Traffic Report RAJUK Flyover DevCon

RAJDHANI UNNAYAN KARTRIPAKKHA (RAJUK)
FEASIBILITY STUDY & CONCEPTUAL DESIGN FOR THE

CONSTRUCTION OF FLYOVER FROM SHANTINAGAR TO
DHAKA-MAWA ROAD (JHILMIL) VIA 4TH (NEW ) BRIDGE
OVER BURIGANGA RIVER
VOLUME V: TRAFFIC SURVEY, ANALYSIS AND FORECAST

DECEMBER 2013
Joint Venture of
DevConsultants Limited , Bangladesh
Engineering and Planning Consultants Ltd.
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VOLUME V:
TRAFFIC SURVEY, ANALYSIS AND FORECAST
Feasibility Study and Conceptual Design
Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Via 4th (New) Bridge over Buriganga River
VOLUME V:TRAFFIC SURVEY, ANALYSIS AND FORECAST

Table of Contents
Volume V
Traffic Survey, Analysis and Forecast
Consultant: DevCon-EPC
i
Volume V

ii

List of Tables
Volume V
iii
Volume V

iv
Volume V

v
Volume V

vi
Volume V

vii

Abbreviation
AADT
Annual Average Daily Traffic
ADT
Average Daily Traffic
ADB
Asian Development Bank
BBA
Bangladesh Bridge Authority
BRTA
Bangladesh Road Transport Authority
DAP
Detailed Area Plan
DSP
Deep Sea Port
ESAL
Equivalent Single Axle Load
EPZ
Export Processing Zone
GDP
Gross Domestic Product
IRI
International Roughness Index
MMP
Metropolitan Master Plan
OD
Origin Destination
PMBP
Padma Multipurpose Bridge Project
PPP
Public Private Partnership
PCU
Passenger Car Unit
PCI
PerCapitalIncome
RHD
Roads and Highways Department
VOC
Vehicle Operating Cost
WTP
Willingness to Pay
Volume V
viii
1.

Introduction
With the current wave of global integration let by technology, Bangladesh is

strategically located in the folds of two emerging super power
China and India. Home
to 140 million people and the capital of Bangladesh is Dhaka, the largest and the most
densely populated one. It is the center of commerce, economics and all the
development activities are conducted all over the country. During the last four decades
Dhaka has recorded the growth of population and the land area. This is influencing the
irregular urban sprawl. According to Strategic Transport Plan (STP 2005) the estimated
population of greater Dhaka is 12 million, in the year 2004 and with the current
settlement rate it will be more than double by the year 2024.
The Government of Bangladesh represented by RajdhaniUnnayanKartripakkha
(RAJUK) intends to construct a Flyover over the River BurigangaDhaka, to ease the
Motorized Vehicles demand for crossing of the River Buriganga and thereby to connect
the center of Dhaka with the Dhaka-Mawa Highway (National Highway No. 8) with an
efficient Level of Service.
At present, there are three bridges over the River Buriganga. Two of them, Babu Bazar
Bridge and Postogola Bridge, located in south-east part of the city.Another one is
situated in west part of Dhaka. Thus any trip from down town to cross the river through
Babu Bazar Bridge or Postogola Bridge needs to travel through long congested city
Road Network.
The proposed Padma Multipurpose Bridge will pause an extra traffic over the Bridges. It
is obvious that, Babu Bazar Bridge and Postogola Bridge will not be able to support the
huge induced traffic at that time.
Again, Government of Bangladesh desires to construct the Flyover in PPP (Public,
Private Partnership). Standard Feasibility Study is needed to convince the possible
private partner.
It is assumed that the Flyover be placed over the river Buriganga near Babu Bazar
Bridge in the year 2017.Therefore, it needs the projection of traffic demand up to 2050.
The focus of the project is to carryout detailed economic and engineering investigation
to examine economic viability and technical feasibility.
Volume V Traffic Survey, Analysis and Forecast
1.1

Traffic Survey
The main objective of traffic survey and analysis is to determine the extent of traffic
demand likely to cross the River Buriganga through the Flyover. The traffic would be
generated from the south of the river after construction of Padma Multipurpose Bridge
Project, Mogbazar Flyover and development of Vacant Area on the opposite side of the
River.
At present, Traffic crosses the river through two existing bridges. A part of the traffic will
use the flyover along with the traffic of the both sides of the city.
A long term forecast of traffic for construction of the Flyover in a time horizon of
economic analysis period is required for the following purpose. In order to address the
issues the following primary traffic surveys have been carried out:
a) Classified Manual Traffic Volume Count
i. Manual Traffic Count
ii. Turning Movement Survey
b) Origin-Destination Traffic Survey.
c) Diverted Traffic and Willingness to Pay (WTP) survey.
d) Journey Time Survey.
e) Generated Traffic Survey.
Table 1 presents the locations of survey points in which the particular type of survey
conducted and the Figure 1 bellow presents the survey stations in Dhaka City Map.

Table 1: Traffic Survey Stations

Location / Traffic Survey
Traffic Manual
Classified
Count (TC)
Turning
Movement Count
at Intersection
(TMC)
Shantinagar
Kakrail
Bijoynagar
Paltan
Zero Point
GolapshahMazar
Nayabazar Intersection
Dholaikhal
Origin-Destination Survey
(OD)
Johnson Road (Sadarghat)
Babubazar Bridge Toll Gate
Kadamtali Intersection
Chunkutia Bazar
Tegoria
Hasnabad (Postogola Bridge)
Rajandrapur Bridge on DhakaMawa Road
X
X
X
X
MawaFerryGhat

Figure 1: Traffic Survey Locations
1.1.1 Methodology
1.1.1.1Classified Manual Traffic Volume Count
The purpose of classified traffic volume count survey is to identify the Average Annual
Daily Traffic (AADT) in the existing 2 (two) Bridges crossing the river and roads on and
near Flyover options locations.
The traffic counts were done manually by the trained enumerators in three eight-hour
shift on each day and the data was recorded for 1-hour intervals. All the guidelines
given in RHD Instruction Manual regarding locations, timing of counts, staff
requirement, and requirement for equipment, method of counting and supervision was
followed.
The classification of vehicles adopted in the Traffic Survey is given in Table 2 and
Classified Manual Traffic Volume Count Surveys were done at the following Stations:
1. Nayabazar Intersection
2. Dholaikhal
3. Babu Bazar Toll Gate

4. Kadamtali Intersection
5. Chunkutia Bazar
6. Tegoria
7. Hasnabad (Postogola Bridge)
8. Rajandrapur Bridge
9. Shantinagar
10. Kakrail
11. Bijoynagar
Table 2: Classifications of Vehicles
Motorized Vehicle
Non-Motorized Vehicle
Heavy Truck / Trailer Container
Bicycle
Medium Truck
Rickshaw / Rickshaw Van
Small Truck, Pick up
Animal Cart / Push Cart
Tractor
Large Bus
Minibus
Microbus
Utility
Car, Jeep / Van
Auto rickshaw
Motorcycle
1.1.1.2
Origin
Destination (O-D) Survey
The Origin
Destination survey have been carried out to study the travel pattern of
goods and passenger traffic. Thus the O-D surveys were done at crossings of two
bridges. The O-D survey was carried out at 4 locations. These locations are decided
based on travel pattern on existing corridor .O-D survey was done in the following
stations:
1. Kawrakandi Ferry Ghat
2. Victoria Park
3. Babu Bazar Bridge Toll Gate
4. Postogola Bridge Toll Gate

Road side interview method was adopted for conducting the survey. The vehicles were
stopped on random sample basis with the help of traffic police. The zones for O-D study
were decided in accordance with the Quality Assurance Plan for Traffic Surveys.
Appropriate coding had been adopted for zones and types of vehicles and commodities
were being transported. Common quarries are used for both goods & passenger types
of vehicle. The pertinent information on travel characteristics was collected during the
interviews as follows:
Origin and Destination of trips.
Frequency of trip.
Trip purpose.
Trip length.
For Goods Vehicles,
Commodity type (were written on given space of the form by enumerators)
Load in tons
For Passenger Vehicles
Number of passengers in the vehicle.
The O-D survey was done for all types of passenger vehicles except non-motorized
vehicle and in case of freight vehicle category; it was done for heavy truck / multi axle
goods vehicle, medium truck, small truck.A list of zones that adopted in the O-D survey
is given in the Table 3.
Table 3: Adopted zones for O-D Surveys
LOCAL ZONES
Zone
Name of the Zone
No.
Description of Zone
Area under the Thana Boundary (Police Station)
01
Ramna
Ramna, Shabag
02
Lalbagh
Lalbagh, Chackbazar, Hazaribag
03
Kotwali
Kotwali
04
Dhanmondi
Dhanmondi, New Market, Kalabagan
05
Kamrangirchar
Kamrangirchar,
06
Sutrapur
Sutrapur, Shampur Model
07
Demra
Demra, Zatribari

08
Kadamtoli
Kadamtoli, Fatullah
09
Gandria
Gandria, Banshal,
10
Motijheel
Motijheel, Palton Model
11
Subajbag
Khilgaon, Subajbag,Basaboo
12
Tejgaon
Tejgaon, Tejgaon Industrial Area
13
Shre-e-bangla Nagar
Shre-e-bangla Nagar
14
Mohammadpur
Mohammadpur, Adabar
15
Mirpur
Mirpur, Dar-us-Salam, Pullabi, Shahali, Kafrul
16
Gulshan
Gulshan, Baddah
17
Cantonment
Cantonment, Khlikhat
18
Uttara
Uttara, Apirport, Uttar Khan, Dahkhan
19.
KeranigonjUpazilla
Keranigonj, Uttar Kaligonj, DakhanKalijonj,

Kadamtoli, Nowabgonj, Rahitpur, Chunkutia,
Tegharria, Hasanabad
20.
MunshiganjZila
Serajdikhan, Barikhali, Gozaria, Tongibari, Lohajang,

Dohar, Nowapara. Mawa
21
Tongi
22
Joydebpur
23
Savar
24
Manikgonj
Area under the Upazila Boundary
1.1.2 Diverted Traffic and Willingness to Pay (WTP) Survey:
impose of toll and the acceptability to pay toll to travel on the better facility. This survey
was conducted in order to determine the percentage of Babu Bazar and Postogola
Bridge crossing traffic wish to use the Flyover if constructed.
The enumerators did willingness to pay survey in the same format page along with
diverted traffic. The objective of
regarding their acceptability to pay toll to travel on the better facility (flyover road).These
WTP surveys have been conducted on the same locations where the Origin-Destination

surveys were done. The surveys had been done on the sample basis, covering all types
of motorized vehicles, on the normal working day. In this survey the users were
requested to express their opinion to state the level of acceptance for various toll rates.
The collected data is used for identifying the willingness to pay and fixation of optimum
toll rates for various vehicle categories. Responses of road users were collected for
payment of toll due to saving in vehicle operating cost and saving in travel time; short
route and less congestion for good management of traffic control and smoothness of
pavement and flyover floor for using flyover route. The findings of this survey are
compared with toll rate of Shah Amanat Bridge, BangaBondhu Multipurpose Bridge
(Jamuna Bridge) and Bhairab Bridge. The format of diverted Traffic and Willingness to
pay survey is given in the following Table 4.
Table 4: Toll Structure of other Bridges
LOCATION
Large
Bus
Mini
Bus
Microbus
Utility
Car, Taxi Autorickha, Motorcyc

Station
CNG
le
Wagon
Mishuk
Heavy
Truck
Trailor
Container
Medium
Truck
Small Truck
Pickup
Small Van
Construction
Equipment
1 Buriganga Bridge
(Postogola Bridge)
30
20
20
10
20
10
30
30
20
2nd Buriganga Bridge

(Babu Bazar Bridge)
85
50
40
10
20
10
135
135
50
Shah Amanat Bridge

Toll gate on South
Toll Plaza
125
40
50
40
40
15
10
1000
125
50
1000
900
650
500
500
500
40
1400
1100
850
300
150
25
20
100
20
300
200
150
400
st
BangaBandhu
(Jamuna) Bridge
Bhairab Bridge
1.1.3 Journey Time Survey

Travel time is one of the largest categories of transport costs, and time savings are
often claimed to be the greatest benefit of transport projects such as roadway and
public transit improvements. Factors such as traveler comfort and travel reliability can
be quantified by adjusting travel time cost values. The Value of Travel Time (VTT)
refers to the cost of time spent on transport, including waiting as well as actual travel. It
includes costs to consumers of personal (unpaid) time spent on travel, and costs to
businesses of paid employee time spent in travel.
To identify the average travel time in the existing road way Journey time survey was
conducted in four different routes (both direction) in northern and southern part of the
River Buriganga. The journey time survey routes are:

1. Southern part of the River Buriganga

-
From Rajandrapur Bridge north side to Babu Bazar Bridge south approach
From Babu Bazar Bridge south side to Rajandrapur Bridge north approach
From Postogola Bridge south side to Babu Bazar Bridge south approach
From Babu Bazar Bridge south side to Postogola Bridge south approach
2. Northern Part of the River Buriganga

-
From Shantinagar to Paltan intersection
From Paltan intersection to Shantinagar
From Paltan intersection to Babu Bazar Bridge north approach
From Babu Bazar Bridge north approach to Paltan intersections
FomPaltan intersection to Victoria Park
From Victoria Park to Paltan intersection
1.1.4 Generated Traffic Surveys

It is likely that after construction of the Flyover a lot of Residential, Commercial and
Industrial establishments will be set up rapidly. Many industries, commercial
establishments, export processing zones and business centers are contributing goods.
It is expected that additional trips would generate due to proposed flyoverover the River
Buriganga. To make a realistic assessment of such generated traffic feedback has
been taken from many industries regarding number of existing trips on project corridor
and expected increase in the number of trips. Some of the industries selected for
feedback are mentioned in Table 5. The generated traffic from the industries has been
incorporated with the growth rate and the other part of the generated traffic has been
considered by the development of the vacant areas.
Table 5: Sample of Industries Studied during Generated Traffic Survey
Sl.No.
Name of Industry
Product
01.
Ashak Cable
Cable
02.
Nazmul and Confy Factory
Icecreme
03.
Taz Cable Factory
Cable
04.
Acro Steel
Steel
05.
Servo Chemical
Chemical

06.
Shain Steel
Steel
07.
Mosta Cable
Cable
08.
Munna Cable
Cable
09.
Suman Cable
Cable
10.
Zakir Machine Tools Limited
G I Wire
11.
Babul Steel
Steel
12.
Akota Steel
M.S. G.I. Tar
13.
Plastic Industry Ltd.
Plastic Furniture
14.
Masud Industry Ltd.
Paper
15.
Aluminum Industry
Aluminum
16.
Match Factory
Match
17.
Mannan Ice Cram
Ice Cram
18.
Paper Mill
Paper
19.
Poly Bang Industry
Poly Bag
20.
Sk. Cutting
M.S. Sheet
21.
Mohamab Steel
Black Tar
22.
Abdullah Factory
DistrinGastic
1.1.4.1 Padma Multipurpose Bridge Project

One of the major sectors that will generate huge amount of traffic is the Padma
Multipurpose Bridge. The Padma Bridge will provide a vital link in the national road
network of Bangladesh, particularly for the southwest zone of the country. The bridge
will support development in an area that has been poorly served by the road network.
The bridge will save significant travel time between Dhaka Division and the southwest
of Bangladesh. Due to significant reduction in travel time and cost, approximately 80%
of the traffic across the Padma River at the Paturia ferry crossing (located 60 km
upstream of the Padma bridge site at Mawa) is estimated to divert to the Padma Bridge,
in addition to the traffic diversion from the Mawa ferry crossing (In Table 6, displayed by
with induced demand).
10

Table 6: Traffic Volume Forecast for Padma Multipurpose Bridge Project

Year
Without
Bridge
With Bridge
Without
induced
Demand
With induced
Demand
Base Case
Percentage
Induced
2014
2394
7835
11683
7835
33%
2020
3413
11273
22240
20491
49%
2024
4093
13566
29278
28928
54%
2034
6748
22590
48691
48691
54%
2044
9510
31980
68307
68307
53%
Source: Padma Multipurpose Bridge Project, Economical Analysis
The traffic that will be generated from Padma Bridge (without induced demand) has
been incorporated with the gradual growth ratesandisforecasted the future traffic
situation.The percentage induced amounts of traffic are also considered for the extra
generated traffic due to the construction of Padma Multipurpose Bridge Project.
The Traffic Study Report of Padma Multipurpose Bridge Project forecasted the total
number of traffic from 2015 to 2050. Table below presents the adopted amount of traffic
that is considered for the Trip Assignment Model of Dhaka-Mawa Flyover Project.
Table 7: Adopted amount of traffic from Padma Multipurpose Bridge Project
Year
Total Volume
Percentage
Adopted
Total Adopted
2015
10318
33%
3405
2020
17185
49%
8421
2025
24189
54%
13062
2030
35634
54%
19242
2035
44859
54%
24224
2040
54084
53%
28665
2045
63309
53%
33554
2050
72534
52%
37718
Source: BBA, Padma Multipurpose Bridge Project, Traffic Study Report
1.1.4.2 LGED Flyover Project at Moghbazar and Mouchak Intersection

Another major sectors that will have an huge impact over the Proposed Dhaka-Mawa
Flyover
is
the
under
construction
LGED
Flyover
at
Moghbazar
and
11

Mouchakintersection. The LGED Flyover will improve the existing traffic situation of that
area and will also induce a huge amount of traffic. The flyoverwillalsosupport
development in an area that has been poorly served by the road network. Consequently
it will imply on significant level of travel time savings. Moreover, the Malibagh to
Shantinagar approach has been planned to be connected with the Dhaka-Mawa
Flyover. It is observed from the O-D Matrix that approximately 12% ofLGED Flyover
traffic will use the Dhaka-Mawa flyover. Table 8 below presents the total amount of
traffic that will use Dhaka-Mawa flyover from LGED flyover.
Table 8: Generated Traffic by the LGED Flyover
Year
2015
2020
2025
2030
2035
2040
2045
2050
Traffic
(VPD)
212
523
812
1196
1506
1782
2086
2345
Traffic Volume Analysis
The data and pertinent information collected from traffic surveys were entered into
computer and analyzed to obtain the required information concerning traffic
characteristics and travel pattern in the Project Area about crossing of the Buriganga
River. The brief description of the analysis, which was carried out, is as follows.
2.1
Analysis of Classified Manual Traffic Volume Survey
Classified Manual Traffic Volume Surveys were conducted for 24 hours (12:00 a.m. to
12.00 p.m. i.e. one Calendar day) started from 00.00 hrs. to 24.00 hrs. for two days.
The Passenger Car Unit (PCUs) of RHD and seasonal variation factor as 1 for all
vehicles were adopted for the analysis and output from computer. Table 9 shows
Adopted values of Passenger Car Unit (PCU) of RHD.
12

Table 9: Adopted values of Passenger Car Unit (PCU)

Vehicle Type
Motorized Vehicle
Non-Motorized Vehicle
PCU Equivalency
Heavy Truck
3.00
Medium Truck
3.00
Small Truck
3.00
Large Bus
3.00
Mini Bus
3.00
Micro Bus
3.00
Utility
1.00
Car
1.00
Auto Rickshaw
0.75
Motor Cycle
0.75
Bicycle
0.50
Cycle Rickshaw Van
2.00
Animal / Push Cart

Source: Roads and Highways Department
4.00
2.1.1 Average Daily Traffic (ADT)

The count considered to be Average Daily Traffic (ADT) count. Table No. 10 and 11
show ADT values 6 (six) locations in traffic count year 2011.Total motorized vehicles
cross Babu Bazar Bridge in both direction is 16531 and total motorized vehicles cross
Postogola Bridge in both direction is 15346. Total NMV vehicles across Babu Bazar
Bridge in both direction is 13115 and total NMV vehicles cross in both direction at
Postogola Bridge is 1068. Thus, total PCU/day at Babu Bazar Bridge is 47155 and at
Postogola Bridge is24968.
2.1.2 Annual Average Daily Traffic (AADT)
As seasonal variation factor are considered as 1 for all vehicles, Annual Average Daily
Traffic (AADT) including with PCU value is represented in Table 12 and 13.
13
Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil) Via 4th (New) Bridge over Buriganga River
Table 10: ADT Values of Motorized and NMV Vehicles in Terms of numbers
14
Table 11: ADT Values of Motorized and NMV Vehicles in Terms of PCU
15
Table 12: AADT Values of Motorized and NMV Vehicles in Terms of number
16
Table 13: AADT Values of Motorized and NMV Vehicles in Terms of PCU
17
2.1.3

Hourly Variation of Traffic
To observe the traffic movement pattern in different time of the day, the traffic has been
counted for 24hrs for two days. It is observed that the hourly patter in Babu Bazar
Bridge and Postogola Bridge are almost same. The peak hour movement at Babu
Bazar Bridge is around 1200 vehicle per hour from 20:00 to21:00 hrs. and for Postogola
Bridge the peak hour is from 16:00 to 17:00 with the movement of 1100 vehicle.
Figure 2: Hourly variation of Traffic at Babu Bazar Bridge and Postogola Bridge
2.1.4
Day and Night Variation of Traffic
The Classified Manual Traffic Volume Counts were taken for 24 hours both in day and
night. The variation of traffic during day and night was observed and plotted in terms of
Bar Chart. Percentage of traffic during night (10 pm to 6 am) was 9.14% and in day (6
am to 10 pm) was 90.86% at Babu Bazar Bridge Toll Plaza. Summary of Traffic
Variation is shown in Table 14 and graphically represented in Figure 3 to 8.
18

Table 14: Traffic Variation during Day and Night
% of Traffic During
% of Traffic During
LOCATION
Day
Night
Day
Night
Babu Bazar Bridge Toll Gate
90.49
9.51
91.23
8.76
Dholaikhal
85.42
14.58
79.75
20.25
Judge Court (Sadarghat)
86.80
13.20
87.18
12.82
Rajandrapur Bridge
89.68
10.32
86.96
13.04
Hasnabad (Postogola Bridge)
91.40
8.60
84.26
15.74
Chunkutia Bazar
91.36
8.64
89.46
10.54
Day and Night Variation of Traffic in six different locations are represented bellow in Bar
chart.
Figure 3: Day & Night Variation of Traffic at Babu Bazar Bridge Toll Gate
19

Figure 4: Day & Night Variation of Traffic at Dholaikhal
Figure 5: Day & Night Variation of Traffic at Judge Court (Sadarghat)
20

Figure 6: Day and Night Variation of Traffic at Rajandrapur Bridge
Figure 7: Day and Night Variation of Traffic at Postogola Bridge
21

Figure 8: Day and Night Variation of Traffic at Chunkutia Bazar
2.1.5
Composition of Traffic
Analysis for composition of traffic was done and percentages of different vehicle class
in terms of their actual number and PCUs are determined. The composition of traffic as
per numbers is shown in Table 15 and in PCU in Table 16 for all 6 locations. Figure 9
to12 shows Pie diagrams of Composition of Traffic. It is observed that at Babu Bazar
Bridge Toll Gate, Dholaikhal, Judge Court (Sadarghat) the movement of NMV is very
high compared to other classes. On the other hand the movement of Auto-rickshaw in
Rajandrapur Bridge North Approach, Postogola Bridge and Chunkutia Bazar pausethe
higher percentage.
22
Table 15: Percentage Number of Traffic Compostion

LOCATION
Large
Bus
Mini Bus
2.58
5.22
0.33
0.62
Judge Court
(Sadarghat)
1.41
4.61
Rajandrapur
Bridge
7.24
8.55
4.94
3.29
4.56
3.98
Babu Bazar
Bridge Toll
Gate
Dholaikhal
Hasnabad
(Postogola
Bridge)
Chunkutia
Bazar
Microbus
2.55
LanunaTampo
Maxi Human
Holar
Car,Taxi,
Station
Wagon
Autoricksha,
CNG Mishuk
Motorcycle
Heavy
Truck
Trailor
Container
6.20
5.67
23.38
7.72
0.29
1.86
4.95
7.23
4.57
3.61
3.42
1.80
3.71
8.20
8.80
5.21
0.45
4.89
2.67
8.85
44.48
5.88
7.08
3.83
1.42
4.99
52.26
4.62
8.07
2.53
3.13
6.19
38.76
6.34
3.70
23
Medium
Truck
Small
Truck
Pickup
Small
Van
Bicycle
0.56
1.59
2.76
3.05
5.35
1.70
0.83
1.13
0.84
3.09
3.76
0.42
6.75
3.32
0.55
2.25
3.59
1.36
Rickshaw/
Rickshaw
Van
Animul/Push
Cart
40.91
0.57
62.53
0.77
62.01
0.98
3.07
0.02
5.78
0.17
23.38
0.23
Table 16: Percentage Traffic Composition by PCU Value

Location
Large
Bus
Mini
Bus
Microbus
LanunaTampo
Maxi Human
Holar
Car,Taxi,
Station
Wagon
Autoricksha,
CNG Mishuk
Motorcycle
Heavy
Truck
Trailor
Container
Medium
Truck
Small
Truck
Pickup
Small
Van
Bicycle
Rickshaw/
Rickshaw Van
Animul/Push
Cart
Babu Bazar
Bridge Toll
Gate
4.87
9.85
4.80
3.90
3.56
11.02
3.64
0.55
1.06
3.00
0.87
51.45
1.43
Dholaikhal
0.52
0.98
2.92
2.59
3.78
1.79
1.41
5.36
4.79
8.40
0.44
65.41
1.61
Judge Court
(Sadarghat)
2.34
7.62
2.98
2.04
4.52
3.64
2.15
0.75
1.38
1.86
0.23
68.33
2.17
Rajandrapur
Bridge
13.61
16.08
9.19
1.67
5.55
20.91
2.76
13.31
5.82
7.08
0.13
3.85
0.04
Hasnabad
(Postogola
Bridge)
9.73
6.48
7.55
0.94
3.28
25.75
2.28
15.90
13.31
6.54
0.18
7.60
0.45
Chunkutia
Bazar
8.92
7.79
4.94
2.04
4.04
18.96
3.10
7.23
4.41
7.03
0.44
30.50
0.59
24

Figure 9: Percentage Composition of Traffic at Babu Bazar Bridge
Figure 10: Percentage Composition of Traffic at Postogola Bridge
25

Figure 11: Percentage Composition of Traffic by PCU at Babu Bazar Bridge
Figure 12: Percentage Composition of Traffic by PCU at Postogola Bridge
26

2.1.6 Turning Movement Survey

The objective of the Turning Movement Survey is to obtain information on direction wise
movement of the traffic at nine different intersections. The survey was conducted for 24
hours covering morning and evening peak in 9 six different intersections. The peak
hours movement of traffic in various directions has been observed. Influence of the
local traffic has also been identified. Within the 9 intersections the turning movement
data of the vehicles in nine different intersections are described below.
i.
Naya Bazar Intersection

Naya Bazar to GolapshahMajar Approach
Percentage of turning vehicles of Naya Bazar intersection to GolapshahMajar approach

is presented in Figure 13, which reveals that dominant traffic movement is right 51%
followed by left turning 49%. Composition of directional flow traffic Hourly turning
volume of Nayabazar intersection to GolapshahMajar approach is presented in Figure
14. Here the peak period duration is from 18:00 to 19:00 hrs, which is varied by 884 to
1163 vehicles per hour. The category wise vehicle movement is represented in Figure
15.
Figure 13: Percentage of Turning Movement Vehicle in Naya Bazar to GolapshahMazar
27

Figure 14: Hourly Turning Volume at Naya Bazar Intersection to GolapshahMazar
Figure 15: Category ofTMVatNaya Bazar Intersection to GolapshahMazar
Naya Bazar to GolapshahMajar Approach

Percentage of turning vehicles of Naya Bazar intersection to Dholaikhal approach is
presented in Figure 16, which reveals that dominant traffic movement is left 55%
followed by through 45%. Composition of directional flow traffic Hourly turning volume
of Nayabazar intersection to Dholaikhal approach is presented in Figure 17. Here the
peak period duration is from 18:00 to 19:00 hrs, which is varied by 1600 to 1700
vehicles per hour. The category wise vehicle movement is represented in Figure 18.
28

Figure 16: Percentage of Turning Movement Vehicle in Naya Bazar to Dholaikhal
Figure 17: Hourly Turning Volume at Naya Bazar Intersection to Dholaikhal
29

Figure 18: Category ofTMVatNaya Bazar Intersection to Dholaikhal
c. Naya Bazar Intersection to Babu Bazar Approach:

Percentage of turning vehicles of Naya Bazar intersection to Babu Bazar approach is
presented in Figure 19, which reveals that dominant traffic movement is through 56%
followed by right 44%. Composition of directional flow traffic Hourly turning volume of
Nayabazar intersection to Babu Bazar approach is presented in Figure 20. Here the
peak period duration is from 12:00 to 13:00 hrs, which is varied by 564 to 1343 vehicles
per hour. The category wise vehicle movement is represented in Figure 21.
Figure 19: Percentage of TMV in Naya Bazar Intersection to Babu Bazar
30

Figure 20: Hourly TMV at Naya Bazar Intersection to Babu Bazar
Figure 21: Category ofTMVatNaya Bazar Intersection to Babu Bazar
31

ii.
Tegoria Intersection
a.
Tegoria Intersection to Chunkutia Bazar Approach:
Percentage of turning vehicles of Naya Bazar intersection to GolapshahMajar approach

is presented in Figure 22, which reveals that dominant traffic movement is right 51%
volume of Nayabazar intersection to GolapshahMajar approach is presented in Figure
24.
Figure 22: Percentage of TMV in Tegoria Intersection to Chunkutia Bazar
Figure 23: Hourly TMV at Tegoria Intersection to Chunkutia Bazar
32

Figure 24: Category ofTMVatTegoria Intersection to Chunkutia Bazar
b. Tegoria Intersection to Postogola Approach:

Percentage of turning vehicles of Naya Bazar intersection to Dholaikhal approach is
followed by through 49%. Composition of directional flow traffic Hourly turning volume
of Nayabazar intersection to Dholaikhal approach is presented in Figure 26. Here the
Figure 25:Percentage of TMVatTegoria Intersection to Postogola
33

Figure 26: Hourly TMV at Tegoria Intersection to Postogola
Figure 27: Category ofTMVatTegoria Intersection to Postogola
c. Tegoria Intersection to Mawa Highway Approach:

Percentage of turning vehicles of Naya Bazar intersection to Babu Bazar approach is
Nayabazar intersection to Babu Bazar approach is presented in Figure 29. Here the
34

Figure 28: Percentage of TMV at Tegoria Intersection to Mawa Highway
Figure 29: Hourly TMV at Tegoria Intersection to Mawa Highway
35

Figure 30: Category ofTMVatTegoria Intersection to Mawa Highway
iii.
Kadamtali Intersection
a.
Kadamtali Intersection to Nowabganj Approach:
Percentage of turning vehicles of Kadamtali intersection to Nowabganj approach is

presented in Figure 31, which reveals that dominant traffic movement is right 65%
volume of Kadamtali intersection to Nowabganj approach is presented in Figure 32.
Here the peak period duration is from 07:00 to 08:00 hrs, is varied by 258 to 663
vehicles per hour. The category wise vehicle movement is represented in Figure 33.
Figure 31: Percentage of TMV in Kadamtali Intersection to Nowabganj
36

Figure 32: Hourly TMV at Kadamtali Intersection to Nowabganj
Figure 33: Category ofTMVatKadamtali Intersection to Nowabganj
b.
Kadamtali Intersection to Babu Bazar Approach:
Percentage of turning vehicles of Kadamtali intersection to Babu Bazar approach is

followed by left 37%. Composition of directional flow traffic Hourly turning volume of
Kadamtali intersection to Babu Bazar approach is presented in Figure 35. Here the
37

Figure 34: Percentage of TMV at Kadamtali Intersection to Babu Bazar Approach
Figure 35: Hourly TMV at Kadamtali Intersection to Babu Bazar Approach
38

Figure 36: Category ofTMVatKadamtali Intersection to Babu Bazar
c.
Kadamtali Intersection to Chunkutia Bazar Approach:
Percentage of turning vehicles of Kadamtali intersection to Chunkutia approach is

Kadamtali intersection to Chunkutia Bazar approach is presented in Figure 38. Here the
Figure 37: Percentage of TMV at Kadamtali Intersection to Chunkutia Bazar
39

Figure 38: Hourly TMV at Kadamtali Intersection to Chunkutia Bazar
Figure 39: Category ofTMVatKadamtali Intersection to Chunkutia Bazar
iv.
a.
GolapshahMazar Intersection
GolapshahMazar Intersection to Zero Point Approach:
Percentage of turning vehicles of GolapshahMazar Intersection to Zero Point approach

is presented in Figure 40, which reveals that dominant traffic movement is through 54%
followed by left turning movement 28%. The right turning movement is 18%.
Composition of directional flow traffic Hourly turning volume of GolapshahMazar
Intersection to Zero Point approach is presented in Figure 41. Here the peak period
40

duration is from 17:00 to 18:00 hrs, which is varied by 72 to 901 vehicles per hour. The
category wise vehicle movement is represented in Figure 42.
Figure 40: Percentage of TMVatGolapshahMazar Intersection to Zero Point
Figure 41: Hourly TMV at GolapshahMazar Intersection to Zero Point
41

Figure 42: Category ofTMVatGolapshahMazar Intersection to Zero Point
b.
GolapshahMazar Intersection to Gulistan Approach:
Percentage of turning vehicles of GolapshahMazar Intersection to Gulistanapproach is

followed by left 25%. The right turning movement is 20%. Composition of directional
flow traffic Hourly turning volume of GolapshahMazar Intersection to Gulistanapproach
is presented in Figure 44. Here the peak period duration is from 06:00 to 07:00 hrs,
which is varied by 164 to 428 vehicles per hour. The category wise vehicle movement is
represented in Figure 45.
Figure 43: Percentage of TMV at GolapshahMazar Intersection to Gulistan
42

Figure 44: Hourly TMV at GolapshahMazar Intersection to Gulistan
Figure 45: Category of TMV atGolapshahMazar Intersection to Gulistan
c.
GolapshahMazar Intersection to Naya Bazar Approach:
Percentage of turning vehicles of GolapshahMazar Intersection to NayaBazarapproach

followed by right 19%. The left turning movement is 17%. Composition of directional
flow traffic Hourly turning volume of Zero Point intersection to GolapshahMazar
approach is presented in Figure 47. Here the peak period duration is from 08:00 to
09:00 hrs, which is varied by 111 to 647 vehicles per hour. The category wise vehicle
movement is represented in Figure 48.
43

Figure 46: Percentage of TMV at GolapshahMazar Intersection to Naya Bazar
Figure 47: Hourly TMV at GolapshahMazar Intersection to Naya Bazar
44

Figure 48: Category of TMV atGolapshahMazar Intersection to Naya Bazar
d.
GolapshahMazar Intersection to Nagar Bhaban Approach:
Percentage of turning vehicles of GolapshahMazar Intersection to Nagar Bhaban

approach is presented in Figure 49, which reveals that dominant traffic movement is
through 39% and left 39%. The right turning movement is 22%. Composition of
directional flow traffic Hourly turning volume of GolapshahMazar Intersection to Nagar
Bhaban approach is presented in Figure 50. Here the peak period duration is from
19:00 to 20:00 hrs, which is varied by 189 to 509 vehicles per hour. The category wise
vehicle movement is represented in Figure 51.
Figure 49: Percentage of TMV at GolapshahMazar Intersection to Nagar Bhaban
45

Figure 50: Hourly TMV at GolapshahMazar Intersection to Nagar Bhaban
Figure 51: Category of TMV atGolapshahMazar Intersection to Nagar Bhaban
v.
Zero Point Intersection
a.
Zero Point Intersection to Paltan Approach:
Percentage of turning vehicles of Zero Point intersection to Paltan approach is

followed by through 28%. The right turning movement is 16%. Composition of
directional flow traffic Hourly turning volume of
Zero Point intersection to

46

Paltanapproach is presented in Figure 53. Here the peak period duration is from 17:00
to 18:00 hrs, which is varied by 104 to 841 vehicles per hour. The category wise vehicle
Figure 52: Percentage of TMVatZero Point Intersection to Paltan
Figure 53: Hourly TMV at Zero Point Intersection to Paltan
47

Figure 54: Category of TMV atZero Point Intersection to Paltan
b.
Zero Point Intersection to Gulistan Approach:
Percentage of turning vehicles of Zero Point intersection to Gulistan approach is

followed by left 21%. The right turning movement is 9% only. Composition of directional
flow traffic Hourly turning volume of Zero Point intersection to Gulistan approach is
presented in Figure 56. Here the peak period duration is from 17:00 to 18:00 hrs, which
is varied by 253 to 2058 vehicles per hour. The category wise vehicle movement is
Figure 55: Percentage of TMV at Zero Point Intersection to Gulistan
48

Figure 56: Hourly TMV at Zero Point Intersection to Gulistan
Figure 57: Category of TMV atZero Point Intersection to Gulistan
c.
Zero Point Intersection to GolapshahMazar Approach:
Percentage of turning vehicles of Zero Point intersection to GolapshahMazar approach

followed by right 31%. The left turning movement is 5%. Composition of directional flow
traffic Hourly turning volume of Zero Point intersection to GolapshahMazar approach is
49

Figure 58: Percentage of TMV at Zero Point Intersection to GolapshahMazar
Figure 59: Hourly TMV at Zero Point Intersection to GolapshahMazar
50

Figure 60: Category of TMV atZero Point Intersection to GolapshahMazar
d.
Zero Point Intersection to Abdul Gani Road Approach:
Percentage of turning vehicles of Zero Point intersection to Abdul Gani Road approach
flow traffic Hourly turning volume of Zero Point intersection to Abdul Gani Road
Figure 61: Percentage of TMV at Zero Point Intersection to Abdul Gani Road
51

Figure 62: Hourly TMV at Zero Point Intersection to Abdul Gani Road
Figure 63: Category of TMV atZero Point Intersection to Abdul Gani Road
vi.
Paltan Intersection
a.
Paltan Intersection to Bijoy Nagar Approach:
Percentage of turning vehicles of Paltan intersection to Bijoy Nagar approach is

followed by right turning 19%. The left turning movement is 11%. Composition of
directional flow traffic Hourly turning volume of Paltan intersection to Bijoy Nagar
52

Figure 64: Percentage of TMVatPaltan Intersection to Bijoy Nagar
Figure 65: Hourly TMV at Paltan Intersection to Bijoy Nagar
53

Figure 66: Category of TMV atPaltan Intersection to Bijoy Nagar
b.
Paltan Intersection to Motijeel Approach:
Percentage of turning vehicles of Paltan intersection to Motijeel approach is presented

in Figure 67, which reveals that dominant traffic movement is through 61% followed by
left 30%. The right turning movement is 9% only. Composition of directional flow traffic
Hourly turning volume of Paltan intersection to Motijeel approach is presented in Figure
69.
Figure 67: Percentage of TMV at Paltan Intersection to Motijeel
54

Figure 68: Hourly TMV at Paltan Intersection to Motijeel
Figure 69: Category of TMV atPaltan Intersection to Motijeel
c.
Paltan Intersection to Zero Point Approach:
Percentage of turning vehicles of Paltan intersection to Zero Point approach is

followed by right 28%. The left turning movement is 9%. Composition of directional flow
traffic Hourly turning volume of Paltan intersection to Zero Point Bazar approach is
55

Figure 70: Percentage of TMV at Paltan Intersection to Zero Point
Figure 71: Hourly TMV at Paltan Intersection to Zero Point
56

Figure 72: Hourly TMV at Paltan Intersection to Zero Point
d.
Paltan Intersection to Topkhana Road Approach:
Percentage of turning vehicles of Paltan intersection to Topkhana Road approach is

flow traffic Hourly turning volume of Paltan intersection to Topkhana Road approach is
Figure 73: Percentage of TMV at Paltan Intersection to Topkhana Road
57

Figure 74: Hourly TMV at Paltan Intersection to Topkhana Road
Figure 75: Category of TMV Paltan Intersection to Topkhana Road
vii.
Bijoy Nagar Intersection
a.
Bijoy Nagar Intersection to Kakrail Approach:
Percentage of turning vehicles of Bijoy Nagar intersection to Kakrail approach is

volume of Paltan intersection to Kakrail approach is presented in Figure 77. Here the
58

peak period duration is from 11:00 to 12:00, 15:00 to 16:00 and 19:00 to 20:00 hrs,
which is varied by 1500 to 1650 vehicles per hour. The category wise vehicle
movement is represented in Figure 78 and NMT is the prevailing one in the through
movement.
Figure 76: Percentage of TMVatBijoy Nagar Intersection to Kakrail
Figure 77: Hourly TMV atBijoy Nagar Intersection to Kakrail
59

Figure 78: Category ofTMVatBijoy Nagar Intersection to Kakrail
b.
Bijoynagar Intersection to Fakirapul Approach:
Percentage of turning vehicles of Bijoy Nagar intersection to Fakirapul approach is

followed by right29%. Composition of directional flow traffic Hourly turning volume of
Bijoy Nagar intersection to Fakirapul approach is presented in Figure 80. Here the peak
period duration is from 16:00 to 21:00 hrs, which is approximately varied by 1200 to
81.
Figure 79: Percentage of TMV at Bijoy Nagar Intersection to Fakirapul
60

Figure 80: Hourly TMVatBijoy Nagar Intersection to Fakirapul
Figure 81: Category ofTMVatBijoy Nagar Intersection to Fakirapul
c.
Bijoy Nagar Intersection to Paltan Approach:
Percentage of turning vehicles of Bijoy Nagar intersection to Paltan approach is

followed by left 23%. Composition of directional flow traffic Hourly turning volume of
Bijoy Nagar intersection to Paltan approach is presented in Figure 83. Here the morning
peak period duration is from 09:00 to 13:00 hrs. and evening peak period if from 18:00
to 21:00 hrs. The category wise vehicle movement is represented in Figure 84.
61

Figure 82: Percentage of TMV at Bijoy Nagar to Paltan
Figure 83: Hourly TMVatBijoy Nagar to Paltan
62

Figure 84: Category of TMV atBijoy Nagar to Paltan
viii.
Kakrail Intersection
a.
Kakrail Intersection to Bijoy Nagar Approach:
Percentage of turning vehicles of Kakrail intersection to Bijoy Nagar approach is

presented in Figure 85, which reveals that dominant traffic movement is right55%
followed by through turning 27%. The left turning movement is 18%. Composition of
directional flow traffic Hourly turning volume of Kakrail intersection to Bijoy Nagar
approach is presented in Figure 86. Here the morning peak period duration is from
08:00 to 09:00 hrs, which is varied by 800 to 1100 vehicles per hour and evening peak
period in from 18:00 to 21:00 of about 1050 to 1200 vehicle per hour. The category
wise vehicle movement is represented in Figure 87.
Figure 85: Percentage of TMVatKakrail Intersection to Bijoy Nagar
63

Figure 86: Hourly TMV atKakrail Intersection to Bijoy Nagar
Figure 87: Category of TMV atKakrail Intersection to Bijoy Nagar
b.
Kakrail Intersection to Segunbagicha Approach:
Percentage of turning vehicles of Kakrail intersection to Segunbagicha approach is

presented in Figure 88, which reveals that dominant traffic movement is right and left
of47% followed by through6% only. Composition of directional flow traffic Hourly turning
volume of Kakrail intersection to Segunbagich approach is presented in Figure 89. Here
the morning peak period duration is from 08:00 to 10:00 hrs, which is approximately
1200 vehicles per hour and evening peak period is from 15:00 to 18:00hrs. ofarroung
1200 to 1400 vehicle per hour. The category wise vehicle movement is represented in
Figure 90. Here the dominating cetagory are car, microbus, taxi and NMT.
64

Figure 88: Percentage of TMV at Kakrail Intersection to Segunbagicha
Figure 89: Hourly TMVatKakrail Intersection to Segunbagicha
65

Figure 90: Category of TMV atKakrail Intersection to Segunbagicha
c.
Kakrail Intersection to Hare Road Approach:
Percentage of turning vehicles of Kakrail intersection to Hare Road approach is

followed by left 28%. The right turning movement is 9%. Composition of directional flow
traffic Hourly turning volume of Kakrail intersection to Hare Road approach is presented
in Figure 92. Here the morning peak period duration is from 09:00 to 11:00 hrs. and
evening peak period from 17:00 to 20:00 hrs., of approximately by 700 to 800 vehicles
Figure 91: Percentage of TMV at Kakrail Intersection to KakrailMoaque
66

Figure 92: Hourly TMVatKakrail Intersection to KakrailMoaque
Figure 93: Category of TMV atKakrail Intersection to KakrailMoaque
d.
Kakrail Intersection to Shanti Nagar Approach:
Percentage of turning vehicles of Kakrail intersection to Shanti Nagar approach is

followed by right 27%. The right turning movement is 8% only. Composition of
directional flow traffic Hourly turning volume of Kakrail intersection to Shanti Nagar
67

Figure 94: Percentage of TMV at Kakrail Intersection to Shanti Nagar
Figure 95: Hourly TMVatKakrail Intersection to Shanti Nagar
68

Figure 96: Category of TMV atKakrail Intersection to Shanti Nagar
ix.
Shantinagar Intersection
a.
Shantinagar Intersection to Malibag Approach:
Percentage of turning vehicles of Shanti Nagar intersection to Malibag approach is

followed by left turning 30%andtheringt turning movement is 24%. Composition of
directional flow traffic Hourly turning volume of Shanti Nagar intersection to
Malibagapproach is presented in Figure 98. Here the peak period duration is from 17:00
to 22:00 hrs, which is varied by 900 to 1200 vehicles per hour. The category wise
vehicle movement is represented in Figure 99.
Figure 97: Percentage of TMVatShantinagar Intersection to Malibag
69

Figure 98: Hourly TMV atShantinagar Intersection to Malibag
Figure 99: Category of TMV atShantinagar Intersection to Malibag
b.
Shantinagar Intersection to Rajarbag Approach:
Percentage of turning vehicles of Shanti Nagar intersection to Rajarbag approach is

presented in Figure 100, which reveals that dominant traffic movement is left39%
followed by through 37%. The right turning movement is 24%. Composition of
directional flow traffic Hourly turning volume of Shanti Nagar intersection to Rajarbag
approach is presented in Figure 101. Here the morning peak period duration is from
9:00 to 13:00 hrs. and the traffic on left turning movement is extreamlly high. The
evening peak period is from 16:00 to 20:00 hrs. and in the evening period the through
movement is quite high,
which varied by 700 to 800 vehicles per hour. The category
wise vehicle movement is represented in Figure 102.

70

Figure 100: Percentage of TMV at Shantinagar Intersection to Rajarbag
Figure 101: Hourly TMVatShantinagar Intersection to Rajarbag
71

Figure 102: Category of TMV atShantinagar Intersection to Rajarbag
c.
Shantinagar Intersection to Kakrail Approach:
Percentage of turning vehicles of Shanti Nagarintersection to Kakrail approach is

followed by left39%. The right turning movement is 20%. Composition of directional flow
traffic Hourly turning volume of Shanti Nagar intersection to Kakrail approach is
presented in Figure 104. Here the peak period duration is from 16:00 to 21:00 hrs,
which is varied by 1000 to 1200 vehicles per hour. The category wise vehicle
Figure 103: Percentage of TMV at Shantinagar Intersection to Kakrail
72

Figure 104: Hourly TMVatShantinagar Intersection to Kakrail
Figure 105: Category of TMV atShantinagar Intersection to Kakrail
d.
Shantinagar Intersection to Baily Road Approach:
The movement of traffic over the direction of Shantinagar intersection to Baily Roadis
zero. There exists one way movement of traffic in oposit direction (from Baily Road to
Shantinagarintersection).
73

2.2
Analysis of Origin
Destination (OD) Survey
2.2.1
Zoning System for O-D Analysis
Origin and Destination of vehicles of interviewed drivers were recorded in the form as
per code prepared as established by zoning system. The zoning was done in two
levels. First level of zoning was done as per police stations of Dhaka city of North and
South side of the River Buriganga. In the Second level zones were considered as
zones all over Bangladesh, according to the political boundary of five Divisions and the
Highway followed to cross the Buriganga River.
This survey was conducted continuously for 24 hours at four locations, such as Babu
Bazar Bridge, Kawrakandi Ferry Ghat, Hasnabad (Postogola Bridge) and Victoria Park.
In the OD survey the passenger and Goods vehicle was taken into account. Depending
upon the OD Matrix the DesireLineDiagrams for passenger and goods vehicle are
obtained, which are presented in the Figure 106 and 107. The weighted percentage of
the total OD Matrix is also prepared to assign the total amount of vehicle for the
analysis of the travel demand forecast.
Table 17: Influencing area of different Zones
Zone
L1
L2
L3
Influencing Area
Tongi, Uttara, Cantonment, Gulshan, Tejgaon, Ramna
Mirpur, Sher-e-bangla Nagar, Mohammadpur, Dhanmondi,
Lalbagh, Keraniganj
Sabujbag, Kadamtali, Motijheel, Kotwali, Sutrapur,
Gandaria, Demra
L4
Kamrangichar
D1
Mymanshing, Jamalpur, Tangail
D2
Manikganj, Gazipur, Savar, Joydebpur
D3
Narayanganj
D4
Munshiganj
C1
Dhaka, Chittagong Hill Tracks, Cox's Bazar, Comilla, Feni,

Chadpur, Noakhali, Lakshmipur
K1
Khulna, Jessore, Barisal, Faridpur
R1
Rajshahi, Bogra, Rangpur, Dinajpur, Kushtia
S1
Sylhet, Brahmanbaria, Narshingdi
74

Figure 106: Desire Line Diagram for Passenger OD Matrix
75

Figure 107: Desire Line Diagram for Goods OD Matrix
2.3
Travel Purpose and Travel Pattern
Purpose wise distribution of trips was obtained and is presented in Table No.18 It can
be seen that for passenger trips the work trips are the maximum and it is of up to 48%.
76

Table 18: Trip Purpose Distribution

Trip
Purpose
TatibazarVi
ctoriapark&
Babu Bazar
Kawarkandi
Ferry Ghat
Banu
Bazar
Bridge
(North
Approach)
Posto
gola
Toll
Gate
Work
226
36.87
219
48.24
353
40.07
266
46.75
Business
45
7.34
106
23.35
259
29.40
81
14.24
Tourism
17
2.77
15
3.30
26
2.95
29
5.10
Home
162
26.43
110
24.23
204
23.16
129
22.67
Education
28
4.57
0.00
11
1.25
22
3.87
Others
134
21.86
0.88
26
2.95
42
7.38
Not
Mentioned
0.16
0.00
0.23
0.00
Travel pattern of vehicular trips is studied and percentage and number of through trips,
intra-zonal and extra-zonal trips have been studies. Table 19 gives details of travel
pattern for vehicular trips.
Table 19: Travel Pattern of Vehicular Trips
Vehicle Types
Through Trips
Nos.
Extra-zonal Trips
Nos.
Intra-zonal Trips
Nos.
Total Trips
Nos.
At Babu Bazar Bridge South Approach
Heavy Truck
23
27.71
60
72.29
83
100
Medium Truck
6.723
111
93.28
119
100
Small Truck
12
36.36
21
63.64
33
100
Total Goods Vehicles
43
18.3
192
81.7
235
100
Car-Utility
67
31.31
147
68.69
214
100
Large Bus
38
14.84
218
85.16
256
100
Mini Bus/Microbus
67
17.96
306
82.04
373
100
Total Passanger Vehicles
172
20.4
671
79.6
843
100
77

Dhaka-MawaRoad at KarwankandiFerryGhat
Heavy Truck
121
100
121
100
Medium Truck
49
100
49
100
Small Truck
55
100
55
100
225
100
225
100
Car-Utility
135
100
135
100
Large Bus
135
100
135
100
Mini Bus/Microbus
152
100
152
100
422
100
422
100
Postogola Bridge at Toll Gate
Heavy Truck
22
15.6
116
82.27
2.128
141
100
Medium Truck
3.191
90
95.74
1.064
94
100
Small Truck
1.923
49
94.23
3.846
52
100
26
9.059
255
88.85
2.091
287
100
Car-Utility
19
13.67
120
86.33
139
100
Large Bus
46
24.47
142
75.53
188
100
Mini Bus/Microbus
16
9.756
143
87.2
3.049
164
100
81
16.5
405
82.48
1.018
491
100
78

Vicroria Park, Noya Bazar &Babu Bazar

Heavy Truck
113
38.44
14
4.762
167
56.8
294
100
Medium Truck
41
25.47
14
8.696
106
65.84
161
100
Small Truck
55
32.93
11
6.587
101
60.48
167
100
209
33.6
39
6.27
374
60.13
622
100
Car-Utility
10
6.494
5.195
136
88.31
154
100
Large Bus
49
36.03
29
21.32
58
42.65
136
100
Mini Bus/Microbus
34
17.26
21
10.66
142
72.08
197
100
TotalPassenger Vehicles
93
19.1
58
11.91
336
68.99
487
100
2.3.1
Commodity Analysis
Each commodity was assigned a particular code as shown in Table20 where Ten
groups for classification of commodities were formed and percentages of composition
of commodities were detected at 4 (four) locations of O-D surveys summary of
commodity composition in percentage is presented in Table 21.
Table 20: Commodity Classification Groups
Code No.
Commodity Type
Construction Material
Sand, Brick, Stone chips,
Agricultural Product
Cement, MS Rod
Rice, Oil, Tree, Tobacco
Perishable Material &
Vegetable, Fish, Food, Milk,
Vegetable
Chemical & Medicine
Fruit
Medicine
Industrial Product
Paper, Plastic, Steel, Mirror,
Equipment & Machineries
Container
Machinery
Raw Materials & Coal
Salt, Coal, Boulder, Gas
Poultry
Cylinder
Hen
Other Products
Goods
10
Empty
Empty
79

Table 21: Summary of Commodity Composition in Percentage

Commodity
Type
Tatibazar,
Victoriapark&Bab
u Bazar
Kawarkand
i Ferry
Ghat
Constructio
n Materials
Agricultural
Products
Perishable
Material &
Vegetable
Chemical &
Medicine
Industrial
Products
Equipment
&
Machinerie
s
Raw
Materials &
Coal
Poultry
204
32.9
17
105
16.94
Other
Products
Empty
2.4
Postogol
a Toll
gate
7.56
Banu
Bazar
Bridge
(North
Approach
)
169
71.61
139
48.6
23
10.22
0.85
11
3.85
0.00
26
11.56
13
5.51
38
13.29
1.13
15
6.67
17
7.20
3.15
134
21.61
19
8.44
3.39
10
3.50
49
7.90
10
4.44
0.42
0.00
15
2.42
3.11
2.54
10
3.50
0.32
18
8.00
0.85
3.15
42
6.77
70
31.11
15
6.36
32
11.19
62
10.00
20
8.89
1.27
28
9.79
Willingness to Pay Survey
The objective of this survey were carried out in 2 (two) locations i.e. Kawrakandi and
Nowabganj-Kadamtali using appropriately designed diverted traffic and willingness to
pay survey formats to understand possible diverted traffic likely will go through the
Flyover if constructed and to assess the willingness to pay of the interviewer i.e. drivers
/ owners (now using the Bridges) to travel through the Flyover against a specific toll
rate. Due to the Flyover the users will be benefited in terms of savings in Vehicle
Operating Cost (VOC) by avoiding contestation of the city, saving in Travel Time and
Improved level of service. Thus a part from that cost, the users will give extra more toll
than the tolls of existing two bridges. The aim of the analysis was to bring out an
appropriate toll structure.
In the procedure of the WTP survey, direct interview took place to identify weather the
travelers are willing to pay to avoid the present congested situation and how much they
are prepared for. Through this survey the specific vehicle class with the amount of toll is
classified. From the origin to destination the travel purpose is also identified. It is also
80

taken into account which location does they prefer for the construction of the flyover.
Through this survey it is also identified that if the Flyover facility is provided then what
will be the volume of traffic that will be diverted from the existing bridge way of Babu
Bazar Bridge and Postogola Bridge.
The collected data has been coded and analyzed. The analysis of data is shown in
Table 22 to 25.
Table 22: Road Users Response at KarwankandiFerryGhat
Vehicle Type
Toll Rate per
Crossing
% of Respondents like to used Flyover option
Option-1
Option-2A, 2B & 3
Total
3.57
8.77
96.43
100.00
91.23
100.00
100.00
100.00
4.08
18.18
3.57
100.00
95.92
81.82
96.43
100.00
100.00
100.00
100.00
Total Interview
67
57
24
79
33
28
Interview response
28
57
24
49
33
28
No. Diverted
39
30
21.74
Table 23: Road Users Response at Nowabgonj-Kadamtoli

Vehicle Type
Toll Rate per
Crossing
% of Respondents like to used Flyover option
Option-1
28.57
36.00
22.22
20.00
41.67
21.05
21.05
Option-2A, 2B & 3
71.43
64.00
77.78
100.00
80.00
58.33
78.95
78.95
78.26
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
Total
Total Interview
22
36
25
15
12
21
19
23
Interview response
21
25
25
12
19
19
23
No Diverted
11
10
81

Table 24: Road Users Response for WTP Survey at Kawrakandi Ferry Ghat
82

Table 25: Road Users Response for WTP Survey at Nowabgonj-Kadamtoli
2.5
Journey Time Survey
From the analysis of the journey time survey it is observed that in the Southern part of
the river Buriganga the average speed of the existing road way is around 35.5 km/hr
and in the Northern part it is around 6.66 km/hr. As the design speed of the proposed
flyover is 70 km/hr it will improve the travel time saving up to a huge extend. It is
calculated that in the Southern part of the Buriganga the travel time will be improved by
55% and in the Northern part it will be improved by 90%.
Table 26 to 35 illustrates the detailed analysis of the Journey Time Survey for different
vehicle classes:
83
Table 26: Journey Time Analysis from Rajandarapur Bridge to Babu Bazar Bridge
Table 27: Journey Time Analysis from Babu Bazar Bridge to Rajandrapur Bridge
84
Table 28: Journey Time Analysis from Postogola Bridge to Babu Bazar Bridge
Table 29: Journey Time Analysis from Babu Bazar Bridge to Postogola Bridge
85
Table 30: Journey TIme Analysis from Paltan intersection to Babu Bazar Bridge
Table 31: Journey Time Analysis from Babu Bazar Bridge to Paltan intersection
86
Table 32: Journey Time Analysis from Paltan intersection from Victoria Park
Table 33: Journey Time Analysis from Victoria Park to Paltan intersection
87
Table 34: Journey Time Analysis from PaltantoShantinagar
Table 35: Journey Time Analysis from PaltantoShantinagar
88

The Dhaka-Mawa Flyover has been estimated to be completed in the year 2017. The
ongoing development of the 4-laning of Dhaka-Chittagong National Highway N-1 and
Padma Multipurpose Bridge are all expected to be completed in the recent years. The
connecting traffic from N-1, N-2 and N-8 and for destination of Narayanganj,
Munshiganj are very likely to avoid the congestion of Old Dhaka. The estimated
distance and travel time saving for the various options from Shantinagar to DhakaMawa Highway (Tegoria Intersection) are displayed in Table 36 and 37.
Table 36: ShantinagarIntersection to Dhaka-Mawa Highway (Tegoria Intersection)
Table 37: Dhaka-Mawa Highway (Tegoria Intersection) to Shantinagar Intersection
It is observed that in the direction of Shantinagar to Dhaka-Mawa Highway the travel

time saving will be 31 min for the Flyover Opetion-1, 2A and 2B;and32 min for Option
3. In the opposite direction it will be 30 min for the Flyover Option-1 and 3, and29 min
for the Option
2A and 2B.
In the direction of Dhaka-Mawa Highway to Shantinagar intersection, the travel time

saving for Option -1 and 3 is 30 min. and in option
2A & 2B it is 29 min. In this
direction Option
1 implies huge positive impact
2A & 2B governs.Though the Option
to construct the flyover (in comparison to the other options), due to high land use value
and infrastructure development pattern.
89
3.

Traffic Volume Forecast
The methodology adopted for traffic forecasting incorporates perspective growth

envisaged in economy and changes in transport demand elasticity over a period of
time. Thus past trend in traffic growth, economy perspective and transport demand
elasticity has been studied in detail for traffic forecasting. The traffic forecasting is done
for 35 years. Projections are made taking into account the traffic flow pattern by O-D
pairs and changes in vehicles mix expected during the study period. This requires
estimation of traffic and traffic generation along the corridor. Since transport demand
changes due to shifts in pattern of economic activities,consideration has been made to
the potential of generation of transportation services. By taking account all mentioned
above, projections of future traffic incorporate consideration of basic socio-economic
characteristics and rate of change expected during the study period in the project
influence area. Following approaches are adopted for determination of growth rates.
(1)
Based on Trend analysis:

a. Based on Vehicle Registration Data
b. Based on number of Vehicles on Road
(2)
Based on social economic data:

1. Socio economic trend analysis
a. Growth of Population
b. Growth of Per Capita Income (PCI)
c. Growth of Gross Domestic Product (GDP)
3.1
Vehicle Increase Trend Analysis
The growth of traffic is an important factor in understanding growth of project area. The
future trend can be established by studying historical trend of vehicles. This analysis
can be computed by studying registered vehicles and also by studying vehicles on
road.
90
3.2

Based on Vehicle Registration Data
The traffic growth rate is an important factor in deciding the expected traffic in future
years. Vehicle registration data is a measure of the vehicle growth in region. Data
pertaining to registration of motor vehicles in Bangladesh is collected from Bangladesh
Road Transport Authority (BRTA). Figures 108 show best fit regression line for
logarithm of vehicle registration data and year for each class of vehicle. Table38 gives
growth rates of different class of vehicles based on this method. Table 39 shows the
number of Motor Vehicles Register in Bangladesh.
Table 38: Trend Analysis based on Vehicle Registration Data
Registered Vehicle Type
By Regression
By Annual Compound
Growth Rate
Car / Jeep
8.54%
8.43%
Bus / Minibus
2.17%
2.16%
Auto-rickshaw
9.16%
9.28%
Motor-Cycle
14.59%
13.83%
Truck
6.25%
6.88%
Figure 108: Log-log Regressions Based on Vehicle Registration Data
91

92

93
Table 39: Number of Motor Vehicles Registered by Type

Year
Bus/Minibus
Microbus
Truck
Jeep
Car
Taxi
Auto
Rickshaw
Tractor
Motor
cycle
Trawler
Others
1998
32281
13345
52749
31908
113084
2980
90242
3981
222617
2407
7253
1999
33027
14077
54767
32399
118070
3196
92382
4074
239128
2418
9541
2000
33768
15568
57492
32727
122157
3776
95517
4170
253742
2424
10571
2001
35580
17369
60067
33391
128744
4547
95914
4269
278151
2434
13071
2002
38634
19589
62444
34209
135501
6780
101393
4343
307198
2444
15702
2003
40649
20907
65239
34695
142546
11800
115249
4486
328294
2463
19916
2004
42128
22383
67822
35239
147956
12340
124223
4552
353235
2472
22187
2005
43272
24710
70613
36096
154387
12855
129100
4650
396461
2485
25592
2006
44533
30250
73678
41636
162834
13130
135998
4791
447567
2498
29164
2007
46283
35900
76199
47286
174775
13145
146528
5059
532698
2511
32630
2008
47921
42437
78808
53823
191702
13154
165599
6059
626289
2612
36706
2009
49436
51464
85369
213163
13166
180501
711431
43340
2010
50980
59504
95425
233833
13166
199519
799930
56671
Source: Bangladesh Road Transport Authority (BRTA)
94
Table 40: Number of Motor Vehicles on Road

Year
Bus/Minibus
Microbus
Truck
Jeep
Car
Taxi
Auto
Rickshaw
Tractor
Motor
cycle
Trawler
Others
1996-97
24882
8993
39348
9884
49054
2295
64874
2929
152641
1817
3635
1997-98
25637
10007
40836
10098
52588
2335
69379
2981
162566
1826
4856
1998-99
26308
11206
42791
10273
55238
2453
72150
3054
174208
1832
6019
1999-2000
26909
12139
44630
10410
574588
2742
74160
3125
186180
1838
7564
2000-2001
27853
13153
46759
10558
59900
3268
75775
3199
200264
1845
8794
2001-2002
29717
14743
48753
10790
63094
4352
77700
3267
220225
1853
10734
2002-2003
31848
16244
50786
11009
66393
7030
84693
3344
239884
1863
13215
2003-2004
33302
17359
52951
11172
69461
9613
94120
3429
257086
1875
15827
2004-2005
34388
18826
55082
11386
72254
10037
99930
3489
281599
1883
17897
2005-2006
35349
20998
57399
11704
75728
10372
104432
3571
316847
1894
20787
2006-2007
36526
23637
59674
12090
80453
10509
111046
3663
366031
1906
24107
2007-2008
37906
26484
61717
12506
87142
10519
122092
3760
433287
1919
27617
2008-2009
39088
30055
65064
13028
96137
10527
135875
3893
501825
1938
32330
2009-2010
40059
34148
71424
13625
106291
10533
148982
4135
567553
1971
40165
Source: Bangladesh Road Transport Authority (BRTA)
95
3.3

Based on Number of Vehicles on Road
The data regarding number of vehicles on road has been obtained from Statistical
Yearbook of Bangladesh, 2010. Table 40 shows the No. of vehicle on road. Figures 109
show best fit regression line for logarithm of vehicles on road data and year for each
class of vehicle. Table 41 gives growth rates of different class of vehicles based on this
method.
Figure 109: Log-log Regressions Based on Vehicles on Road Data
96

97

Table 41: Growth Rate by Trend Analysis based on Vehicles on road Data
Registered Vehicle Type
By Regression
By Annual Compound Growth

Rate
Car / Jeep
5.66%
6.00%
Bus / Minibus
6.23%
6.24%
Auto-rickshaw
7.57%
8.23%
Motor-Cycle
13.40%
13.16%
Truck
4.12%
4.22%
3.4
Based on Socio Economic Trend Analysis
This Flyover project will be constructed in Dhaka city, which is the busiest city in
Bangladesh. In this report, national economic indicators like growth in GDP (Gross
Domestic Product), population and Per Capital Income are considered for traffic
forecasting.
The growth of traffic is an important factor in understanding growth of project area. The
future trend can be established by studying historical trend of vehicles. So the transport
demand is estimated from growth of population, growth of real per capital income (PCI)
and Gross domestic product(GDP) over the design period. This analysis can be
computed by studying registered vehicles and also by studying vehicles on road.
3.4.1
Growth of Population
Table 42 shows growth of population since 1974 to 2011 and represents growth of
population with time. The population data is obtained from Bangladesh Bureau of
Statistics. The growth rate is gradually decreasing over time.
98

Table 42: Population Growth Rate

Year
Population
Growth Rate
1974
71479000
2.62
1981
87120000
2.32
1991
106315000
2.01
2001
124355000
1.58
2002-2003
133400000
1.35
2003-2004
135200000
1.33
2004-2005
137100000
1.38
2005-2006
138800000
1.22
2011
142319000
1.34
Source: 1 Monthly Statistical Bulletin-Bangladesh June-06

2 Population Census2001 July- 2003
Figure 110: Growth of Population
3.4.2
Growth of Per Capita Income (PCI)
Table 43 shows Per capita income from year 2006

income has been calculated at constant (1995
07 to 2010
11. The per capita
1996) prices. Per capita income data is
obtained from Bangladesh Bureau of Statistics. Both log regression and annual
compound growth rate method is used to compute growth rate. Figure 111 shows the
plot between year and logarithm of per capita income.
99

Table 43: Growth of Per Capita Income

YEAR
Per Capita GNI (Million Tk.)
2006 - 2007
23149
2007 - 2008
24787
2008 - 2009
25737
2009 - 2010
26997
2010 - 2011
28182
Figure 111: Growth of Per Capita Income
3.4.3
Growth of Gross Domestic Product (GDP)
Gross Domestic Product is an indicator of economic strength of the country and the
same reflects the growth in freight traffic and overall economic performance of the
country. Table 44 shows GDP from year 2006
calculated at constant (1995
07 to 2010
11. The GDP has been
1996) prices. GDP is obtained from Bangladesh Bureau
of Statistics. Both log regression and annual compound growth rate method is used to
compute growth rate. Figure 112 shows the plot between year and logarithm of per
capita income. The growth of GDP is found to be 6.11% and 6.17% by regression and
annual compound growth rate analysis.
100

Table 44: GDP Growth Rate of Bangladesh

YEAR
GDP (Million Tk.) at constant prices
2006 - 2007
3029709
2007 - 2008
3217260
2008 - 2009
3401968
2009 - 2010
3608446
2010 - 2011
3848850
Figure 112: Growth of GDP
3.4.4
Development of Growth rate methods
1)
Elastic coefficient
Elastic coefficient value is used to determine the traffic growth rate. Transport elasticity
is a measure of percentage change in transport demand with respect to percentage
change in the parameters (such as prices, per capita income, population etc.)
influencing the demand. Separate regression analysis was carried out for goods
vehicles and passenger vehicles. The predictor formula is as below.
(1)
101

(2) Traffic growth rate

The traffic growth rates are estimated based on following equations:
For passenger Vehicle:
(2)
Where
e=Elasticity of Transport demand
=population growth rate

=Per capita income growth rate
G= growth rate
For freight vehicle
(3)
Where
e=Elasticity of Transport demand
=Gross domestic product growth rate

G= growth rate
3.4.4.1 Transport Demand Elasticity Values
Transport demand elasticity is one of the methods of establishing relationships between

transport demand (i.e. number of vehicle) and the growth parameters (prices, per capita
income, population etc.) affecting the demand of vehicles (passenger and freight). This
relationship may remain state or may change in future due to disproportionate changes
in the future growth or parameters and/or technological changes in vehicles
characteristics. Transport elasticity is a measure of percentage change in transport
demand with respect to percentage change in the parameters (such as prices, per
capita income, population etc.) influencing the demand.
According to the project impact area of the region over the years (2006 to 2011) road
passenger and freight traffic, passenger vehicle ownership, PCI and GDP statistics, by
using the formula (1), we have calculated the historical elasticity value from year 2006
to 2011. At the same time we have also done the separate regression analysis for
goods vehicles and passenger vehicles. Regression analysis was done with passenger
(or goods) traffic growth index as dependent variables and index of PCI (or GDP) as the
independent variable.
102

Table 45 shows the demand elasticity values of different types of vehicle.

Table 45: Transport Demand Elasticity Values
Vehicle Type
Elasticity Value
Car / Jeep
1.2
Bus / Minibus
0.42
Auto-rickshaw
0.66
Motor-Cycle
0.88
Truck
0.61
The transport demand elasticity over a period of time tends to decline. As the economy
and its various sectors grow, every region tends to self-sufficient. Much of the past
subsistence economy to cash-based urban economy. As the transition proceeds, its

impact on transport pattern can be expected to become less dominant.
According to the experience of developed countries, the traffic demands increase
tic
coefficient is over 1; however with the development reach to a certain level, the traffic
increase rate is lower and the elastic coefficient is close to 1, afterwards, the traffic
increase rate may lower than economic development and the coefficient is lower than 1.
At present, Bangladesh is still a developing country, transportation growth rate
substantially lower than the rate of economic growth and the transportation elasticity of
the situation is far less than 1, should be an unmoral phenomenon.
This report argues that the determination of future transport elasticity, should not only
depend on the calculated elasticity value based on the historical data, but also taking
account of the general law of elasticity value changes, and the Dhaka
vehicle
ownership, observed road network traffic growth changes and the future social
economy development prospects and other factors. Meanwhile, in determining the
elasticity coefficient value, we should also base on regional industrial layout, structure
on traffic to determine the future of road passenger vehicle traffic on the elasticity of
economic indicators.
103

The predicted transport elasticity value results are shown in Table 46.
Table 46: Predicted transport elasticity value
Elasticity values
Year
Car / Jeep
Bus / Minibus
Auto-rickshaw
Motor-Cycle
Truck
2006-2011
1.2
0.42
0.66
0.88
0.61
2012-2016
1.14
0.4
0.62
0.83
0.57
2017-2020
1.09
0.38
0.58
0.79
0.53
2021-2025
1.03
0.36
0.54
0.75
0.5
2026-2030
0.99
0.34
0.5
0.72
0.46
2031-2035
0.94
0.32
0.47
0.68
0.43
3.4.4.2 Comparison of Growth Rates by Different Methods
The growth rates determined by different methods are summarized in Table 47.
Table 47: Comparison of Growth rates by different methods
No.
Method
Growth rates of vehicles (%)

Cars/Jeeps/
Taxi/Micro
Buses/
Mini Bus
Autorickshaw
Motor
Cycle
Truck
Trend Analysis based on

vehicle Registration Data
8.54
2.17
9.16
14.59
6.25
Trend Analysis based on

Vehicles on Road Data
5.66
6.23
7.57
13.40
4.12
Based on Socioeconomic data
7.80
2.56
4.29
5.72
3.73
104

3.4.4.3 Growth rates adopted in other projects
Consultants have studied the growth rates adopted in other projects though the
objectives and study areas of the projects are different but the feedback from findings of
such projects is taken before finalizing the growth rates of different types of vehicles for
the study area and project corridor.
(1) WSP IMC, in association with CES(India) Engineering Consultants and DDC,
Bangladesh have prepared a road master plan under the road network improvement
and maintenance project funded by ADB, loan No. 2021BAN-(SF).the growth rates
adopted for this project are indicated in table48.
Table 48: Avg. forecasted growth rates (%) recomended in Road master plan
Truck
Bus
Car
Other
All Vehicles
Low
2005-2010
6.03
3.00
9.60
8.90
5.70
2010-2015
5.95
3.00
8.30
6.70
5.25
2015-2020
7.10
3.00
6.90
5.25
5.15
2020-2025
1.40
3.00
5.50
2.00
2.45
2005-2025
5.10
3.00
7.57
5.69
4.64
Medium
2005-2010
7.25
4.00
11.50
10.40
6.95
2010-2015
6.85
4.00
9.15
7.50
5.82
2015-2020
6.40
4.00
7.00
5.30
5.00
2020-2025
2.80
4.00
5.70
2.90
3.18
2005-2025
5.82
4.00
8.40
6.45
5.24
High
2005-2010
8.32
5.00
17.00
11.70
8.40
2010-2015
8.00
5.00
10.60
8.30
7.25
2015-2020
6.00
5.00
6.80
5.20
5.50
2020-2025
5.22
5.00
5.45
4.20
4.90
2005-2025
6.87
5.00
9.90
7.32
6.50
(2)The feedback regarding traffic forecasting and growth rates have been taken form
northwest road corridor development project ADB TA No. 3753 funded by ADB is taken
and growth rates adopted in this project is studied which are as follows in Table 49.
Growth rates adopted in road network improvement and maintenance II,TA No. 3755Volume V Traffic Survey, Analysis and Forecast
105

BAN, 2003 funded by ADB have also been studied. The following growth rates (%p.a.)
were adopted in this project.
Table 49: Growth rates for Motorized and NMV vehicle
Year
Motorized vehicle
Non-Motorized vehicle
2003-2015
8%
6%
2016-2026
6%
5%
Table 50: Growth rates from Northwest road corridor development project
Period
Car
Bus
Truck
MotorCycle
Autorickshaw
NMV
Till 2005
5.9
5.9
6.0
5.9
5.9
2.0
2005-2010
6.3
6.3
7.1
6.3
6.3
2.0
2010-2015
6.6
6.6
6.4
6.6
6.6
2.0
beyond 2015
6.0
6.0
6.2
6.0
6.0
2.0
(3)Following growth
and construction supervision of civil works of 4-laning of Dhaka-Chittagong highway
project,2006 by national engineering services Pakistan(Pvt) Limited (NESPAK) in
association with MEPC, DCP
Year 2006-2010: 8% per year for all types of vehicles
Year 2010-2030:6% per year for all types of vehicles
(4) SNC LAVALIN international inc.(Canada) in joint venture with SAI(India), in
association with MEPC, DCP and KPL, Bangladesh have prepared afeasibility study for
Dhaka-Chittagong Expressway(PPP) project report
funded by ADB, loan No. 1789
BAN-(SF).the growth rates adopted for this project are indicates in table51.
106

Table 51: Growth rates for all types of vehicle

Year
Car/Jeep/Taxi/
Microbus
Bus/Minibus
Auto
Rickshaw
Motorcycle
Truck
2007-2011
9.00
4.00
5.50
7.00
7.5
2012-2016
8.57
3.84
5.18
6.67
7.25
2017-2021
8.16
3.69
4.86
6.36
7.00
2022-2026
7.77
3.53
4.57
6.06
6.75
2027-2031
7.40
3.38
4.28
5.77
6.50
2032-2036
7.05
3.24
4.00
5.49
6.25
2037-2041
6.72
3.09
3.73
5.22
6.00
2042
6.39
2.95
3.48
4.96
5.75
3.4.4.4 Adopted Growth Rates for the Flyover Project
The growth rate of Cars/Jeeps/Taxi/Microbus obtained by socio economic method is

7.80% and by trend analysis is 8.54%. The rate is 5.66% based on vehicles on road.
With growing traffic situations and declining population growth rate, adopted growth of
cars is used as 7.57%.
From trend analysis, the growth rate of buses is found to be 2.17%. But based of
vehicles on road, growth rate is 6.23%. Road Master Plan suggests growth rate of 4%.
Assuming 4% growth during 2011 and based on trend analysis, the rate will be 2.84%
for next 4 years and subsequently reducing.
The growth rate of auto-rickshaws obtained by trend analysis is 9.16% and by socioeconomic data is 4.29%. As trend continues to decline over time, the growth rate will be
4.18%. For the motorcycle the growth rate is considered 5.67%.
The growth rate of trucks is found to be 6.25% based on vehicle registration trend
analysis. Padma Multipurpose Bridge is included as a separate traffic generator for the
Assignment Model. The Road Master Plan study has adopted growth rate of 7.25%
whereas Northwest Road Corridor development project considers growth rate of Trucks
as 7.1 during 2005
2010. With future industrial growth of the region considered, the
growth rate for base year is assumed to be 6.25%. Table 52 shows adopted growth
rates for different vehicles.
107

Table 52: Adopted Growth Rate
Using the above growth rate and equation (4) below, the future traffic volume for river
crossing is calculated.
108

4.
Determination and Projection of Traffic on Flyover
4.1
The Generated Traffic
(1) Travel demand forecast model

This report intends to adopt a flexible combination of method of coefficient method and
experts prediction to study the correlation between regional transportation and
economic development, which is elasticity value between economic development and
transportation.
The predictor formula is as below:
(4)
Here: Qtis the forecast traffic volume in year
Q0 is the base year traffic volume
G is the growth rate
t is the year
4.1.1 Traffic across the Buriganga River

From Traffic Survey, Traffic count is performed at Babu Bazar Bridge and Postogola
Bridge for 24-hour period. After converting all mixed traffic count to Passenger Car Unit
(PCU), the daily traffic volume is found to be:
Table 53: Base Year Daily Traffic Volume in PCU/day
Babu Bazar Bridge
21812 PCU/day
Postogola Bridge
22911 PCU/day
Traffic generated based on adopted growth rates on the both sides of Buriganga River
is shown in Table 54.
109

Table 54: Traffic Generated based on adopted Growth Rate

YEAR
TOTAL VOLUME (PCU/DAY)
2015
51998
2020
66417
2025
84237
2030
106049
2035
132491
2040
164212
2045
201824
2050
244780
4.1.2Consideration of Different Scenario

For the traffic forecast of the Dhaka-Mawa Flyover Project, two different sinario has
been considered. The base case scenario has been considered as the pasimistic
(Scenario - A). An Origin-Destination Survey was conducted at Kawrakandi Ferry Ghat.
From that OD Matrix and zoning analysis it is observed that around 15% of traffic pass
through the existing Babu Bazar Bridge and 58% of traffic pass through existing
Postogola Bridge. Therefore it is assumed that 27% of the generated traffic from
Padma Bridge will pass through the Proposed Flyover from Shantinagar to DhakaMawa Highway. On the cotrari, in the optimistic scenario, 40% of traffic is considered to
be diverted through the proposed flyover and 45% by the Hasnabadbridge. For the
Babu Bazar Bridge it remains constant. In the Table 56 and 57 presents the amount of
traffic Generated by the Padama Bridge Project by different scenmarios.
Table 55: Vehicle Generated from Padma Bridge Project in different Scenario
110

Table 56: Traffic Generated by Padma Multipurpose Bridge Project by Scenario - A
Table 57: Traffic Generated by Padma Multipurpose Bridge Project by Scenario - B
The construction of the flyover will change the socio-economic condition over the
influencing area. In Chapter
3, the socio economic trend has been analyzed. It is
observed that, the construction of the Flyover will improve the accessibility of the
southern part of Buriganga to the Dhaka city center and will reduce the travel time to a
huge extend. It will have an definite impact to change the socio economic condition. At
the same wave it will affect the present vehicle composition in the Babu Bazar Bridge
and Hasbanad Bridge area. the traffic composition for the Secnario - A refers to the
existing average composition in Babu Bazar Bridge and Hasnabad Bridge area and in
111

the optimistic consideration 7% of Auto Rickshaw/Motorcycle has been added to 4%

extra Car/Jeep & Microbus and 3% extra Bus. Table 58, presents vehicle composition
for diferent scenario.
Table 58: Vehicle Composition in different Scenario
4.2
Traffic Assignment Model
Traffic Assignment Techniques are based mostly on route selection. The choice of the
route is made on the basis of a number of criteria such as journey time, length, cost,
comfort and safety. Journey time is often considered as the sole criterion since length
and cost can be considered as function of time in most cases. Diversion Curves is one
of the most frequently used assignment techniques. California Diversion Curve
for the route option on which both travel time and distance will be saved. The following
formula has been developed to fit the above curves:
5
Where,
P = Percentage of motorway usage
d = Distance saved in miles via the motorway
t = Time saved in minutes via the motorway
Some assumptions are considered to use the Model and assign traffic to four (4)
proposed Flyover locations. The assumptions are:
Based on distance, traffic will choose either of two bridges.
Traffic will be routed between that bridge and the flyover location on that
scenario.
The areas are divided into following zones (See Zoning Map, Figure 113
and 114).
Trips are distributed among different zones to calculate traffic assignment.
112

As the different route alternatives of the Flyover are within 1km, therefore
the trip distribution for all the alternatives presents almost same pattern.
Through the trip assignment the traffic has been forecasted from 2015 to 2050. The
total amount of traffic has been calculated along the forecasted time span by the
adopted growth rate, explained in chapter 3. In the trip assignment, the distance of
each zone is determined from the proposed Flyover, Babu Bazar Bridge and Postogola
Bridge. From the journey time survey it is observed that the average speed of existing
roadway is around 5 to 15 km/hr depending upon the different vehicle classifications.
From the Journey time survey it is considered that in the existing roadway the average
speed is 20 km/hr and for the proposed flyover it is 70 km/hr. By which the travel time is
determined to reach to the facility to cross the river Buriganga. The total amount of
traffic from each zone is diverted according to the weighted percentage of OriginDestination Matrix. Thereafter, the percentage total amount of traffic has been
distributed among the three options (proposed flyover, Babu Bazar Bridge and
Postogola Bridge) according to the equation 5. It is obvious that the vehicle will follow
the shortest distance to cross the river.
113

Figure 113: Influencing Traffic Zones over Bangladesh
114

Figure 114: Traffic Influencing Zones over Dhaka
By using the above Traffic Assignment model, the traffic volume forecast result for each
location are calculated and shown in the table 59 below for Scenarios A and B. In the
same way the traffic projection is also drawn in Figure 115.
115

Table 59: Traffic Forecast for the Proposed Flyover by Scenario
Figure 115: Projected Number for the Flyover by Scenario
A and B
A and B
According to the Scenarion A, the traffic in VPD is shown in Table 60 and in PCU/day
is shown in Table 61. In addition, the traffic forecast according to the scenario -B
arepresented in Table62and63.
116
Table 60: Projected Traffic over the Flyover in VPD according to Scenario - A
117
118
119
Table 61: Projected Traffic over the Flyover in PCU/dayaccording to Scenario - A
120
121
122
Table 62: Projected Traffic over the Flyover in VPD according to Scenario - B
123
124
125
Table 63: Projected Traffic over the Flyover in PCU/day according to Scenario - B
126
127
128
5.

Infrastructure Capacity and Level of Service
The service level of this project is evaluated by referring to the gradeclassificationof

service level for multi-lane highway in HCM (Highway CapacityManual), and based on
the traffic forecast results of this project.
Level of service (LOS) is a kind of quality index used to describe operating stateof
traffic flow. Speed, travel time, driving freedom, traffic interruption,comfortableness, and
convenience are generally used to describe it.Corresponding analysis methods are
given in HCM, which classifies service levelof each traffic facility in 6 grades, A, B, C, D,
E, and F.
Grade A service level stands for the best operating conditions while grade F thepoorest.
Each grade of service level represents operating conditions of a certainrange and the
feeling of drivers towards these conditions. The service levelstandard for multi-lane
highway is shown in Table 64.
Table 64: Service Level Standard for Multi-lane Highway
Free Stream
Speed
Standard
Service Level
A
11
16
22
25
Average speed (km/h)
100.0
100.0
98.4
91.5
88.0
Maximum v/c ratio
0.32
0.50
0.72
0.92
1.00
700
1100
1575
2015
2200
11
16
22
26
90.0
90.0
89.8
84.7
80.8
Maximum v/c ratio
0.30
0.47
0.68
0.89
1.00
630
990
1435
1860
2100
11
16
22
27
80.0
80.0
80.0
77.6
74.1
Maximum density (pcu/km/ln)
100 km/h
Maximum service flow rate

(pcu/h/ln)
90 km/h

(pcu/h/ln)
80 km/h
129

Maximum v/c ratio
0.28
0.44
0.64
0.85
1.00
560
880
1280
1705
2000
11
16
22
28
70.0
70.0
70.0
69.6
67.9
Maximum v/c ratio
0.26
0.41
0.59
0.81
1.00
490
1110
1120
1530
1900

(pcu/h/ln)
70 km/h

(pcu/h/ln)
Figure 116: Relationship between Average Car Speed and Flow Rate
1. Conversion of AADT into DDHV

(1) Convert AADT of design period into DDHV
DDHV =
Where: DDHV =
AADT =
AADT * K * D
Projected directional design hour volume, veh/h
Annual average daily traffic, veh/h
K = Design hour volume factor, taken as 0.1 according to thetraffic volume

observation data of this project highwayover the years
D = Directional imbalance factor, taken as 0.53 according tothe traffic volume
observation data of this projecthighway over the years
130

(2) Determine fHV
(7)
Where: fHV= Heavy vehicles correction factor
PTPR = Proportion of trucks and buses as well as recreationalvehicles in traffic
flow (in decimals)
ETER = Passenger car conversion factor of trucks and buses, aswell as
passenger car equivalence of recreationalvehicles
Table 65: Passenger Car Equivalence of General Road Sections
Terrain
Factor
Plain
Hill
Mountainous
area
ET (factor for trucks and buses)
1.5
2.5
4.5
ER (factor for recreational vehicles)
1.2
2.0
4.0
(3) Calculate VP
Where: VP = Traffic flow rate (pcu/h/ln)

V = Hourly volume (veh/h)
PHF = Peak hour factor, taken as 0.9
N = No. of one way lane (e.g. dual-two lane are adopted for highway, N = 2)
fHV= Heavy vehicles correction factor
fP= Correction factor of driver general characteristics, taken as 1
131
5.1

Determination of the Level of Service
Demonstrated by highway service level analysis, dual-two lanes highway standard with
design speed of V = 70 km/h is recommended for LOS C with consideration of road
network plan, traffic volume forecast, overall transportation system and long term
development of the project area. The recommended speed limit for all the ramps and
loops is 30 km/h. Average design speed will be the average speed maintained on the
main dual-lane highway (not on loops and ramps). The concessionaire may survey the
average design speed (if required) before the bid submission.
According to the service level C, the standard capacity is 1120 pcu/hr/ln. With the
forecasted traffic volume, it is found that the total number of vehicles will pass through
the Flyover in 2025 is 23068 vehicles per day (according to Scenario
is 23317 vpd (according to Scenario
A) and in 2024
B). Using the equation 7 and 8, the Maximum
service flow rate is calculated is 1089 pcu/hr/ln and 1101 pcu/hr/ln respectively. That is
within the Level of Service C up to 2025 by Scenario
A and 2024 by Scenario - B.
Beyond that the service level will drop down. But the LOS can be maintained beyond
the forecasted year by changing the toll rates.
132

Transport Cost Study
Transport related decision largely depend on the cost component of the service.
Basically transport decisions are taken depending upon the costs with aggregate
benefits and evaluating the alternative options. This involve mode and route choice to
take short term mobility decisions and the location choice is involved for the long term
mobility
decision
choice.Even
the
transport
investment
depends
upon
the
comprehensive cost analysis of the facility.

Transport cost depends upon the road user cost, that consists of the three following
components:
Vehicle Operation Cost (VOC), that is the physical costs of operating a vehicle
such as fuel, spare parts, depreciation, crew cost etc.
Travel Time Cost (TTC), that is the value of time spent in traveling.
Accident Costs (ACC), that is the physical cost of an accident measuring the
value of injuries and fatalities.
Besides forecasts of future demand, cumulative transport cost assessment also
involves determination of unit cost of the above mentioned items. Different sorts of
surveys have been conducted by the Roads and Highways Department (RHD) to
identify the Road User Cost in 2005.
6.1
Analysis of Transport Cost
Depending up on different factors, the Option -1 pauses more value than the other
ones. Moreover, different route alternatives of the Flyover are within 1 km, therefore,
the Travel time cost has been evaluated between the present situation and the future
situation (in the year 2017) due to the construction of the Flyover (Option
1). As it is
mentioned above, besides construction and maintenance components, transport cost

involves vehicle operating cost, travel time cost and accident cost. Analysis of road user
cost also depends on different traffic characteristics.
6.1.1 Depending Factors
Volume and operating characteristics of traffic on the facility is the most important
determinate factor of Road user cost. Each construction, maintenance and
rehabilitation activity generally involves some temporary impact on traffic that using the
facility. Average Daily Traffic (ADT) volumes, 24-hour hourly traffic distributions and the
133

vehicle classification distributions are the major traffic characteristics for the overall
project. Each of these traffic characterizes are already previously explained in Chapter 2.
6.1.2 Transport Cost Estimation
6.1.2.1 Vehicle Operation Cost (VOC)
Vehicle Operation Cost has been estimated on the basis of survey data with an
objective of verifying and upgrading comprehensive studies conducted by the Roads
and Highways Department (RHD). By the detailed review of characterizes it is assumed
that after the construction of the flyover the fine asphalticsurface will provide a smooth
and sound condition for the vehicles to run at the design speed. According to the
AASHO International Roughness Index (IRI) scale the IRI was fixed to 4. With the IRI
the unite values are summarized in the Table 66.
Table 66: Economic VOC of Motorized Vehicle for Road Roughness (Taka/km)
Source: RHD, 2005
The length of the existing roadway is 8.43 km and the by the flyover (Option
1) the
distance is 8.59 km. Therefore the distance is increased by 0.16 km due the
construction of the flyover.
The increase in Vehicle Operation Cost for the both
scenarios are calculated in the Table 67 and 68.

Table 67: Increased VOC in 2017 (Scenario
A)
134
Table 68: Increased VOC in 2017 (Scenario

B)
From the tables above it is observed that, due the construction of flyover the VOC will
increase by 2% for the both scenario, as the distance increases compared to the
existing roadway, to cross the river Buriganga and reach to Dhaka-Mawa Highway from
Shantinagar.
6.1.2.2 Travel Time Cost (TTC)
By the Roads and Highway Department (RHD) the TTC are set out for the FY 2004
2005. To set out the TTC, the values for all passenger vehicles have been weighted by
annual bus passenger km. The values for all other passenger vehicles have been
averaged typically taking category wise length of network and density of the road use
into consideration. The Table below presents the Economic TTC for FY 2004
05.
Table 69: Recommended Economic TTC for FY 2004 - 05
Source: RHD, 2005
The expected travel time saving due to the construction of flyover has been obtained in
Chapter
2. It is observed that due to the construction of the flyover the travel time
saving will be 31 min in the direction of Shantinagar to Dhaka-Mawa Highway (Tegoria

Intersection) and in opposite direction it will be 30 min. In an average the construction
of the flyover will cause 30.5 min or 0.5hr.of travel time saving in each direction.Table70
135

and 71, presents detail TTC for the Dhaka-Mawa Flyover project in the year 2017 for
the Scenario A and B.
Table 70: Improvement in TTC due to the Travel time savings in 2017 (Scenario
A)
Table 71: Improvement in TTC due to the Travel time savings in 2017 (Scenario
B)
From the above calculation it is observed that the construction of Flyover will cause
59281 Taka per hour or 1422753 taka per day (According to the Scenario
67967 Taka per hour or 1631202 taka per day (According to the Scenario
A) and
B) due to
average travel time saving of 30.5 min.
136

6.1.3 Net Cost Saving

The accident cost was not taken into account as specifically for the Dhaka region the
most updated statistics are not available. Moreover, due to the congested situation of
Dhaka the casualty rate within the Dhaka city region is quite negligible. Therefore, the
net cost savings was calculated depending upon the Travel Time Cost and Vehicle
Operation Cost. Table 72 and Figure117illustrates the net cost benefit due to the TTC
and VOC.
Table 72: Net Cost Savings for Scenario - A and B
Vehicle
Classification
Truck > 6
wheels
Truck < 6
wheels
Bus
Car, Jeep &

Microbus
Motorcycle /
Autoricksha
1687
1875
6569
6089
1301
TTC Saving
(Taka/day)
1067710
259208
95835
Net Savings
(Tk./day)
-1687
-1875
1061141
253119
94533
VOC Increased
by (Tk./day)
1749
1944
7663
7217
1063
TTC Saving
(Taka/day)
1245651
307242
78309
Net Savings
(Tk./day)
-1749
-1944
1237987
300025
77246
VOC Increased
by (Tk./day)
Figure 117: Graphical presentation of Net Cost Savings
137
7.

Road Safety and Temporary Traffic Management Plan
Concepyual design of flyover has been prepared and reviewed from traffic safety point
of view, completed by Traffic Engineer and Transport Planning Engineer. To ensure the
road safety during the construction period temporary traffic management plans have
been illustrated in different roadway sections. The output in the form of plans, roadway
layout drawings and traffic signsare shown in Volume XI: Conceptual Drawings.
7.1
Road Safety
The traffic control devices in the form of traffic signs and markings have been prepared
based on BRTA Guideline. Internationally, for a particular expressway or access control
highway, signs are installed as per MUTCD standards pertaining to expressway
published by US Department of Transportation. For our purpose, all traffic signs along
7.2
Traffic Management System
Accidents and other incidents on the highway/flyover may cause serious traffic
congestion. To minimize the effects of such incidents on traffic operations, a specialized
traffic monitoring system is required to detect and respond the incidents. This system is
called the Traffic Management System (TMS). TMS uses a serious of big technology of
close circuit cameras with data processing techniques to detect incidents and other
irregularities that may affect traffic movements. These road/flyover conditions can be
remotely monitored from the Control Centre using surveillance cameras and in order for
operators to view any affected location of interest respective staffs at the Control Centre
will take action to alert the appropriate agencies to handle the situation.
TMS also provide facilities to the road/flyover users to make emergency calls through
Emergency Call Booths (ECBs) to control centre in case of accidents, break down of
vehicle and fire and to pre-warn the users about unexpected conditions. It shall provide
information / data to traffic managers on traffic flow, conditions, speed and weather
conditions, location of any incident and help required and on incoming calls. Based on
these, the traffic operation managers should be able to control the variable message
signs, mobilising the movement. TMS shall also provide on-line recording and reviewing
of the voice and individual information for record and analysis.
138
7.3

Traffic Management and Safety Plan during Construction
During construction of the Dhaka-Mawa Flyover the structure will intersect many
existing roads, Mass Rapid Transit Corridorsand other flyovers.Grade separation is
required at strategic locations to ensure unhindered traffic movement on the proposed
alignment. Moreover, the prospective flyover will traverse through several localities of
habitations within or outskirts of Dhaka. It is important to ensure that the flyover should
not cause any separation effect during the construction and during the service period.
In addition to that, as the flyoverwill be constructed over the busiest roadway of Dhaka,
it is very important to ensure the free movement of the vehicles during the construction
period. Therefore, during this period Temporary Traffic Control (TTC) measures is
relevant to ensure the sound traffic movement, safety of the construction workers and
professionals to be involved in the construction work. Moreover, once the construction
will be completed, for maintenance operation, utility works, and the management of
traffic incidents on the flyover, the Temporary Traffic Control (TTC) area consideration
The primary function of Temporary Traffic Control (TTC) is to provide for the reasonably
safe and efficient movement of road users through or around TTC zones while
reasonably protecting workers, responders to traffic incidents, and equipment.
Therefore, the objective of the TTC is the efficient construction and maintenance of the
highway and efficient resolution of traffic incidents. As such, the efficiency of road user
flow is an integral element of every TTC zone, from planning through completion.
Therefore, when the normal function of the roadway is suspended, TTC planning
provides for continuity of the movement of traffics, transit operations; and access to
property and utilities.
Yet, no one set of TTC devices can satisfy all conditions for a given project or incident.
At the same time, defining details that would be adequate to cover all applications is not
practical. Instead, typical applications that depict common applications of TTC devices
are more relevant. The TTC selected for each situation depends on type of highway,
road user conditions, duration of operation, physical constraints, and the nearness of
the work space or incident management activity to road users.
139

The Traffic Management Plan should be comprehensive and responsive. The plan
identifies strategic traffic control measures to keep traffic moving.
7.3.1 Temporary Traffic Control Plans (TTC Plans)
A TTC plan describes traffic control measures to be used for facilitating road users
through a work zone or an incident area. TTC plans play a vital role in providing
continuity of reasonably safe and efficient road user flow when a work zone, incident, or
other event temporarily disrupts normal road user flow. Basically the degree of detail in
the TTC plan depends on the nature and complexity of the situation.
The design, selection and placement of TTC devices for a TTC plan should be based
on real time situation that may arise during the construction of the flyover. Traffic control
planning should be completed for highway construction, utility work, maintenance
operations, and incident management including minor maintenance and utility projects
prior to occupying the TTC zone. Planning for all road users should be included in the
process. Modifications of TTC plans may be necessary because of changed conditions
or a determination of better methods of safely and efficiently handling road users.
Reduced speed limits should be used only in the specific portion of the TTC zone
where conditions or restrictive features are present. But, frequent changes in the speed
limit should be avoided. A TTC plan should be designed so that vehicles can
reasonably safely travel through the TTC zone with a speed limit reduction of no more
than 16 km/h to 20 km/h [Arizona Depart of Transportation (ADOT), 2010].
A reduction of more than 16 km/h (10 mph) in the speed limit should be used only when
required by restrictive features in the TTC zone. Where restrictive features justify a
speed reduction of more than 16 km/h (10 mph), additional driver notification should be
provided. The speed limit should be stepped down in advance of the location requiring
the lowest speed, and additional TTC warning devices should be used.
Reduced speed zoning (lowering the regulatory speed limit) should be avoided as much
as practical because drivers will reduce their speeds only if they clearly perceive a need
to do so.It has been observed that large reductions in the speed limit, increase potential
for crashes. Therefore, it is advised to reduce the speed gradually from afar of the
construction site and necessary sigh posting is also quite efficient to reduce the speed
in the construction area.
140

7.3.2Temporary Traffic Control Zones

A TTC zone is an area of a roadway where road user conditions are changed because
of a work zone or an incident through the use of TTC devices. It is also considered as
the construction, maintenance, or utility work activities. The work zones should be
typically marked by signs, channelizing devices, barriers, pavement markings, and/or
work vehicles.
Most TTC zones are divided into four areas: the advance warning area, the transition
area, the activity area, and the termination area. Figure 118 illustrates these four areas.
7.3.2.1 Advance Warning Area
The advance warning area is the section of roadway where road users are informed
about the upcoming work zone or incident area.Typical distances for placement of
advance warning signs on freeways and highways should be longer because drivers
are conditioned to uninterrupted flow. Therefore, the advance warning sign placement
should extend on these facilities as far as 500 m or more. Advance warning may be
eliminated when the activity area is sufficiently removed from the road users' path so
that it does not interfere with the normal flow.
141

Figure 118: Component Parts of a Temporary Traffic Control Zone(Source: MUTCD)
7.3.2.2Transition Area
The transition area is that section of roadway where road users are redirected out of
their normal path. Transition areas usually involve strategic use of tapers. When
142

redirection of the road users' normal path is required, they shall be channelized from
the normal path to a new path.
Tapers may be used in both the transition and termination areas. Whenever tapers are
to be used in close proximity to an interchange ramp, crossroads, curves, or other
influencing factors, the length of the tapers may be adjusted. Tapers are created by
using a series of channelizing devices and/or pavement markings to move traffic out of
or into the normal path.
Even the termination area are also known as the area where the vehicles return to the
normal path. The termination area shall extend from the downstream end of the work
area to the last TTC device such as END ROAD WORK signs, if posted. An END
ROAD WORK sign, a Speed Limit sign, or other signs may be used to inform road
users that they can resume normal operations. A longitudinal buffer space may be used
between the work space and the beginning of the downstream taper.
7.3.2.3 Activity Area
The activity area is the section of the roadway where the work activity takes place. It is
comprised of the work space, the traffic space, and the buffer space. While the work
space is that portion of the highway closed to road users and set aside for workers,
equipment, and material. Work spaces are usually delineated for road users by
channelizing devices or, to exclude vehicles and pedestrians, by temporary barriers.
The work space may be stationary or may move as work progresses.Traffic space is
used for traffic movement beside the ongoing construction. A minimum lane width of 6m
each direction should be kept to allow traffic movement. The buffer space is a lateral
and/or longitudinal area that separates road user flow from the work space or an unsafe
area, and might provide some recovery space for an errant vehicle. The width of a
lateral buffer space should be determined by engineering judgment. In general work
procedure the buffer space for the flyover is considered 1m on lateral side of the pile
cap.
Traffic Management Layoutdrawingsare illustrated along the alignment in a separate
volume. Some critical intersections, such as NayabazarandPlatan are depicted from
Figure 119 to 123. The traffic movement pattern in a straight road section has been
illustrated in Figure 124.
143

Figure 119: TMP during construction in Nayabazar Intersection (Phase - I)
144

Figure 120: TMP during construction in Nayabazar Intersection (Phase - II)
145

Figure 121: TMP during construction in Nayabazar Intersection (Phase - III)
146

Figure 122: TMP during construction in Paltan Intersection (Phase - I)
147

Figure 123: TMP during construction in Paltan Intersection (Phase - II)
148

Figure 124: TMP during construction in a stright road section
To maintain a reasonable free flow of the vehicles during the construction of the flyover
different management techniques are applied. Basically the techniques are determined
by the
tive
authority.
149
8.

Summary
Traffic forecast shows a need for Flyover to sustain with the traffic growth of Dhaka
Metropolitan Area. The proposed Flyover, with a flowofaround 950vehicles per hour/ln,
will mitigate the growing need of Buriganga River crossing. Also the capacity of the
Flyover will be able to handle traffic up to2024 (Scenario-B)and up to 2025 (ScenarionA) by the expected Level of Service
C, considering growth of the surrounding area.
Beyond that, the LOS can be maintained by implementing some measures. Such as,
the traffic over the flyover can be reduced by changing the toll structure. With the
Flyoverand 4th (New) Buriganga Bridge in place as proposed, existing Babu Bazar
Bridge and Postogola Bridge will slowly reach their peak capacity. The Flyover will
become the backbone of the transportation system, connecting South of Buriganga
River i.e., South-West region of Bangladesh through proposed Padma Bridge with
better accessibility.
150

Reference
Bangladesh Road Transport Authority, Research and Development, Accessed on: January,
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Bangladesh Bridge Authority, Padma Mulitpurpose Project, Traffic Study Report, September
2009.
Bangladesh Bridge Authority, Padma Mulitpurpose Project, Finantial Analysis Report,
September 2009.
Dhaka Chittagong Expressway (PPP) Project, Draft Final Traffic Survey and Projection, Volume
II, January 2008.
Detailed Design and construction supervision of civil works of 4-laning of Dhaka-Chittagong
highway project, Bangladesh 2006.
Pacific Consultants International, Japan in association with AEC, Thailand and DECON, JPZ
&DEVCON,Feasibility Study of Deep Sea Port in Bangladesh, June 2009.
RajdhaniUnnayanKartripakkha (RAJUK), Feasibility Report for Flyover at Kuril Intersection,
Dhaka, April 2008.
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Road network improvement and maintenance Project II, Bangladesh 2003.
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151

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RAJDHANI UNNAYAN KARTRIPAKKHA (RAJUK)

FEASIBILITY STUDY & CONCEPTUAL DESIGN FOR THE

VOLUME V: TRAFFIC SURVEY, ANALYSIS AND FORECAST

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

VOLUME V:TRAFFIC SURVEY, ANALYSIS AND FORECAST

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Annual Average Daily Traffic

Average Daily Traffic

Asian Development Bank

Bangladesh Bridge Authority

Bangladesh Road Transport Authority

Detailed Area Plan

Deep Sea Port

Equivalent Single Axle Load

Export Processing Zone

Gross Domestic Product

International Roughness Index

Metropolitan Master Plan

Padma Multipurpose Bridge Project

Public Private Partnership

Passenger Car Unit

Roads and Highways Department

Vehicle Operating Cost

Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

With the current wave of global integration let by technology, Bangladesh is

China and India. Home

Volume V Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Volume V Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)

Table 1: Traffic Survey Stations

Johnson Road (Sadarghat)

Babubazar Bridge Toll Gate

Hasnabad (Postogola Bridge)

Rajandrapur Bridge on DhakaMawa Road

Volume V Traffic Survey, Analysis and Forecast

Feasibility Study and Conceptual Design

Flyover from Shantinagar to Dhaka-Mawa Road (Jhilmil)