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Land use distribution and transportation both are very important issue for Dhaka city in recent period. To relate these two issues with each other is also a very effective job but a difficult one indeed. This study intends to find out the impact of different land use changes on the transportation system of Dhaka city. One of the most important roads of Dhaka city, Mirpur Road has been taken to understand and to analyze for this study. This study will help to take significant decisions and generate proper policies in transportation sector. It will also contribute to the attempts of combining land use planning and transportation planning. By assessing the land use change impact on transportation system, traffic management, congestion control and improvement of road network will be possible to make.
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Course No: Plan 446
Course Title: Transportation Planning Studio
A Report on
“Impact of Different Types of Land Uses on Transportation System of
Dhaka City: A Case Study of Mirpur Road and Its Adjacent Land
Uses.”
Submitted by:
“Shancharpath”
(0615005, 0615009, 0615020, 0615030)
Department of Urban and Regional Planning
Bangladesh University of Engineering and Technology
“Impact of Different Types of Land Uses on Transportation System of
Dhaka City: A Case Study of Mirpur Road and Its Adjacent Land Uses”
Course No: Plan 446
Course Title: Transportation Planning Studio
Submitted to:
Suman Kumar Mitra, Assistant Professor, Dept. of URP
Rezwana Rafiq, Lecturer, Dept. of URP
Submitted by: “Shancharpath”
Rifat Rahman (0615005)
Nabila Nur Kuhu (0615009)
Shahadat Hossain Shakil (0615020)
Khalid Bin Abdul Quadir (0615030)
Level-4, Term-1
Date of Submission: 24th
April, 2011
Department of Urban and Regional Planning
Bangladesh University of Engineering and Technology
Acknowledgement
At the outset of the report, we would like to thank The Almighty. Then we would like to thank
our parents without whom we would not be able to see the light of the world. Without the proper
guidance of our Course Teachers Suman Kumar Mitra, Assistant Professor, Dept. of URP
and Rezwana Rafiq, Lecturer, Dept. of URP, we would not be able to make the report. We
would like to thank Mr. Saniul Islam from DTCB (Dhaka Transport Co-Ordination Board) and
Sheltech (Pvt.) Limited (Consultancy Division) for assisting us with valuable data. We would not
forget thanking the inhabitants of Mirpur Road for their cordial support.
Abstract
Land use distribution and transportation both are very important issue for Dhaka city in recent
period. To relate these two issues with each other is also a very effective job but a difficult one
indeed. This study intends to find out the impact of different land use changes on the
transportation system of Dhaka city. One of the most important roads of Dhaka city, Mirpur
Road has been taken to understand and to analyze for this study. This study will help to take
significant decisions and generate proper policies in transportation sector. It will also contribute
to the attempts of combining land use planning and transportation planning. By assessing the
land use change impact on transportation system, traffic management, congestion control and
improvement of road network will be possible to make.
Table of Contents
Contents Page No
Cover Page
Title Page
Abstract
Acknowledgement
Chapter 01: Introduction (Page 1-7)
1.1 Background of the Study
1
1.2 Literature Review `
1
1.2.1 Study Area Profile
2
1.2.2 Land Use Traffic Interaction
3
1.2.3 Traffic Impact Assessment (TIA)
5
1.2.4 Level of Service(LOS)
6
1.3 Objectives of the Study 7
1.4 Scope of the Study 7
1.5 Limitations of the Study
7
Chapter 02: Methodology (Page 8-12)
2.1 Methodology
8
2.2 Study Design
10
Chapter 03: Present Land Use Pattern and Traffic Condition
(Page 13-20)
3.1Present Land Use Pattern 13
3.1.1 Present Land Use Pattern in the Adjacent Plot of Mirpur Road
(Azimpur to Technical)
13
3.1.2 Change of Land Use in the Whole Mirpur Road
13
3.1.3 Road Side Updated Land Use Map : In Selected Study Area
14
3.1.4 Present Land Use Pattern In the Study Area
14
3.1.5 Change of Land Use in Selected Study Area (Kallyanpur to Technical)
15
3.2Traffic Condition
15
3.2.1 Overall View About the Geometric Features of the Mirpur Road
15
3.2.2 General Scenario About the Basic Road Characteristics of the Mirpur Road 17
3.2.3 Modal Share Distribution of the Traffic Volume of Mirpur Road 18
3.2.4 Comparative Scenario Regarding Speed Over the Time Period 2003-2011 19
3.2.5 LOS Comparison for Journey Speed in Mirpur Road 20
Chapter 04: Trip Rate Calculation and Forecasting Future Traffic
(Page 21-27)
4.1 Trip Rate Calculation Procedure 21
4.2 Trip Rate for Different Types of Land Use 22
4.3 Finding the “Land Use Change Traffic” (In Mirpur Road) from the Present
Traffic Volume and Trip Rate.
22
4.4 Derivation of the Growth Rate of Traffic Volume 24
4.5 Forecasting Traffic for the Year 2013
(In Section-7: BRTC Market-Technical)
25
4.5.1 Forecasting of Natural Growth Traffic 25
4.5.2 Forecasting of Development Traffic 26
Chapter 05: Impact on Traffic for Land Use Change (Page 28-33)
5.1 Impact on LOS of Mirpur Road for Land Use Change 28
5.2 Impact on LOS for Land Use Change in the Selected Study Area
(BRTC Market-Technical)
29
5.3 Impact on LOS in Future (2013) for New Construction in the Selected Study
Area (BRTC Market-Technical)
31
5.4 Comparison of Vehicle Capacity Ratio for the Selected Study Area (BRTC
Market-Technical) for Average and Off-Pick Hourly Flow
32
5.5 Major Findings 34
5.6 Recommendations 34
5.7 Conclusion 35
Appendices
List of Illustration
List of Figures Page No
Figure 01: The 'Land-Use Transport Feedback Cycle' 4
Figure 02: Methodological Framework of the Study
9
Figure 03: Land Use Pattern in Mirpur Road
13
Figure 04: Land Use Change in Mirpur Road
14
Figure 05: Land Use Pattern in Study Area (BRTC Market-Technical)
14
Figure 06: Land Use Change in Study Area (BRTC Market-Technical)
15
Figure 07: Modal Share Distribution in Mirpur Road
18
Figure 08: Journey Speed Comparison in Mirpur Road
19
Figure 09: Spot Speed Comparison in Mirpur Road
20
Figure 10: Comparison of Peak, Off-Peak and Average Hourly Volume in the Study Area
24
Figure 11: Comparison of Highest Hourly PCUs in Section-7(BRTC Market-Technical)
25
Figure 12: Change in V/C Ratio at Northbound Direction
(BRTC market to Technical Intersection)
32
Figure 13: Change in V/C Ratio at Southbound Direction
(BRTC market to Technical Intersection)
33
List of Tables Page No
Table 01: Performance Measures and Corresponding Level of Service 7
Table 02: At a Glance Basic Geometric Features 15
Table 03: At a Glance Basic Road Characteristics: Volume, Capacity and Speed
17
Table 04: Roadway Capacity at Different Section of Mirpur road 18
Table 05: LOS Comparison for Journey Speed in Mirpur Road
20
Table 06: Average and Highest Hourly Trip Rate for Different Types of Land Use
22
Table 07: Finding the “Land Use Change Traffic” (In Mirpur Road)
23
Table 08: Derivation of the Annual Growth Rate
25
Table 09: Forecasting of Traffic Volume in 2013
26
Table 10: Peak Hourly Trip Rate Generation
26
Table 11: Total PCU Generated from the Under Construction Commercial Complex in
2013
27
Table12: Average and Off Peak Hourly Flow(Northbound): BRTC-Technical Intersection
32
Table13: Average and Off Peak Hourly Flow(Southbound): BRTC-Technical Intersection
32
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Chapter 01: Introduction
1.1 Background of the Study
The transport system of Dhaka city is a vital issue now-a-days. A large number of problems are
associated with this issue. To make Dhaka an efficient city and to reduce problems related to
transportation, the study of transportation system is necessary. A major term having huge impact on
transportation system is Land Use. Different types of land use in Dhaka city mostly determine the
shape of transportation system.
The role of transportation professionals is evolving and more frequently requires them to understand
how transportation investments can be consistent with the principles and practices of land use
planning and development. At a minimum, the co-ordination of land use and transportation requires
that those concerned with the well-being of a community (or region, state or nation) assess and
evaluate how land use decisions effect the transportation system and can increase viable options for
people to access opportunities, goods, services and other resources.
In a developing country like Bangladesh, efficiency of road network acts as a catalyst to solve the
overall transportation problem. Efficiency of road network can be achieved through proper
transportation planning and impact assessment of particular land uses indicates the possibilities of
transportation planning.
Dhaka city is facing radical changes in land uses every day in each and every area. The previous land
uses used to generate a certain types of traffic. The changed land uses have significant changes in the
pattern of generation of traffic and in most of the cases, the new impacts are harmful. This study
aims at finding out the impacts of different types of land uses on transportation system of Dhaka city.
Mirpur road is a very important arterial road of Dhaka city which have been facing significant
changes in its adjacent land uses. The case study of Mirpur road will give a meaningful overview
about the impact of land use changes on transportation system of Dhaka city.
1.2 Literature Review
To make the study informational and authentic, it is important to gather the information and
knowledge about past studies on similar topic. This helps the study to fulfill the objective by
providing clear perceptions about the overall scenario.
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1.2.1 Study Area Profile
Mirpur road plays a vital role in transportation network of Dhaka city. Its length is 8.05 km from
Azimpur to Gabtoli. In this study the study area was taken from Azimpur to Mirpur Technical which
is around 7.4 km long. It attracts people from different parts of Dhaka city. People forced to choose
Mirpur road from the transportation network due to its high degree of accessibility to different zones
of Dhaka city. Nilkhet intersection of Mirpur road plays a significant role on transportation system of
Dhaka city. The trips designated to BUET, Dhaka University, Dhaka Medical College use this
intersection. Dhanmondi residential area is located beside this road. So it is obvious that Mirpur road
has a very significant role in transportation system of Dhaka city.
Basic Characteristics of Mirpur Road
One of the busiest roads of the city with frequent intersections and high traffic congestion in
the peak period. Dual carriageway having average width of 411 feet in each portion.
Almost linear in shape and provision of channelized devices to regulate conflicting traffic.
There are 71 over bridges and provision of footpath throughout the road for pedestrian safety.
Only motorized traffics are allowed in the road but in some places non-motorized traffics are
allowed with a separate trace passing road (NMT Lanes).
Inadequate on street parking and frequent Bus stoppages of many bus services.
Frequent access roads giving access to the road side mix development zones.
Commercial land uses (Educational Institutions, Hospitals, Shopping Malls and Restaurants)
are dominant in case of getting direct access from Mirpur road.
There are Total 621 intersections throughout the road. Among them 43
1 are T intersection, 7
1
are Y intersection and 121 are 4
1- leg intersection.
Among the intersections 181 are signalized and others are Un-signalized.(1Field Survey,2011)
Source:
1. Performance Impact of Transportation Policy Shift on Mirpur Road – A Comparative Analysis; (2006),
Report of Group-(01,04), Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
2. Impacts of Policy Measures on Urban Transportation System: A Case Study of Mirpur Road; (2003),
Report of Group-“Motion”, Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.)
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1.2.2 Land-Use Transport Interaction
According to Wegener and Furst (1999), theories on the two-way interaction between urban land use
and transport address the location and mobility responses of private actors (households and firms,
traveler) to changes in the urban land use and transport system at the urban-regional level. That
urban land use and transport are closely inter-linked is common wisdom among planners and the
public. That the spatial separation of human activities creates the need for travel and goods transport
is the underlying principle of transport analysis and forecasting. Following this principle, it is easily
understood that the suburbanization of cities is connected with increasing spatial division of labor,
and hence with ever increasing mobility. However, the reverse impact from transport to land use is
less well known. There is some vague understanding that the evolution from the dense urban fabric
of medieval cities, where almost all daily mobility was on foot, to the vast expansion of modern
metropolitan areas with their massive volumes of intraregional traffic would not have been possible
without the development of first the railway and in particular the private automobile, which has made
every corner of the metropolitan area almost equally suitable as a place to live or work. However,
exactly how the development of the transport system influences the location decisions of landlords,
investors, firms and households is not clearly understood even by many urban planners.
The recognition that trip and location decisions co-determine each other and that therefore transport
and land-use planning needed to be co-ordinate led to the notion of the 'Land-use Transport
Feedback Cycle'. The set of relationships implied by this term can be briefly summarized as follows.
(See the diagram of the 'Land-Use Transport Feedback Cycle’ in the next page)
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Figure 01: The 'Land-Use Transport Feedback Cycle'
The distribution of land uses, such as residential, industrial or commercial, over the urban
area determines the locations of human activities such as living, working, shopping,
education or leisure.
The distribution of human activities in space requires spatial interactions or trips in the
transport system to overcome the distance between the locations of activities.
The distribution of infrastructure in the transport system creates opportunities for spatial
interactions and can be measured as accessibility.
The distribution of accessibility in space co-determines location decisions and so results in
changes of the land-use system.
The major theoretical approaches to explain this two-way interaction of land use and transport in
metropolitan areas include technical theories (urban mobility systems), economic theories (cities as
markets) and social theories (society and urban space). (Wegener and, Furst, 1999)
(Source: Sharmin N. Rupom N. J. and Sadat K. (2011); Developing a Generic Methodology for Traffic Impact
Assessment of a Mixed land Use in Dhaka City; Chapter (1-8), BURP Thesis, DURP, BUET, Dhaka.)
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1.2.3 Traffic Impact Analysis (TIA)
A traffic impact analysis is a study which assesses the effects that a particular development’s traffic
will have on the transportation network in the community. These studies vary in their range of detail
and complexity depending on the type, size and location of the development. Traffic impact studies
should accompany developments which have the potential to impact the transportation network.
They are important in assisting public agencies in making land use decisions. These studies can be
used to help evaluate whether the development is appropriate for a site and what type of
transportation improvements may be necessary.
Traffic impact studies help communities to:
Forecast additional traffic associated with new development, based on accepted practices.
Determine the improvements that are necessary to accommodate the new development.
Assist communities in land use decision making.
Assist in allocating scarce resources to areas which need improvements.
Identify potential problems with the proposed development which may influence the
developer’s decision to pursue it.
Allow the community to assess the impacts that a proposed development may have.
Reduce the negative impacts created by developments by helping to ensure that the
transportation network can accommodate the development.
Provide direction to community decision makers and developers of expected impacts.
Protect the substantial community investment in the street system.
Traffic impact analysis is only one component of the larger transportation puzzle. In addition, large
communities in particular will need to determine appropriate mixes of transportation modes,
including public transit options. Community growth patterns and characteristics can be substantially
affected by highway expansion or re-alignment decisions made at state or federal levels. Traffic
impact analysis is focused on the effects of a particular set of developments, but may provide
information relevant to these broader plans and decisions. Traffic impact studies should be used as
one piece of several kinds of information to judge the suitability of development from a
transportation standpoint.
Source: Traffic Impact Analysis;
URL: http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm
(Accessed on March 2nd
, 2011)
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1.2.4 Level of Service
When a road is carrying a traffic equal in volume to its capacity under ideal roadway and traffic
conditions, the operating conditions become poor. Speed drops down and delay and frequency of
stops mount up. The service which a roadway offers to the road user can vary under different
volumes of traffic. The Highway Capacity Manual has introduced the concept of “Level of Service to
denote the level of facility one can drive from a road under different operating characteristics and
traffic volumes. The concept of level of service is defined as a qualitative measure describing the
operational conditions within a traffic stream, and their perception by motorists and/or passengers.
The following are the factors which might be considered in evaluating the level of service:
1. Speed and travel time, including the operating speed and overall travel time consumed in
travelling over a section of roadway.
2. Traffic interruptions or restrictions, with due consideration to the number of stops per mile,
delays involved and the speed changes necessary to maintain pace in the traffic stream.
3. Freedom to maneuver to maintain the desired operating speeds.
4. Driving comfort and convenience reflecting the roadway and traffic conditions in-so-far as
they affect driving comfort and convenience of the driver.
5. Economy, with due consideration operating cost of the vehicle.
Even though it is desirable to consider all the above factors in identifying a particular level of
service, it is difficult to incorporate all these in the absence of accurate data. The HCM (Highway
Capacity Manual), therefore, utilizes travel speed and the ratio of the service volume to capacity,
depending upon the particular problem. The latter is often referred to as v/c ratio in Manual. As
regards the travel speed, the Manual recommends the use of operating speeds on those types of
highway carrying generally uninterrupted flow, such as in rural area. For urban location, the Manual
recommends the use of average overall travel speed.
There are operating conditions for the six levels of service selected by the Manual, Level A
representing the highest and Level F representing the lowest.(Classification of LOS: Appendix)
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Table 01: Performance Measures and Corresponding Level of Service
Level of Service Volume to Capacity Ratio Speed (Kph)
Arterial street Downtown Street Arterial street Downtown Street
A ≤0.60 - ≥80 ≥40
B ≤0.70 - ≥40 ≥30
C ≤0.80 - ≥30 ≥25
D ≤0.90 - ≥25 ≥15
E ≤1 - ≥15 <15
F >1 - <15 →0
Source: Kadiyali L.R. (2003), “Traffic Engineering and Transport Planning” Sixth Edition, Khanna
Publishers, New Delhi.(page: 823-828)
1.3 Objectives of the Study
1. To explore the current pattern of land use distribution and traffic condition.
2. To identify the trip rate for different types of land use.
3. Identifying the impact of land use change on transportation system.
1.4 Scope of the Study
This study aims at finding out the impact of land use changes on transportation system. Researchers,
planners, transportation engineers, policy makers would get a vision about the rate of land use
change along one of the most important road of Dhaka city, Mirpur road and thus the effects on the
efficiency of the road. It will help to know about the natural growth rate of traffic and also about the
development traffic. This can be an overview for further land-use-transportation interaction study.
Both land use planning views and transportation planning views can be combined from this study.
1.5 Limitation of the Study
Only the adjacent buildings (road side plot) have considered during assessing the impacts of land
uses on Mirpur road. Again the volume survey was conducted only for one day, which may be able
to give a biased result depending upon the condition of weather, type of day (working or holiday).
Trip rate calculation for land use is based on a very small sample size; thus producing a large margin
of error. Present trip rate is considered constant for past and future land use which is not accurate. In
calculating the capacity of the road the “Effective Road Width” (excluding encroachment) data is not
available for all the sections of the Mirpur road and for this LOS calculation is biased.
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Chapter 02: Methodology and Study Design
In this chapter the methodological strategy of this study to achieve the objectives has been clearly
stated. The total study design/procedure has been described step by step in this segment of report.
2.1 Methodology
The project was assigned with a specific study area (Mirpur Road) for case study. Afterwards
literature review was carried out to have a clear understanding about the project and related works.
Then objectives of the project are determined. Data has been collected from two sources. Secondary
data (Land Use, Traffic Volume, Speed etc.) and related standards (i.e. PCE Values, LOS Standards)
for analysis has been collected from project related various Articles, Journals, and Reports. Primary
data has been collected from various types of field surveys i.e. Land Use Survey, Volume Survey,
Trip Rate Analysis Survey etc. The degree of land use change has been determined by comparing
with the previous datasets. The impact of such changes on the transport system has been identified in
terms of Roadway Capacity and Level of Service. The future traffic condition will be predicted based
on the current dataset for further planning purpose.
(See the schematic diagram of the methodological procedure in the next page)
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Project Identification and Selection of Study Area
Literature Review
Fixation of the Objectives
Data Collection
Primary Data Secondary Data
Base Map Collection
Cross-Sectional Element Data of Road
Previous Land Use Distribution Data
Previous Traffic Volume Data
Previous Speed Data
Geometric Feature Survey of the Road
Roadside Land Use Survey
Trip Rate Analysis & Modal Share Survey
^Survey
Traffic Volume Survey
Journey and Spot Speed Survey
Data Compilation
Impact Analysis for Land Use
Change
Major Findings and Recommendations
Preparation of the Final Report
Figure 02: Methodological Framework of the Study
Exploring the Current Land Use Pattern and Traffic Condition
Trip Rate Calculation for different types of Land Use
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2.2 Study Design
Project Identification and Selection of Study Area
At first, the students were asked to propose some projects regarding transportation by the Course
Teacher. The whole class worked together and proposed several number of project. The Course
Teacher checked the feasibility of each project. This project covers a very important issue, land use
impact on traffic which is needed to be studied. The study area, Mirpur Road is also one of the most
important roads inside Dhaka city. This was also convenient for the student to carry on the study in
this area. After considering these, the Course Teacher identified this project and selected this study
area for us. There were 29 students in the class. Seven groups were formed consisting four members
in each group. The whole Mirpur road is divided into seven sections. Each group was assigned a
particular site (section) of 1km+ length by lottery.
Literature Review
The previous studies related to the identified project and selected study area were tried to be explored
by the students. Terms which are important for the study were determined. The standards of the
necessary terms e.g. level of service were collected.
Objective Fixation
By keeping the scope and limitation in mind three objectives were formulated regarding the study.
Primary Data Collection
Geometric Feature Survey
Geometric feature survey was the first survey taken place for this study. It was done at the very first
at each group’s selected site. The width of the road was the most important measurement as it
eventually leads to finding out the capacity of the road. The features of the road covered in this
survey were foot path width, presence of shoulder, median width, no. of marked lane, lane width, and
signal characteristics (marked or unmarked) etc. (Format of Geometric Feature Survey: Appendix)
Roadside Land Use Survey
In the selected study area (specific section) the road side adjacent plot were surveyed. Information
about height, frontage, no. of stories, and total floor area and floor wise use of every building were
collected.
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Trip rate Analysis and Modal Share Survey
To find out the trip rate from different categories of land use, 8 hour survey has been conducted in
some selected structures adjacent to Mirpur road.(structure selection procedure according to land use
has explained in detail in chapter 4). Total no. of person entering in that structure/land use and total
no. of persons going out is tallied out over the period of 8 hour. Then it is converted into maximum
and average hourly trip (total in and out in one hour at peak time and in average). Then the total floor
area of that structure/land use has been identified to convert the trip rate into per 1000 sq.ft per
hourly trip. The mode choice behavior of the users of any land use has been identified through
asking them their arrival mode (primary mode before entering the structure) and their probable
departure mode (primary mode after leaving the structure). The modal share percentage then
calculated from the survey data. (Format of Trip Rate Analysis and Modal Share Survey: Appendix)
Volume Survey
The first formed seven groups were again put together for volume survey at 7*2=14 section wise
points covering the whole study area. Both northbound direction and southbound direction was
surveyed. The points were selected keeping the traffic add and subtraction in mind. Total 8 hour
survey has been conducted considering 3 peaks (7:30 AM-10:30 AM; 1:00 PM-2:00 PM; 5:00 PM–
7:00 PM) and 2 off-peak (11:00 AM-12:00 PM; 3:00 PM- 4:00 PM) hours. After counting all the
vehicles of different types of different times, the total number of the vehicle was converted into
PCU/Hr (Hourly Traffic Flow). Section wise PCU in Peak, Average and Off-Peak Hour is then
calculated from survey data. (Format of Volume Survey and PCE Values: Appendix)
Speed Survey
The speed survey was done using the moving observer method. 7 groups traveled the road (twice) in
seven different times and vehicle used for the journey is Car. The journey time, running time,
intersection delay, overtaking, over taken vehicle was counted. (Format of Speed Survey: Appendix)
Secondary Data Collection
Base Map Collection
The base map for the study area was collected from Sheltech (Pvt.) Ltd. (Consultancy Division)
Cross sectional Element Data of Mirpur Road
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The previous geometric feature data of Mirpur road were collected from the earlier studies from the
library of Department Urban and Regional Planning for comparison and analysis purpose.
Previous Road Side Land Use Data
The previous data for the adjacent plot land uses for the whole Mirpur road was collected from the
GIS (Geographical Information System) database of Sheltech (Pvt.) Ltd. From that database the
former land use of any adjacent plot, total no. of stories and base area (then multiplied by the no. of
floor to get the total floor area) are collected to assess the land use change.
Previous Volume and Speed Data
Previous volume data for different road sections of 2003 and 2006 was collected from the library of
Department of Urban and Regional Planning, data for 2009 was collected from DTCB (Dhaka
Transport Co-Ordination Board). Data of Section Wise PCU in Peak, Average and Off-Peak Hour
was found out. Journey and Spot Speed data for 2003, 2006 and 2009 was collected from the library
of Department of Urban and Regional Planning.
Land Use Change Comparison
The land use in previous years and the land use at present were then compared. The changes in floor
area (increase or decrease) in every specific category were denoted.
Finding the Trip Rate
To find the trip rate, the floor area for each land use category and total person trip of corresponding
land use were needed. These data were collected from field survey and then the trip rate was found in
per thousand square feet per hour unit.
Impact Analysis for Land Use Change
The aim of this study is to analyze the impact of the traffic resulted from the change in land use. The
difficult job has been to separate the development traffic from the total increased traffic. The change
amount of land use (area in sq.ft.) is multiplied with the corresponding trip rate of that use which is
determined earlier. So the total number of person trip from the change amount of land use can be
determined. After that the impact has been analyzed basically in terms of Level of Service with and
without this land use change traffic.
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Chapter 03: Present Land Use Pattern and Traffic Condition
The first objective of this study is to have a clear concept about the existing land use pattern and
overall traffic condition of the Mirpur Road. To achieve this objective extensive land use survey and
various transport related surveys were conducted which mentioned in earlier chapter. In this chapter
a general idea about the land use pattern and traffic condition of the Mirpur Road and the selected
study area BRTC Market-Technical is given
3.1 Land Use Pattern
3.1.1 Present Land Use Pattern in the Adjacent Plot of Mirpur Road (Azimpur to Technical)
To fulfill the objectives of the report, the study of land use pattern of Mirpur Road becomes the
most essential one. The present land use pattern in the adjacent plots of Mirpur Road is compared
with land use pattern at the same plots in 2007. (Land Use Pattern Table: Appendix) The current
land use distribution is shown schematically below.
Figure 03: Land Use Pattern in Mirpur Road
3.1.2 Change of Land Use Over the Period 2007-2011(Azimpur to Technical)
Significant amount of changes have come over the years 2007 and 2011. In the chart below, the
changes are shown. It can be seen from the chart that in most of the cases, the area has increased
in 2011. However, there is a negative change in residential area. Residential areas have decreased
in 2011. (Land Use Change Table: Appendix)
27%
26% 1%
13%
3% 5%
10%
15% 0%
Land Use Pattern:2011(Mirpur Road) Commercial
Education & Research
Garments
Hospital
Mixed
Office
Others
Residential
Under construction
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Figure 04: Land Use Change in Mirpur Road
3.1.3 Updated Land Use Map of Adjacent Plot for Selected Study Area
(BRTC Market-Technical)
The land use map/database for 2007 was collected from Sheltech. During road side land use
survey, the stories of the buildings and the floor wise use at those plots were surveyed. By
updating the previous map/database the land use map for 2011 was prepared.
(Previous and Updated Land Use Map: Appendix)
3.1.4 Present Land Use Pattern in the Selected Study Area (BRTC Market-Technical)
In the selected study area (BRTC Market to Technical) for this group (Shancharpath) the land
use distribution is given below. (Land Use Pattern Table: Appendix)
Figure 05: Land Use Pattern in Study Area (BRTC Market-Technical)
-2000000.000 0.000 2000000.000 4000000.000
Commercial
Education & Research
Garments
Hospital
Mixed
Office
Others
Residential
Under construction
Land Use Change:2007-2011(Mirpur Road)
Changed Area(sft) Area-2011(sft) Area-2007(sft)
27%
25% 21%
12%
0% 4% 11%
Land Use Pattern:2011(BRTC Market-Technical)
Commercial Activity
Residential
Education & Research
Hospital
Office
Garments
Others
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3.1.5 Change of Land Use Over the Period 2007-2011 in the Selected Study Area
(BRTC Market-Technical)
The change in specific land uses in the selected site is shown schematically below. Here, it can
be seen that, almost every type of land use have a positive change. It means the area for those
specific land uses has increased in 2011. The office use has no change at all and there is another
land use denoted as “other” and that has a negative change. (Land Use Change Table: Appendix)
Figure 06: Land Use Change in Study Area (BRTC Market-Technical)
3.2 Traffic Condition
3.2.1 Overall View about the Geometric Features of the Mirpur Road
Table 02: At a Glance Basic Geometric Features
Elements Average(ft)
Maximum(ft)
Minimum(ft)
Right of way 101.45 130.1 61.5
Carriage way 41.2 52 23.5
Lane width 11.26 23 9
Median 4.6 11.3 2.1
Foot path 7.78 15.75 2.5
NMT lane 24.58 54 16
Source: Field Survey, 2011
Right of Way: In most of the sections of the Mirpur Road where the geometric feature survey was
conducted, Right of Way is within the limit 90-110 ft. Average Right of Way is 101.45 ft. The
-500000.000
0.000
500000.000
1000000.000
1500000.000
2000000.000
CommercialActivity
Residential Education &Research
Hospital Office Garments Others
Land Use Change:2007-2011(BRTC Market-Technical) Area-2007 (sq.ft.) Area-2011 (sq.ft.) Change Area(sq.ft.)
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maximum Right of Way is 130.1 ft at New Market No. 1 gate and the minimum Right of Way is 61.5
which is located at Dhanmondi 2.
Carriageway: Mirpur road is a major arterial street which is running with dual carriage way divided
by a median of varying width. Average carriage way width is 41.2 feet. It reaches maximum up to 52
feet and minimum 23.5 feet.
Traffic Lane: In most of the section the carriage way is divided into 3 or 4 traffic lanes with the help
of lane marking. No. of traffic lanes depends on the width of the carriageway. In some of the narrow
sections there are 2 lanes and there are maximum 5 lanes at the wider sections. The average width of
one traffic lane is 11.26 ft.
NMT Lane: Though NMT’s (Non Motorized Traffic) are banned throughout the Mirpur Road there
are some NMT lanes at several sections of Mirpur Road based on the need of that area. These NMT
lanes are located at New Market No.1 gate (16 ft), Islami bank (18 ft), Khan plaza (18 ft),
Dhanmondi 1 (18 ft), Dhanmondi 2 (54 ft) and Shamoli Ring Road (23.5 ft).
Foot Path: The average width of Footpath of Mirpur road is 7.8 ft at left side and 7.75 ft at right
side. The maximum width of footpath on this road is 15.75 ft which is located on the opposite side of
Metro shopping mall.
Median: There is median throughout the whole Mirpur road to separate the dual carriage way. The
average width of median is 4.6 ft. In maximum section the median is covered with trees.
Shoulder: Shoulder is used to give a provision for accommodation of stopped vehicles. But there is
no shoulder provided at Mirpur road.
3.2.2 General Scenario about the Basic Road Characteristics of the Mirpur Road
Table 03: At a Glance Basic Road Characteristic: Volume, Capacity and Speed
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Volume-Both Direction(PCU/Hr)
Peak 5351.53
Off-Peak 3399.99
Average 4621.97
Speed
Journey Speed(K.P.H)
Northbound 15.94
Southbound 18.4
Average 17.17
Journey Time(Min)
Northbound 27.78
Southbound 24.28
Average 26.03
Delay Time(Min)
Northbound 8.70
Southbound 9.29
Average 8.99
Spot Speed(K.P.H) Bus 27.08
Car 27.25
Capacity(PCU/Hr)
Northbound 4895.12
Southbound 4928.01
Both Direction 9823.14 Source: Field Survey, 2011
Volume
Throughout the Mirpur Road the maximum traffic flow occurs at some specific time periods which
are called peak hour. And at some specific time period the volume becomes low which are called off
peak. According to the Survey Data there are peaks at 7:30am -10:30am and 5:00 pm-7:00 pm for
most of the sections. And off peaks are at 11:00am -12:00 am, 1:00 pm-2:00 pm and 3:00p- 4:00 pm
for different sections.
The maximum (peak) hourly volume for Mirpur road in both direction is 5351.53 PCU/Hr. This
volume is important any kind of calculation and decision making regarding this road because this
volume represent the highest level of pressure on this road.
(Peak, Off-Peak and Average Volume of Mirpur Road at Different Sections: Appendix)
Capacity
Road way capacity is measured by using the average carriage way width of a road. For this
calculation the standard capacities for the sections are calculated with 1400 PCU/hour/lane as
recommended in DITS (1994) and the standard width of a single lane is considered12’.The average
Roadway capacity of Mirpur road is 4911.56. Capacity is measured at different section of Mirpur
road which is shown below in a tabular form.
Table 04: Roadway Capacity at different Section of Mirpur Road
Section Capacity(PCU/hour)
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(S-N) (N-S)
Azimpur to Globe Shopping Center 4214 4228
Globe Shopping Center to Capital market 4938.5 4783.256
Capital market to Shobahanbag 4454.399 4731.483
Shobahanbag to Care Hospital 5485.764 5367.474
Care Hospital to Hanif Counter 4929.633 5339.717
Hanif Counter to BRTC market 5335.4 5408.66
BRTC Market to Technical 4908.17 4637.5
Average 4895.124 4928.013
Source: Field Survey, 2011
3.2.3 Modal Share Distribution of the Traffic Volume of Mirpur Road
Figure 07: Modal Share Distribution of Mirpur Road
During the traffic volume survey in Mirpur road the modal share distribution for both bound of
traffic has been obtained (by counting all the vehicle types separately). Among the volume survey
data of 7 groups, 4 group’s data has been compiled in both directions to get an overall modal share
scenario of the Mirpur road. From the above illustration we can see that Car is in the dominating
position. Second position is for the CNG Auto Rickshaw and Bus is in the third position.
(Modal Share Compiled Data of 4 Groups: Appendix)
3.2.4 Comparative Scenario Regarding Speed Over the Time Period 2003-2011
12%
61%
1%
16%
1% 7%
1% 1%
Modal Share Distribution
Bus
Car/Microbus/Jeep/Pickup
Minibus
Truck
CNG/Auto Rickshaw
Human Hauler / Tempo
Motorcycle
Rickshaw/Van
Push Cart
Bicycle
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Figure 08: Journey Speed Comparison in Mirpur Road
Both the Journey and Spot Speed has been decreased over the time period 2003-2011. The value of
Car has been taken as the “Test Vehicle Value” for the comparison of Journey Speed. Journey Speed
seems to be in an increasing trend during the year 2006 but it again falls down in 2011. Spot Speed is
compared in terms of two test vehicle value Bus and Car. Though the Spot Speed of the Bus is
increased but the Spot Speed of the Car decreased a slight portion.
(Journey Speed Calculation, Journey and Spot Speed Value: Appendix)
Figure 09: Spot Speed Comparison in Mirpur Road
14.45
27.86
15.94 17.20
21 18.4
0
5
10
15
20
25
30
Journey Speed-2003(K.P.H)
Journey Speed-2006(K.P.H)
Journey Speed-2011(K.P.H)
Journey Speed Comparision
Northbound Southbound
32.5
38.25
27.685 25.575
0
10
20
30
40
50
Bus Car
Spot Speed Comparision
Speed-2003(K.P.H) Speed-2011(K.P.H)
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3.2.5 LOS Comparison for Journey Speed in Mirpur Road
Direction(Northbound)
Year Speed Level of Service
2003 14.45 F
2006 27.86 D
2011 15.94 E
Direction(Southbound)
Year Speed Level of Service
2003 17.20 E
2006 21 E
2011 18.4 E
The Level of Service of Mirpur road in terms of Speed is deteriorating day by day and at present in a
very bad condition (E).
In this chapter a general concept about the land use pattern and overall traffic condition has been
tried to develop. The land use composition and various factors affecting the road have been sorted
out. In the next chapter the impact of land use change on the traffic condition will be examined.
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Chapter 04: Trip Rate Calculation and Forecasting Future Traffic
Different types of land uses both attract and generates trip depending upon the time of the day when
the trip occurs and trip purpose. In this chapter the survey procedure for different types land uses for
determining the trip rate of the respective land uses is discussed. Traffic volume forecasting
procedure through growth rate is also explained
4.1 Trip Rate Calculation Procedure
The course teacher divided the land uses into these categories: Residential, Commercial,
Educational, Hospital, Office, and Garments. These categories were done by keeping the actual
adjacent land uses of Mirpur road in mind. Basically the adjacent plots of Mirpur road consist of
these major land uses.
The whole Mirpur road (Azimpur to technical) had been subdivided into seven segments for the
convenience of survey by 7 groups of our class. Within these segments 5 Commercial buildings, 4
Residential buildings, 3 Educational institutions, 3 Hospitals, 3 Office buildings and 2 Garments
were selected for conducting survey on, because of limited number of survey groups at our class and
limited time and also considering the percentage distribution of different types of land uses in the
adjacent plot of Mirpur road. There are 29 students at our class sufficient for forming 10 survey
groups. There were only 2 days allotted for conducting survey for trip rate of different land-uses. In
that case 20 buildings or structures can be surveyed.
Specific buildings for different types of land uses along Mirpur road have been selected based upon
some criteria such as, maximum floor space of the buildings and distance between the selected
buildings of same land-use type to ensure precision and authenticity of the collected data. After
completing the trip rate analysis survey the trip rate of one building from each use has been checked.
For example among the selected five commercial buildings, weighted average of trip rate of four
buildings has been calculated and the trip rate of 5th
building calculated through survey has been
used to check the average trip rate i.e. to identify the percentage of error in collected trip rate data.
Same procedure has been adopted for selecting the buildings and measuring the percentage of error
in collected trip rate data for other land-use types.
(Trip Rate Data Compilation Table: Appendix)
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4.2 Trip Rate for Different Types of Land Use
The following table shows the average and highest hourly trip rate for different types of land use.
Land use Average Hourly Trip Rate
(Per 1000 sq.ft.)
Highest Hourly Trip Rate
(Per 1000 sq.ft.)
Residential 0.72 1.11
Commercial 7.63. 10.69
Educational 4.34/1000 Student 6.10/1000 Student
Hospital 6.33 13.31
Office 4.75. 8.66
Garments 11.13 37.77
Source: Field Survey, 2011
From the above table it is found that trip rate (average and highest) is maximum for Garments and
minimum for Residential land use in terms of per 1000 sq.ft. hourly trip rate. This is because in the
Garments a large no. workers working in a small area or we can say the density of person per 1000
sq.ft is very high in comparison with any kind of land use. Commercial land use trip rate conquers
the second highest trip rate. Educational trip rate is also significant in terms of per 1000 students.
4.3 Finding the “Land Use Change Traffic” (In Mirpur Road) from the Present
Traffic Volume and Trip Rate.
The trip rate for different categories of land use has been found out. The land use change from the
comparison of present land use data and past land use data has been calculated. In this section the
contribution of the changed land use area in the peak hourly traffic volume of the Mirpur road has
been tried to find out. The present traffic volume of Mirpur road in peak hour is 5351.53 PCU/Hr
(Field Survey, 2011). In this section the aim is to find out the “Land Use Change Traffic” and the
“Natural Growth Traffic” in this 5351.53 PCU/Hr.
Table 06: Average and Highest Hourly Trip Rate for Different Types of Land Use
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Table 07: Finding the Land Use Change Traffic
Land Use Area(sft)
2011
Area(sft)
2007
Changed
Area(sft)
(2007-11)
Trip Rate-In Peak
(Per sq.ft/Per Hr.
)
Total
Person Trip
(Per Hr.)
Increased/Decreased
PCU/Hr
Commercial 3613318.60 2758202.30 855116.30 0.0061 5209.79 1445.45
Garments 82639.26 4529.00 78110.26 0.0378 2950.11 -251.94
Hospital 1688313.60 1456900.99 231412.62 0.0133 3079.91 869.68
Office 678309.82 440542.11 237767.71 0.0087 2059.05 50.14
Residential 1989843.83 2892512.46 -902668.63 0.0011 -999.10 514.72
(Percentage of Modal Share from Different Land Uses, Occupancy Rate of Vehicle: Appendix)
(Calculation Table: Appendix)
Firstly, the changed land use area throughout the Mirpur road has been calculated. During this
process the land use type such as “Educational” and “Others” has been ignored because there is no
trip rate available in this study for the “Others” type of land uses and the survey of the “Educational”
institution is conducted per 1000 student basis; but it has been quite tough to collect the total number
of student data of all the educational institution along the Mirpur road for the calculation process. So
these two types of land uses have been excluded from the calculation process.
Secondly, the respective changed land use area has been multiplied by the respective peak hourly
trip rate (per sq.ft per hour) to find out the total Person Trip generated by that type of land use in a
peak hour.
Thirdly, from the Person Trip the no. of Vehicular Trip has been calculated by multiplying with
the respective uses modal share percentages.
Fourthly, the Vehicular Trip is then converted into No. of Vehicles by dividing them with the
respective vehicular occupancy rate.
Finally, the No. of Vehicles is then converted into PCU (Passenger Car Unit) value by multiplying
with the respective PCE (Passenger Car Equivalent) values.
From the calculation it is found that total 2955.71 PCU/Hr is currently contributed by the changed land used
area in the peak hourly traffic flow. So the Land Use Change Traffic is 2955.71 PCU/Hr. From the table it can
be seen that there is negative PCU (-251.94) for residential land use for the decreasement area in respect of the
past land use. So the net increasement in peak hourly PCU for the changed land use area in Mirpur road is
2703.77 PCU/Hr.
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4.4 Derivation of the Growth Rate of Traffic Volume
(In Section-7: BRTC Market-Technical)
Traffic volume will be forecasted for the year 2013 considering the fact that all the under
construction development will be completed within 2013. The forecasted traffic volume is needed to
judge the LOS of the road in terms of vehicle capacity ratio for the development traffic which will be
generated from the present under construction area of Section-7.
For forecasting of traffic it is needed to determine the growth rate of traffic. The volume data of
2006, 2009 and 2011 has been collected for the selected study area (BRTC Market-Technical). Only
the volume data of 2006 and 2011 are taken into account for determining the growth rate of traffic
.To calculate the growth rate traffic volume of year 2006 and 2011 has been converted into PCU/Hr.
For calculating the growth rate of traffic volume total PCU of a particular hour of both directions has
been summed up for each year data.
Highest hourly PCUs from two year dataset (2006, 2011) has been taken for determining or
calculating the growth rate of annual traffic in our study area(Section-7) because the peak hourly
traffic has been reduced in 2009 in comparison with 2006.
2006 2009 2011
Peak HourlyVolume(PCU/Hr)
5021 4826.5 5226.7
Off-Peak HourlyVolume(PCU/Hr)
4103 4075.1 3338.3
Average HourlyVolume(PCU/Hr)
4632.8 4460 3997.4
0
1000
2000
3000
4000
5000
6000
Traf
fic
Vo
lum
e(P
CU
/Hr)
Figure 10: Comparison of Peak, Off-Peak and Average Hourly Volume in the Study Area
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Highest hourly PCU for 2006 is 5021 (during 9:00 AM to 10 AM) and for 2011, highest hourly PCU
is 5226.7 (during 1 PM to 2 PM). Using these highest PCU values of two years, growth rate have
been calculated.
Peak Hourly
Volume in 2006
Peak Hourly Volume
in 2011
Increase in 5
Years Annual Growth Growth Rate (%)
5021 5226.7 205.7 41.14 0.82
4.5 Forecasting Traffic for the Year 2013 (In Section-7: BRTC Market-Technical)
There are 2 categories of forecasted traffic volume. One is Natural Growth Traffic and the other is
Development Traffic. Natural Growth Traffic is derived from annual growth rate and Development
Traffic is found from the traffic produced from new constructed land use
4.5.1 Forecasting of Natural Growth Traffic
Natural growth traffic is derived from annual growth rate. For forecasting traffic volume for the year
2013, the traffic volume data of 2011 is used. Only peak hour volume data have taken into account
for forecasting future traffic volume. This highest data have been found during 1:00PM to 2:00 PM.
As the yearly growth rate is 0.82% it has been multiplied by two for conversion of traffic volume
from year 2011 to 2013. This is then multiplied by the volume (PCU) of different vehicles. Then, the
increased number of traffic volume is added with the previous volume to get the total resultant traffic
volume in the year 2013.
5021
5226.7
4900
5000
5100
5200
5300
Year 2006 Year 2011
(PC
U/H
r)
Table 08: Derivation of the Annual Growth Rate
Figure 11: Comparison of Highest Hourly PCUs in Section-7(BRTC Market-Technical)
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Table 09: Forecasting of Traffic Volume in 2013
Mode
Present
Volume-2011
(PCU/Hr)
Annual
Growth Rate
for 2 years
Forecasted
Increased Volume
(from growth rate)
for 2013
Forecasted Volume
for 2013
1 2 3=(2*1) 4=(1+3)
Car 1104.14
(0.82*2)/100
=
0.016
18.093 1122.23
Microbus 93.55 1.53 95.083
Office Vehicle 11.91 0.19 12.10
Taxi 59.13 0.96 60.10
CNG 386.66 6.33 393
Bus 2121.72 34.76 2156.49
School Bus 0.73 0.01 0.74
Human Hauler 45.27 0.74 46.01
Motorcycle 166.91 2.73 169.64
Rickshaw 1153.10 18.89 1172
Bicycle 83.54 1.36 84.91
Total 5226.7 85.65 5312.35
From the above table we have found that the traffic increased 85.65 PCUs in 2 years and total
forecasted traffic for 2013 is 5312.35 PCU/Hr.
4.5.2 Forecasting of Development Traffic
In Section-7(BRTC Market-Technical) there is an under construction area. It will be developed as a
Commercial Complex of 20 stories which will be completed at 2013, by the “Destiny Developers”.
The total floor space of this Commercial Complex will be 195866.43 sq.ft.
To get the person trip in per hour and per 1000 square feet from this development, the peak hourly
commercial trip rate found from the field survey has been multiplied by 195866.432. Then the total
person trip per hour that will be generated from this land use is derived.
The total trips are then divided into present commercial modal share. Thus the vehicular trip is
Area (sq.ft.)
Trip Rate-In Peak
(Per 1000 sq.ft/Per Hr. )
Trip Rate-In Peak
(Per 1 sq.ft/Per Hr. ) Total Person Trip(Per Hr.)
195866.432 6.09 0.00609 1193.314712
Table 10: Peak Hourly Trip Rate Generation
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derived. After that the vehicular trips are divided by the occupancy rate of vehicles for deriving the
no. of vehicles. Then the vehicular trip is converted into PCU. After adding all PCU values, total
PCUs per hour will be produced from this new development is found. The calculation for Car is
given as an example.
Table 11: Total PCU Generated from the Under Construction Commercial Complex in 2013
In this chapter trip rate calculation procedure for different types of land uses is described and using
that trip rate land use change traffic of present (2011) and the development traffic in future (2013)
has been calculated. In the next chapter using this calculated land use change traffic volume several
analysis about the impact on traffic will be carried out.
Chapter 05: Impact on Traffic for Land Use Change
Mode
Total Person Trip =1193.32
Vehicular Trip
(Person Trip Multipiled
by Modal Share
Percentage of
Commercial Land Use )
No. of Vehicles
(Vehicular Trip
Divided by
Occupancy Rate of
the Vehicles)
PCU/Hr
(No. of Vehicles
Multiplied by PCU
Value of that Vehicle)
Car (1193.32*26.25)/100
= 313.31 (313.31/2) = 156.34 (156.65*1) = 156.34
Microbus 7.74 0.25 0.25
Office Vehicle 2.22 0.074 0.074
Taxi 92.41 11.20 11.20
CNG 94.21 47.11 23.55
Bus 292.64 9.75 24.38
Motorcycle 21.88 21.88 6.56
Rickshaw 268.11 134.05 107.24
Bicycle 4.17 4.17 0.83
Human Hauler 1.72 0.57 0.28
School bus 0.38 0.012 0.025
Total
331.08
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In this chapter the impact of land use change on traffic condition are aimed to be assessed. In
previous chapter the amount of land use change over the period 2007-2011 has been determined. The
change of traffic can be broadly divided into two categories. Natural Growth of Traffic and
Development Traffic for land use change. This study intends to analyze the impact of Development
Traffic on Mirpur Road in terms of Level of Service (LOS).
5.1 Impact on LOS of Mirpur Road for Land Use Change
During geometric feature survey the carriageway width after certain distances has been measured at
both directions. Then the average carriageway width has been identified thus the total capacity of
the road has been determined in PCU unit.
Capacity of the Mirpur Road (Azimpur – Technical)
Direction Average
Carriageway
Width(feet)
No. of lanes
(Assuming 12’ as Per
Lane Width)
Standard
Capacity/Lane
(PCU/Hr)
Total Capacity
(PCU/Hr)
Bothway 82.41
6.867 14002
6.867*1400 = 9613.33
1 Source: Field Survey 2011
2Design Capacity of Urban Arterial Road is 1400 PCU/lane/hour According to DITS (1994)
Comparison of LOS for Land Use Change (for Peak Hourly Traffic Flow)
Traffic
Volume
(PCU/hr)
Estimated
Capacity
(PCU/hr)
V/C ratio
(Traffic volume/Capacity)
Level of
Service (LOS)
Year 2006 4995.353
9613.33
0.52 A
Year 2011
(without Landuse
Change Traffic)
(5351.534
-2703.775)
= 2647.76
0.28 A
Year 2011
( with Landuse
Change Traffic)
5351.534
0.54 A
(3Traffic Volume of Mirpur Road in 2006 ;4Traffic Volume of Mirpur Road in 2011: Appendix)
(5Land Use Change Traffic of Mirpur Road(Net Volume);Calculated in Chapter-04)
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The comparison of Level of Service has been made between two years, 2006 and 2011. The reason is
the previous land use data was for the year 2007 and the present data is for 2011. The volume data
for the year 2007 was not available. It is to be assumed that the volume data for 2006 would be
applicable for 2007.
To assess the impact of land use change two stages of Level of Services have been used for the
analysis. One includes the land use change traffic and the other excludes the land use change traffic.
From the table, it can be seen that the Level of Service has remain constant over the period of 2006
to 2011. However, the volume-capacity ratio faces huge change. This is because total land use
change throughout the Mirpur Road produces a large amount of traffic. If this amount is excluded
from the present traffic volume to identify the land use change impact it will not present the real
situation. This will not express the actual change in the condition of the road.
The level of service of Mirpur Road is determined as “A” in two study period (2006, 2011). This
does not represent the real scenario. Reason behind this is using “Carriageway Width” instead of
“Effective Carriageway Width” (excluding encroachment) in capacity calculation. However the
impact of land use change has increased the volume-capacity ratio although the Level of Service is
unchanged.
5.2 Impact on LOS for Land Use Change in the Selected Study Area
(BRTC Market-Technical)
The road capacity of the selected study area has been determined following the previously stated
procedure.
Capacity of the Selected Study Area (BRTC Market – Technical)
Direction Average
Carriageway
Width(feet)
No. of lanes
(Assuming 12’ as Per
Lane Width)
Standard
Capacity/Lane
(PCU/Hr)
Total Capacity
(PCU/Hr)
Bothway 81.821
6.818 1400 6.818*1400 = 9545.67
1 Source: Field Survey 2011
Comparison of LOS for Land Use Change (for Peak Hourly Traffic Flow)
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Traffic
Volume
(PCU/hr)
Estimated
Capacity
(PCU/hr)
V/C ratio
(Traffic volume/Capacity)
Level of
Service
(LOS)
Year 2006 50211
9545.67
0.53 A
Year 2011
(without Landuse
Change Traffic)
(5226.72-
594.73)
= 4632
0.485 A
Year 2011
( with Landuse
Change Traffic)
5226.72
0.55 A
(1Traffic Volume of 2006 and 2Traffic Volume of 2011 for BRTC-Technical Section: Appendix)
(3 Land Use Change Traffic in Section-7(BRTC Market-Technical Intersection); Calculation: Appendix)
Level of service comparison has been made according to previously stated procedure to identify the
impact of land use change in the selected study area BRTC Market to Technical Intersection.
The level of service condition of the study area remain constant but the vehicle-capacity ratio faces a
slight change for the extra traffic generated because of land use change besides natural growth of
traffic.
5.3 Impact on LOS in Future (2013) for New Construction in the Selected Study Area (BRTC
Market-Technical)
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Impact on LOS in Future (2013) for New Construction
Traffic
Volume
(PCU/hr)
Estimated
Capacity
(PCU/hr)
V/C ratio
(Traffic volume/Capacity)
Level of
Service (LOS)
Year 2011 5226.7
9545.67
0.55 A
Year 2013
(without
Development
Traffic)
5312.31 0.56 A
Year 2013
( with Development
Traffic)
(5312.31+331.1
2)
=5643.4
0.59 A
In the selected study area section a large amount of land (195866 sq.ft.) exist as “Under
Construction” situation under the authority of Destiny Developers for the development of a multi-
storied commercial complex. The completion period is assumed to be 2013. To assess the impact for
the newly generated traffic from this commercial establishment in 2013, the traffic volume is
forecasted with the help of growth rate which is described in the earlier chapter. Afterwards the
development traffic is being calculated from the trip rate of commercial establishment and total floor
area of that commercial complex in chapter 4. Two level of service has been determined; one
including the development traffic and other without it. From the above table it can be seen that the
development traffic from the new establishment deteriorates the condition of the road by increasing
the vehicle capacity ratio though the level of service of the road remain unchanged.
5.4 Comparison of Vehicle Capacity Ratio for the Selected Study Area (BRTC Market-
Technical) for Average and Off-Pick Hourly Flow
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Average and Off-Pick Hourly Traffic Flow in separate directions (Northbound and Southbound) in
the selected study area and Capacity of that respective direction is determined to develop a
comparative scenario of vehicle-capacity ratio over the period 2006-11.
Table12- Average and Off Peak Hourly Flow(Northbound): BRTC-Technical Intersection
Year Off-Peak Hourly Volume(PCU/Hr) Average Hourly Volume(PCU/Hr)
2006 1937.8 2302.28
2009 2138.6 2360.16
2011 1967.8 2248.00
Source: 2006 - Course Report of Plan 342: Library; DURP; 2009-DTCB; 2011(Field Survey)
Capacity of the Study Area (Northbound) Direction Average
Carriageway
Width(feet)
No. of lanes
(Assuming 12’ as Per
Lane Width)
Standard
Capacity/Lane
(PCU/Hr)
Total Capacity
(PCU/Hr)
Northbound
(BRTC Market –
Technical Intersection)
42.071
42.07/12= 3.506
1400 3.506*1400= 4908.17
1Source: Field Survey 2011
Figure 12: Change in V/C Ratio at Northbound Direction (BRTC market to Technical Intersection)
From the above illustration it can be seen that v/c is lowest in 2011 and highest in 2009 for both type
of traffic flow. A higher value of v/c indicates a lower traffic condition according to the standard of
Level of Service.
Table 13- Average and Off Peak Hourly Flow(Southbound): BRTC-Technical Intersection
0.39
0.47
0.44
0.48
0.40
0.46
0.00 0.20 0.40 0.60 0.80 1.00
V/C-Off Peak Hourly Volume
V/C-Average Hourly Volume
Vehicle/Capacity
Ty
pe o
f T
raff
ic F
low
Change in Vehicle - Capacity Ratio (Northbound)
2011
2009
2006
PLAN 446 Transportation Planning Studio
33 | P a g e
Year Off-Peak Hourly Volume(PCU/Hr) Average Hourly Volume(PCU/Hr)
2006 2161.8 2330.52
2009 1936.5 2099.88
2011 1371 1749.38
Source: 2006 - Course Report of Plan 342: Library; DURP; 2009-DTCB; 2011(Field Survey)
Capacity of the Study Area (Southbound) Direction Average
Carriageway
Width(feet)
No. of lanes
(Assuming 12’ as Per
Lane Width)
Standard
Capacity/Lane
(PCU/Hr)
Total Capacity
(PCU/Hr)
Southbound
(BRTC Market –
Technical Intersection)
39.751
39.75/12= 3.313
1400 3.313*1400= 4637.50
1Source: Field Survey 2011
Figure 13: Change in V/C Ratio at Southbound Direction (BRTC market to Technical Intersection)
Vehicle –Capacity ratio is decreasing in southbound direction of the selected study area over the
period which indicates better traffic condition. This is because in one direction the volume of traffic
is low with respect to the capacity of the road. So v/c ratio eventually can give better result.
5.5 Major Findings
The average carriage way width of the road is 82.4 feet in both directions combined which is
quite satisfactory but the peak hourly traffic volume 5351.53 PCU is quite high. (Source:
Chapter-03)
Journey Speed and Spot Speed is deteriorating over the period. (Source: Chapter-03)
0.47
0.50
0.42
0.45
0.30
0.38
0.00 0.20 0.40 0.60 0.80 1.00
V/C-Off Peak Hourly Volume
V/C- Average Hourly Volume
Vehicle/Capacity
Typ
e o
f Tr
aff
ic F
low
Change in Vehicle - Capacity Ratio (Southbound)
2011
2009
2006
PLAN 446 Transportation Planning Studio
34 | P a g e
Commercial and Educational land use change is in the dominating position and Residential
land use change is in a negative trend. So more and more adjacent plots are being
commercialized. (Source: Chapter-03)
Though the trip rate producing rate is higher for Garments(0.03 per sq.ft./per hour) but the
contribution in the peak hourly traffic volume from the land use is dominated by the
Commercial land uses(1445.45 PCU/Hr).(Source: Chapter-04)
The vehicle capacity ratio (v/c) is increasing over the time which indicates deterioration of
the road condition according to the standards of the level of services.
(Source: Chapter-05)
5.6 Recommendations
Commercial land uses act as the major point of traffic generation and attraction for this road,
there should be strong restrictions, regulations and guidelines for establishing any kind of new
commercial land use along this road.
Garments and Educational land use generate and attract a huge amount of traffic at a specific
time which creates a huge pressure on the road in a certain time period. The establishment of any
new Garments and Educational institution should be strictly prohibited on this road to reduce the
peak hourly traffic flow.
5.7 Conclusion
To improve and maintain the transportation system in Dhaka city is very necessary now. People have
to do loss huge time on road because of traffic congestion. It is high time to find out the actual
reasons behind this poor condition of transportation system. There is no doubt that improper
distribution of land use is a major issue of Dhaka’s transportation problem. By finding the actual
PLAN 446 Transportation Planning Studio
35 | P a g e
impact of land use change on the transportation, proper planning steps are likely to be taken. Drastic
changes are being made in the land use of Dhaka city now-a-days. These changes need to be
scrutinized first by proper authority to check whether these have any adverse effect on transportation
system or not. By proper maintenance and effective measures, a harmonized relationship between
Land Use and Transportation System can be made.
References
1. Litman T. A. & Steele R. (2010), Land Use Impacts on Transport: How Land Use Factors Affect Travel
Behavior; Victoria Transport Policy Institute, Canada.
URL: www.vtpi.org/landtravel.pdf (Accessed on 27th February,2011)
2. Litman T. A. (2005), Evaluating Transportation Land Use Impacts; Victoria Transport Policy Institute,
Canada.
URL: http://www.cipra.org/alpknowhow/publications/Landuse/landuse (Accessed on 27th February, 2011)
3. Litman T. A. (1995), Land use impact costs of transportation: Describes a framework for incorporating
land use impacts into transportation planning and policy decisions; Victoria Transport Policy Institute,
Canada.
URl:www.seit.ee/agenda21/english/transport/landuse_costs_extern.pdf (Accessed on 27th
February, 2011)
4. Sharmin N. Rupom N. J. and Sadat K.(2011) Developing a Generic Methodology for Traffic Impact
Assessment of a Mixed land Use in Dhaka City, (2011), Chapter (1-8), BURP Thesis of Group-02,
DURP, BUET, Dhaka.
5. Performance Impact of Transportation Policy Shift on Mirpur Road – A Comparative Analysis; (2006),
Report of Group-(01,04), Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
6. Impacts of Policy Measures on Urban Transportation System: A Case Study of Mirpur Road; (2003),
Report of Group-“Motion”, Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
7. Mitra, R. (2004), Land Use- Transportation Cycle Reexamined: A Case Study of Land Use Changes in
Dhanmondi R/A and its Impacts on Mirpur Road, World Habitat Day 2004 Souvenir, Centre for Urban
Studies (CUS) and Bangladesh Institute of Planners (BIP), Dhaka, Bangladesh.
8. Rahman M. M. (2006), “Study of parking Facility for the New Market Shopping Zone in Dhaka City ”
Unpublished MURP Thesis, Department of Urban and Regional Planning, Bangladesh University of
Engineering and Technology, Dhaka.
9. Kadiyali L.R. (2003), “Traffic Engineering and Transport Planning” Sixth Edition, Khanna Publishers,
New Delhi.(page: 823-828)
10. Traffic Impact Analysis;
URL: http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm
(Accessed on March 2nd
, 2011)
Appendix
Classification of Level of Service
Level of Service (LOS) Description
A This is a condition of free flow accompanied by low volume and high speed.
Traffic density will be low with uninterrupted flow speed controlled by driver’s
desires, speed limit and physical roadway condition. There is little or no restriction
in maneuverability due to the presence of other vehicles and drivers can maintain
their desired speed with little or no delay.
B This occurs in the zone of stable flow with operating speeds beginning to be
restricted by traffic conditions. Drivers will have reasonable freedom to select
their speed and lane of operations. Reduction in speed is reasonable with a low
probability of traffic flow being restricted.
C This is the zone of stable flow but speeds and maneuverability are more closely
controlled by higher volumes. Moist of the drivers are restricted in their freedom
to select their own speed, lane changing or overtaking maneuvers. A relatively
satisfactory operating speed is still obtained if service volumes are suitable for
urban design.
D This level of service approaches unstable flow with tolerable operating speeds
being maintained, though considerably affected by changing in operating
condition. Drivers have little freedom to maneuver, and comfort and convenience
are low. These conditions can be tolerated for short periods of time.
E This stage cannot be described by speed alone, but represents operations at lower
operating speeds with volumes at or near the capacity of the road. Flow is unstable
and there may be stoppage of momentary duration.
F In this stage, forced flow condition prevails with low speeds, where volumes are
below capacity. Speeds are reduced substantially and stoppages may occur for
short or long periods of time due to downstream congestion. In the extreme, both
speed and volume can drop to zero.
Appendix
Left Right Left Right Left Right Left Right Left Right Left Right
1 Yes
No
M
UM
M
UM
Yes
No
Yes
No
2 Yes
No
M
UM
M
UM
Yes
No
Yes
No
3 Yes
No
M
UM
M
UM
Yes
No
Yes
No
4 Yes
No
M
UM
M
UM
Yes
No
Yes
No
5 Yes
No
M
UM
M
UM
Yes
No
Yes
No
Geometric Feature Survey Data Sheet (Northward)
Footpath
WidthNo. Section Name Type Curb Over BridgeSignalMedian
Width
NMT
Lane
Width
Right-
of-way
Shoulder WidthCarriageway
WidthNo. of Lanes Lane Width (From Left) Lane Marking
Survey Data Sheet for Modal Share
Address: Land Use:
Mode
Time Car Microbus
Office Vehicle
Taxi CNG Bus School Bus Human Hauler
Motorcycle Rickshaw Bicycle Walking
Survey Data Sheet for Trip Rate Analysis
Address: Land Use:
Time No. of Person Trips
In Out
Appendix
Traffic Volume Survey
Location: Direction: Date: Weather:
Mode
Time & Name of the Surveyor
Bus Car/Microbus /Jeep/Pickup
Minibus Truck CNG Auto Rickshaw
Human Hauler /Tempo
Motorcycle Rickshaw
/ Van Push Cart
Bicycle
Speed Survey (Moving Observer Method) Format
Day: Route: Azimpur to Technical (Northbound)
Data: Recorder:
Start Time: Observer:
Car
Bu
s
Tru
ck
CN
G
Hu
man
Hau
ler
Mo
torc
ycl
e
NM
T
Ove
rtak
ing
Veh
icle
s
Ove
rtak
en
Veh
icle
s
1 Azimpur - New Market
2 New Market
3 New Market - Science Lab
4 Science Lab
5 Science Lab - City College
Sl.N
o.
Opposing Traffic Same Direction
TrafficSection
Typ
e o
f
Co
ntr
ol
Jou
rney
Tim
e
(min
)
Sto
pp
ed T
ime
(min
)
Appendix
PCE Values by Vehicle type for Dhaka City
Mode PCE
Bus 2.5
Mini bus 2
Micro bus 1
CNG/Auto
rickshaw 0.5
Passenger car 1
Motor Cycle 0.3
Human Hauler 0.5
Bicycle 0.2
Rickshaw 0.8
Pushcart 4
Truck 2
Source: DITS, 1994
Occupancy Rate
Microbus/Bus = 30
CNG/Car = 2
Rickshaw = 2
Human Hawler = 3
Motorcycle/Bicyle = 1
Appendix
Land Use Pattern (Mirpur Road)
Present-2011 Past-2007
Land Use Total Area(sft) Percentage Total (sft) Percentage
Commercial 3613318.602 0.273 2758202.302 0.237
Education & Research 3486389.678 0.264 2865060.006 0.246
Garments 82639.263 0.006 4529.000 0.000
Hospital 1688313.602 0.128 1456900.986 0.125
Mixed 372908.360 0.028 307314.890 0.026
Office 678309.820 0.051 440542.108 0.038
Others 1264823.484 0.096 900928.556 0.077
Residential 1989843.834 0.150 2892512.459 0.249
Under construction 49822.316 0.004
Total 13226368.957 100.00% 11625990.308 100.00%
Source: Present - Field Survey, 2011; Past- GIS Database 2007,Sheltech (Pvt.) Limited
Land Use Change( Mirpur Road) Present-2011 Past-2007 Change
Land Use Total Area(sft) Total Area(sft) Area(sft) Percentage
Commercial 3613318.602 2758202.302 855116.300 31.003
Education & Research 3486389.678 2865060.006 621329.672 21.686
Garments 82639.263 4529.000 78110.263 1724.669
Hospital 1688313.602 1456900.986 231412.615 15.884
Mixed 372908.360 307314.890 65593.470 21.344
Office 678309.820 440542.108 237767.712 53.972
Others 1264823.484 900928.556 363894.927 40.391
Residential 1989843.834 2892512.459 -902668.626 -31.207
Under construction 49822.316 49822.316 100.000
Total 13226368.957 11625990.308 1600378.649 13.766
Source: Present - Field Survey, 2011; Past- GIS Database 2007,Sheltech (Pvt.) Limited
Appendix
A-1
Land Use Pattern and Change of the Selected Study Area (BRTC Market-Technical)
Land Use Area-2007 (sq.ft.)
Area-2011 (sq.ft.)
Change Type
Change (sq.ft.)
Percentage Change
Commercial Activity 1373502.417 1446444.468 Increase 72942.051 5.311
Residential 1010946.374 1338811.881 Increase 327865.508 32.432
Education & Research 1100334.027 1115401.892 Increase 15067.865 1.369
Hospital 561576.997 658717.378 Increase 97140.381 17.298
Office 35185.918 35185.918 Equal 0.000 0.000
Garments 183914.332 203037.735 Increase 19123.403 10.398
Others 597976.837 575419.846 Decrease -22556.991 -3.772
Source: Present - Field Survey, 2011; Past- GIS Database 2007,Sheltech (Pvt.) Limited
Source: Field Survey, 2011
Location: Shyamoly Group 6 Location: Science Lab Group 7
N-S N-S
Peak Off-Peak Average Peak Off-Peak Average
Time 7:30-10:30 3:00-4:00 7:30 am-7:00 pm Time 8:30 - 9:30 am 7:30 - 8:30 am
Rate (PCUs/hour) 2584 1607 2159 Rate (PCUs/hour) 2122.4 1333.7 1353.775
S-N S-N
Peak Off-Peak Average Peak Off-Peak Average
Time 1:00-2:00 pm 11:00-12:00 pm 7:30 am- 7:00 pm Time 3.00- 4.00 pm 7:30 - 8:30 am
Rate (PCUs/hour) 2978 2019 2248 Rate (PCUs/hour) 2374 1532.3 1662.8125
Location: Shishumela Group 1 Location: New Market Group 5
N-S N-S
Peak Off-Peak Average Peak Off-Peak Average
Time 5.00-7.00 pm 11.00-12.00 pm 8.00 am - 6.00 pm Time 5:00 - 7 pm 11:00 - 12:00 pm
Rate (PCUs/hour) 2211.50 1115.05 1749.38 Rate (PCUs/hour) 997.85 664.2 931.05
Location: Eden College
S-N S-N
Peak Off-Peak Average Peak Off-Peak Average
Time 8.00-11.00 3.00-4.00 8.00 am - 6 pm Time 1.00- 2.00 pm 5:00 - 7:00 pm
Rate (PCUs/hour) 2652.28 1340.00 2366.14 Rate (PCUs/hour) 816.6 556.35 683.9625
Location: Ganobhobon Group 2 Location: Dhanmondi 27 Intersection to Manik Mia Avenue
N-S S-N
Peak Off-Peak Average Peak Off-Peak Average
Time 7:30-10:30am 1:00 - 2:00 pm 5:00-7:00pm Time 3:00 - 4:00 pm 7.30-8.00 am 5.00 - 6.00 pm
Rate (PCUs/hour) 7681.8 1529.8 4273.6 Rate (PCUs/hour) 2978 1798.32 2500.6
Location: Metro Shopping Mall Group 4
S-N N-S
Peak Off-Peak Average Peak Off-Peak Average
Time 7:30-10:30am 3:00 - 4:00 pm 11:00-12:00am Time 5:00 - 7 pm 3:00 - 4:00 pm 7:30 am - 7:00 pm
Rate (PCUs/hour) 5240.7 896.4 2322.9 Rate (PCUs/hour) 2128.15 1524.9 1845.19
Location: Family World Group 3
S-N S-N
Peak Off-Peak Average Peak Off-Peak Average
Time 5:00 - 6:45 pm 3:00 - 4:00 pm 7:45 am - 6:45 pm Time 5.00- 7.00 pm 3:00 - 4:00 pm 7:30 am - 7:00 pm
Rate (PCUs/hour) 2256.34 1641.4 2057.36 Rate (PCUs/hour) 3641.35 2956.7 3352.85
Volume Survey Data
Appendix
A-2
Modal Share Distribution (Compiled Data for 4 Groups: Volume Survey 2011 in Mirpur Road)
Journey Speed Comparision in Overall Mirpur Road
Test Vehicle: Car
Direction Journey Speed-2003(K.P.H) Journey Speed-2006(K.P.H) Journey Speed-2011(K.P.H)
Northbound 14.45 27.86 15.94
Southbound 17.20 21 18.4
Source: 2003 & 2006(Course Report of Plan 342: Library;DURP) ; 2011(Field Survey)
Spot Speed Comparision in Overall Mirpur Road
Test Vehicle: Bus and Car
Vehicle Speed-2003(K.P.H) Speed-2011(K.P.H)
Bus 32.5 27.685
Car 38.25 25.575
Source: 2003 & 2006(Course Report of Plan 342: Library;DURP) ; 2011(Field Survey)
Vehicle Type Bus Car/Microbus/Jeep/Pickup Minibus TruckCNG/Auto
Rickshaw
Human
Hauler /
Tempo
Motorcycle Rickshaw/Van Push Cart BicycleToatl No. of
Vehicles
604 3264 166 5 706 0 277 33 0 13 5581.1
234 1200 47 13 356 0 193 11 0 0 2149.7
250 1027 116 0 362 0 140 3 0 0 2109.4
197 877 41 1 283 0 152 1 0 0 1641.4
468 2152 126 8 545 0 271 6 0 0 3948.6
1092 6724 7 15 994 0 563 65 3 64 10240.7
259 2218 3 5 443 0 206 23 2 15 3194.2
293 2128 1 0 406 0 156 32 1 34 3148.7
284 1983 3 2 343 0 156 32 1 29 2956.7
777 4709 4 6 780 0 548 49 2 47 7282.5
590 3300 5 9 524 0 302 19 1 127 5200.2
190 1157 3 0 158 0 50 3 0 14 1737.2
229 1334 5 0 184 0 78 1 1 31 2042.9
160 1060 1 0 91 0 48 2 0 7 1524.9
489 2754 8 2 396 0 152 8 1 29 4256.3
673 3286 46 16 977 281 222 94 7 61 5663
195 1179 8 1 476 71 119 11 3 20 2083
1293 4636 110 49 2369 477 648 200 17 131 9930
527 2211 27 2 692 150 102 80 1 25 3817.005
156 807 8 0 372 60 100 12 4 18 1536.31
247 1156 10 3 610 122 187 29 0 22 2386
249 654 9 23 380 83 122 27 1 12 1560
311 1024 22 10 464 88 152 28 0 10 2109
784 3655 31 10 1138 42 1051 23 0 50 6784
191 1064 19 1 425 24 46 2 0 7 1779
182 698 1 6 394 31 100 13 0 1 1426
82 770 60 17 362 18 65 1 0 4 1379
296 1325 18 6 451 0 137 14 0 4 2251
Total 11302.28 58351.82 904.24 210 15681.1 1447 6343 821.875 45 775 95881.315
Bus Car/Microbus/Jeep/Pickup Minibus TruckCNG/Auto
Rickshaw
Human
Hauler /
Tempo
Motorcycle Rickshaw/Van Push Cart Bicycle Total
Percentage(%) 11.787782 60.858385 0.943083 0.219021 16.354699 1.509157 6.615470 0.857180 0.046933 0.808291 100
Group 3
Group 4
Group 6
GROUP 1
Appendix
A-3
Journey Speed: Moving Observer Method(Compiled Data of 7 Run) in Mirpur Road 2011
Day: Thursday Data: 31.3.2010 Route: Azimpur to Technical (Northbound)
Ca
r
Bu
s
Tru
ck
CN
G
Hu
ma
n
Ha
ule
r
Mo
to
rcy
cle
NM
T
Ove
rta
ki
ng
Ve
hic
les
Ove
rta
k
en
Ve
hic
les
1 7:30: AM 31.70 21.46 1994 448 6 227 0 103 0 273 187
2 8:35 AM 34.50 5.69 964 228 7 207 48 72 57 187 102
3 10:30 AM 27 3.5 576 215 1 43 50 103 52 36 210
4 11.30 AM 24.45 2.1 766 192 9 212 21 64 25 93 182
5 1:30 PM 36.44 12.96 1265 325 0 470 0 126 2 144 105
6 3:30 PM 21.30 4.40 654 164 292 9 133 92 64
7 5.00 PM 19.08 10.8 1304 277 0 1037 114 108
Total 194.47 60.91 7523.00 1849.00 23.00 2488.00 128.00 601.00 136.00 939.00 958.00
Av. 27.78114 8.701 1074.714 264.1429 3.285714 355.4286 18.28571 85.85714 19.42857 134.1429 136.8571
PCU 1969.8
Day: Thursday Data: 31.3.2010 Route: Technical to Azimpur (Southbound)
Ca
r
Bu
s
Tru
ck
CN
G
Hu
ma
n
Ha
ule
r
Mo
to
rcy
cle
NM
T
Ove
rta
ki
ng
Ve
hic
les
Ove
rta
k
en
Ve
hic
les
1 8:15 AM 20.40 19.95 1206 239 2 173 0 34 0 195 141
2 9:41 AM 30.97 11.82 1370 372 1 176 11 36 9 103 86
3 10:57 AM 30 5 674 253 6 85 30 91 55 207 275
4 12.20 PM 24.5 5.85 898 375 3 298 22 76 17 164 186
5 2:08 PM 28.50 7.83 1184 312 0 417 0 108 0 101 94
6 4:05 PM 17.99 0.78 661 154 6 189 57 100 92 150
7 5.30 PM 17.62 13.78 1166 369 0 998 230 121
Total 169.98 65.01 7159 2074 18 2336 120 445 81 1092 1053
Av. 24.28286 9.287143 1022.714 296.2857 2.571429 333.7143 17.14286 63.57143 11.57143 156 150.4286
PCU 1972.329
Ru
n N
o.
Jo
urn
ey
Tim
e (
min
)
Sto
pp
ed
Tim
e (
min
) Opposing Traffic Same Direction Traffic
Sta
rt T
ime
Ru
n N
o.
Sta
rt T
ime
Jo
urn
ey
Tim
e (
min
)
Sto
pp
ed
Tim
e (
min
) Opposing Traffic Same Direction Traffic
Appendix
Journey Speed Calculation : Moving Observer Method
Formula
Qn=
Where
Qn = Flow in the north bound direction
xs = Opposing traffic count of vehicles met when the test car was travelling south
yn= Number of vehicles overtaking the test car minus the number overtaken by
the test car, when the test car is travelling north.
Also
tn(m) = tn -
Where
tn(m) = Mean journey time in the north bound direction
tn = journey time when the test car travelled in the north bound direction
Derivation
Azimpur to Technical( Northbound)
Qn=
=
= 37.83 PCU/min
=2269.795 PCU/Hour
Appendix
Technical to Azimpur (Southbound)
Qn=
=
= 37.94 PCU/min
=2276 PCU/Hour
Now,
tn(m) = tn -
= 27.782 –
= 27.853 min
Mean Journey Speed in Northbound Direction
=
= 15.94 K.P.H
Then
ts(m) = ts -
= 24.283 –
= 24.136 min
Mean Journey Speed in Northbound Direction
=
= 18.396 K.P.H
Appendix
Trip Rate Data Compilation
Land Use: Residential
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 sft
Maximum Hourly
Rate/1000 sft
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
10,11,30 Suraya's Dream-31/2 82040 0.68 1.1
21,17 Address: 68/1, Azimpur Govt. Quarter 12250 0.888 1.959
4 Anannya Apartment Complex 30600 0.743 0.784
Trip rate of Residential 0.715837937 1.106831211 27.99119611 43.28008881 42.28619358 41.5133935
8,15,18 Syhamoli Garden (check) 39102.7 1.24 1.89 48.5 74
Land Use: Commercial
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 sft
Maximum Hourly
Rate/1000 sft
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
4 Sunrise Shopping Complex 128000 3.379 4.516
10,11,30 A.R.A Centre 38147.51 3.53 5.71
1 Orchard Point 42453.29 3.77 5.65
6 Arong Shopping Mall 51840 7.81009 10.6289
Trip rate of Commercial 4.346848417 6.092492216 405.3743906 568.1680339 51.91288368 48.62856836
8 Metro shopping Mall (check) 93257.08 9.049 11.85 843 1106
Land Use: Educational
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 students
Maximum Hourly
Rate/1000 students
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
8 Eden Women’s College 32000 28.28 69.15
6 Dhanmondi Govt. Boys High School 2671 140.16 417.45
Trip rate of Educational 36.89906146 95.98249113 405.8896761 1055.807402 43.98946512 39.97683897
5 Dhaka City College (check) 11000 64.136 159.9 724.6666667 1759
Appendix
Land Use: Hospital
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 sft
Maximum Hourly
Rate/1000 sft
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
1,16,29 LabAid Diagnostic Center 75434.44 10.01034806 20.4415914
1 Care Hospital 50665.72 0.84 2.69
Trip rate of Hospital 6.325798514 13.3091884 1271.85923 2675.933175 -1.58620045 -17.5717564
7 Shahid Suhrawardi (check) 201059.08 6.23 11.32 1252 2276
Land Use: Office
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 sft
Maximum Hourly
Rate/1000 sft
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
7 Southeast Bank Building 19859.41 6.31 10.98
8,15,18 Beximco pharma 33390.62 3.82 7.28
Trip rate of Office 4.748636677 8.659901889 55.26938228 100.7925981 13.47259134 39.28156742
1,16,29 One Bank (check) 11639 5.488014434 14.26239368 63.875 166
Land Use: Garments
Group Structure Name Total Floor Area (sft)
Average Hourly Rate/1000 sft
Maximum Hourly
Rate/1000 sft
Average Trip per hour
Maximum trip per hour
Margin of error (%) average
Margin of error (%)
Maximum
5 Hypoid Fashions 70376.74 11.12100027 37.76855746
Trip rate of Garments 11.12100027 37.76855746 1003.883019 3409.334824 -6.23100733 0.66040724
17,21 Creative Shirts (check) 90269.13 10.47676692 38.01969668 945 3432
Appendix
Car Microbus Office
Vehicle
Taxi CNG Bus School
Bus
Human
Hauler
Motorcycl
e
Rickshaw Bicycle Walking
Residential 91 12 8 3 2 21 3 42 182
Residential 96 45 42 7 61 1 141 393
Residential 10 1 2 4 15 4 42 78
Residential 144 3 1 18 115 7 31 66 385
Grand Total 341 3 13 1 71 160 0 2 20 128 8 291 1038
Percentage 32.85164 0.289017 1.252408 0.096339 6.840077 15.41426 0 0.192678 1.926782 12.33141 0.770713 28.03468 100
Commercial 182 8 34 292 9 10 204 15 116 870
Commercial 354 6 18 110 29 131 2 154 804
Commercial 284 8 6 0 17 59 0 0 11 197 3 664 664
Commercial 280 1 17 47 93 1 329 359 1127
Commercial 536 18 5 100 376 974 2 63 539 2 151 2766
Grand Total 1636 40 12 117 492 1528 2 9 114 1400 22 1444 6231
Percentage 26.25582 0.649 0.186585 1.877708 7.894052 24.52374 0.032098 0.144439 1.83361 22.46693 0.350073 23.17257 100
Office 45 3 10 53 19 64 5 66 265
Office 49 21 0 0 5 18 0 0 30 63 2 55 243
Office 92 2 14 131 11 32 82 15 47 426
Grand Total 186 23 3 0 29 202 0 11 81 209 22 168 934
Percentage 19.91435 2.462527 0.321199 0 3.104925 21.62741 0 1.17773 8.672377 22.37687 2.35546 17.98715 100
Hospital 102 11 22 107 184 1 77 219 13 41 777
Hospital 187 31 0 7 144 24 0 0 36 96 0 7 532
Hospital 262 90 0 15 154 48 0 0 48 121 3 254 995
Grand Total 551 132 0 44 405 256 0 1 161 436 16 302 2304
Percentage 23.91493 5.719377 0 1.908091 17.58302 11.10589 0 0.043403 6.982626 18.9321 0.694118 13.1233 100
Educational 22 6 815 16 7 79 346 1291
Educational 22 6 815 16 7 79 346 1291
Educational 69 13 5 18 1021 17 38 266 122 26 1595
Grand Total 113 13 5 0 30 2651 0 49 52 424 122 718 4177
Percentage 2.705291 0.311228 0.119703 0 0.718219 63.4666 0 1.173091 1.244913 10.15083 2.920757 17.18937 100
Garments 1 209 37 6 33 20 2164 2470
Garments 209 31 9 23 19 1999 2290
Grand Total 0 1 0 0 0 418 0 68 15 56 39 4163 4760
Percentage 0 0.021008 0 0 0 8.781513 0 1.428571 0.315126 1.176471 0.819328 87.45798 100
Modal Share Data Compilation(2011-6 Land Use and 20 Surveyed Building)
Land Use
Mode
Total
Appendix
Increased PCU Calculation (Peak Hourly) from the Changed Amount of Land Uses in Mirpur Road
Commercial (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
26.25581769 0.649 0.186585237 1.877708 7.894052 24.52374 0.03209758 0.144439095 1.833610211 22.46693 0.350073 23.17257
Person Trip 5209.7894
Vehicle Trip 1367.872807 33.811533 9.720697906 97.82464 411.2635 1277.635 1.67221615 7.524972653 95.52723041 1170.48 18.23808 1207.242
No. of vehicles 683.9364033 1.1270511 0.324023264 48.91232 205.6317 42.58784 0.05574054 2.508324218 95.52723041 585.2399 18.23808
PCU 683.9364033 1.1270511 0.324023264 48.91232 102.8159 106.4696 0.11148108 1.254162109 28.65816912 468.1919 3.647616 0 1445.448602
Residential (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
32.85163776 0.2890173 1.252408478 0.096339 6.840077 15.41426 0 0.192678227 1.926782274 12.33141 0.770713 28.03468
Person Trip -999.1018084
Vehicle Trip -328.221307 -2.8875775 -12.51283575 -0.96253 -68.3393 -154.004 0 -1.925051654 -19.25051654 -123.203 -7.70021 -280.095
No. of vehicles -164.110654 -0.0962526 -0.417094525 -0.48126 -34.1697 -5.13347 0 -0.641683885 -19.25051654 -61.6017 -7.70021
PCU -164.110654 -0.0962526 -0.417094525 -0.48126 -17.0848 -12.8337 0 -0.320841942 -5.775154962 -49.2813 -1.54004 0 -251.9411352
Hospital (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
23.91493056 5.7193766 0 1.908091 17.58302 11.10589 0 0.043402778 6.982625835 18.9321 0.694118 13.1233
Person Trip 3079.914094
Vehicle Trip 736.5593168 176.15188 0 58.76755 541.5419 342.0519 0 1.33676827 215.0588772 583.0923 21.37824 404.1865
No. of vehicles 368.2796584 5.8717295 0 29.38377 270.771 11.40173 0 0.445589423 215.0588772 291.5461 21.37824
PCU 368.2796584 5.8717295 0 29.38377 135.3855 28.50432 0 0.222794712 64.51766317 233.2369 4.275648 0 869.68
Garments (Modal Share)
Person Trip 2950.11194 Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
0 0.0210084 0 0 0 8.781513 0 1.428571429 0.31512605 1.176471 0.819328 87.45798
Vehicle Trip 0 0.6197714 0 0 0 259.0645 0 42.14445628 9.296571239 34.7072 24.17109 2580.108
No. of vehicles 0 0.020659 0 0 0 8.635482 0 14.04815209 9.296571239 17.3536 24.17109
PCU 0 0.020659 0 0 0 21.5887 0 7.024076047 2.788971372 13.88288 4.834217 0 50.13950755
Person Trip 2059.045058 Office (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
19.9143469 2.4625268 0.321199143 0 3.104925 21.62741 0 1.177730193 8.672376874 22.37687 2.35546 17.98715
Vehicle Trip 410.0453756 50.704536 6.613635091 0 63.93181 445.3181 0 24.24999533 178.5681475 460.7499 48.49999 370.3636
No. of vehicles 205.0226878 1.6901512 3.306817545 0 31.9659 14.84394 0 8.083331778 178.5681475 230.375 48.49999
PCU 205.0226878 1.6901512 3.306817545 0 15.98295 37.10984 0 4.041665889 53.57044424 184.3 9.699998 0 514.7245222
Total PCU 2955.71
Appendix Traffic Volume of Mirpur Road in 2006
Location Peak(N-S) Peak(S-N) Both Direction
Location: Dhanmondi 27 2404.2 2796.4 5200.6
Location: Science Lab 3899.6 2386.6 6286.2
Location: New Market 1263 2031 3294
Location: Technical 2404.2 2796.4 5200.6
Average 2492.75 2502.6 4995.35
Source: Course Report of Plan 342: Library;DURP
Traffic Volume of Mirpur Road in 2011
Peak Off-Peak Average
Rate (PCUs/hour) 5351.53 3399.99 4621.97
Source: Field Survey,2011
Volume Survey Data of 2006 for BRTC-Technical Section
Table: Volume Survey Data of 2006 for Technical (South to North) Section
Vehicle 8:00-8:30 AM 9:30-10:00 AM 5:30-6:00 PM
12:00-12:30 PM 3:00-3:30 PM
Car, Microbus, Jeep, Pickup 517 434 454 394 314
Taxi 85 83 139 124 193
Motor cycle 8 19 107 41 69
Truck 8 2 12 9 13
Large Bus 77 83 86 45 53
Mini Bus 121 112 121 76 87
Auto Rickshaw 289 237 405 287 457
Human Hawler 71 36 43 21 39
Total PCU 1242 1098.3 1334.4 968.9 1112.1
Table: Volume Survey Data of 2006 for Technical (North to South) Section
Vehicle 8:00-8:30 AM 9:30-10:00 AM 5:30-6:00 PM
12:00-12:30 PM 3:00-3:30 PM
Car, Microbus, Jeep, Pickup 393 337 331 315 246
Taxi 112 153 162 91 120
Motor cycle 74 101 53 12 43
Truck 7 16 9 13 11
Large Bus 107 90 74 69 87
Mini Bus 142 119 109 128 122
Auto Rickshaw 290 321 460 383 389
Human Hawler 29 93 27 45 40
Total PCU 1255.1 1231.6 1176.1 1082.6 1080.9
Both Direction(30 min) 2497.1 2329.9 2510.5 2051.5 2193
Both Direction(1 hour) 4994.2 4659.8 5021 4103 4386
Source: Field Survey,2011
Appendix
Voulume Survey of Mirpur Road, 2011 BRTC Market-Technical Intersection (Section-07)
Time N-S(PCU/Hr) S-N(PCU/Hr) Combined
7:30 AM-10:30 AM 1371 1967.8 3338.339
11:00 AM-12:00 AM 1486.732 2018.5 3505.232
1:00 PM-2:00 PM 2249.2 2977.5 5226.700
3:00 PM-4:00 PM 1636.6 2453.1 4089.700
5:00 PM-7:00 PM 2211.5 2313.8 4525.250
Average 1749.383 2248 3997.383
Traffic N-S S-N
Peak 2249.2 2977.5
Off-Peak 1371 1967.8
Av. 1749.383 2248
Source: Field Survey,2011
Land Use Change Traffic Calculation-1: In Section-7(BRTC Market-Technical Intersection)
Land Use Change(sq.ft.) Trip Rate-In Peak(Per sq.ft/Per Hr. ) Increased PersonTrip(Per Hr.)
Commercial Activity 72942.05 0.006 444.399
Residential 327865.51 0.001 362.892
Hospital 97140.38 0.013 1292.860
Office 0.00 0.009 0.000
Garments 19123.40 0.038 722.263
Appendix
Land Use Change Traffic Calculation-1: In Section-7(BRTC Market-Technical Intersection)
Commercial (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
26.25581769 0.649 0.186585237 1.877708 7.894052 24.52374 0.03209758 0.144439095 1.833610211 22.46693 0.350073 23.17257074
Person Trip 444.3988773
Vehicle Trip 116.680559 2.8841487 0.829182699 8.344514 35.08108 108.9832 0.14264127 0.641885716 8.148543192 99.84279 1.555722 102.9786442
No. of vehicles 58.34027951 0.0961383 0.41459135 4.172257 17.54054 3.632774 0.00475471 0.213961905 8.148543192 49.92139 1.555722
PCU 58.34027951 0.0961383 0.41459135 4.172257 8.77027 9.081936 0.00950942 0.106980953 2.444562958 39.93711 0.311144 0 123.685
Residential (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
32.85163776 0.2890173 1.252408478 0.096339 6.840077 15.41426 0 0.192678227 1.926782274 12.33141 0.770713 28.03468208
Person Trip 362.8917769
Vehicle Trip 119.215892 1.0488202 4.54488738 0.349607 24.82208 55.93708 0 0.699213443 6.99213443 44.74966 2.796854 101.735556
No. of vehicles 59.60794602 0.0349607 2.27244369 0.174803 12.41104 1.864569 0 0.233071148 6.99213443 22.37483 2.796854
PCU 59.60794602 0.0349607 2.27244369 0.174803 6.205519 4.661423 0 0.116535574 2.097640329 17.89986 0.559371 0 93.6305
Hospital (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
23.91493056 5.7193766 0 1.908091 17.58302 11.10589 0 0.043402778 6.982625835 18.9321 0.694118 13.12330305
Person Trip 1292.859633
Vehicle Trip 309.1864835 73.943511 0 24.66893 227.3238 143.5836 0 0.561136994 90.27555078 244.7654 8.973973 169.6658877
No. of vehicles 154.5932418 2.4647837 0 12.33447 113.6619 4.786119 0 0.187045665 90.27555078 122.3827 8.973973
PCU 154.5932418 2.4647837 0 12.33447 56.83094 11.9653 0 0.093522832 27.08266523 97.90617 1.794795 0 365.07
Garments (Modal Share)
Person Trip 722.2633316 Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
0 0.0210084 0 0 0 8.781513 0 1.428571429 0.31512605 1.176471 0.819328 87.45798319
Vehicle Trip 0 0.151736 0 0 0 63.42565 0 10.31804759 2.27603991 8.497216 5.917704 631.6769431
No. of vehicles 0 0.0050579 0 0 0 2.114188 0 3.439349198 2.27603991 4.248608 5.917704
PCU 0 0.0050579 0 0 0 5.28547 0 1.719674599 0.682811973 3.398886 1.183541 0 12.2754
Person Trip Office (Modal Share)
Car Microbus Office Vehicle Taxi CNG Bus School Bus Human Hauler Motorcycle Rickshaw Bicycle Walking
19.9143469 2.4625268 0.321199143 0 3.104925 21.62741 0 1.177730193 8.672376874 22.37687 2.35546 17.98715203
Total Increased PCU 594.66