Abstract

Road transportation plays a vital role to the economic development and social integration of a
country. But in Bangladesh we face many problems in this sector. One of the most challenging
and complicated issues in city management in the present decade for Bangladesh is the traffic
problem.
Traffic congestion is a common phenomenon almost in all the cities of Bangladesh. This
situation has become to a very critical stage and has already assumed unbearable proportions in
the cities of Bangladesh. Cities of Bangladesh cannot afford the economic and environmental
loss resulted from this severe traffic congestion.
Our country is facing congestion problem in many parts of it. But it was difficult for us to work
around the whole country so we decided to work on an area where we can do our work properly
without hampering our regular classes. For that purpose we decided to work on Banani area
where we can work during our classes. We have chosen the area between Banani 11 and Kamal
Ataturk Avenue for our project .In this portion of Banani the main road users are mostly
permanent residents living here, students of different private universities & schools , people
working in different corporate office. There is a huge amount of people coming in this area for
shopping purpose. The type of vehicles available here is both motorized and non motorized
which
reduces
the
roadway
capacity
and
causes
congestion.
The aim of our project was to detect the problems causing congestion in Banani and to make a
proposal to overcome the problems. We have proposed several hypothesis and we have taken
public and experts opinion about our hypothesis.

Chapter : One

Chapter Title : Background

CHAPTER 1: BACKGROUND
1.1Current situation in Bangladesh
Road transportation plays a vital role to the economic development & social integration of a
country. Easy accessibility, flexibility of operation, door to door service and reliability has earned
road transport an increasingly higher shear of both passenger and freight traffic. As Bangladesh
is a developing country, it needs a better traffic system for its prosperity and development.
However, unfortunately the transportation system is not well planned and is full of lacking,
results in traffic jam as well as increasing amount of road accidents. The transportation system is
still growing.
In traditional sense, traffic management is the science of extracting maximum capacity from
existing roads. Roads and streets, particularly in urban areas, suffer from numerous inhibiting
factors that constrain their efficiency as traffic routes.Hencethe imposition of measures such as
stopping and parking. Proper management of transportation system can improve the current
situation

1.2 Present picture of Bangladesh:

Bangladesh is a small country having 1, 47,570sq. km land and 16 million people. It is the most
densely populated country having 946people living in per sq. km. this over population causes a
bad impact on the roadway.
There are around 3 million non-motorized vehicles & 1.5 million motorized vehicles running at
present on the roads of Bangladesh (www.worldbank.org/indicator/IS.VEH.NVEH.P3). The
Number is increasing day by day .But for this increasing number of vehicles there are only
3478.42 km national highway, 4221.52 km regional highway, 13247.79 km Zillah road
(www.wikipedia.org/wiki/List_of_roads in Bangladesh) which is insufficient compared to
neighbor country India. This unplanned roadway is causing traffic jam & road accidents every
day. The amount of roadway is insufficient but proper planning & management can reduce the
problems of traffic jam & accident.
There are some black spots where accident is a daily occurrence and congestion
general peoples valuable time.
The roadway network of Bangladesh is not very strong but it is not too weak
network of Bangladesh is shown in the following map

kills a lot of
also. The road

Map /pic of jam in spots.

Fig 1.1 (1): Roadway network Bangladesh.

This network shows the major roads connecting the country.

This roadway network is neither enough nor very poor for serving our purpose. Proper planning
and management can make the best use of our existing roadways .the following figure shows a
horrible picture of traffic jam .

\
Fig 1.1(2) :Traffic Jam in Dhaka city caused by too many vehicles

Fig 1.1 (3) : Dhaka- Chittagong highway congestion

1.3 Present picture of capital city Dhaka

Traffic congestion is one of the biggest problems in the City of Dhaka. This problem is
increasing day by day because of increasing traffic as well as inefficient traffic management
techniques. Dhaka is the 9th largest city in the world and also 28th among the most densely
populated cities in the world. She covers an area of 360 sq. km (140 sq. mi) having population of
over 16 million .This map shows an overview of Dhaka city

Fig 1.3 (1) : Dhaka City Map

The transportation system of Dhaka is predominantly road based and non-motorized
transportation (mainly rickshaws) has a substantial share. Dhakas road network is nearly 3000
km (of which 200 km primary, 110 km secondary, 50 km feeder and 2640 km narrow roads) with

few alternative connector roads and it represents the proportion of road surface to built-up area
hardly 7% as against 25% recommended for a good city planning. Only 400 km footpath is
available for pedestrian of which 40% are being occupied illegally by vendors and others. There
are no effective bi-cycle lanes and safe walkways even. Although 37-km long rail-road passes
through the heart of the city but it has little contribution to citys transport system due to policy
constraints. Although the motorization level in Dhaka is till very low comparing to similar sized
cities of the world, the rate of increase of various types of vehicles in recent years is significant.
Figure-1 shows the incremental growth of motorized vehicles in Dhaka city over time. More than
500,000 rickshaws ply on Dhakas roads (STP, 2005). There are around 100 open markets on the
streets and 3000 shopping malls beside the roads without adequate parking provisions. Most of
the signals are manually controlled and insufficient traffic policemen are to control the traffic.

Figure 1.3 (2) -: Motor Vehicles Growth Trends in Dhaka City over Time (19942006)
Source: BRTA, 2007
Dhakas transport environment is characterized by mixed-modes transports using the same road
space, traffic congestion, delays, mismanagement, conflict of jurisdictions, poor coordination
among organizations and increasing environmental problems. The distribution of modal choices
in Dhaka is unique among cities of comparable size in the world. The primary mode of transport
is particularly interesting, with about a third (34%) using rickshaws, almost half (44%) using
transit/buses; and a quarter (22%) comprised of walk (14%) and non-transit motorized (8%)
modes (STP, 2005). Current average trip length is 5.37 kms (by buses 8.40 kms; by rickshaws
2.34 kms) and across all modes of travel average trip time is about 15 minutes. Pedestrian
volumes of 10,000 to 20,000 per day are common and reach as high as 30,000 to 50,000 per day
in the Old City area. Only about 2% households own a bicycle. Buses & minibuses are the
cheapest mode available as mass transit and average cost of transport ranges from about 8% of

household income for high income groups to 17% for low income groups (DITS, 1993). Large
groups within the society have very poor access to transport services. Since 1995 to 2005, the
roads of Dhaka have increased only by 5%, but population and traffic have increased by over
50% and 134% respectively.
Transport service in Dhaka has several deficiencies resulting from a combination of factors physical, developmental and institutional-cum-policy framework-related which lead to lower
efficiency, higher transport costs, longer waiting & travel time, discomfort and more
significantly, transport unreliability with major adverse consequence for the economy &
environment. An example of the absence of good traffic management and coordination among
agencies is the chaotic disorder that exists in many areas of Dhaka today. Rapid population
growth, the absence of planning control and poor economic conditions have contributed to the
lack of organization on the public rights-of-way. There is also a high level of operation disorder,
which significantly diminishes the efficiency and effectiveness of the existing transport systems.
The present bus services (operated under as many as 750 individual ownerships) provide
inefficient, unproductive, and unsafe level of services. Long waiting, delay on plying,
overloading, discomfort, and long walking distance from the residence/work place to bus
stoppages are some of the obvious problems that confront the users in their daily life. In peak
hours they very often load and unload in unspecified stops. It is a common practice in rush hours
to deny access to the old, women, and children passengers, because this group has a tendency to
avoid fighting during boarding and alighting.
Today the mega city Dhaka is one of the worlds crowded & congested cities. Many have
expressed their apprehension that Dhaka is destined to be the worlds largest slum, if we make
further delays to take corrective measures. Its traffic congestion not only causes increased costs,
loss of time & psychological strain, but also poses serious threats to our socioeconomic
environment. With its present situation of traffic systems, the city stands in dire need for a radical
transformation in the structural sense. Until and unless there is immediate and effective solution,
the system will collapse. We need to take comprehensive view of the present shortcomings and
future potentialities of the metropolis to identify and work out plans for formulating strategies to
standardize the efficiency of traffic flow and effectiveness of transportation system because
choices about transportation system concern the kind of city we want to live in. To maintain the
economic viability of this city and to keep its environment sustainable, an efficient mass
transportation system is imperative

Fig 1.3 (3): Typical Traffic Jam in Dhaka City (farm gate)

1.4 Present situation of our working area Banani :

Our country is facing congestion problem in many parts of it.it was difficult for us to work
around the whole country so we decided to work on an area where we can do our work properly
without hampering our regular classes. For that purpose we decided to work on Banani area
where we can work during our class. .Banani is a mainly residential area of north Dhaka. It is an
area under Dhaka South city corporation .It is in ward no 19.
The area is bounded to its west by the busy dual four lane New-airport, Banani lake defines its
eastern border, whilst the area itself is bisected by two east-west roads that effectively split it into
three character areas. The most capacious of these roads is Kamal Ataturk Avenue, a divided
highway that connects New Airport road with the district Centre of Gulshan 2 circle. Banani 11
provides other east west route .A overall view of our working area is given below.

Fig 1.4 : Road network of Banani 11 to Kamal Ataturk Avenue

This map shows us top view of our whole working area. The length and width of different roads
are given below in the chart. This chart gives us the idea about the type of the road & its location.

Table 1.1: Banani study area road Information.

Road
KAA

Length (m)
933

Width (m)
2 x (12/14)

322

4.5/7.5

6(0)

322

6/15

6(1)
6(12)
6(2)
6(21)

144
122
144
122

6/12
5.5/7.5
5.5/8.5
5.5/7.5

8
10

233
322

7.5/15
6/15

11

1172

9/21

12
13(0)

322
389

6/18
4.5/9

13(1)

194

4.5/7.5

13(2)

128

5.5/12

13(3)
13(4)

161
100

5.5/14
5.5/14

13/A (1)

266

4.5/10.5

13/A (2)

128

4.5/7.5

13/A (3)

67

7.5/10.5

13/B

194

4.5/12

13/C (1)

200

6/20

13/C (2)

122

5.5/ 12

13/ C (3)

61

3.5/10.5

15(1)

266

7.7/18

Remarks
District distributer, dual carriageway, commercial
frontages.
Narrow road used as N-S local distributer,
commercial frontage, some katcha surface.
Relatively narrow road used as N-S local
distributer, some katcha surface.
Residential E-W access road
Residential minor, N-S access road, residential.
Residential E-W access road
Residential minor, N-S access road, residential
some katcha surface.
N-S local distributer, commercial frontage.
N-S local distributer, mixed (shop house),
frontage, katcha surface at the southern end.
E-W local distributer used as district distributer.
Worst pedestrian and traffic condition of any road
in Banani.
N-S local distributer, commercial frontages
Residential E-W access road narrow usable
carriage way
Residential E-W access road, narrow usable
carriageway.
Residential E-W access road, narrow usable
carriageway
Residential N-S access road, narrow usable
Residential N-S access road, narrow usable
carriageway.
Residential E-W access road, narrow usable
carriageway, some katcha surface
Residential N-S access road, narrow usable
carriageway
Residential N-S access road, reasonable wide
carriageway
Residential E-W access road, narrow usable
carriageway, semi pakka & katcha surface
Residential E-W access road, reasonably wide
carriageway
Residential E-W carriageway, reasonably wide
carriageway.
Residential N-S access road, very narrow usable
carriageway.
Residential E-W access road, reasonably wide

15(2)
17(1)

233
144

9/18
10.5/17

17(2)

305

12/24.5

17(3)

389

7.5/21

17 (4)
17 (5)

200
111

7.5/15
4.5/17

17 /A (1)

194

7.5/18

17/ A (2)

117

3/7.5

19/ A

339

6/4

UNR (1)
UNR (2)

83
111

15/24.5
12/17

UNR (3)

56

12/17

carriage.
Residential N-S access road, wide carriageway
E-W access road, educational activity,
pedestrians, wide carriageway.
E-W access road, canyon-like street between tall
buildings
(commercial
and
educational,
hotel).Seriously degraded street.
E-W
access
road,
tall
building
to
north( commercial, educational, hotel ), seriously
degraded street just over a third of its width is
available for traffic
E-W access road, mainly commercial to N-S
Residential E-W access road, narrow usable
carriageway
Residential E-W access road, reasonably wide
carriageway
Residential E-W access road, very narrow
carriageway
Residential N-S access road, narrow usable
carriageway, Blocked during side visits because
of construction work
Short, relatively wide N-S commercial connector
Shopping street with tall frontage to both sizes,
heavily trafficked
Very wide N-S connector alongside open air car
park.
Short relatively wide N-S residential connector.

UNR (4)
44
7.5/9
Notes: KAA = Kamal Ataturk Avenue
UNR = Unnamed Road ( At-least no name is given on the source map)
N-S = North South
E-W = East West
In the width column the first width is that of the carriageway and the second is the frontage to
frontage width

The study area covers 32 Hectare and contains 8.76 km of roads(including the bordering roads of
Kamal Ataturk Avenue and road 11).Roads were originally set out in a hierarchical fashion

.Kamal Ataturk Avenue is a district distributor ,whilst Road 11 has assumed a similar role,
despite being totally unsuited to such a function .Several north-south roads serve as local
distributors ,even though the available carriageway widths are quite inadequate for the task .all
east-west roads(other than Kamal Ataturk Avenue and road 11) are local access roads ,some are
very narrow and several lack metaled surfaces.
Traffic mainly comprises cycle rickshaws, pedal-cycles, saloon cars and 4WD vehicles. Private
vehicles are numerous because many local residents and visitors can afford to own and use them.
Buses, personnel carrier and motor cycles are rare and Lorries only appear at night (unless they
are employed on construction projects).Pedestrian activity is quite intense, and comprises
residents, workers, shoppers, students, beggars and the homeless
Motorized vehicles

Non-motorized vehicle

Private cars, buses, motorcycles, Lorries, saloon

cars,

Cycle ,rickshaw, pedal cycle etc.

Our project area comprises the centermost, busiest and densest of Bananis three character areas,
situated between Kamal Ataturk Avenue and road no 11.On first impression the locality gives a
favorable impression of tree-lined avenues. The main development type is residential flats,
typically rising to the maximum permitted six stories (although this limit now appears to have
been relaxed to eight stories).
In our working area Banani 11 and Kamal Ataturk Avenue is the busiest one. The side roads are
also busy but only at pick hour (9 a.m-12p.m , 3 p.m-6 p. m ).in this area main development type
is high rise residential flats, shopping malls ,corporate office, and most importantly campus of
private universities. At road no 17 there is campus of three universities and surprisingly these
three universities have their anothercampus in Kamal Ataturk Avenue. In road no 17 there is a
substantial hotel. The width of these roads is good but much is lost to such functions as right
angle car parking, construction material dumps and food stalls. Thereis also some commercial
spaces which causes congestion .other roads in the north also serve commercial functions
including the whole southern side of Kamal Ataturk Avenue. The following figures show the
present situation of our study area.

Fig 1.4 (2) : Campous of private universities

Fig 1.4 (3): Banani 17 congestion

Fig 1.4 (4) : Congestion caused by on street parking.

Our study area has been re-developed within last few years and still it is growing. Instead of one
4 or 5 storied building there is 10 to 15 storied apartments .Flats have almost entirely replaced
single family houses, whilst apartment blocks are themselves being demolished to make way for
alternatives with greater earning potential(typically by making replacements taller, increasing
their plot ratio or changing their use to commercial or mixed developments).Indeed, nonresidential uses are scattered everywhere, with educational and medical premises being
particularly common place. Shops, boutiques and guest houses are also spread throughout the
area.

In south of our study area ,Road 11 is largely commercialized with shops,banks,restaurants and a
hotel .traffic is particular intense along this road ,not only because it is used as a through route
but also because of numerous parking and unparking activities and a tendency for vehicles to
make three point turns in the road. The road must once have been a quiet local distributor, but it
was transformed into a major through-route when the Gulshan-Banani Bridge was opened. The
result of this innovation is an overwhelming traffic environment where pedestrians cross the road
at great peril & where cacophony of horns and rickshaw bells persists throughout day and late
into the night. Impenetrable vehicular congestion often blights the road as through-traffic
contests its right of passage with cars trying to reverse from angle-parked position on shop and
restaurant forecourts. The road is a source of stress to its users, signified by the eruption of
unpleasant episodes amongst drivers, rickshaw puller and pedestrians.
The pedestrian condition in our study area is very bad. Most access roads within the area lack
any form of sidewalk .There is no footpath for the pedestrian in the roads of Banani. Walking in
the study area reveals that the pedestrian is regarded with contempt by every type of mechanized
road user. Traffic condition varies by street and time of day. Some streets are thronged by
rickshaws, both moving and congregated by the dozen in the hope of winning customers.
Rickshaws are permitted on all streets except Kamal Ataturk Avenue although this stricture does
noes not necessarily mean that they cannot be found there. Motor vehicles are commonplace and
the study areas general income level indicates that car ownership may be several times greater
than in Dhaka generally. The only road that carries recognizable public buses is Kamal Ataturk
Avenue, although the service is infrequent compared with that on New Airport Road and some
other bus corridors.
There is a general absence of the traffic signs, road marking and street furniture that could
otherwise guide, warn or control traffic. Apart from traffic signals at the junction of Kamal
Ataturk Avenue and New Airport Road, there are no traffic signals within the Study area.
Likewise ,there are no Give Way lines or lane divider marking .one junction ,namely at roads 10
and 11,regularly benefits from a traffic policeman, whilst elsewhere doormen (who are employed
by hotels and businesses)venture into the traffic to assist pedestrians and customers trying to park
or un-park their cars.
Other than a few businesses and apartment blocks that benefit from dedicated car parks, there is
no formal parking provision within the Study area. Cars may be parked randomly at the roadside,
but the most common arrangement is right angle parking which both reduces the available road
width for traffic and impedes pedestrian movement.

1.5 Our findings

So we can summaries our finding as follows:
Banani is basically a residential area but in last few years it has become both residential
and commercial area.
Besides 2 to 3 storied residential buildings there is multistoried apartments, shopping
malls, private university campuses, restaurants, food stalls , corporate offices of some
important companies
The economic value of the study area is sufficiently attractive for private sector
investment.
The pedestrian need sufficient footpath for fulfilling their purpose.
The parking facility is not enough, besides that people are not using the off-street parking
because of their unawareness.
The commercial spaces such as shopping malls are scattered throughout the area. There
are no rules for establishing any shopping mall any one can develop a shopping mall.
There is lack of road marking, signs and signals.
The road width is not sufficient for more than two lanes.

Chapter : Two
Chapter Title : Background

CHAPTER 2: INTRODUCTION
2.1 What is Transportation Planning?
Transportation helps shape an areas economic health and quality of life. Not only does the
transportation system provide for the mobility of people and goods, it also influences patterns of
growth and economic activity by providing access to land. The performance of the system affects
public policy concerns like air quality, environmental resource consumption, social equity, land
use, urban growth, economic development, safety, and security. Transportation planning
recognizes the critical links between transportation and other societal goals. The planning
process is more than merely listing highway and transit capital projects. It requires developing
strategies for operating, managing, maintaining, and financing the areas transportation system in
such a way as to advance the areas long-term goals.
Transportation planning, or transport planning, is involved with the evaluation, assessment,
design and siting of transport facilities (generally streets, highways, bike lanes and public
transport lines).
Transportation planning, or transport planning, has historically followed the rational planning
model of defining goals and objectives, identifying problems, generating alternatives, evaluating
alternatives, and developing plans. Other models for planning include rational actor, transit
oriented development, satisficing, incremental planning, organizational process, and political
bargaining.
However, planners are increasingly expected to adopt a multi-disciplinary approach, especially
due to the rising importance of environmentalism. For example, the use of behavioural
psychology to persuade drivers to abandon their automobiles and use public transport instead.
The role of the transport planner is shifting from technical analysis to promoting sustainability
through integrated transport policies.[1]
The following key roles must be performed by transport planners:
Take account of the social, economic and environmental context of their work.
Understand the legal, regulatory policy and resource framework within which they work.
Understand and create transport policies, strategies and plans that contribute to meeting
social, economic and environmental needs.
Design the necessary transport projects, systems and services
Understand the commercial aspects of operating transport systems and services

2.2 OVERVIEW OF TRANSPORTATION PLANNING

Transportation planning plays a fundamental role in the state, region or communitys vision for its future.
It includes a comprehensive consideration of possible strategies; an evaluation process that encompasses
diverse viewpoints; the collaborative participation of relevant transportation-related agencies and
organizations; and open, timely, and meaningful public involvement.

2.2.1What is the transportation planning process?

Transportation planning is a cooperative process designed to foster involvement by all users of
the system, such as the business community, community groups, environmental organizations,
the traveling public, freight operators, and the general public, through a proactive public
participation process conducted by the Metropolitan Planning Organization (MPO), state
Department of Transportation (state DOT), and transit operators. Figure 1 illustrates the
transportation planning process.

2.2.2Transportation planning includes a number of steps:

Monitoring existing conditions;

Forecasting future population and employment growth, including assessing projected

land uses in the region and identifying major growth corridors;
Identifying current and projected future transportation problems and needs and analyzing,
through detailed planning studies, various transportation improvement strategies to
address those needs;
Developing long-range plans and short-range programs of alternative capital
improvement and operational strategies for moving people and goods;
Estimating the impact of recommended future improvements to the transportation system
on environmental features, including air quality.

2.3 Transport in Bangladesh

Fig 2.3 - Map of the transport system in Bangladesh.

Transport in Bangladesh is an important part of the nation's economy. Since the liberation of the
country, the development of infrastructure within the country has progressed at a rapid pace, and
today there is a wide variety of modes of transport by land, water and air. However, there is
significant progress still to be made to ensure uniform access to all available transport.

2.3.1 Traffic jam in Bangladesh

One of the most challenging and complicated issues in city management in the present decade for
Bangladesh is the traffic problem .It is a very common phenomenon in almost all the cities of Bangladesh.
Presently, traffic congestion problem in Bangladesh are increasing at an alarming rate. The traffic problem
has become to a very dangerous arena and has already implicit agonizing extent in the cities.
With continued economic growth and development, Dhaka, the capital of Bangladesh is beginning to
experience massive traffic congestion. Today, this is causing extreme frustration to the inhabitants of the
metropolitan which is the largest and most crowded city of the nation. Many government and public
transport agencies drafted policies, undertook projects and implemented programs to solve these
problems. For example, the Dhaka Integrated Transport Studies conducted by the Ministry of Planning
in 1991-1994 found that not only did the uncoordinated activities of Dhaka City Corporation (DCC),
Rajdhani Unnyan Kartripakkha (RAJUK) and Bangladesh Road Transport Authority (BRTA) not
yield the desired effects or alleviate the problems but also that there was no single organization
responsible for improving the transport and traffic problems of the city.

2.3.2 Importance Of Transportation Planning In Dhaka:

Dhaka is fast becoming one of the largest cities in the world. With 13 million people it is also
one of the most traffic congested. By 2020, the megacity's
population is expected to rise to 22 - 25 million.

This rapid population growth together with the limited space

available for new transport infrastructure will further aggravate
the heavy congestion in Dhaka. Bangladesh already has one of
the highest traffic fatality rates in the world.

Upgrading transport services for more efficient use of limited space is therefore critical for

ensuring peoples mobility, improving their quality of life, and boosting economic growth.

2.3.3 Traffic Problem in Dhaka City:

Dhaka, the capital city of Bangladesh is one of the most populated and polluted cities in the
world. It is now facing serious traffic problem along with drainage, housing, water, sewerage,
gas and electricity. The traffic congestion cost is US$3 billion a year and the City losses over 8
million work hours daily.
A number of mega projects are on the table as a possible solution and few of them are discussed
at the higher level for quick implementation as a priority without undertaking any feasibility
study. It is easily perceptible that there is no short cut way to implement large projects quickly.
This is due to nature of work, funding arrangement and related formalities and it also needs
proper investigation to select appropriate project for implementation. An attempt of quick
implementation may lead inappropriate selection of projects which may not be helpful in
reducing the problem and will not be the best value for money.
Very few discussions are underway to maximize the utilization of the existing road reserve and
infrastructures. Even no short to medium term plans are under consideration properly to alleviate
the problem which can be done by ensuring the appropriate use of roads, waterways, footpaths
and by improving the public transport system. It is suggested to initiate a number of low cost
short to medium term actions/options - mostly by using own resources which will reduce
approximate 30% of the traffic congestion and will indicate the need for appropriate long term
solutions.
The relevant authorities should work to implement a number of small scale projects immediately
and progress proposals of large projects for implementation as long term solutions where needed
to remove the traffic problems in a well planned way.
One of the most challenging/complicated issues in the present decade for Bangladesh is the
traffic problem of its capital city, which is deteriorating day by day with the increase in
population and vehicles. At present, Dhaka has a population over 14 million which is expected to
be 24 million by 2021 (7% increase per year). It is one of the most densely populated and
polluted cities in the world.
This historic City always attracts people from other parts of the country as there are benefits to
live in Dhaka for its renowned educational institutions, better business and employment
opportunities. Apart from these advantages, it has serious problems with traffic, drainage,
housing, water supply and sewerage, gas and electricity.
Traffic Jam at Dhaka on rickshaw free road (left) and illegal parking - occupying almost 50% of
the road and hawkers activities on footpath (right)

The City is now experiencing severe traffic problem which records high in all considerations.
The rapid population growth together with limited space available for new roads and other
transport infrastructures has made the congestion problem unbearable to the city dwellers.
It sounds terrible that the congestion cost is over Tk.19 thousand crore (approx. US$3.00 billion)
a year in Dhaka and the City loses 8.16 millions work hours daily. The impact on the
environment from vehicle emission due to traffic congestion can easily be perceptible which is
yet to be determined.
This historic City always attracts people from other parts of the country as there are benefits
to live in Dhaka for its renowned educational institutions, better business and employment
opportunities. Apart from these advantages, it has serious problems with traffic, drainage,
housing, water supply and sewerage, gas and electricity.

Fig 2.3.3 : Traffic Jam at Dhaka on rickshaw free road (left) and illegal parking - occupying
almost 50%of the road and hawkers activities on footpath (right).
The City is now experiencing severe traffic problem which records high in all considerations.
The rapid population growth together with limited space available for new roads and other
transport infrastructures has made the congestion problem unbearable to the city dwellers.
It sounds terrible that the congestion cost is over Tk.19 thousand crore (approx. US$3.00billion)
a year in Dhaka and the City loses 8.16 millions work hours daily. The impact on the
environment from vehicle emission due to traffic congestion can easily be perceptible which is
yet to be determined.

2.3.4 Existing situation and causes of congestion

Dhaka has only 7%-8% of road against 25% required for a standard metropolitan city and the
Actual utilization is much less than this. This is due to the reasons that part of roads and
footpaths are occupied illegally by local residents/ businesses, car-parkers, hawkers, footpath
dwellers etc. The net road space available for use is indeed very less compared to the Citys
Current requirement.
Recent traffic and transport related information collected from different studies (Democratic
watch, Strategic Transport Plan for Dhaka STP, 2007 etc.) on existing trips, their natures and
Modal distributions are shown in the tables below:
Modal share or Mode split Modal split is a traffic/transport term which is frequently used
to describe the percentages
of travellers using a particular type of transport. If 40% of travellers use rickshaws, 30% use
buses and 20% use train and 10%
use car, then the public transport modal share is 50% (bus+ train), motor vehicle modal share
would be 40% (bus + car), NMTs
modal share would be 40%.
Couple of points from the above findings are given below for a better understanding of some
of the facts:
45% of the trips are home to office and educational institutions (32% + 13%)
46% of the trips are other (incidental trips like shopping etc)
Approx. 9% of the trips are made by cars which occupy 40% of the road spaces
Approx. 54% of the trips are by rickshaws which occupy 41% of the road
Approx. 28% of the trips are by buses which occupy 6.5% of the road spaces
The main causes of congestion are unplanned urban development, improper use of road
infrastructures and reserves, inadequate capacity of road and intersections, insufficient public
Transport, mixed traffic on the same road space, operational disorder, lack of systematic traffic
control, and inadequate east-west roads etc.

Recent mitigation measures and discussions on the issue

In recent years, a number of decisions have been considered to address the problem like
change in school timing, suspending schedules for peak hour trains (incoming and outgoing
for about 3 hours a day) etc. Ban on rickshaw movements on some of the major roads are
implemented in recent years and there are discussions and pressure for more rickshaw free

roads.

2.4 Future mega projects

A numberof mega projects like circular train, circular roads, elevated expressways, metro rails
etc. are recommended as part of different development plans for long term solutions. These
projects are huge in terms of their nature, physical works and investment, and definitely need
couple of years to commence following completion of feasibility study, design works, funding
arrangements and other related formalities.

It is highly disappointing to see the declaration by some of the high officials to implement mega
projects without feasibility studies, funding arrangements and other relevantformalities. To
achieve success, there is no short cut way to implement this type of largeprojects without
maintaining proper procedure.
There are discussions, debates, and analysis at every level for long term solutions; but very few
people are talking about short term or low cost measures to mitigate the extent of the problem. It
should keep in mind that implementation of mega projects may not contribute to the problem
extensively if not warranted.

2.5 Governments position

It is realistic to think that no Government will get sufficient time to implement all or few
megaprojects within their tenure. So, it will be wise to implement numerous small scale
initiativeswithin shortest possible time to reduce the problem. At the same time, related works to
startmega projects may be initiated so that projects could be completed in the next
tenuremaintaining all related formalities/studies. Success in mitigating the extent of the problem
willgive confidence to the mass people that the existing Government will be able to work for
longterm solution if they come to the power next time. Otherwise, the next Government may
takethe advantage of implementing the planned works based on their merits - there should not
beany change at that level if we want to get rid of the problem.An attempt to implement large
projects without proper selection may not give adequatebenefit in the long run. This will become
a burden not only on the city dwellers but also on thepeople and the economy of the country and
will be a suicidal decision for the Government.There may be outside pressure or loan offer from
foreign countries to implement megaprojects quickly which may or may not be advantageous in
reducing the traffic congestion. So,it is the Government who will take all necessary steps to find
out appropriate projects that willgive full benefit to the issue and best value for money.

2.6 Existing Transport Modes Rail and bus Services

Historic and economic factors have resulted in road transport being the dominant form of
transport in Dhaka and also at all cities in Bangladesh. Rail suffers from an under investment due
to reliance of road transport. The existing railway system has almost no contribution in carrying
traffic within the metropolitan area. However, some local trains transfer commuter passengers on
Dhaka-Tongi and Dhaka-Narayangonj routes. As the traffic volume is at the highest level, rail
should have an increasingly important role to play in transferring passengers efficiently to and
from different parts of the City.
Public and private bus/minibus services are in operation to transfer traffic on different routes.
These are very less in number compared to the total traffic volume and contributeonly 28% of
the vehicular modal share. The bus system cant contribute more due totraffic congestion on
major bus routes, insufficient number of buses, lack of bus lanesetc.

2.6.1 Water Transport

Dhaka has a long history of its river based transport and the present Government has recently
initiated water bus services on few routes. Governments recent plan for circular water way and
introduction of water buses are praiseworthy works which will divert a portion of road traffic to
use the water transports.
Government should continue its initiatives of recovering rivers and canals and make them
navigable. This will also be beneficial in mitigating the water logging problem of the City and
will give some environmental benefits.

2.6.2 Bus services for educational institutes and offices

Most of the public universities, colleges few government and business organizations operate their
own bus services in peak hours. This system should be well supported so that there are initiatives
for the increase of buses to accommodate all the trips generated by their staffs and students. This
arrangement gives the benefit of managing the peak hour traffic and reduces pressure on the bus
operating companies.

2.6.3 Non- motorized transport

Non Motorized Transports (NMT) are mainly walking, cycling etc and the use of rickshaws in
Bangladesh. The presence of NMT should be considered properly in Dhaka which is still the
dominant mode of transport (contribute 56.5% of the trips using 41% of the road space where as
car contributes 9% using 40% of the road).
The claim that rickshaw is mainly responsible for traffic congestion is not true. If it is the case,
why do we have congestion on rickshaw free routes in the City? It is not only the rickshaws
-there are several other factors for the traffic congestion in Dhaka. Cycling contributes 2.53% of
the trips where no infrastructure or facilities has ever been built or developed for it. Another

important component is the overall modal share of pedestrians which is over 62% as per Dhaka
Urban Transport Plan (DUTP). This proves that walking is still popular. Proper walking
environment can increase this figure significantly and will make the City safer due to more
pedestrians activities.
NMT World context
There are considerable demands for integrated sustainable transport system all over the world.
Continuous increase in fuel price and environmental awareness motivated the developed
countries to think for alternative transport. Current preferred transport componentsin the
developed world include public transport system like mass rapid transfer by bus andtrain, NMT
(Cycle, rickshaws etc) and low fuel consumption cars.
Most of the western countries are now introducing NMT in their metropolitan cities and
aretrying to motivate people to use NMT and public transport. See the following
rickshaws(termed as rickshaw taxi/ tricycle taxi) in New York, London and Australia streets:
New York Rickshaws
Group transfer from Times Square to Columbus Circle, Interactive outdoor sightseeing rides
through Central Park and Times Square
Rickshaws at London streets and in Australia (right)
Impacts of rickshaw ban on Dhaka streets
There are discussions for ban on rickshaws which will be more catastrophic due to its
contribution to traffic and job security to the rickshaw pullers. One of the transport study
findings shows that

Office travel is occurred mainly by rickshaws (42 per cent), followed by buses (31
percent) and scooter/tempo (14 per cent).
Rickshaws are most preferred for school/college/shopping trips - 52% of school trips,
47% of shopping trips, and 46% of college trips are occurred by rickshaws.

If rickshaw is banned, in transport term -what will happen to the transport of middle
classpeople who are dependent on rickshaws, and how will this travel demand be addressed?
Inemployment term - this may lead unrest and possible increase in crimes in the society dueloss
of jobs.One of the recent studies indicates that about five millions (50 lacs, over 3.5% of
population)people in Bangladesh are dependent on the income of rickshaw pullers.Rickshaws
provide door to door transport at all times and in all weather. It is the ideal andbest form of
transport in the world in many ways as it uses no fuels, emits no smoke/gas andfor Bangladesh it
employs a large number of the poorest population. So, rickshaws should notbe banned as it has
been proved as pollution free, space efficient transport system for qualitytransport services for
short distances.

Number of rickshaws
It is a concern that the number of rickshaws is more than the license issued by the Dhaka City
Corporation and the attempts to remove these illegal rickshaws from the road were failed for
several reasons. The numbers will definitely reduce to an acceptable level if alternative transport
systems like cycle and buses/rails are improved, as with the improvements of alternate transport,
income level will decrease which may lead a portion of the rickshaw pullers to change their
professions.

2.7 Suggested key points to address the issue

2.7.1 Short to medium term actions for future opportunities
There is no reason to think that only one solution can solve the problem or any costly option
(metro, express way etc.) can remove the problem overnight. It is needed to implement small
scale projects now to mitigate the extent of the problem and at the same time make progress to
implement long term solutions.
Proper utilization of existing roads and traffic management can reduce the traffic congestion by
approximately 30%. For Dhaka, the significant reduction in traffic congestion lies under the
components where most of the trips are less than 6.5km, NMT plays an important role (carry
over 56% of trips) and people still like to walk (overall modal share 62.82%).The base case
scenario should be all road infrastructures and road reserves are fully utilized for transport
purposes. Unfortunately, it is not the case for Bangladesh. Hence, considering the existing
situation of Dhaka as base case implementing the following small scale works will return more
benefit than expected:
Ensure the proper use of transport recourses/infrastructures by
Recovering road, footpath/road reserves and river ways from the illegal users.
Maximizing the utilization of all road infrastructures and waterways (road,
footpaths, over bridges, underpass etc.)
Grade separating all major intersections of the network for better traffic flow; say
2-3 intersections per year.
Introducing turning lanes (left/right) to increase capacity at intersection.
Relocating footpath hawkers and road side markets (that interrupt traffic movement) to
new low cost market places constructed by the relevant department/RCA. Open space
may also be used as temporary business place as morning/ evening market for 3/4 days a
week.
Relocating footpath dwellers to low cost shelters - to be constructed by the Government
away form the city area in a planned way. Eviction will not work as they will come back
to live on the footpath. These helpless people have no place to live in and it is our
responsibility to ensure some of the basic needs for them.
Installing road divider to separate both way traffic flows. This will also improve the
safety.

Fig : 2.7.1 - Risky road crossing almost no use of over bridge.Construction vehicle and
materials on road andfootpath dwellers (needs enforcement/relocation to ensure the proper use of
road space).

2.7.2 Improve the existing bus transport system by

Introducing dedicated public transport lanes (bus only lanes), initially on the existing
rickshaw free corridors/roads and then on other main roads as dedicated or shared bus
lane(s) with car.
Allowing emergency vehicles (ambulance, fire services, police car) to use the bus only
lanes
Increasing number of buses on each route and introducing new bus routes to connect
different areas of the City.
Keeping provision of one lane for car to discourage the use of car as this occupies more
space and contributes less in the Citys traffic.
Encouraging educational/business institutions and offices to introduce and increase
student/staff buses.
Encouraging Government officers to use office bus and restricting car use up to certain
levels and for official use only.

Fig 2.7.2(1) - Car dominant roads -lack of public transport (imagine the capacity of a bus which
occupies approximate 2 car spaces). The above roads are sufficient for one car lane, one
dedicated
bus
lane
and
lanes
for
cyclesand
rickshaws.

Fig 2.7.2 (2) Examples of Bus only lane and cycle lanes

2.7.3 Promote cycling, walking and use of other NMT

Promote cycling, walking and use of other NMT (rickshaws) by:
Introducing 2-3 m wide cycle lane on both sides of the road or shared use of footpath
with pedestrians.
Providing safe and secure bike sheds at office/business areas and educational institutions.
Converting one standard road lane to rickshaw lanes (two rickshaw lanes) ineach
direction.
Ensuring proper walking environment on footpaths and other walkways. Thehawkers
may be relocated to small or temporary market places or nearby open spaces for
operating their businesses as discussed above

Fig 2.7.3 Examples of on and off road cycle facilities and cycle parking arrangement

2.7.4 Parking management

Parking management by:
Constructing pay parking buildings in office/business areas to remove on-road parking
and parking maneuvering related traffic problems.
Leasing Government land (if available) to build and operate parking building on fixed
term basis otherwise providing interest free loans for building car park on privately
owned land.
Banning parking on delicate areas of road network and restricting all day long on-road
parking at or near business/office areas.
Providing short term free/pay parking at different locations to facilitate business and
office activity and introducing provision of parking fines for those who failed to comply
with the rules.
Prohibiting on-road drop off and pick up near educational institutions and giving
responsibility to educational institutions for arranging on site pick up/drop off area
Giving responsibilities to school authorities to motivate school kids to walk, use cycle
and rickshaws as these trips are short (average length 3.5 km as per STP). This will help
in reducing parking related congestion near school during peak hours.
Considering options for educational institutions to arrange mini/micro bus services for
their students with proper on site pick up/drop off facilities. This will also help in
reducing parking and pick up/drop off related congestion.
Encouraging and ensuring business entrepreneurs (hospitals, markets etc.) to arrange
onsite parking facilities for their customers. Efficient traffic management and
enforcement by
Giving responsibilities of traffic management to educational and business institutions for
the traffic generated by their activities and failing to which they will be charged/ fined.
This will reduce governments cost in traffic management and also increase awareness of
traffic rules and regulations.
Introducing submission of traffic management plan to the relevant RCA - to be prepared
by the school/business authority each year for their respective zone
Forming new section/division of traffic warden by school leavers/college graduates to
manage Citys traffic system under each municipal ward. They can issue infringement
notice to the vehicle owners/drivers for illegal parking/ breaking traffic laws. The police
will go back to do other duties to improve law and order in the City.

 Forming a Quick response team from the Police and Ansars who can help the wardens
as and when required or in emergency.
Sharing cost of road improvement with nearby business, educational institute (example:
adding turning lane or widening a small section of road etc. which are directly used by
them).
Stopping unplanned growth/developments and introducing submission of proper traffic
impact analysis for new developments as traffic generated from these developments are
the major causes of congestion on the nearby road. Ensure the use of waterways by
Taking drastic action to recover all rivers and canals from illegal occupier and making
them navigable.
Increasing number of water buses on each route with more new routes.
Implementing the plan for waterway development in the City for easy movement of
goods and people.
Restoring all historic City canals and introducing cycle path/walk ways on the banks of
these canals. This will in return give environmental and health benefits and improve
water logging problems. Improvement of railway by
Recovering rail reserves (land) from the illegal users and planing for railway
improvements
Rescheduling inter district trains in peak hours and operating small and frequent services
( say 3-6 car set train at 5-10 minutes interval within metropolitan area and 15/20 minutes
intervals beyond metropolitan area) on all available routes up to nearby districts
(Narayangonj, Gazipur, B.Baria) and constructing temporary small stations approximate
2/3km intervals in the metropolitan area
Grade separating the railway to ensure uninterrupted traffic flow at all major intersections
(say yearly 2/3 intersections; using simple works/technology by lowering the rail and
raising the road level or vice versa).
Installing new rail tracks for light rail/tram services. The tram lines can be planned and
installed along the road as shared lane with cars. This will save time and money for land
take (acquisition) and construction of tram lines. Modern low floor electric trams can
give more benefit when operated.
Installing/constructing short distance train line and planning to connect them with future
circular rail and may be installed on the median of wide road wherepossible.

Fig 2.7.4 - Examples of electric trams (high and low floor) sharing the road space
with cars
Medium- Long Term and Long term Measures:
Medium to long term plans should be considered now to continue the short to medium
term activities as discussed above for transport network improvement. This may include
improvement of bus, rail, waterway and NMT system including construction of the roads
recommended under the first phase of Strategic Transport Plan (STP for Dhaka).

2.7.5 Other Considerations

Other than this the following long term planning should be considered:
Plan an integrated multimodal transport network and construct/establish rail, road and river/canal
communication as per plans (may be future metro rail, circular rail, BRT, water bus, improved
NMT etc.)
Plan and install new rail facilities (light rail/tram) for local movements without interfering the
existing inter-district rail operation.
Decentralize few administrative and business activities to reduce pressure on Dhaka in a planned
way.
Relocate all industries from the city areas (say garments, leather etc).
Relocate cantonment and BDR head quarter away from the City and can be based at nearby
districts. This democratic country doesnt need this type of installation in the capital - small
headquarters may serve their needs.
Grade separate all major intersections based on the result of short/medium term actions.
Move out bus terminals from the city areas (Sydabad, Mohakhali, Gabtoli etc.) and introduce
shuttle services to and from those terminals.
Plan and implement bypass roads to allow traffic from the Northern and Southern parts of the
country to bypass Dhaka like Joydebpur to Dhaka Chittagong/ Sylhet Road and also upgrade it
to four lanes based on the future traffic demand.

2.8 What is the purpose of transportation planning?

The purpose of transportation planning is to fulfill goals by developing strategies to meet
transportation needs. These strategies address current and future land use, economic
development, traffic demand, public safety, health, and social needs.
of Bangladesh.
A. Overall Goals
B. Goal: Maintain the transportation system. System expansion should not occur until the
existing system is maintained. Because resources are limited, it becomes necessary to
prioritize transportation options. Expanding on the system at the expense of maintaining
what already exists will cause decreased mobility in established areas.
Objective: To promote a protocol that considers preservation before expansion.
Action: Consider amending STP-Urban project selection criteria that rewards
preservation activity.
Goal: Promote system efficiency. Work toward the efficient movement of people and goods
through the use of multiple modes. Integrate modes to create a seamless system for multi-modal
transportation.
Objective: To identify opportunities for establishing multimodal nodes in the region.
Action: Utilize recommendations from Busway West study to improve efficiency of
current and future nodes of multimodal convergence.
Goal: Protect the environment. Transportation decisions must carefully consider the potential
environmental impacts, before, during and after construction.
Objective: To review transportation proposals with more focus toward environmental
effects.
Action: Analyze mitigation activities for effectiveness.
Action: Propose alternative Best Management Practices that promote natural solutions.
Action: Capitalize on opportunities to combine transportation and environmental
improvement projects.
Goal: Promote improved safety. Transportation projects should be aimed at increasing safety for
all users, including bicyclists, pedestrians and motorists. Safety should focus on preventing
fatalities and injuries more than general collision prevention.
Objective: To emphasize safety in all elements of transportation planning and
incorporate the consideration of the context in which a project is proposed for safety
enhancements for all funding programs.

Action: Conduct safety audits for areas of high pedestrian activity.

Action: Enact recommendations of CCRPA plans (CCPATH, Bus way West, Transit
Development Plan) that address safety concerns.
Goal: Protect neighborhoods. Transportation facilities should not diminish neighborhood
character and safety; roads should be viewed as places, part of the neighborhood, not a separate
entity.
Objective: To establish transportation systems in scale with the surrounding land uses.
Action: Consider the context of land uses and human activity in review and development
of transportation project proposals and planning products.
Goal: Enhance economic development. Transportation should be used to spur economic
development, particularly in the downtown areas of the regions seven towns. Efficient
transportation systems that are aesthetically pleasing can help spur economic development.
Objective: To consider impacts on and opportunities for economic development in plans
and projects.
Action: Evaluate the economic development implications of plans, policies and projects.
Action: Create a tool box of economic enhancement techniques for transportation
facilities.
Goal: Encourage Sensible Land Use. Transportation and land use should remain compatible.
Objective: To encourage pedestrian-oriented land use in downtown areas and
discourage extending roadways to areas underserved by water and sewer.
Action: Create a Regional Plan of Conservation and Development that is conscious of
smart growth philosophies.
Action: Collaborate with the communities of the region to enact policies and projects that
do not induce sprawl development and that are context-sensitive.
B. Roads and Highways
Goal: Achieve equity and efficiency in maintaining and improving the transportation system.
Objective: To implement Intelligent Transportation Systems (ITS).
Action: Establish a regular traffic count and reporting system for the region.
Objective: To address safety and efficiency issues at intersections.
Action: Establish a regular intersection analyses and reporting system for the region.
Action: Establish a regular review of intersection and midblock crosswalk operations for
the region.
Goal: Analyze corridors and sub-areas as needed.
1 Objective: To conduct a corridor study if necessary,
Action: Discuss and determine need for corridor study with local leaders and other
interested parties on Route 10 in Plainville and Southington; or Route 229 in Bristol and
Southington, and work toward their initiation and completion.

Goal: Give full consideration to the use of roundabout intersections. While roundabouts are not
widely used in Connecticut, they can be a preferred alternative to signalization due to motor
vehicle traffic calming, safety and efficiency.
Objective: To institute regular consideration of roundabouts in discussions and review
of roadway alternatives.
Action: Amend the STP-urban project selection process to include consideration of
roundabouts.
Action: Recommend review by Conn DOTs roundabout review committee of all
intersection improvement proposals on state roads.
Goal: Assure that any cul-de-sac development maximizes non-motorized transportation linkage.
Any cul-de-sac development should provide bicycle and pedestrian connectivity to schools,
recreation, retail and adjoining neighborhoods and transportation networks, in order to foster
healthy lifestyles and reduce automobile dependency and longer automobile trips.
Objective: To institute regular consideration of pedestrian network connectivity in the
regions review of subdivision proposals and regulations.
Action: Initiate a regional review of subdivision regulations to encourage pedestrian
network connectivity.
Action: Incorporate review of pedestrian network connectivity in all subdivision site plan
reviews by the CCRPA.
Goal: Monitor and address highly congested areas.
Objective: To continue to monitor and analyze congested parts of the region and act to
relieve congestion in a way that is sensitive to the surrounding neighborhoods and the
environment.
Action: Continue periodic and regularly scheduled travel time analyses for known and
suspected congested routes for the Congestion Management Process (CMP).

C. Bridges
Goal: Ensure safe and efficient bridges
Objective: To establish the ability to monitor bridge conditions in the region.
Action: Create a bridge conditions database utilizing state information and local reports, housed
in the CCRPA GIS.
Goal: Ensure the integrity and preservation of the regions historic bridges
Objective: To monitor conditions and promote recognition of historic bridges.
Action: Monitor and report conditions of the railway tunnel (#4139, 1910) under Sylvan
Hill in Plymouth, the Stanley Park Road C bridge (#5218, 1936) and the Stanley
Quarter Park Road Bridge (#5217, 1925).
Action: Alert state DOT and State Historic Preservation Office (SHPO) of candidate
bridges for historic recognition.

D. Fixed Route Public Transportation

Goal: Improve the current standard and increase use of local public transportation service
Objective: To use marketing to media sources as tools for increasing and improving
service. oAction: Publish bus route maps in weekly newspapers such as Plainville
Citizen, Berlin Citizen, and Bristol Observer.
Objective: To expand service to those areas in need.
Action: Produce staff paper based on mapping of those particular areas in the region
including densely populated areas, schools and large employment areas and high
concentrations of people lacking automobile access.
Objective: To expand the service span. Because jobs now commonly are performed
during non-traditional hours, service should run as early in the morning and late into the
night as possible as well as on Sundays. This is of particular importance for Commuter
Express routes, which only run during weekday peak hours.
Action: Propose demonstration project with adjusted times.
Objective: To utilize the New-Britain to Hartford Busway as the focal point of the
regions public transportation system.
Action: Install enhancements such as parking, crosswalk upgrades, and disabled
pedestrian curb ramps to help increase Busway ridership.
Action: Follow recommendations of Busway West study for adjustment of bus routes and
schedules, and establishment of mini-hubs.
Action: Promote Transit-Oriented Design (TOD) land use and zoning elements be
established for stations and their immediate vicinity.
Objective: To optimize safety for all public transportation users.
Action: Review safety threat record and potential of the current flag-down system versus
regular station stops, especially in downtowns.
Action: Identify inadequate and ADA noncompliant bus shelters for replacement.
Action: Identify inadequate or nonexistent sidewalk networks along transit routes.
1
E. Transportation Services for the Elderly and Disabled (Paratransit)
Goal: Maintain and, if necessary, improve the current standard of paratransit and elderly
transportation.
Objective: To propose recommendations for improving the system.
Action: Within the Locally Coordinated Human Services Transportation Plan devise
strategies to identify paratransit service area expansion to fund with New Freedom funds.
Action: Continue to coordinate dial-a-ride services through the ADA Advisory
Committee and local providers to provide better service with less overlap.
Action: Encourage development of a regional Independent Transportation Network (ITN)
based on the Portland model as supplementary to elderly transportation.
Action: Advocate for better coordination between paratransit providers to provide
interregional one-seat trips.

F. Rail Service
Goal: Utilize existing infrastructure to maximize the ability to move people by rail.
Objective: To become a link on the New Haven-Hartford-Springfield commuter rail
line:
Action: Work for implementation of the New Haven-Hartford-Springfield commuter rail
line with a revitalized Berlin Depot.
Action: Promote Transit-Oriented Design (TOD) land use and zoning elements be
established for stations and their immediate vicinity.
Objective: To consider the possibility of establishing additional commuter rail service.
Action: Propose to Conn DOT to conduct a new feasibility study to investigate passenger
rail service between Waterbury and Hartford along existing infrastructure.
Goal: Utilize existing infrastructure to maximize the ability to move goods through the region by
rail.
Objective: To develop a regional rail freight assessment, coordinated with ConnDOT,
providers and Freight Advisory Committee of the Hartford Urbanized Area.
Action: Request a formal feasibility study about the opportunities and obstacles presented
by the east/west rail line in the region

G. Air Transportation
Goal: Retain and preserve facilities for air transportation as important components of the region's
transportation mix
Objective: To encourage the viability of airports and helipads in the region.
Action: Regularly maintain current airports and helipads and upgrade as necessary to
encourage growth and ensure viability.
Action: Work with Plainville and other interested parties to preserve and enhance the
operations at Robertson Airport.
Action: Request a feasibility study for upgrades to the Plymouth-Waterbury Airport.

H. Alternative Movement
Goal: Increase the use of alternative transportation modes such as vanpooling, carpooling and
Commuter Express bus routes to ease congestion in the region.
Objective: To create incentives for alternative modes for commuters.
Action: Establish a regional clearinghouse for commuter resources.

I. Bicycle Movement
Goal: Establish cycling as a viable, safe and healthy alternative transportation option in the
region.
Objective: To provide safe and convenient facilities.
Action: Promote inclusion of bicycle racks and lockers at bus stops and employers, since
they encourage ridership by providing a secure place for users to store bicycles.
Action: Create bicycle lanes in all developed areas. Bicycle lanes should be prevalent
throughout the region so people have the option to use their bicycles for transportation to
work and recreation. Whenever possible, bicycle lanes should be included in roadway
projects as well as along the New Britain-to-Hartford Bus way.
Action: Develop the transportation network in a way that is bicycle friendly. A grid
network is much easier for bicycle travelers to navigate than a network of disjointed culde-sacs.
Action: Reduce the amount of roadside debris through improved road maintenance.
Action: Educate the driving public about the rights of bicyclists and educate bicyclists
about the responsibilities of cycling.
Action: Provide feeder bicycle road routes into all multi-use trails. Include a multi-use
path on the Bus way, complete with feeder routes.
Action: Coordinate regional actions with the Statewide Highway Safety Plan.

J. Pedestrian Movement
Goal: Elevate pedestrian activity levels as a healthy alternative to driving
Objective: To promote pedestrian mobility and safety.
Action: Create and maintain an interconnected sidewalk network.
Action: Review candidate sites for traffic calming measures or studies.
Action: Study intersection and midblock crosswalks and signal/signage for safety and
accessibility.
Action: Add curb ramps to those crosswalks that lack them and move curb ramps where
they are not placed safely. Many disabled individuals rely on curb ramps when crossing
the street. Some ramps may be placed right on the corner (as opposed to slightly off the
corner) causing the need for a disabled user to move into the line of motor vehicle traffic
in order to finish crossing the street.
Objective: To create a more comfortable, less intimidating pedestrian environment.
Action: Add streets capping, traffic calming and place amenities such as trash cans and
lighting to make walking more enjoyable and safer. Install No Turn on Red signs to
assist pedestrians at busier intersections.
Objective: To support the creation of pedestrian-oriented businesses that can be walked
to by public transportation users.
Action: Discourage development of automobile-oriented retail through establishment of
Pedestrian Districts in zoning regulations in places such as downtown New Britain,
downtown Bristol and Downtown Plainville, Terryville, Kensington and along with the
New Britain-to-Hartford Bus way corridor.

K. Freight
Goal: Incorporate freight movement issues and stakeholders in transportation planning and
projects.
Objective: To collaborate with freight stakeholders to address transportation system
concerns.
Action: Work with CRCOG and MRPA to support the Freight Advisory Committee as a
communications line to the freight sector.
Action: Continue to collaborate with CRCOG and MRPA on freight transportation
planning activities for the Hartford Urbanized Area.
L. Travel Demand Management (TDM)
Goal: Incorporate demand management strategies into the transportation planning process.
Objective: To provide demand management strategies as alternatives or supplements to
projects that are oriented to supply-side.
Action: Amend STP-Urban project selection process to include suggestions for travel
demand management strategies.
Action: Offer TDM strategies for local road projects.
Action: Consider TDM in all CCRPA planning products
.
M. Congestion Management
Goal: Continue program to regularly monitor and report on details of congestion in the region.
Objective: To build a strong database of detailed elements of congestion on selected
routes utilizing Geographic Positioning System (GPS) and Geographic Information
System (GIS).
Action: Continue travel time studies of Route 6, Route 10, and Route 229 to compile
quantitative data to support recommendations.
Action: Expand data coverage to Route 372 and consider other routes.
Action: Augment travel time studies with intersection analyses for more complete dataset
on roadway operations.
Action: Support congestion mitigation alternatives such as telecommuting.
N. Environment and Historic Preservation
Goal: Develop awareness of impacts to the regions natural environment and historic heritage
resulting from the CCRPAs transportation planning processes, projects and programs.
Objective: To review regional planning processes, projects and programs for positive
and negative impacts on the natural environment and historic heritage.
Action: Consult with local, state and national agencies in the areas of environmental
protection and historic preservation, in terms of transportation elements.
Action: Address the transportation component of current planning initiatives, such as
watershed management, agricultural viability, and historic preservation.
Action: Support new technologies that save energy and reduce pollution such as fuel cell
vehicles and green design for transportation facilities.

O. Title VI of the 1964 Civil Rights Act and Environmental Justice

Goal: Uphold the tenets of Title VI of Environmental Justice and the 1964 Civil Rights Act in
CCPRA decision-making procedures and planning processes.
Objective: To base transportation decisions upon regional need across a wide spectrum
of the population, addressing mobility issues of low-income and minority groups.
Action: Support the timely implementation of the New Britain-to-Hartford Busway.
Action: Expand the EJ/Title VI criteria in the STP-Urban project selection process to
include justification for inclusion or exclusion by the applicant (current policy requires
only a staff review for EJ/Title VI elements).
Objective: To establish communication with social service agencies.
Action: Establish closer working relationships with these agencies to work toward a
regional EJ/Title VI committee to help establish a system to quantify the benefits and
burdens of transportation projects.
Objective: To regularly monitor the needs of low-income and minority populations.
Action: Establish a more visible and recognizable image in targeted neighborhoods in the
region through direct communications and attendance at neighborhood organization
meetings.
Objective: Minimize adverse impacts upon the above-mentioned populations.
Action: Assure an inclusive approach to the public process and communication with
affected groups throughout the transportation adjustment process.
Action: Develop effective measures of positive and negative impacts.
P. Safety
Goal: Safety must be a foremost concern in all facets of transportation planning.
Objective: To consider safety as a permanent element to all transportation planning,
projects and programs.
Action: Expand the safety section of the STP-Urban project selection process to include
justification for project proposals which address safety.
Action: Include safety discussions in all planning products of the CCRPA.
Action: Initiate and coordinate the Safe Routes to Schools program in the region.
Action: Conduct pedestrian and bicycle safety audits in the region.
Action: Evaluate the feasibility of roundabouts for all intersection project proposals.
Action: Collaborate with transit providers in addressing safety concerns of the fixed route
bus system.
Q. Security
Goal: The security of the transportation system must be integrated into planning processes.
Objective: To include consideration of security threats in review of project development
and planning recommendations.
Action: Consider mitigation strategies to all perceived security threats within project
proposals.

Chapter : Three
Chapter Title : Literature Review

CHAPTER 3: LITERATURE REVIEW

3.1 Steps of transportation planning
Transportation planning includes a number of steps:

Monitoring existing conditions;

Forecasting future population and employment growth, including assessing projected

land uses in the region and identifying major growth corridors;

Identifying current and projected future transportation problems and needs and analyzing,
through detailed planning studies, various transportation improvement strategies to
address those needs;

Developing long-range plans and short-range programs of alternative capital

improvement and operational strategies for moving people and goods;

Estimating the impact of recommended future improvements to the transportation system

on environmental features, including air quality; and

Developing a financial plan for securing sufficient revenues to cover the costs of
implementing strategies (TPCB, 2012).

There are some functions which really important in planning process.

Establish a setting: This is related to decision-making.
Identify and evaluate alternative transportation improvement options: Use data and planning
methods to generate and evaluate alternatives.
Prepare and maintain Transportation Plan: Develop and update a long-range transportation plan
which includes (1) mobility and access for people and goods, (2) efficient system performance
and preservation, and (3) good quality of life.
Develop a Transportation Improvement Program (TIP): Develop a short-range program of
transportation improvements based on the long-range transportation plan
Involve the public: Involve the general public and other affected constituencies in the four
essential functions listed above.

Figure 1: The transportation planning process (TPCB, 2012).

3.2 Relation between transportation planning and Sustainability

Transportation planning historically has followed the rational planning model of defining goals
and objectives, identifying problems, generating alternatives, evaluating alternatives, and
developing plans. Other models for planning include rational factor, transit oriented
development, satisfying, incremental planning, organizational process, and political bargaining.
However, planners are increasingly expected to adopt a multi-disciplinary approach, especially
due to the rising importance of environmentalism. For example, the use of behavioural
psychology to persuade drivers to abandon their automobiles and use public transport instead.
The role of the transport planner is shifting from technical analysis to promoting sustainability
through integrated transport policies (Southern, 2006).

3.3 Highway acts for Bangladesh

Traffic Jam in Dhaka City of Bangladesh:
Dhaka is a mega city. More than twelve million people live here. Day by day the number is
increasing and most part of Dhaka is badly affected by the population growth. More than 7
hundred thousand rickshaws ply the city road, but only 75 thousand have legal number. This
huge number of rickshaws is creating traffic jam. From time to time attempts are made to reduce
the number, but the initiative usually produces no results. The number of rickshaw pullers is
huge. Almost there are no roads or street or lane free from traffic jam. Traffic jam is obstructing

trade and commerce. Illegal parking is another reason for traffic jam. Cars, trucks and other
vehicles are parked almost everywhere. Faulty traffic signaling systems, inadequate manpower
and narrow road spaces and overtaking tendency of drivers create pro-longed traffic congestions
and intensify sufferings of commuters keeping people motionless as well as creating suffocating
condition in the streets. Also there are bus terminals not authorized by the traffic department and
drivers do not go by traffic rules. VIP protocol maintaining is another reason for frequent traffic
jams in the streets and divider problem in the citys different important roads also causes
congestion. Besides, illegal car parking, and unplanned road excavating on the same road by
Water and Sewer Authority (WASA), Dhaka Electric Supply Authority (DESA), telephone and
telegraph agencies without any integration among them, is responsible for intolerable traffic
jams. In any roundabout in Dhaka the plying CNG, rickshaw, bus, etc form multiple lines.

Fig 3.3 : Traffic jam seen in Motijheel Commercial area

G1.The Highways Act 1925 (Bengal Act III of 1925)

The purpose of this Act is to have effective administrative control over Government highways
and bridges as well as land within the Right Of Way (ROW) and to facilitate efficient
management at the time of maintenance/construction of highways and related structures.
This Act came into force on the 1 July 1928 (vide notification No. 2c dated 6 June 1928)
published in the Calcutta Gazette, 1928, Pt-1, p1278. Some amendments were made to this Act at
different times from 1932 to 1974 but with no significant changes. The next changes in the Act
were covered by the The Highways (Amendment) Act 1994.

Under Asian Development Bank assistance, the Highway Acts, Rules & its amendments etc. visa-vis the changes required were reviewed by the Road Maintenance Improvement Project
(RMIP) by a legislation consultant. A draft document for rules named, The Highways
(Restricted Access Highways) Rules were prepared on 20 August 2000 to be made under the
Highways Act 1925 which is awaiting consideration of the Government and legislation thereby
(RHD, 2012).
G2.The Administrative Tribunal Act, 1980
This is an Act to provide for establishment of Administrative Tribunals to exercise jurisdiction in
respect of matters to or arising out of the terms & conditions of the persons in the service of the
Republic or any statutory public authority.
Certain procedures are to be followed while appealing to the Administrative Tribunal. The
Tribunal may reject the incomplete application of the aggrieved person or give him opportunity
to apply again fulfilling the requirements. The judgement of Tribunal Court will be made
effective following the same procedure as under the Code of Civil procedure 1908 (Act of 1908).
G3.The Arbitration Act 1940
The Act enacts the law relating to international commercial arbitration, reorganization and
enforcement of foreign arbitral award and other arbitration.
G4.Acquisition and Requisition of Immovable Property Manual, 1982
There are 8 (eight) chapters in this manual which comprises of procedures, forms required to be
completed and certificates required to be furnished when submitting a proposal for
acquisition/requisition of immovable property.
The main Ordinance/Acts/Rules in this connection are: 1. The Acquisition and Requisition of Immovable Property Ordinance, 1982.
2. The Acquisition of Immovable Property Rules 1982.
3.The Requisition of Immovable Property Rules 1982.
4. The Emergency Requisition of Property Act 1948.
5. The Emergency Requisition of Property Rules 1948.
6. The Acquisition and Requisition of Immovable Property (Amendment) Act, 1994.
7. The Chittagong Hill-tract (land Acquisition) Regulation, 1958.
8. Jamuna Multi-Purpose Bridge Project (Land Acquisition) Act, 1995 (RHD, 2012).

G5.General Information on Annual Confidential Report (ACR)

The Annual Confidential Report (ACR ) is a part of the dossier of an Officer under the
administrative control of the Ministry/ Division/ Department. The ACR Form No.1 , which is
divided into 10 parts, is used for writing the ACR of Class 1 Gazetted officers and maintained in
the Ministry. The ACR for Class III & IV staff are maintained on a separate form and kept in the

Chief Engineer's office or in departmental offices as otherwise directed by the Chief Engineer.
Generally, the ACR is written once in a calendar year in the month of January.
The objectives are
1. To ensure accountability in the service
2. To prepare cumulative performance records of officers
3. To take action in order to improve their capability/performance
4. To take decisions for promotion, transfer, training and matters related to the staff (RHD, 2012)
G6.Order for Replacement of Bangladesh Form No.2911
The new RHD Conditions of Contract and Tender Documents were approved by the Government
in September 2001, with a Government Order being issued at that time for these documents to
replace Form No. 2911.
G7.Bangladesh Allocation Rules 1982
The rules cover the entitlement of Government servants employed in the Ministry, Division and
attached Departments to accommodation (Government residence). Persons employed in subordinate offices of a Ministry may be made eligible for accommodation under specific order of
the
Government
(RHD,
2012).
G8.The Official Secrets Act. 1923:
The rules under this Act are applied, when a person is involved in any activity against the interest
of the Government/Department and indulges in subversive or anti-state practices. If it is found,
or sufficient evidence exists, that a person has passed outside any official secret code, passwords,
documents or information without proper authority, they are liable to be accused under this
Act. Any person if found to be guilty for such offences may undergo imprisonment or fine or
both, and even conviction for life imprisonment or a death sentence.
G9.The Secretariat Instructions 1976
In the absence of proper co-ordination, procedures and allocation of work in the offices of the
Secretariat during the early years of Independence, the Ministry of Establishment published the
Secretariat Instructions as per the provisions in the Rules of Business. The main objective was to
overcome the shortfall in the availability of procedures, systems, instructions etc. required to
perform the work effectively and to accomplish good governance over the Government business
at various levels in the Secretariat (RHD, 2012).

3.4 Transport Model in UK

In the United Kingdom transport planning has traditionally been a branch of civil engineering. In
the 1950s and 1960s it was generally believed that the motor car was an important element in the
future of transport as economic growth spurred on car ownership figures. The role of the
transport planner was to match motorway and rural road capacity against the demands of
economic growth. Urban areas would need to be redesigned for the motor vehicle or else impose
traffic containment and demand management to mitigate congestion and environmental impacts.
These policies were popularized in a 1963 government publication, Traffic in Towns. The
contemporary speed Report on congestion pricing was initially promoted to manage demand but
was deemed politically unacceptable. In more recent times this approach has been caricatured as
"predict and provide" to predict future transport demand and provide the network for it, usually
by building more roads.
The publication of Planning Policy Guidance 13 in 1994 (revised in 2001), followed by A New
Deal for Transport in 1998 and the white paper Transport Ten Year Plan 2000 again indicated an
acceptance that unrestrained growth in road traffic was neither desirable nor feasible. The
worries were threefold: concerns about congestion, concerns about the effect of road traffic on
the environment (both natural and built) and concerns that an emphasis on road transport
discriminates against vulnerable groups in society such as the poor, the elderly and the disabled .
These documents reiterated the emphasis on integration:

integration within and between different modes of transport

integration with the environment

integration with land use planning

integration with policies for education, health and wealth creation.

This attempt to reverse decades of underinvestment in the transport system has resulted in a
severe shortage of transport planners. It was estimated in 2003 that 2,000 new planners would be
required by 2010 to avoid jeopardizing the success of the Transport Ten Year Plan (Hull, 2005).

3.4.1 HIGHWAY ACT IN UK:

There are some highway acts of United Kingdom which has been planned and developed
according to the situation and for better outcome. These are given below:

3.4.1.1 Highways Act 1555:

The Highways Act 1555, sometimes the First Statute of Highways, was an Act of Parliament of
the Parliament of England passed in 1555 (and extended by the Highways Act 1562). It placed
the burden of upkeep of the highways on individual parishes.
The Act was originally in force for seven years, but its provisions were extended to run for
another twenty years by the Highways Act 1562. It was repealed by section 57 of the Act 7
(Tanner, 1951).
3.4.1.2 Highways Act 1562:
The Highways Act 1562, sometimes the Second Statute of Highways, was an Act of
Parliament of the Parliament of England passed in 1563. The Act extended the provisions of
the Highways Act 1555, by which every householder of a parish had to provide four days labour
in a year on the highways, for a further twenty years, and made the requirement six days labour
rather than four. Supervisors of highway work were empowered to take debris from quarries and
dig for gravel without permission of the landowners. The Act also empowered Peace at Quarter
Sessions to investigate and punish supervisors in cases where they were in dereliction of their
duties, imposing "such fines ... as shall be thought meet".
It was repealed by section 57 of the Act 7 Geo.3 c.42 (Tanner, 1951).
3.4.1.3 Highways Act 1880:
The Highways Act 1980 (1980 c.66) is an Act of the Parliament of the United Kingdom dealing
with the management and operation of the road network in England and Wales. It consolidated
with amendments several earlier pieces of legislation. Many amendments relate only to changes
of highway authority, to include new unitary councils and National Parks. By virtue of the Local
Government (Wales) Act 1994 and the Environment Act 1995, most references to local
authority are taken to also include Welsh councils and national park authorities. By virtue of
the National Assembly for Wales (Transfer of Functions) Order 1999 most references to 'the
Minister' are taken to include the National Assembly for Wales. The Act is split into 14 parts
covering 345 sections; it also includes 25 schedules (Government, UK, 2012).

3.4.1.4 Highways Act 1835:

Highway Act 1835 is an Act (citation 5 & 6 Will. IV c. 50) of the Parliament of the United
Kingdom. The Highway Act 1835 places highways under the direction of parish surveyors, and
allows them to pay for the costs involved by rates levied on the occupiers of land. The surveyor's
duty is to keep the highways in repair, and if a highway is out of repair, the surveyor may be
summoned before the courts and ordered to complete the repairs within a limited time. The
surveyor is also charged with the removal of nuisances on the highway. A highway nuisance may
be abated by any person, and may be made the subject of indictment at common law.
The Department for Transport cited this act in 2006 when it ruled that Subways could not be
legally used on pavements in the United Kingdom (Government, UK, 2012).
3.4.1.5 Locomotive Acts:
The Locomotive Acts (or Red Flag Acts) were a series of Acts of Parliament in the United
Kingdom to control the use of mechanically propelled vehicles on British public
highways during the latter part of the 19th century. The first three, 'The Locomotives on
Highways Act 1861', 'The Locomotive Act 1865' (or 'Red Flag Act') and the 'Highways and
Locomotives (Amendment) Act 1878' all contained very restrictive measures for road vehicles.
The 'Locomotives on Highways Act 1896' provided legislation that allowed the automotive
industry in the United Kingdom to develop soon after the development of the first practical
automobile. The last 'locomotive act' was the 'Locomotives Act 1898' (Smith, 1999).

3.4.2 Traffic Jam in UK:

In the United Kingdom the inevitability of congestion in some urban road networks has been
officially recognized since the Department for Transport set down policies based on the
report Traffic in Towns in 1963:
Even when everything that it is possibly to do by way of building new roads and expanding
public transport has been done, there would still be, in the absence of deliberate limitation, more
cars trying to move into, or within our cities than could possibly be accommodated.

Fig 3.4.2 : Gridlock on the M5. Britain's roads are the most congested in Europe (Luck, 2011)

The Department for Transport sees growing congestion as one of the most serious transport
problems facing the UK. On 1 December 2006, Rod Eddington published a UK governmentsponsored report into the future of Britain's transport infrastructure. The Eddington Transport
Study set out the case for action to improve road and rail networks, as a "crucial enabler of
sustained productivity and competitiveness".

Eddington has estimated that congestion may cost the economy of England 22 bn a year in lost
time by 2025. He warned that roads were in serious danger of becoming so congested that the
economy would suffer.[53]

Fig 3.4.3 : UK Characteristics of traffic jam on map (GHA, 2008)

At the launch of the report Edenton told journalists and transport industry representatives introducing
road to encourage drivers to drive less was an "economic no-brainer". There was, he said "no attractive
alternative". It would allegedly cut congestion by half by 2025, and bring benefits to the British economy
totaling 28 by a year .(Reborn, Klenov, & Palmer, 2011)

3.5 Transport Model in USA

Transportation planning in the United States is in the midst of a shift similar to that taking place
in the United Kingdom, away from the singular goal of moving vehicular traffic and towards an
approach that takes into consideration the communities and lands which streets, roads, and
highways pass through. More so, it places a greater emphasis on passenger rail networks which

had been neglected until recently. This new approach, known as Context Sensitive Solutions
(CSS), seeks to balance the need to move people efficiently and safely with other desirable
outcomes, including historic preservation, environmental sustainability, and the creation of vital
public spaces (Chen, 2003).
The initial guiding principles of CSS came out of the 1998 "Thinking Beyond the Pavement"
conference as a means to describe and foster transportation projects that preserve and enhance
the natural and built environments, as well as the economic and social assets of the
neighborhoods they pass through. CSS principles have since been adopted as guidelines for
highway design in federal legislation. Also, in 2003, the Federal Highway Administration
announced that under one of its three Vital Few Objectives (Environmental Stewardship and
Streamlining) they set the target of achieving CSS integration within all state Departments of
Transportation by September 2007. The recent pushes for advancing transportation planning has
led to the development of a professional certification program, the Professional Transportation
Planner, to be launched in 2007 (NCSC, 2011).
In recent years, there has been a movement to provide "complete" transportation corridors under
the "complete streets" movement. In response to auto-centric design of transportation
networks,complete streets encompass all users and modes of transportation in a more equitable manner.
The complete streets movement entails many of the CSS principles as well as pedestrian, bicycle and
older adult movements to improve transportation in the United States (Chen, 2003).

3.5.1 HIGHWAY ACT IN USA:

There are mainly two types of acts on highway in United States. These are Federal Aid Highway
Act and National Highway System (NHS). The Federal Aid Highway Act has been updated in
different years on the basis of new planning and regulations. The types are given below:

3.5.1.1 National Highway System:

The National Highway System (NHS) is a network of strategic highways within the United
States, including the Interstate Highway System and other roads serving major airports, ports,
rail or truck terminals, railway stations, pipeline terminals and other strategic transport facilities.
Individual states are encouraged to focus federal funds on improving the efficiency and safety of
this network which makes up 4% of the nation's roads, but carries 40% of the traffic and 75% of
heavy truck traffic. About 90% of America's population lives within 5 miles (8.0 km) of an NHS
road. The roads within the system were identified by the United States Department of
Transportation in cooperation with the states, local officials, and metropolitan planning

organizations and approved by the United States Congress in 1995. The Intermodal Surface
Transportation Efficiency Act of 1991 provided that certain key routes such as the Interstate
Highway System, be included.
The National Highway System Designation Act of 1995 (Pub.L. 104-59, 109 Stat. 568) is a
United States Act of Congress that was signed into law by President Bill Clinton on November
28, 1995 The legislation designated about 160,955 miles (259,032 km) of roads, including the
Interstate Highway System, as the NHS (FTA, 2009).
3.5.1.2 Federal Aid Highway Act:
The Federal Aid Highway Administration, who run and developed the acts for this department,.
They have made the decisions for changing the acts. The act change in different years is given
below as a list:

Federal Aid Road Act of 1916: July 11, 1916, ch. 241, 39 Stat. 355 (first)

Federal Aid Highway Act of 1921 (Phipps Act): November 9, 1921, 42 Stat. 212

Amendment and Authorization of 1925: merely continued existing funding, February 12,
1925, 43 Stat. 889

Amendment and Authorization of 1926: June 22, 1926, 44 Stat. 760

Federal Aid for Toll Bridges: March 3, 1927, 44 Stat. 1398

Amendment of 1928: May 21, 1928, 45 Stat. 683

Authorization for Forest Roads and Amendment of 1930: May 5, 1930, 46 Stat. 261

Provision for National-Park Approaches: January 31, 1931, 46 Stat. 1053

Hayden-Cartwright Act of 1934: June 18, 1934, 48 Stat. 993

Authorization and Amendment of 1936: June 16, 1936, 49 Stat. 1519

Federal Aid Highway Act of 1938: June 8, 1938, ch. 328, 52 Stat. 633

Federal-Aid Highway Act of 1944: December 20, 1944, 58 Stat. 838

Federal-Aid Highway Act of 1948: June 29, 1948, 62 Stat. 1105

Federal-Aid Highway Act of 1950: September 7, 1950, 64 Stat. 785

Federal-Aid Highway Act of 1952: June 25, 1952, 66 Stat. 158

Federal-Aid Highway Act of 1954: May 6, 1954, 68 Stat. 70

Federal-Aid Highway Act of 1956 (National Interstate and Defense Highways Act): June
29, 1956, 70 Stat. 374

Federal-Aid Highway Act of 1958: August 7, 1958

Federal-Aid Highway Act of 1959: September 21, 1959, 73 Stat. 611

Federal Highway Act of 1960: July 14, 1960, 74 Stat. 522

Federal-Aid Highway Act of 1961: June 29, 1961, 75 Stat. 122

Federal-Aid Highway Act of 1962: Pub.L. 87-866, October 23, 1962, 76 Stat. 1145

Federal-Aid Highway Amendments Act of 1963: October 24, 1963, 77 Stat. 276

Federal-Aid Highway Act of 1964: Pub.L. 88-423, August 13, 1964, 78 Stat. 397

Joint Resolution of 1965: August 28, 1965, 79 Stat. 578

Federal-Aid Highway Act of 1966: Pub.L. 89-574, September 13, 1966, 80 Stat. 766

Federal-Aid Highway Act of 1968: Pub.L. 90-495, August 23, 1968, 82 Stat. 815

Federal-Aid Highway Act of 1970: Pub.L. 91-605, title I, December 31, 1970,
84 Stat. 1713

Federal-Aid Highway Act of 1973: Pub.L. 93-87, title I, August 13, 1973, 87 Stat. 250

Federal-Aid Highway Amendments of 1974: January 4, 1975, 88 Stat. 2281

Federal-Aid Highway Act of 1976: Pub.L. 94-280, title I, May 5, 1976, 90 Stat. 425

Federal-Aid Highway Act of 1978: Pub.L. 95-599, title I, November 6, 1978,

92 Stat. 2689
Federal-Aid Highway Act of 1982: Pub.L. 97-424, title I, January 6, 1983, 96 Stat. 1611
Federal-Aid Highway Act of 1987 (Surface Transportation and Uniform Relocation
Assistance Act): Pub.L. 100-17, title I, April 2, 1987, 101 Stat. 132 (USA.gov, 2012)

3.6 Traffic Jam in US:

The Texas Transportation Institute estimated that, in 2000, the 75 largest metropolitan areas
experienced 3.6 billion vehicle-hours of delay, resulting in 5.7 billion U.S. gallons (21.6 billion
liters) in wasted fuel and $67.5 billion in lost productivity, or about 0.7% of the nation's GDP. It
also estimated that the annual cost of congestion for each driver was approximately $1,000 in very
large cities and $200 in small cities. Traffic congestion is increasing in major cities and delays are
becoming more frequent in smaller cities and rural areas.

Fig 3.6 : Traffic jam in New York city(Charleton, 2010).

By late 2010, the five cities in the United States with the worst rush hour traffic congestion were New
York City, Washington, D.C., San Francisco, Seattle and Los Angeles(Quain, 2010).
Without planning no discipline can be expected, and so the regulations and acts are been developed.
These are not a result of a single day but of a massive analysis. So whatever position is now in UK or US,
its after being development of long term planning. As a country like Bangladesh can follow the
international highway rules and for internal planning, the acts should be strictly followed and monitored
because it has become a major issue in this country.

3.7 Signs, Signals and Markings

3.7.1 Signs:
Standard signs that are used temporarily for construction, maintenance and utility work are
shown in this section. They are classified as
Construction and Maintenance (C),
Temporary Warning (TW)
Regulatory (R) Signs.
Construction and Maintenance (C) Signs
This group contains both regulatory and warning-type signs that are only required for temporary
conditions and do not have equivalents in the R or W groups. Except for the possibility of
mounting on temporary supports, however, the same rules apply as for the use of permanent R
and W signs.

3.7.1.1 Temporary Warning (TW) Signs

Temporary Warning signs are used to give notice of conditions that are potentially hazardous to
public traffic and workers. They should be used only when such conditions exist and are
particularly important when the hazard is not obvious. Warning signs should not be over used or
they will lose their attention getting value and their credibility with motorists.

Design Warning signs are typically diamond shaped with one diagonal vertical. Permanent
warning signs have black messages on yellow backgrounds. Temporary warning signs have black
messages on orange backgrounds. The orange colour is used to indicate the temporary nature of
the condition and the additional potential hazard in the work zone.
Exceptions Some warning messages cannot be accommodated adequately in a diamond
shape. In such cases, square or rectangular formats may have to be adopted but the black and
orange color combination must be maintained. Other than for the standard temporary warning
signs contained in this section, warning signs requiring a special shape and/or message must be
pre-approved by the road authority.

 Placement Warning signs should generally be placed sufficiently in advance of the condition
for which warning is given to permit motorists time to understand the information and make any
required response. There are some exceptions where warning signs are placed in the immediate
vicinity of a hazard.

TEMPORARY WARNING SIGNS (TW)

The TW-14 sign may be used in conjunction

with Class 3 BARRICADES and the R-12
ROAD CLOSED sign to mark roads which
have been temporarily dead-ended and where
there is no alternative route available.

The TW-15 sign should be substituted for the

TW-14 and similarly located where an
alternative to the closed road is available either
to the right or left.

The TW-16 CHECKERBOARD should be

substituted for the TW-14 and similarly
located where traffic can either turn to the
right or left of the closed road.

TEMPORARY WARNING SIGNS (TW)

TEMPORARY WARNING SIGNS(TW)

TEMPORARY WARNING SIGNS (TW)

3.7.1.2 Regulatory (R) Signs

Regulatory signs impose legal requirements and they may not be used without permission of the
road authority. For example, on highways under the jurisdiction of the Ministry, construction
speed zones shall only be installed with the approval of the District Highways Manager.

Design Regulatory signs are typically square, or rectangular with the long dimension vertical.
The standard colors are black messages on white backgrounds, or the reverse. On some signs a
red circle with a diagonal slash, or a green circle are used with black symbols to indicate
prohibited and required maneuvers respectively.

Exceptions Red is used as the predominant color for such signs as STOP and YIELD. Unique
shapes and color schemes increase the target value of these important signs.

REGULATORY SIGNS (R)

REGULATORY SIGNS (R)

REGULATORY SIGNS

3.7.1.3 Selecting Signs

Signs, as shown in the T.C. Manual, should be used wherever possible. Drivers are familiar with
these signs and know how to react to them whereas nonstandard signs may be confusing. All
signs should be made professionally as homemade signs do not command driver respect.
When choosing signs, the following should be considered:
Choose signs that are appropriate; signs that accurately describe the work situation.
Choose signs with messages clearly indicating the actions drivers are required to take. Use
larger signs where greater emphasis is required, as for areas of higher speed or volume. Avoid
messages with only local meaning as these may not be understood by visitors.
Start with general sign messages at the beginning of the work zone. Then use signs with more
specific messages, stating what action should be taken, closer to the actual work area.
The overall effect of signs should be to make drivers aware of what they are approaching and
what action(s) will be required of them.

3.7.1.4 Sign Placement and Spacing

Recommended minimum advance placement distances for initial signs and distances between
subsequent signs in a series are shown as dimensions 4* in Table A at the beginning of
Chapters 3 and 4 and in Table B at the start of Chapter 5. Also:
On urban streets, advance placement distances may have to be shortened due to the length of
city blocks.
Additional advance warning signs may be required due to the extra intersections created by
alleys and accesses. Care should be taken that signs are not hidden by parked vehicles.
As speed limits increase, so do the advance placement distances
Where cyclists and/or pedestrians are likely to be present, their need for safe and convenient
passage must be considered; particularly when signs and other devices are being installed.
On divided roadways and one-way streets, with two or more lanes in the same direction, signs
should be placed on both sides of the roadway, if space is available. A sign mounted in the
median should be approximately 60 m upstream from the same sign on the shoulder.
Signs should not block the sight lines of traffic entering a roadway from side roads or accesses.

 All signs should be placed for best visibility.

If traffic is heavy and backs up into the Advance Warning Area, additional warning signs
should be placed upstream of the backup.

3.7.1.5 Other Considerations

Existing signs which do not apply during the work activity must be covered or removed.
Drive through checks should be made periodically, both night and day, to ensure that signs are
properly located to allow adequate driver response time.
As personnel in charge of traffic control tend to be quite familiar with their work zone, they
should attempt to look at it as through the eyes of a visiting driver arriving at the zone in the
worst foreseeable conditions.

3.7.2 SIGNALS
Traffic lights, also known as traffic signals, traffic lamps, signal lights, are signaling devices
positioned at road intersections, pedestrian crossing and other locations to control competing
flows of traffic. Traffic lights were first installed in 1868 in London and are now used all over the
world.
Traffic lights alternate the right of way accorded to road users by displaying lights of a standard
color (red, yellow/amber, and green) following a universal color code. In the typical sequence of
color phases:

the green light allows traffic to proceed in the direction denoted, if it is safe to do so

the yellow/amber light denoting prepare to stop short of the intersection, if it is safe to do
so

the red signal prohibits any traffic from proceeding

3.7.2.1Types
Single aspects

The simplest traffic light comprises either a single or a pair of colored aspects that warns any
user of the shared right of way of a possible conflict or danger.

Flashing Red: Treat as a stop sign. Also can signal the road is closed.

Flashing Yellow: Caution, crossing or road hazard ahead

Flashing Green: Varies among jurisdiction; can give permission to go straight as well as
make a left turn in front of opposing traffic (which is held by a steady red light), or can
indicate the end of a green cycle before the light changes to a solid yellow.

Dual aspects

These are often seen at railway crossings and at intersections of streets. They flash yellow when
cross traffic is not expected, and turn red to stop traffic when cross traffic occurs. They are also
used on ramp metering, where motorists enter a freeway in heavy traffic. Only one driver per
lane goes per green
Three or more aspects
The standard is the red light above the green, with yellow betweenWhen sideways, the
arrangement depends on the rule of the road. In right-lane countries, the green light is on the
right, and in left-lane countries, the left.

Other signals are sometimes added for more control, such as for public transportation and
permissive turns. For a brief time, they also turn red in all directions, to clear any traffic in the
intersection. The delay can depend on traffic, road conditions, and the kind of intersection.

The three-aspect standard is also used at locks on the Upper Mississippi River. Red means that
another vessel is passing through. Yellow means that the lock chamber is being emptied or filled
to match the level of the approaching vessel. After the gate opens, green means that the vessel
may enter.
In Quebec, lights are often sideways, but each a different shape: red is a square (larger than the
normal circle) and usually in pairs, yellow is a diamond, and green is a circle. In Texas and many
southern and southwestern states, most traffic signals are sideways in order to ease wind
resistance during storms and hurricanes.
In Britain, normal traffic lights follow this sequence:

Red (stop)

Red and amber (stop, indicating it will turn green)

Green (proceed with caution)

Amber (stop if possible to do so)

3.7.3 MARKINGS

Road surface marking is any kind of device or material that is used on a road surface in order to
convey official information. They can also be applied in other facilities used by vehicles to mark
parking spaces or designate areas for other uses.

Road surface markings are used on paved roadways to provide guidance and information to
drivers and pedestrians. Uniformity of the markings is an important factor in minimizing
confusion and uncertainty about their meaning, and efforts exist to standardize such markings
across borders. However, countries and areas categorize and specify road surface markings in
different ways.

Road surface markings are either mechanical, non-mechanical, or temporary. They can be used
to delineate traffic lanes, inform motorists and pedestrians or serve as noise generators when run
across a road, or attempt to wake a sleeping driver when installed in the shoulders of a road.
Road surface marking can also indicate regulation for parking and stopping.

There is continuous effort to improve the road marking system, and technological breakthroughs
include adding retro reflectivity, increasing longevity, and lowering installation cost.

Figures of markings

Centre line on
a single
carriageway
road

Lane line
separating traffic
travelling in the
same direction
(single or dual
carriageway road)

Hazard warning line

(replaces a centre line
or a lane line). An
upright sign may
indicate the nature of
the hazard, such as a
bend. The marking is
used also on the
approach to a junction

Double white lines

These are used to prevent overtaking where visibility is restricted, and to separate opposing
traffic flows on steep hills with climbing lanes. Double continuous lines are also sometimes used
on other single carriageway roads that have two lanes in at least one direction. Viewed in the
direction of travel, if the line closest to you is continuous, you must notcross or straddle it
(except to turn into or out of a side road or property, avoid a stationary vehicle blocking the lane,
or overtake a pedal cycle, horse or road works vehicle moving at not more than 10 mph). Where
the line closest to you is broken, you may cross the lines to overtake if it is safe to do so.
Stopping is prohibited on any length of road that has double white lines, even if the line on that
side of the road is broken. The exceptions are stopping to pick up or set down passengers, or to
load or unload. In these circumstances, you should park off the main carriageway wherever
possible.

Fig 3.7.3 : A junction with Traffic Signals And Marking on it

WHITE LINES painted on the

pavement indicate traffic
traveling in your direction.
Broken White Line: you may
change lanes if it is safe to do
so.
Solid White Line: requires you to

YELLOW LINES mark the center

of a two-way road used for twoway traffic. You may pass on a
two-way road if the yellow
centerline is broken. When a
solid and a broken yellow line
are together, you must not pass
if you are driving next to the
solid line. Two solid yellow lines
mean no passing. Never drive to
the left of these lines.

EDGE OF PAVEMENT
Edge lines are used to outline and
separate the outside edge of the
pavement from the shoulder. Right
edge lines are marked with a solid
white line and left edge lines are
marked with a solid yellow line.

Fig 3.7.4

Chapter : Four
Chapter Title : Methodology

CHAPTER4: Methodology
4.1 METHODOLOGY
Methodology is the set of steps, methods, procedures to consider when doing something. It's the
answer to what, how and when. IN this chapter we will discuss briefly about the methods we can
use to solve the existing congestion problems of Banani 11. The experts suggest many criteria to
reduce traffic congestion. Considering these we can shortly categorize these methods as the
following four:
1. Usage of softwares
2. Empirical equation
3. Manual method
4. Survey Method

4.1.1 Usage of softwares

In traffic engineering, the concept of traffic control is giving way to the broader philosophy of
Advanced
Traffic Management Systems (ATMS), whose purpose is not only to move vehicles, but also to
optimize the utilization of transportation resources to improve the movement of people and
goods without impairing the community.
One of the most important analytical tools of traffic engineering is computer simulation.
Computer simulation is more practical than a field experiment for the following reasons:
Results are obtained quickly.
The data generated by simulation include several measures of effectiveness that cannot be
easily obtained from field studies.
The disruption of traffic operations, which often accompanies a field experiment, is completely
avoided .
Many schemes require significant physical changes to the facility, which are not acceptable for
experimental purposes.
Evaluation of the operational impact of future traffic demand must be conducted by using
simulation or an equivalent analytical tool.
Many variables can be held constant.

A list of traffic modeling software packages according to an alternative framework for

classification of road traffic models are

Aimsun

DYNEV

Emme

OmniTRANS

OREMS

TransCAD

TransModeler

PTV VISION

Cube Voyager

Cube Avenue

Dynameq

DYNASMART

DynusT

OmniTRANSStreamLine

TRANSIMS

TransModeler

ARCADY

CityTrafficSimulator

CORSIM

Cube Dynasim

MATSim

Sidra Intersection

Sidra Trip

PTV Vissim

SUMO

4.1.2 Using empirical equation

In science, an empirical relationship is one based solely on observation rather than theory. An
empirical relationship requires only confirmatory data irrespective of theoretical basis.
Sometimes theoretical explanations for what were initially empirical relationships are found, in
which case the relationships are no longer considered empirical. Other times the empirical
relationships are merely approximations. Shortly we can say Empirical equations are based on
observations and experience rather than theories.

4.1.3 Manual Method

Volume, Density & Speed Studies and Characteristics
4.1.3.1 Definition of volumes
Volume --- is defined as the number of vehicles (or persons) that pass a point on a
transportation facility during a specified time period, which is usually one hour or one hour, but
need not be. In traffic engineering studies there are many volumes such as daily volume, hourly
volume, peak hour volume. In addition volumes of a day or an hour can vary greatly, depending
on the different day of the week or different time period of a day.
AADT (Average Annual Daily Traffic ) --- average of 24-hour traffic volume at a
given location over a full 365-day year
AAWT (Average Annual Weekday Traffic)-- average 24-hour traffic volume
occurring on weekdays over a full year, AAWT is computed by dividing the total
weekday volume for the whole year by 260.
ADT (Average Daily Traffic) --- average 24-hour volume at a given location for
some period of time less than a year.

 AWT (Average Weekday Traffic) --- average 24-hour traffic volume occurring on
weekdays for some period less than one year.
The relationship between AAWT and AWT is analogous to that between AADT and
ADT. It should be mentioned here that these four volumes are often used in
transportation planning and shown in social or economic statistics.
Daily variation factor (DF) --- is defined as ratio of AADT over yearly average
volume for particular day of week (Monday, Tuesday etc.)
Table 4.1 Calibration of Daily Variation Factors Day Yearly Average Volume for
Day(vehs/day)
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
Total
Estimated AADT

1,820
1,588
1,406
1,300
1,289
1,275
1,332

Daily Adjustment
Factor DF
1,430/1,820=0.79
1,430/1,588=0.90
1,430/1,406=1.02
1,430/1,300=1.10
1,430/1,289=1.11
1,430/1,275=1.12
1,430/1,332=1.07
1,430,010

Monthly variation factor (MF) --- is defined as ratio of AADT over ADT for
particular month of the year
Table Table 4.2 Calibration of Monthly
Variation Factors Month
January
February
March
April
May
June
July
August
September
October
November
December
Total

Total Traffic
(vehs)
19,840
16,660
21,235
24,300
25,885
26,280
27,652
30,008
28,620
26,350
22,290
21,731
290,851

ADT for Month

Monthly Variation
(veh/day)
Factor (MF)
/31=640
797/640=1.25
/28=595
797/595=1.34
/31=685
797/685=1.16
/30=810
797/810=0.98
/31=835
797/835=0.95
/30=876
797/876=0.91
/31=892
797/892=0.89
/31=968
797/968=0.82
/30=954
797/954=0.84
/31=850
797/850=0.94
/30=743
797/743=1.07
/31=701
797/701=1.14
AADT=290,851/365=797veh/day

Daily variation factor and monthly variation factor are used to reflect the fluctuation of
average daily traffic over a day or a month. If values of DF and MF are greater than 1.0 it
indicates that average daily traffic for this day or month is lower than AADT. If values of
DF and MF are less than 1.0 it indicates that average daily traffic for this day or month is
higher than AADT.
From engineering design point of view hourly volumes are more often used.
Hourly volumes and peak hour volume --- Hourly volumes are used to reflect
variation(fluctuation) of traffic volume in a day and peak hour volume is defined as the
volume in the single hour that has the highest hourly volume. Sometimes, peak hour is
also called rush hour.
Rate of flow --- defined as an equivalent hourly volume for a given interval ()
(interval can be 5, 10, 15 minutes)
Interval Volume Interval Volume
7:00 7:05 15 7:30 7:35 17
7:05 7:10 25 7:35 7:40 35
7:10 7:15 18 7:40 7:45 28
7:15 7:20 42 7:45 7:50 32
7:20 7:25 31 7:50 7:55 26
7:25 7:30 18 7:55 8:00 20
Assuming V5, V10, and V15 representing rate of flow for 5, 10, and 15 minutes intervals, so we
have twelve rates of flow for 5-minute interval, six rates of flow for 10-minute interval, and four
rates of flow for 15-minute interval:
V5 = (180, 300, 216, 504, 372, 216, 204, 420, 336, 384, 312, 240)
V10=(240, 360, 294, 312, 360, 276)
V15=(232, 364, 320, 312)
Thus:
Max V5 = 504; Max V10 = 360; Max V15 = 364
It is widely accepted that 15-minute interval is considered the standard time period used,
primarily based on the belief that this is the shortest period of time over which flow rates are
statistically stable.
Peak hour factor --- used to reflect the stability of volume distribution in an hour.
Peak hour factor (PHF) is defined as the ratio of hourly volume divided by
maximum rate of flow.
PHF = hourly volume/maximum rate of flow
For the above case we have:
PHF5 = 307/504 = 0.61;
PHF10 = 307/360 = 0.85;

PHF15 = 307/364 = 0.84;

Two features of PHF: (1) 0<PHF<1 (2) the less the value of PHF, the more
the fluctuation of the traffic flow within an hour
In general PHF is used to reflect the evenness of peak-hourly flow. If the value of PHF is
very small it shows that the coming traffic flow during peak hour is not evenly distributed. If the
value of PHF is close to 1.0 it indicates that the coming traffic flow is evenly distributed.
The 30th hourly volume --- defined as an hourly volume at which its ranking on
yearly-counting curve counts 30th among 8760 hourly volumes in a year. The value of
this point is considered in the planning and design of roadway facilities because the
volume-ranking curve begins to flatten out after this point.
The 30th highest hourly volume --- defined as an hourly volume at which its ranking on
yearly-counting curve counts 30th among 365 peak hour volumes in a year. This
volume is not often used in practice.
DDHV --- directional design hour volume DDHV = AADTK D where: K is
proportion of daily traffic occurring during the peak hour, expressed as a
decimal; D is proportion of peak-hour traffic
traveling in the peak direction, expressed as a decimal.
VMT (Vehicle Miles Traveled) or VKT(Vehicle Kilometers Traveled) --- another
parameter to estimate product of volume and average travel length for a trip. This
element is often used as an important statistics to measure intensity of vehicles using
roadways.
Table Table 4.3 Estimation of Vehicle-Miles
8-Hour Count
Traveled on a Limited Network: (vehs)
An Example Station
A
6,967
1
5,159
2
5,254
3
5,820
4
4,058
5
8,710
6
7,274
Network Total

Link Length
(mi)

Link VMT
(veh-miles)

0.25
0.25
0.25
0.25
0.25
0.25
0.25

1,741.75
1,289.75
1,313.50
1,455.00
1,014.50
2,177.50
1,818.50
10,810.50

PCU (or PCE) --- Passenger Car Unit (Passenger Car Equivalent) is defined as the
number of passenger cars displaced by one truck, bus, or RV (recreational vehicle)
in a given traffic stream. In order to reflect the different impact or intensity on the
roadway due to the different vehicles in terms of size, operating characteristics,
passenger car unit (passenger car equivalent) is applied in the estimation of traffic
volume. (see Tables 12.14, 12.15, 12.16 page 311-312)

More roadway space for heavy vehicles than passenger car

Heavy vehicles include truck, buses and recreational vehicle
The more the grade, the higher the PCE values
The higher the percent of heavy vehicles, the less the PCE values
4.1.3.2 Definition of speed
Speed --- defined as a rate of motion, in distance per unit of time.
Time mean speed (TMS) --- defined as the average speed of all vehicles passing a
point on a highway over some specified time period.
TMS = iVn1 (3-1)
Ntd TMSi= (3-2)
Where: Vi= spot speed
n= sample
Where: Vi= spot speed
n= sample size
TMS=time mean speed
d=distance traversed
ti=travel time for the ith vehicle
Space mean speed --- defined as the average speed of all vehicles occupying a given
section of a highway over some specified time period.
SMS = iVn111 (harmonic mean) (3-3)
==iitndntd SMS (3-4)
Where: SMS= space mean speed
TMS is a point measure, while SMS is a measure relating to a length of highway or
lane. We have TMS SMS.
Average travel speed and average running speed --- two forms of SMS
Average travel speed = distance /travel time
Average running speed = distance/running time
Running time = travel time - stopped delays
Operating speed and percentile speeds ---Operating speed is defined as the maximum safe speed at which a vehicle can be
conducted in a given traffic stream, without exceeding the design speed of the
highway segment.
Percentile speed is a speed below which the stated percent of vehicles in the
traffic stream travel.
In traffic engineering, 85th percentile speed is often used as a measure of the
maximum reasonable speed for the traffic stream (upper limit), while the 15th
percentile speed may be used as a measure of the minimum reasonable speed for
the traffic stream. The 50th percentile or median speed is used to describe the
midpoint of the speed distribution.
4.1.3.3 Density

Density --- defined as the number of vehicles occupying a given length of highway or lane
and is generally expressed as vehicles per kilometer per lane.
In reality, density is difficult to measure from field as compared to Volume and speed.
However, it is considered the most important parameter of the three traffic-stream
elements, because it is the measure most directly related to traffic demand.
As an indirect measure of density occupancy is used. Occupancy is defined as the
proportion of time that a detector is occupied or covered by a vehicle in a defined
time period.
Relationship of density and occupancy:
1000vdODLL=+ (3-5)
--- average length of vehicle in metervL
--- length of detector in meterdL
--- time occupancy defined as itOOT=
--- length of survey period, 15, 30, or60 minutes T
--- time occupied or covered by vehicleiit
Spacing is defined as the distance between successive vehicles in a traffic lane,
measured from some common reference point on the vehicle such as the front
bumper. The relationship between density and average spacing can be shown
below.
1000aDd=
Headway is defined as the time interval between successive vehicles as they pass a
point along the lane. The relationship between volume and average headway can
be expressed in the following format.
3600avh= It should be noted that both spacing and headway are the microscopic
parameters in traffic analysis. Practically, headway has been used more often than
spacing.
4.1.3.4 Relationship among volume, speed and density
The following equations are based on the observation on freeways, namely the models described
below are applicable for uninterrupted flow only.
SvDDSv== (3-6)
Where: v = rate of flow (vph)
S = space mean speed (kmph)
D = density (vpkm)
This is a macroscopic equation among these three parameters. This equation
applies to the traffic stream as a whole.
The Greenshields linear model
=jfDDSS1 (3-7)
DDSSSjff=
)(),(densityjamDSbspeedfreeSajff==
Greenbergs logarithmic model
DDSSjCln= (3-8)
)ln()ln(DSDSSCjC=

1bDa+=
where:
= critical speed )ln()ln(1DDSbDSaCjC===CS
It is assumed in the model that D is a nonzero parameter.
Underwoods exponential model
=CfDDSSexp DC = critical density (3-9)
DDSSCf1)ln()ln(=
bDaS+=1
where: CfDbSaSS1)ln()ln(1===
This model is reasonable at low densities, as it is collapses to S = fS when D is zero.
4.1.3.5 Derivation of flow-speed and flow-density relationships
Given a Greenshields speed-density model, we can have:
DDSSDDSSffjf==1 and when plug in D = v/S
we get:
SvDSSSjff= 2)(SSDSDvfjj= (3-10)
by the same token, we can have v-D equation
DDSSDvff= DDSDSvjff= (3-11)
Notes:
(a) Equations (1) and (2) represent the macroscopic relationship among volume, speed
and density.
(b) Equations (1) and (2) need to do parameter calibration before applying to the real
world.
(c) By the same procedures, we can get Greenberg-based flow-speed and flow-density
equations, Underwood-based low-speed and flow-density equations.
(d) These equations are useful for the theoretical analysis, but not necessarily applicable
for the real situation.
4.1.3.6 Finding capacity from basic speed-flow-density curves
From Greenshields-based equation (which is parabolic flow-density curve)
2DDSDSvjff= we can derive this equation and find the maximum point of volume
DDSSdDdvjff20== so: D = Dj/2
22fjjffjffSDDSSDDSSS===
422jfjfmDSDScv=== (3-12)
(critical density and critical speed are the ones at which capacity occurs)
Similarly: we can obtain:
eDS Greenberg cj C =)( (3-13)
eSD Underwood cf c=)( (3-14)
Capacity is defined as the maximum rate of flow that can be achieved on
roadway facilities under prevailing roadway, traffic, and control conditions.
Capacity is a characteristic of the roadway. Volume can never be observed at
levels higher than the true capacity of the section. Demand, defined as the number of vehicles (or

persons) that desire to travel past a point of roadway facility during a specified period, can be
higher than capacity.
Capacity is not a constant value for the reason that there is no clear consensus
among traffic engineers as to whether a discontinuous or continuous approach is more
universally applicable. (see Figure 12-3 .Figure 12-9) For details about capacity please refer to
chapter 6.

4.1.4. Survey Method

Manual methods of counting may provide some precise information about numbers of vehicles,
their type, weight or speed, but they cannot provide other data that are essential in transport
planning, such as trip purpose, routing, duration etc. Collecting these data requires more
extensive survey instruments. These instruments include:

Mailed questionnaires: can include a wide range of questions; is relatively cheap to

administer to large numbers of people, although preparation can be expensive; the main
problem is the generally low response rate.

Travel diaries: soliciting respondents to keep a diary of the trips undertaken, times,
purposes, modes etc.; extremely useful instrument constrained largely by the number of
people willing to complete such a detailed inventory.

Telephone surveys: with automated dialing this can achieve extensive coverage, but
response rates are usually low.

Face-to-face Questionnaire: can overcome many of the errors based on

misunderstanding of questions in mail surveys, but are extremely time-consuming and
costly.

4.2 The Method we have selected

From all the methods we have chosen survey method to reduce the congestion problem in banani
11. We have decided to go through questionnaire because of the following reasons
1.
2.
3.
4.
5.
6.

It is cheaper than any other methods

Less complicated
Reflects the aspiration of mass people
Less time consuming
Data collection process is easier
Result Effective

4.3 Our working procedure with selected method

After selecting our precised method which is open questionnaire we have visited Banani area
several times to detect the existing problems for traffic congestions. The main problems are on
street car parking, roadside activities, too many universities and shopping malls, non-motorised
vehicles etc.
Considering these problems we have formed several hypothesis which will ensure the best use of
the roads and reduce traffic congestion. Our main target was to reduce congestion problem and
the proper use of Banani 11 and its surrounding roads.
Based on our hypothesis we have prepared questionnaires, one for the general people and the
other for the experts in transportation planning. The questionnaire which was prepared for the
mass people and expert is attacched in the appendix section.

Chapter : Five
Chapter Title : Data Collection And Analysis

CHAPTER 5: DATA COLLECTION & ANALYSIS

Hypothesis 1
From Road 4 to Road 10A of Road 11 make One Way.
From road number 4 to Road number 10 A the Banani 11 main road will be
one way only. Its for all day long. The necessary signs and signals will be
provided at the starting point as well as at the ending point of one way
system.
The following pie chart shows the result of the general people as well as the
experts decision about the hypothesis.

If Banani-11 is made one way, do you agree?

35%

Yes

No

55%
Average

10%

The pie charts data shows that the hypothesis we formed was supported by
the mass people and the experts. So it will be effective.

Hypothesis 2
Road 11 will be used for entry only from main road.
As we stated in the earlier hypothesis that the Road 11 will be one way from road number 4 to
road number 10A, the second hypothesis states that the road will be used for entry only. That
means vehicles which will enter from airport road will use this road for entry to Banani area.
The following pie chart shows the result of the questionnaire which was asked to the general
road users as well as the experts.

If Banani 11 is used for entry only do you agree?

30%

Yes

No
20%

50%

No Comments

The pie charts data shows that the hypothesis we formed was supported by
the mass people and the experts. So it will be effective.

Hypothesis 3
After road 10A the main road if Banai 11 will be both ways.
After road 10A the main road will be available to use in both the ways. That means vehicles
which enters from the airport road they will use the road and the vehicles which are going
through the airport road (exit purpose) will be able to use the road till road number 10A.

If,Banai 11 is made both way after road 10 A , do you agree?

30%
46%

Yes

No
24%

No Comments

The pie charts data shows that the hypothesis we formed was supported by
the mass people and the experts. So it will be effective.

Hypothesis 4
After road 10A (for exit purpose) right turn will be restricted.
The vehicles moving towards the airport road through Banani 11 will have
the restriction to take right turn at the intersection of Road 10A. They will use
the previous intersection that is Road 12 for going rightwards.
The following pie chart shows the result which was asked to the general road
users & the experts about the hypothesis.

If Right turn is restricted in Road 10A, do you agree ?

45%

Yes

No

The pie charts data shows that the hypothesis we formed was supported by
the mass people and the experts. So it will be effective.

Hypothesis 5
Use Road 1 (Chairman Bari Road) for exit purpose.

Vehicles which will exit from the Banani area will use the road number 1 instead of road 11. The
road will be made one way for exit purpose from road 4 to road 8.
The following pie chart shows the percentage of the decision given by the general peoples & the
experts about the hypothesis.

Road no 1 is used for exit only, do you agree?

30%
50%

20%

Yes

No

No Comments

The pie charts statistics shows that the hypothesis we formed was supported
by the mass people and the experts. So it will be effective.
Hypothesis 6
Parking is restricted in Banani 11 main road.
Parking will not be allowed in the main road. The vehicles will just drop and pick up a the main
road and will use the shopping malls parking lot and other roads.
The following pie chart shows the opinion about the hypothesis which was asked to the general
people and the experts.

If Parking is restricted in Banani-11 do you think it will be beneficial?

50%

Yes

No

Average

40%

10%

The pie charts data shows that the hypothesis we formed was supported by
the mass people and the experts. So it will be effective.