describes such practices for
improving aquatic and terrestrial
The thesis study area is Dhaka-Mymensingh lane. This is the biggest road of the country
as it joins the two largest business, education cultural, trade diplomatic and strategic
centers of the country.
After study we estimate the 1 hr traffic volume, capacity and degree of saturation. For
study and collecting data video camera method was used for traffic counting. At Dhaka-
Mymensingh road the estimate 1 hr volumes are 2007 PCU/h, 1231 PCU/h and 1606
PCU/h capacity are 2724 PCU/h, 2757 PCU/h and 2771 PCU/h and degree of saturation’s
are 0.74, 0.41 and 0.58. The calculated traffic volume is smaller than highway capacity. So
the capacity is satisfactory.
Again, after doing this study we can say that the bus and truck are more in number at all
road section. Pick up, micro are not more in number like bus and truck.
Again, we can say that the car and micro are the top speedy vehicles at all road section.
Bus is speedy but not like car. Leguna, pick up, truck are low speedy vehicles at all road
section.
The Level of Service (LOS) was B at 1st study point, C at 2nd study point and again B at 3
rd
study point. So, we can say that the Level of Service for Dhaka-Mymensingh road is B.
At last from all results we can see that the degree of saturation is less than 1 and total
volume of vehicles both at peak hour and off peak hour are less than the capacity at every
selected study point of this highway. All the vehicles can go flawlessly and quickly by
Dhaka- Mymensingh Highway. So, we can say that The Dhaka-Mymensingh Highway is a
perfect road in our country which made by Roads & Highways department, Ministry of
Communications. Government of the People’s Republic of Bangladesh.
6.1 RECOMMENDATIONS

Due to time and financial constraints some objectives could be fulfilled. For further
improvement of the study the following recommendations may be considered:
No need to increase lane width for avoiding present and future traffic congestion at peak
and non-peak hours but little work will be done on Dhaka Mymensingh high way which
are discussed below:
1. To make Dhaka-Mymensingh highway run smoothly it is recommended to
provide an express way from Dhaka to Gazipur Chowrasta & everyone will
get advantage from the highway.
2. Strict rules and regulation should be imposed for motorized and non-
motorized vehicles.
3. Roadside shops and hawkers must be cleared away from roads.
4. Most of the time during the survey, vehicles were found to be parked beside
the main lane that rendered reduced capacity of the highway. Road side
parking should be avoided and specific parking spaces should be allocated for
vehicle parking.
5. Automatic signal in every intersection should be introduced.
6. Overtaking tendency should be minimized.
7. Construction of more speed breakers is not only solution against accident,
treatment of sharp bending is necessary also.
8. Government, urban authority, public transport agencies should take some
necessary steps for future transport system and management
9. The traffic volume and velocity could be taken at more points for more
accurate results.
10. The readings (survey) could be taken for more duration (1 or 2 hours) for
more detailed results.
REFERENCES
BaherAbdulhai, HimanshuPorwal and WillRecker, 1999. ‘Short Term Freeway Traffic Flow
Prediction Using Genetically-Optimized Time-Delay-Based Neural Networks’, Publication
Transportation Research Board Journal. Washington D.C.
Botswanq, 2004, Guideline 9- Traffic Data Collection & Analysis.

Dongjoo Park and Laurence R. Rilett, 1998, ‘Forecasting Multiple-Period Freeway Link Travel
Times Using Modular Neural Networks’ Paper for Presentation at the Transportation Research
Board Journal, Washington D.C.,

FHWA Traffic Monitoring Guide, June 2013.

Flaherty, CA, Second Edition, 1983, "Highway and Traffic" Voluml,

Geometric Design Standards for Roads & Highways Department, Roads and Railways
Division, Ministry of Communications, Government of the People’s Republic of Bangladesh.

H.M.Zhang, December 1,1998, ‘A link journey speed model for arterial traffic’ Research Report
,Civil and Environmental Engineering, University of California, Davis,

Highway capacity manual, 2000, U.S. Customary Units, Transportation Research

Board,
Hobeika, A. G., Dhulipala, S, January 2004. “Estimation of Travel Times on Urban Freeways
Under Incident Conditions” Transportation Research Record No. 1867. pg. 97, Transportation
Research Board Journal, Washington D.C,

https://en.wikipedia.org/wiki/Network_traffic, Network Traffic (Technopedia)

https://en.wikipedia.org/wiki/Road_traffic_control, "Safety at Street Works and Road Works - A
Code of Practice", www.gov.uk. Department for Transport. Retrieved 15 December 2014.

Institute of Traffic Engineers, "Transportation and Traffic Engineering Flandbook",

Second Edition.
Laurence R.Rilett and Dongjoopark, 1999 . Direct Forecasting of Freeway Corridor Travel Times
Using Spectral Basis Neural Networks, presentation at 78th Transportation Research Record
Journal, Washington D.C.,
Sheriflshak and CiprianAlescandru, 2003 ‘Optimizing Traffic Prediction Performance of Neural
Networks under Various Topological, Input, and Traffic Condition Settings’presentation and
publication at the Transportation Research Board Journal, Washington D.C.,

Transportation Research Board, Special Report - 2009, Third Edition, 1994.

"Highway Capacity Manual",
APPENDICES
Geometric Design Standards for Roads & Highways Department
Road Cross-Section Standards
Design Cross-section widths in meters Indicative Road
Type Crest Paved Classification
Carriageway
Design year traffic width (no. of lanes) shoulders
volume PCU / peak
hour (typical MV
AADT)
36.2 2x11 (6)
1 4500-8500 1.8
(19,000-36,000)
2 x 7.3 (4)
2 2100-4500 21.6 1.8
(7,000-19,000)
3 16.3 7.3 (2) 1.5
1600-2100 National
(5,000-7,000)
4 6.2 (2) 1.5 Regional
800- 1600 (1,000- 12.1 Feeder
5,000)
5 9.8 . 5.5 (2)
1.2
400-800 (500- 1,000)
9.8 3.7(1)
6 <400 1.2
(<500)

Notes
Terrain: typical cross-slopes Plain: 0 - 10%
Rolling: 11 - 25%
Hilly: >25%

Typical Design Speeds

Design
Speed speed (km/h) speed
Design
Type Plain Rolling Hilly
1-2 80-100 80 -

3 80 65 50
4 65 50 40
5-6 50 40 30
Speed Related Design Parameters

Design Speed Sight Distance (m) Minimum Curvature Values

(km/h)
SSD ISD OSD
Horizontal Carve Vertical Carve
radius (m) (K value)
Two lane roads
30 30 60 120 35 2
40 45 90 180 65 4
50 60 120 250 120 9
65 90 180 360 250 18
80 120 250 500 500 35
100 180 360 720 1000 70
Single lane roar s
30 60 120
40 90 250 9
50 120 500 18
65 180 1000 35

Notes:
 This is a summary table - refer to the appropriate sections of the manual before using these
parameters
 Sight distances (see Section 2.6) SSD - Stopping Sight Distance; ISD - Intermediate Sight
Distance; OSD - Overtaking Sight Distance
 Horizontal Carves (see Section 5) The radii are those needed to achieve SSD with 5%
super elevation (3% for the 1000m radius Carve)
 Vertical Carves (see Section 6) Two lane roads: K values are those needed to achieve
SSD; Single lane roads: K values are those needed to achieve ISD
 For parameters relating to dual carriageway roads refer to the appropriate sections of the
manual
Passenger Car Unit (PCU) Values
Type of vehicle PCU

Bus 3.0

Truck 3.0

Micro
1.0
Car
1.0
Pick up
1.0
Leguna
1.0
Honda 0.5

Generalized Traffic Flow Characteristics

Road
Peak hour flow NMV/MV
Classification
as % of daily No. of MVs as % of ratio
flow total PCU flow (PCU)
National 8 34 0.15
Regional 10 33 0.3
Feeder 10 13 2.5