Chapter – 1

INTRODUCTION

Dhaka is the 5th largest city in the world by population.[1] With a population of 14.5
million people, it is the largest city in Bangladesh and one of the major cities of South
Asia. The city's population has grown tremendously over the past several decades
emerging as a megacity by the 21st century. It is the major financial, political, and
cultural center of the region. Due to the lack of traffic volume studies the projected
annual traffic growth is still an unknown quantity. Due to rapid population growth
the resulting vehicle fleet is expected to increase drastically in future years from the
current level. So starting from this days’ we can create some of our own research
based data to be used in future and so forth. The present study is aimed at studying
the vehicular interactions in heterogeneous traffic under different traffic conditions
and check for the accuracy of the available PCU estimates for the different
categories of vehicles on this subcontinent roads for a range of traffic volume.

The term traffic volume study is also known as traffic flow survey or simply the traffic
survey. It is defined as the procedure to determine mainly volume of traffic moving
on the roads at a particular section during a particular time. Volume is basically
number of vehicles passing a point during a specified time period which is usually
one hour but may be less than that. It means during a period of time, it may be
fifteen minutes, it may be half an hour and it may be even sixty minutes or one hour.
Traffic volume study is used for traffic planning of a particular road or area. Traffic
stream composition of a particular road can be known from traffic volume study.

These data can help identify critical flow time periods, determine the influence of
large vehicles or pedestrians on vehicular traffic flow or document traffic volume
trends. Traffic capacity of any road is an important part of the planning. It influences
the traffic flow in a city. Traffic capacity is expressed as the maximum number of
vehicles a lane that can pass a specified point in unit time usually an hour. The
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volume of traffic repeats not only the numbers of people requiring to be moved but
also their affluences. The volume of transport between two urban centers depends
upon the quality of highway and availability of various transportation modes
between these urban centers. The volume also depends upon the interaction
between these urban centers.

1.1 Objectives

The present study is undertaken with the following objectives -

 To measure traffic volumes and note other related traffic characteristics (e.g.
flow composition, flow fluctuations etc.).
 To determine hourly volume in terms passenger car equivalents (PCE) To
determine vehicle composition in traffic stream

 To compare the results with standard design service volumes and identify
remedies.

1.2 Outline Of Report

The report has been documented in the following manner. The first chapter gives
the primary understanding of the problem statement and objectives of the study.
The second chapter has been devoted to review of earlier studies to set the
guidelines for the present work. The criteria for site selection, method of data
collection and theory on traffic volume while the methods we adopted in our data
collection system have been discussed in chapter three. Analysis and discussion of
results are given in fourth chapter. The specific conclusions drawn from this study
and recommendations for further work are given in the fifth chapter.

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1.3 Scope of Traffic Volume Studies

The traffic volume count study is carried out to get following useful information:

 Magnitudes, classifications and the time and directional split of vehicular flows.
Magnitude is represented by volume of traffic. Vehicles are classified into some
predefined classes based on vehicle size and capacity. In a two-way road, vehicles
moving towards two directions are counted separately to get the proportion.
Time and directional split is useful to identify tidal flow.

 Proportions of vehicles in traffic stream. Proportion of vehicles indicates whether

public or private transport dominates the traffic system. It also indicates the
choice of road users.

 Hourly, daily, yearly and seasonal variation of vehicular flows. These variations
are needed to establish expansion factors for future use. Using expansion factors,
AADT can be calculated from short count.

 Flow fluctuation on different approaches at a junction or different parts of a road

network system.

1.3.a Designing Purpose

 Intersections design including minimum turning path channelization flaring

& traffic control device.

 Structural and geometric design of pavements, bridge other highway

facilities

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1.3.b Improvement Purpose

 To allocate limited maintenance budget rationally. It is important to know

the traffic volume carried by a particular roadway section in order to
decide the importance of the road and fixing its relative priority.
 To improve the roadway operating condition;
 To examine the existing operating service condition;
 To determine the type of improvement measure need to be taken.

1.3.c Planning Purpose

 Accurate information on the amount of traffic on the roads is vital for the
planning of both road maintenance and improvement policies.
 Traffic volume network analysis helps in deciding/planning if there is need for
Improvement and Expansion in terms of construction missing links, by pass,
alternative road etc.

1.3.d Dynamic Traffic Management Purposes

Up to date and continuous flow/congestion information is essential for optimizing

 Traffic signal design and thereby improving junction performance

 Network productivity by providing information to the road user

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1.3.e Others Purposes

 Estimation of highway usage

 Measurement of current demand of a facility

 Estimation of trends

 Economic feasibility evaluation

 Computation of accident rates etc.

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 Chapter - 2

REVIEW OF LITERATURE

Traffic congestion is a temporal condition on networks that occurs as utility

increases, and is characterized by slower speeds, longer trip times, and increased
queuing. When volume of traffic is high and so heterogeneous that the interaction
between vehicles slows down the speed of traffic, traffic congestion is the result. As
demand approaches the capacity of a road (or of the intersections along the road),
traffic congestion sets in. When vehicles are fully stopped for the period of time, this
is colloquially known as a traffic jam. Due to heterogeneity of traffic stream simply
adding the number of vehicles does not give the authentic speed flow relationship.
For this reason, the vehicles are normally presented in terms of standard type of
vehicle using certain conversion factors. Generally, passenger car is adopted as
standard vehicle and this factor is known as passenger car unit (PCU). Many
researchers have developed methods to estimate PCU for a vehicle type. The
interesting point to note is that each of these studies has resulted into different PCU
values for the same type of vehicle. There exists large variation in PCU values being
adopted in different parts of the world.

2.1 Traffic Survey

Traffic engineers and planners need information about traffic. They need
information to design and manage road and traffic system. They use the information
for planning and designing traffic facilities, selecting geometric standards, economic
analysis and determination of priorities. They use this to justify warrant of traffic
control devices such as signs, traffic signals, pavement markings, school and
pedestrian crossings. The also use this information to study the effectiveness of
introduced schemes, diagnosing given situations and finding appropriate solutions,

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forecasting the effects of projected strategies, calibrating and validating traffic
models. Transportation system is a dynamic system. Information about traffic must
be regularly updated to keep pace with ever-changing transportation system. Data
must be collected and analyzed systematically to get representative information.
Traffic surveys are the means of obtaining information about traffic. This is a
systematic way of collecting data to be used for various traffic engineering purposes.

2.2 Main purposes of traffic survey

The main purposes of traffic survey are: traffic monitoring, traffic control and
management, traffic enforcement, traffic forecasting, model calibration and
validating etc.

2.3 Parts of traffic studies:

Traffic studies include -

 Inventory of road traffic physical features

 Traffic stream characteristics- volume, speed, density, occupancy studies etc.
 Capacity studies of streets and intersections
 System usage studies- Travel time and delay, O-D survey
 Travel demand- home interview survey
 Road users cost- Value of travel time, vehicle operating cost
 Parking supply & demand studies
 Axle load survey
 Mass transit performance and usage studies
 Traffic accidents studies
 Environmental impact studies of transport

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2.4 Traffic Volume Study

Traffic data are needed in research, planning, designing and regulation phases of
traffic engineering and are also used in establishing priorities and schedules of traffic
improvements. The traffic engineer must acquire general knowledge of traffic
volume characteristics in order to measure and understand the magnitude,
composition, and time and route distribution of volume for each area under his
jurisdiction.

2.5 Definitions related to traffic volume study

Volume/flow: The total number of vehicles that pass over a given point or section of
a lane or roadway during a given time interval is called volume. It is the actual
number of vehicle observed or predicted to passing a point during a given interval.

Average Daily Traffic (ADT): Average daily traffic or ADT, and sometimes also mean
daily traffic, is the average number of vehicles two-way passing a specific point in a
24-hour period, normally measured throughout a year. ADT is not as highly referred
to as the engineering standard of AADT which is the standard measurement for
vehicle traffic load on a section of road, and the basis for most decisions regarding
transport planning, or to the environmental hazards of pollution related to road
transport.

Annual Average Daily Traffic (AADT): Annual average daily traffic, abbreviated AADT,
is a measure used primarily in transportation planning and transportation
engineering. Traditionally, it is the total volume of vehicle traffic of a highway or road
for a year divided by 365 days. AADT is a useful and simple measurement of how
busy the road is. Newer advances from traffic data providers are now providing
AADT by side of the road, by day of week and by time of day.

Passenger Car Equivalent (PCE): PCE means passenger car equivalent to express
various types and characteristics vehicles to a common type usually the passenger
car. One car is considered to one unit.

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Directional Distribution (DD): The directional distribution is simply the distribution or
split of total traffic volume in two opposite directions in particular time period. It is
commonly expressed in terms of percentage of total traffic in the heavier direction
of travel.

Average Weekly Traffic (AWT): It is the average of 24-hour traffic volume which is
occurring on weekdays for some period less than one year.

Annual Average Weekly Traffic (AAWT): AAWT is the average 24-hr traffic volume
occurring on weekdays over a full 365-day year. Design Hourly Volume: It is the
economic hourly flow of future year, which is used for designing geometric features
of roadway. It is chosen in such a way that during the design period it should not be
exceeded too often or too much.

Rate of Flow: Rate of flow is used to express an equivalent hourly rate for vehicles
passing a point along a roadway or for traffic during an interval less than 1-hr (usually
15min).

Saturation flow: The maximum hourly rate of an approach at a signalized junction.

Service flow rate: The maximum hourly rate of traffic flow of a roadway section
during a given period under prevailing roadway condition.

Forced flow: When lane changing opportunity decreases with increasing traffic
volume and drivers are forced to follow slow leaders.

Free flow: When drivers face no restriction in driving and can maintain their desired
speeds.

Peak flow: Flow at peak periods.

Off-peak flow: Flow at off-peak/lean periods.

Stable/ Steady flow: When demands are well below the roadway capacity and the
average rate of flow remains almost constant with time.

Unstable flow: When demand is at or near or exceeds the roadway capacity and the
average rate of flow fluctuates largely with time.

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Contra flow: For repair works; an arrangement on a large road by which traffic going
in both directions uses only one side of the road. For bus priority; a special
arrangement on one-way street by which only bus is allowed to go in opposite
direction.

Tidal flow: When traffic flows in both direction exhibit unbalanced characteristics at
peak periods viz. morning rush at in-bound lanes due to commuter traffic and in the
evening the same is true for the out-bound lanes.

Level of Service (LOS): It is a qualitative measure used to relate the quality of motor
vehicle traffic service. LOS is used to analyze roadways and intersections by
categorizing traffic flow and assigning quality levels of traffic based on performance
measure like vehicle speed, density, congestion, etc.

2.6 Expansion Factors:

2.6.a Hourly expansion factors:
Total volume for 24 hr period
HEF =
Volume for particular hour 𝐃𝐚𝐢𝐥𝐲

2.6.b Daily expansion factors:

Average total volume for a week
DEF =
Average volume for particular day

2.6.c Monthly expansion factors:

AADT
MEF =
ADT for particular month

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2.6.d Directional Distribution Factor (DDF):

DDF is the ratio of total no. of vehicle passing a specific section of the road in one
direction to the total vehicle passing that section on both directions.
Vw
DDFw =
Vw+e

Ve
DDFe =
Vw+e

Here,

DDFw = Directional Distribution Factor from West for certain duration

DDFe = Directional Distribution Factor from East for certain duration

Vw = No. of vehicle passing the section from west to east in certain duration (PCU)

Ve = No. of vehicle passing the section from east to west in certain duration (PCU)

Vw+e = No. of vehicle passing the section from east to west in certain duration (PCU)

2.7 Reconnaissance survey

2.7 a. Purpose

The main objective of reconnaissance survey is of examine the general character of

he area for the purpose of determining the most feasible routes, or routes, for
further more detailed investigations. Data collected should be adequate to examine
the feasibility of all the different routes in question, as also to furnish the Engineer-
in-charge with approximate estimates of quantities of costs, so as to enable him to
decide on the most suitable alternative or alternatives. The survey should also help
in determining any deviations necessary in the basic geometric standards to be
adopted for the highway facility.

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2.7 b. Survey Method

The reconnaissance survey may be conducted in the following sequence

 Study of topographical survey sheets, agricultural, soil, geological and

meteorological maps, and aerial photographs.
 Aerial reconnaissance
 Ground reconnaissance
 Instruments for reconnaissance survey

2.8 Traffic Volume count

Traffic volume counts are basic to all phases of highway development and operation.
No other single reference tells an engineer as much about a road as the number of
vehicles which use it. Traffic counts are the major source of traffic data. Traffic
counts are very specific in that they only apply to one location and to the time period
for which they have been obtained. Some of the major types of traffic counts in
general use by engineers are annual counts, peak hour counts, turning movement
counts and classification counts. Methods of traffic volume count

1. Manual observation

2. Automatic recording

2.8.a Manual observation

Manual observation Counting is done by trained personnel. Used when the effort
and expense of automated equipment are not justified. Used to gather data for
determination of vehicle classification, turning movements, direction of travel,
pedestrian movements, or vehicle occupancy. Usually used for counting period less
than a day.

They are 2 types:

Direct Method & Indirect Method.

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a) Direct Method:
Data is recorded by using one of the following three methods:

1. Tally Sheets

2. Mechanical Counting Boards

3. Electronic Counting Boards

Tally Sheet

Mechanical Counting Board

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 Advantages:

 Vehicle classifications and turning proportions can also be obtained

 Immediate use of data after collection
Disadvantages:
 Not suitable for long duration count and high flow
 Counts can be erroneous
 No scope for cross check
 Weather susceptible.

b) Indirect Method: Automatic or Indirect counts are recorded by using one of

three methods: portable counters, permanent counters, and videotape.

Advantages:

 Cross check can be done.

 Suitable even if flow is high.
 Suitable for non-lane based traffic operations.
Disadvantages:

 Not suitable for long duration count.

 No scope for immediate use of data.
 Required elevated space for filming.

Permanent Counter

Portable Counter Page | 14

2.8.b. Automatic observation
Automatic recording Counting is done by sophisticated electronic devices and
detectors. Used for gathering large amount of traffic data.

Used when the effort and expense of automated equipment are justified. Counting
is usually done in 1 hour intervals for each 24 hours period. Counting may be done
continuously for a week, month or a year.

There are two techniques of automatic counting:

 Contact system based on pneumatic, mechanical, magnetic or piezo-electric

method
 Contactless system based on electrical/optical, ultra sound/infrared radar,
micro wave, CCTV/video image processing method etc.

CC camera Counter

Pneumatic Counter

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Advantages:
 Suitable for long duration count
 Useful for permanent counting system
 Online data collection facility
 Weather friendly

Disadvantages:
 Required strict lane discipline
 Difficulties in detecting non-motorized vehicle
 Problems regarding classification
 Less accurate data Costly No directional count

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 Chapter - 3
METHODOLOGY

A well-arranged methodology is needed for the successful execution of a report. The

methodology on our survey topic “Traffic Volume” can be divided into some
segments which are stated below:

3.1 Perception
Ideas about the topic are developed by studying previous relevant papers, books,
thesis etc. By reading those the effects and reasons of traffic congestion and
undertaken measures to reduce problems have been known. Those concepts are
very essential to conduct this report.

3.2 Field procedure

Related information like traffic volume, the inbound and outbound traffic of the
intersection. Transportation types of the area are collected by means of objective
observation. The main objective of the survey is to observe the vehicular traffic flow,
to identify the traffic characteristics, to explore the present traffic condition. We
surveyed the study area both weekend and weekday to find out and measure the
traffic volume with the survey form. In the survey time we the group members are
placed each station. Then we start our survey together in time.

3.3 Counting methods

Amongst the two available methods of traffic counting (Manual and Automatic),
Manual traffic count has been selected. Required materials for automatic traffic
count is quite expensive & will be troublesome to obtain and handle. Again, available
automatic traffic counting machines were not fully functional in the project area.
Considering these circumstances, the manual method of traffic count was the best
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possible option. During our Survey, Data Collection was done manually using Direct
Counting Method using tally sheets. We visited the spot of study and divided the
whole road length into four sections. And then we have selected the reference
points where we collected volume data.

3.4 Recording Data

Recording data onto tally sheets is the simplest means of conducting manual
counts. The data can be recorded with the tally mark on a pre-prepared survey form.

3.5 Reliability of method adopted:

Data were collected following proper manual. Due to some limitations some error
might occur:

 Sudden congestion will hamper counting.

 Speedy movements of vehicle & inattentiveness of observer.

In this study, it was carefully observed that such errors do not occur. All counters
were checked before survey. All observers were instructed to maintain proper
attention.

3.6 Overview
By following a systematic method of data collection, workable data can be collected.
A well-defined and planned method of survey leads to a reliable data for further
planning, designing and decision making procedure.

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 CHAPTER - 4

DATA COLLECTION & ANALYSIS

4.1 General Information:

Date : 31st January, 2019

Day : Thursday
Time : 09.40 – 10.00 AM
Section : B2
Group no : 01
Survey Location : Shaheed Tajuddin Ahmed Avenue,Dhaka
Direction : Pubali Bank Ltd to Satrasta Mor
Observation : One directional classified vehicles
Method : Manual (Direct Method),short counting
Sampling : Counting all the vehicles
Weather condition : Sunny day
Temperature : 25◦C
Enumerators : 5 persons
Activity : Each enumerators would count a specific vehicle
Road Length : 2499.36 ft or 761.8 meter
No. of Lanes : 3 lanes in each direction

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Figure : Location of Group 01

Figure : Survey spot of Group 01

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4.2 Equipment:
 Stop watch
 Pencil
 Clip board
 Traffic counting tally sheet
 Vehicle identification
 Sheet

4.3 Volume
Traffic Volume Conducted By Group-01

Vehicle PCU Conversion

PCU Flow Flow in
Vehicle Type Service Flow Rate
Factor (total veh. in 20 min) PCU
Bus 3 11 33 99
Car 1 112 112 336
Jeep, Micro, Ambulance 1.5 185 277.5 832.5
Auto Rickshaw 0.5 35 17.5 52.5
Motorcycle 0.1 42 4.2 12.6
NMV 0.5 90 45 135
Utility 1.5 10 15 45

Total 1515.6

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4.4 Details Calculation

Group – 01 Group – 02
Factor
Time 09.00 – 10 .00 am Time 10.00 – 11 .00 am

Service Flow Rate 1515.6 veh/hr 1774.8 veh/hr

HEF 18.80 11.11
DEF For Thursday 7.012 7.012

Daily volume :
(1515.6 * HEP + 1774.8 * HEP)/2
= (1515.6 * 18.80 + 1774.8 * 11.11)/2
= 24105.65 veh/day

Weekly volume :
24105.65 * DEF
= 24105.65* 7.012
= 169028.82 veh/week

Average Daily Traffic (ADT) :

𝟏𝟔𝟗𝟎𝟐𝟖.𝟖𝟐
=
𝟕

= 24146.97 vech/day

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Annul Average Daily Traffic (AADT) :
For January , MEF =1.756
= ADT * MEF
= 2414.97 * 1.756
= 42402.08 veh/day

4.5 Service Flow Rate :

Group -01 Group -02 Group -03 Group -04
1515.6 veh/hr 1774.8 veh/hr 1016 veh/hr 892.8 veh/hr

Volume in differnet Sections

2000
1800
1600 1774.8

1400 1515.6
1200
PCU/Hr

1000
1016
800 892.8
600
400
200
0
Group -01 Group -02 Group -03 Group -04
Section

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4.6 Directional Distribution :

Pubali Bank Ltd. To Satrasta Satrasta To Pubali Bank Ltd.

Group -01 Group -02 Group -03 Group -04

1515.6 veh/hr 1774.8 veh/hr 1016 veh/hr 892.8 veh/hr

Average – 1645.2 Average – 954.4

DD – 50 % DD - 50 %

Since the roadway was divided in two directions, DD along this segment of this road
is (P to S : S to P) = 50 % : 50%

Direct Distribution

50,% 50,%

Pubali Bank Ltd. To Satrasta Satrasta To Pubali Bank Ltd.

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4.7 Flow fluctuation :

Pubali Bank Ltd. To Satrasta Satrasta To Pubali Bank Ltd.

Group -01 Group -02 Group -03 Group -04

1515.6 veh/hr 1774.8 veh/hr 1016 veh/hr 892.8 veh/hr

Summation of Volume are

2531.6 Pcu/Hr & 2667.6 Pcu/Hr

Flow Fluctuation Curve

3000

2500

2000

1500

1000

500

0
1 2

Pubali Bank Ltd. To Satrasta Satrasta To Pubali Bank Ltd. Total Volume

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4.8 Vehicle Composition :

Vehicle Type Total Vehicle Percent of Vehicle

Bus 11 2.27

Car 112 23.09

Jeep, Micro, Ambulance 185 38.14

Auto Rickshaw 35 7.21

Motor Cycle 42 8.67

NMV 90 18.56

Utility 10 2.06

Total 485 100

Type of Vehicles
2.06 2.27

18.56 23.09

8.67

7.21

38.14

Bus Car Jeep, Micro, Ambulance Auto Rickshaw Motor Cycle NMV Utility

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 Chapter - 5
Conclusion and Recommendation

5.1 Result
 From the Traffic Volume Study we’ve found the percentages of classified
vehicles in the traffic stream within an hour.

Bus = 2.27%
Cars = 23.09%
Jeep, Micro, Ambulance = 38.14 %
Auto Rickshaw= 7.21 %
Motor Cycle = 8.67%
Non-motorized vehicles= 18.56%
Utilities=2.06 %

 The service flow rate during the 9am to 10 am from Pubali Bank Ltd to Satrasta
is 1515.6 PCU/hr.

 The Average Daily Traffic (ADT) is 24147.6 veh/day. That means that 24147
vehicles travel in the roadway.

 The Annual Average Daily Traffic (AADT) is 42402.08 veh/day .that means that
in a total year per day in average 42402.08 vehicles travel in the road.

 The Directional Distribution from Pubali Bank Ltd to Satrasta is 50% and from
Satrasta to Pubali Bank Ltd is 50% in the total volume vehicle.

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  From the flow fluctuation curve it is observed that in the direction of Pubali
Bank Ltd to Satrasta flow is 1515.6 pcu/hr at 09 am and it increases upto
1774.8 pcu/hr at 10 am and in the direction of Satrasa to Pubali Bank Ltd flow
is 1016 pcu/hr at 9am and it decreases to 892.8 pcu/hr at 10 am. The total
flow considering both directions is 2531.6 pcu/hr at 9am and 2667.6 pcu/hr
at 10 am.

5.2 Discussion about vehicles composition pie chart

 Vehicle composition shows that most of the vehicles in the traffic stream were
light vehicles. The reason for high proportion of light vehicle is the proximity
of the location to residential area of high income group people. The light
vehicles were not highly occupied. But buses were almost fully occupied and
people were travelling by standing due to lack of seat in them. It can be
assumed that, more people were travelling by bus though their occurrences
were low. We were settled on a suggestion that if the number of busses could
be increased then the traffic system would become more efficient.

 From the pic chart we can observe that both the percentage of utility are quite
low, standing below 3%. As utility are not let to enter the city before 9am.

 From the % of vehicles pie chart it is seen that the most used vehicles are
Jeep, Micro ,Ambulance (38.14%) and Cars (23.09%), which means that
people are now relying on personal transportations rather than public
transportation. The % of Large Bus is only 2.27% which is the most common
public transport. So usage of huge percentage of private vehicles is the main
cause of delay and reduced speed. So steps have to be taken to reduce the
use of private vehicles and encourage the use of more public transportations.

 After car the percentage of motor cycle is greater. Though if we take look at
statistics before 2017 the number of motorcycles have increased manifold.

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 This is due to the increase of companies such as UBER, PATHAO, SHOHOZ and
others that have been providing motor cycle services. These services are
immensely gaining popularity as it provides faster travel time which is a huge
factor owing to the growing congestion in Dhaka city. Though this too results
to a higher level of traffic jam as these motor cycles rarely follow the traffic
rules and cause more jam due to their lawless driving.

 Non-Motorized vehicles are 18.56% which indicates not better Level of

Service because non-motorized vehicles are a main reason of delay and low
speed as their speed is very low.

 The little bit used Para-transit vehicle is Auto-Rickshaw/CNG (7.21%).

5.3 Discussion about Directional Distribution Pie Chart:

We can see that the directional distribution is same in both direction Pubali Bank
Ltd to Satrasta is 50% and from Satrasta to Pubali Bank Ltd is 50% in the total volume
vehicle which is in the ratio of about 1:1.So it can be said that the geometric design
of the road is almost adequate for present traffic. Moreover directional distribution
also varies during morning and evening due to commuter traffic.

5.4 Discussion about Flow Fluctuation Curve :

On a given roadway, the volume of traffic fluctuates widely with the time. Such
variations during a day, week or year tend to be cyclical and to some extent
predictable. The nature of the pattern of variation depends on the type of road
facility.

 In the flow rate VS flow fluctuation graph, we see that the service flow rate
from Pubali Bank to Satrasta is slightly high for a certain period. In a certain
period flow rates of both direction intersects each another that means equal
trips are generated towards both direction at that time.

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  Flow fluctuation curve shows the variation of Flow of the vehicles with
elapsed time. For a proper flow fluctuation curve it is necessary to collect data
at more than or equal to 2 spots.

 If we could do our survey during early morning or evening, flow rates may
fluctuate greatly due to unbalanced traffic conditions of peak hour. Then we
could also represent the flow rates of in bound and out bound flow.

5.5 Conclusion :
 From the report, the values we have obtained are the percentages of vehicles
on the road, the ADT and AADT, the Directional distribution curve, the Peak
hour factor, the flow fluctuation curve that will provide us with a relative
analysis of the road condition and how effective it is against congestion. We
also get the necessary measures we need to take for better road
performances.

 Moreover for a proper flow fluctuation curve we should have taken data of
more hours. We just have taken data of 2 hours as a result the shape of the
flow fluctuation curve has become linear and it does not show the fluctuation
of the vehicle volumes during various hours.

 The data is to be collected in Free Flow condition but during our data
collection periods the condition in the road was not free flow condition. So
this may affect the results obtained.

 All the discussion about %of vehicular composition, Service flow rate and
Directional Distribution has been mentioned in the appropriate sections

 As this was a short time counting so the data obtained from this study cannot
be used for future planning, or for designing of the road. These data are only

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 required to determine the present capacity of the road, present condition of
the road, possible reasons of congestion, the efficiency of the road.

 These data can be also useful in Intersection design including minimum

turning path, channelization, flaring, traffic control devices viz. traffic signs,
markings, signals based on approach volume and turning proportions

5.6 Limitation :
 Limited and unskilled enumerators.
 Time and Resources are Limited.
 Manual method of counting, which is unreliable and irreversible. Short-term
(30 minute) data collection.
 CCTV footage or Camera recording is not available.
 Expansion factors used for the calculation of ADT were developed for a rural
primary road, but ours study is not of such a kind. So the values obtained of
ADT and AADT are not accurate.
 Proper enforcement of traffic regulation is not obtained.
 For Flow Fluctuation Curve weekly 24 hours is needed. But due to time and
manpower constraint it was not possible. As a result the shape of the flow
fluctuation curve has become linear and it does not show the fluctuation of
the vehicle volumes during various hours.
 The data had to be collected in free flow condition but during our survey the
condition could not be maintained so it might affect the result.

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5.7 Recommendations :
 Non-Motorized Vehicles (NMV) should not be allowed in this road.

 We see the percentage of privatized vehicle is huge compared to the public

transports. To reduce the use of private cars and to encourage people to use
public transports we can take these steps

 Road side parking should be banned or toll may be collected to discourage

parking.
 Foot over bridges should be constructed at important points for pedestrian
crossings.

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 Optimum traffic signal system should be introduced.
 During rush hours or tidal flow, lanes may be rearranged.
 Signal timing should also be set from directional distribution.
 Right of way may also be restricted to avoid congestion.
 Separate lanes should be provided.
 Bus lay-off should be provided so that buses don’t stop on the side of the
roadway, which leads to congestion.
 Introducing one way roads at sections that are more used and where traffic
from different junctions meet to reduce traffic conflicts.

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http://www.ops.fhwa.dot.gov/publications/weatherempirical/sect3.htm

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