impact of different types of land use on transportation system of dhaka city : a case study of...

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

PLAN 446 Transportation Planning Studio

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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)

http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm


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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


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


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


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


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.)


16 | P a g e

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


17 | P a g e

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


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


19 | P a g e

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 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)


20 | P a g e

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.


21 | P a g e

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)


22 | P a g e

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


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


23 | P a g e

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.


24 | P a g e

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


25 | P a g e

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)


26 | P a g e

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


27 | P a g e

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


28 | P a g e

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)


29 | P a g e

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


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


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)


30 | P a g e

Traffic

Volume

(PCU/hr)

Estimated

Capacity

(PCU/hr)

V/C ratio


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)


31 | P a g e

Impact on LOS in Future (2013) for New Construction

Traffic

Volume

(PCU/hr)

Estimated

Capacity

(PCU/hr)

V/C ratio


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


32 | P a g e

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


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


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


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


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


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)

http://www.seit.ee/agenda21/english/transport/landuse_costs_extern.pdf

http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm

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


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



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


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


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


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


Location: Ganobhobon Group 2 Location: Dhanmondi 27 Intersection to Manik Mia Avenue

N-S S-N


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


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


Location: Family World Group 3

S-N S-N


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


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



Maximum Hourly

Rate/1000 sft




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


Average Hourly Rate/1000 students

Maximum Hourly

Rate/1000 students




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



Maximum Hourly

Rate/1000 sft




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



Maximum Hourly

Rate/1000 sft




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



Maximum Hourly

Rate/1000 sft




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)


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)


23.91493056 5.7193766 0 1.908091 17.58302 11.10589 0 0.043402778 6.982625835 18.9321 0.694118 13.1233


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)


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


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


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)


26.25581769 0.649 0.186585237 1.877708 7.894052 24.52374 0.03209758 0.144439095 1.833610211 22.46693 0.350073 23.17257074


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)


32.85163776 0.2890173 1.252408478 0.096339 6.840077 15.41426 0 0.192678227 1.926782274 12.33141 0.770713 28.03468208


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)


23.91493056 5.7193766 0 1.908091 17.58302 11.10589 0 0.043402778 6.982625835 18.9321 0.694118 13.12330305


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)


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