DECLARATION

We hereby declare that the work reported in this technical report has
been performed by us and this report has not been submitted or
published elsewhere for any other purpose. Except when due references
are made in the text of the report.

December 2016

Student ID:

13.01.03.015
13.01.03.016
13.01.03.017
13.01.03.018
13.01.03.019
13.01.03.020
13.01.03.021
13.01.03.022

ACKNOWLEDGEMENT
First of all, we wish to convey my profound gratitude to the almighty
Allah for enabling us to complete this report successfully. We would
like to express our sincere appreciation and deepest gratitude to our
course teachers, Minhajul Islam Khan, Assistant Professor and Sadia
Mohsin,Lecturer of Department of Civil Engineering, Ahsanullah
University of Science And Technology. We are also grateful to our
group members for their continuous support throughout the period of
survey process. Finally, we want to express our gratefulness to our
parents and our family members who encourages us all the time.

ABSTRACT
Traffic volume studies are conducted to determine the number,
movements, and classifications of roadway vehicles at a given location.
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. In order to achieve some of these goals,
a Traffic Volume Survey had been conducted on the road Panthapath
intersection to Russel Square intersection and Russel Square intersection
to Panthapath intersection. Data collected from the survey has been
analyzed to get required information regarding Average Daily Traffic,
Flow Fluctuation, Vehicle Composition, and Directional Distribution
etc., which helps to make some educated guess on characteristics of the
existing condition of the road and to recommend some measures to
promote the level of service of the road.

Table of Contents
DECLARATION ......................................................................................................................................... 1
ACKNOWLEDGEMENT ............................................................................................................................. 2
ABSTRACT ............................................................................................................................................... 3
CHAPTER 1 .............................................................................................................................................. 8
INTRODUCTION ................................................................................................................................... 8
1.1 Main purposes of traffic survey: ................................................................................................. 8
1.2 Traffic Volume Study: ................................................................................................................. 9
CHAPTER 2 ............................................................................................................................................ 12
Literature Review .............................................................................................................................. 12
2.1 Definitions ............................................................................................................................... 12
CHAPTER 3 ............................................................................................................................................ 16
Methodology ..................................................................................................................................... 16
3.1 Methods for volume survey ..................................................................................................... 16
3.2 Non-intrusive techniques ......................................................................................................... 18
3.3 Methods we have selected....................................................................................................... 19
3.4 Survey procedure ..................................................................................................................... 20
CHAPTER 4 ............................................................................................................................................ 23
Collected Data Analysis...................................................................................................................... 23
4.1 Data Collection histories .......................................................................................................... 23
4.2 Data Analysis............................................................................................................................ 24
4.5 Estimation of ADT .................................................................................................................... 26
4.6 Estimation of AADT .................................................................................................................. 27
4.7 Directional Distribution ............................................................................................................ 28
4.8 Flow Fluctuation Curve............................................................................................................. 30
4.9 Data Interpretation .................................................................................................................. 32
...................................................................................................................................................... 32
CHAPTER 5 ............................................................................................................................................ 33
Conclusion, Recommendations & Limitations .................................................................................... 33
5.1 Conclusion ............................................................................................................................... 33
4

5.2 Recommendation..................................................................................................................... 34
5.3 Limitations ............................................................................................................................... 34
5.4 Scope for Further Study ........................................................................................................... 35
References: ........................................................................................................................................... 36

List of Figure
Figure 3.1: Traffic Counting Point( Google Map).. 17
Figure 3.2: Traffic Counting Point( Google Earth). 17
Figure 3.3: Traffic Counting Point( Google Street view) 18
Figure 4.1: Directional Distribution 25
Figure 4.2: PCU Vs Time Curve.. 25
Figure 4.3: Flow Fluctuation Curve..... 27
Figure 4.5 Hourly Flow Fluctuation 2004 28
Figure 4.6 Hourly Flow Fluctuation 2004 28
Figure 4.7 Hourly Flow Fluctuation 2016 28

List of tables
Table 4.1 Vehicle count... 20
Table 4.2 Service flow rate determination. 22
Table 4.3 Level Of service... 23
Table 4.4 Directional Distribution... 25

Table 4.5 Flow Fluctuation 28

CHAPTER 1
INTRODUCTION
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 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, forecasting the effects of projected strategies, calibrating and validating traffic models.
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.

1.1 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.

1.1.1 Parts of traffic studies:

Traffic studies include:
1.Inventory of road traffic physical features
2.Traffic stream characteristics- volume, speed, density, occupancy studies etc.
3. Capacity studies of streets and intersections
4. System usage studies- Travel time and delay, O-D survey
5.Travel demand- home interview survey
6.Road users cost- Value of travel time, vehicle operating cost
7. Parking supply & demand studies
8. Axle load survey
9.Mass transit performance and usage studies
10.Traffic accidents studies
11.Environmental impact studies of transport

1.2 Traffic Volume Study:

Traffic data are needed in research, planning, designing and regulation phases of traffic
engineering and are also used in established 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.
The term traffic volume study can be termed 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.

1.2.1 Scope Of Traffic Volume Studies:

The traffic volume count study is carried out to get following useful information:
1. 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.
2.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.
3.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.
4. Flow fluctuation on different approaches at a junction or different parts of a road network
system.

1.2.2 General Objectives of traffic volume study

The purposes of carrying out traffic volume count are designing
Improving traffic system,
Planning, management etc.

1.2.2.1 Design purposes:

1. Structural and geometric design of pavements, bridge, and other highway facilities. Structural
9

design is based on repetition of wheel load on the pavement in entire design life. AADT is
needed with traffic growth rate to compute design wheel repetition. Geometric design is based on
peak hour volume to avoid congestion.
2.Intersection design including minimum turning path, channelization, flaring, traffic control
devices viz. traffic signs, markings, signals based on approach volume and turning proportions.
3.Pedestrian volume study is useful for designing side walk, pedestrian crossing etc.

1.2.2.2 Improvement Purposes:

1. 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.
2. In order to improve the roadway operating condition, it is important to know the traffic
volume.
To examine the existing operating/service condition of a roadway section.
To check the need (warrant) traffic control devices.
To determine the type of improvement measure need to be taken.
To measure the effectiveness of a traffic control measure

1.2.2.3 Planning Purposes:

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

1.2.2.4 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

1.2.2.5 Other Purposes:

1. Estimation of highway usage
2. Measurement of current demand of a facility

10

3. Estimation of trends
4. Economic feasibility evaluation
5. Computation of accident rates- accidents/100M vehicle-miles
6.To establish relative importance of any route or road facility.
7.To decide the priority for improvement and expansion of a road and to allot the funds
accordingly.
8.To plan and design the existing and new facilities of traffic operations on the road.
9.To make analysis of traffic pattern and trends on the road.
10.To do structural design of pavements and geometrically design of roads by classified traffic
volume study.
11.To plan one-way street and other regulatory measures by volume distribution study.
12.To do design of road intersections, planning signal timings and channelisation by turning
movement study.
13.To do planning of side walk, cross walks and pedestrian signals by pedestrian volume study.
14.To do economic studies after estimating the highway user's revenue.

1.2. 3 Specific Objectives of Traffic Volume Study

There are some specific objectives which leads us to make this study. Other than knowing the
process of traffic volume study, there are some other objectives. Which are given below
1.To determine vehicle composition during survey period
2. To determine service flow rate in PCU unit
3. To determine Directional Distribution of traffic
4. To estimate average daily traffic based on expansion factor
5. To draw partial flow fluctuation curve

11

CHAPTER 2
Literature Review
2.1 Definitions
2.1.1 Volume/Flow: Volume is defined as the number of vehicles (or persons) that pass a
point or section of a lane or roadway on a transportation facility during a specified time period.
In traffic engineering studies there are many volumes such as daily volume, hourly volume, peak
hour volume. In addition volumes of a day or an hour can vary greatly, depending on the
different day of the week or different time period of a day.
2.1.2 Rate of Flow: The equivalent hourly rate at which vehicles pass over a given point or
a section of a lane or roadway during a given time interval, less than 1 hour, usually 15
minutes, is known as rate of flow.

2.1.3 Demand: In traffic volume studies the demand is not always measured but in many cases
it is required. Demand is the number of vehicles (or persons) desire to travel past a point
during a specified time period (usually an hour).
2.1.4 Capacity: Maximum rate at which vehicles can traverse a point or short segment
during a specified time period, is known as capacity.

2.1.5 Average Daily Traffic (ADT): ADT is defined as the average 24-hour volume at a
given
location for some period of time less than a year. It is expressed in terms veh/day.

2.1.6 Average Annual Daily Traffic (AADT): AADT is the average of 24-hour traffic
volume at a given location over a full year. It is expressed in terms of vpd.

2.1.7 Average Weekly Traffic (AWT): Average 24-hour traffic volume occurring on
weekdays for some period less than one year.

2.1.8 Annual Weekday Traffic (AAWT): AAWT is the average 24-hour traffic volume
occurring on weekdays over a full year, AAWT is computed by dividing the total
weekday volume for the whole year by 260.
The relationship between AAWT and AWT is analogous to that between AADT and
ADT. It should be mentioned here that these four volumes are often used in
transportation planning and shown in social or economic statistics.
Design Hourly Volume: It is the economic It is the economic hourly flow of future year,
which is used for designing geometric features roadway. It is chosen in such a way that
during the design period it should not be exceeded too often or too much..
12

2.1.9 Interrupted flow: Flow at stop and go situation..

2.1.10 Uninterrupted flow: When the flow is smooth..
2.1.11 Saturation flow: The maximum hourly rate of an approach at a signalized junction..
2.1.12 Service flow rate: The maximum hourly rate of a roadway section during a given
period
under prevailing roadway condition.

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

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

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

2.1.16 Unstable flow: When demand is at or near or exceeds the roadway capacity and the
average rate of flow fluctuates largely with time.
2.1.17 Peak flow: Flow at peak periods.
2.1.18 Off-peak flow: Flow at off-peak/lean periods.
2.1.19 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.

2.1.20 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.
2.1.21 Daily variation factor (DF) --- is defined as ratio of AADT over yearly average
volume for particular day of week (Monday, Tuesday etc.)

2.1.22 Monthly variation factor (MF) --- is defined as ratio of AADT over ADT for
particular month of the year.

2.1.23 Hourly volumes and peak hour volume --- Hourly volumes are used to reflect
variation (fluctuation) of traffic volume in a day and peak hour volume is defined as the
volume in the single hour that has the highest hourly volume. Sometimes, peak hour is
also called rush hour.
13

2.1.24 Peak hour factor :Traffic engineers focus on the peak-hour traffic volume in
evaluating capacity and other parameters because it represents the most critical time period. And,
as any motorist who travels during the morning or evening rush hours knows, its the period
during which traffic volume is at its highest. The analysis of level of service is based on peak
rates of flow occurring within the peak hour because substantial short-term fluctuations typically
occur during an hour. Common practice is to use a peak 15-minute rate of flow. Flow rates are
usually expressed in vehicles per hour, not vehicles per 15 minutes. The relationship between the
peak 15-minute flow rate and the full hourly volume is given by the peak-hour factor (PHF) as
shown in the following equation:
PHF = ( Hourly Volume/Peak RATE of Flow within the hour)

2.1.25 Design hour volume :

The directional design hour volume (DDHV) is the one-way volume in the predominant
direction of travel in the design hour, expressed as a percentage of the two-way DHV. For rural
and suburban roads, the directional distribution factor (D) ranges from 55 to 80 percent. A factor
of approximately 50 percent is used for urban highways. Keep in mind that the directional
distribution can change during the day. For example, traffic volume heading into the central
business district is usually higher than outbound traffic in the morning, but the reverse is true
during the afternoon peak hour. In summary, DDHV = ADT (or AADT)*K*D.

2.1.26 Directional Distribution:

The directional split of traffic during the peak or design hour, commonly expressed as percent in the peak
and off-peak flow directions.

2.1.27 VMT (Vehicle Miles Traveled) or VKT (Vehicle Kilometers Traveled) --another
parameter to estimate product of volume and average travel length for a trip. This
element is often used as an important statistics to measure intensity of vehicles using
roadways.

2.1.28 PCU (or PCE) --- Passenger Car Unit (Passenger Car Equivalent) is defined as the
number of passenger cars displaced by one truck, bus, or RV (recreational vehicle) in
a given traffic stream. In order to reflect the different impact or intensity on the
roadway due to the different vehicles in terms of size, operating characteristics,
passenger car unit (passenger car equivalent) is applied in the estimation of traffic
volume.
1. More roadway space for heavy vehicles than passenger car
2. Heavy vehicles include truck, buses and recreational vehicle
3. The more the grade, the higher the PCE values

14

4. The higher the percent of heavy vehicles, the less the PCE values. The directional split of traffic
during the peak or design hour, commonly expressed as percent in the peak and off-peak flow directions.

15

CHAPTER 3
Methodology
3.1 Methods for volume survey:
There are two major methods of counting vehicle for volume survey. They are1. Manual Counting Method
2. Automatic counting method.

3.1.1 Manual Counting Method:

The most common method of collecting traffic flow data is the manual method, which consist of
assigning a person to record traffic as it passes. This method of data collection can be expensive
in terms of manpower, but it is nonetheless necessary in most cases where vehicles are to be
classified with a number of movements recorded separately, such as at intersections. There are
two methods of manual counting: i)Direct Method and ii)Indirect Method.

3.1.1.1 Direct Method: Data is counted by using hand tally and manual counters/enumerators.
Advantages: By this method traffic volume as well as vehicle classification and turning

proportions can be obtained. Data can be used immediately after collection.

Disadvantages: This method is not practicable for long duration count and when flow is high.

Error is common especially when volume is high. Count cannot be cross checked. Count cannot
be done in bad weather.

3.1.1.2 Indirect Method: In this method, data is collected using video camera. Video is
captured for long time and data is collected later by rewinding.
Advantages: Besides

traffic volume, several traffic parameters can be obtained from recorded

film. Data can be cross checked and quality can be ensured. This method is applicable when
volume is high. It is suitable for non-lane based traffic operation.
.

Disadvantages: A suitable elevated place is required for filming operation. Data cannot be used
immediately after collection. Data must be manually transcript of recorded film. This process is
time consuming and tedious. Because of limitation of capacity of film, it is not suitable for long
16

duration counts. Quality of video recorded on film is dependent on intensity of light and this
method is not suitable in overcast days.

3.1.2 Automatic counting method:

The detection of vehicular presence and road occupancies has historically been performed
primarily on or near the surface of the road. The exploitation of new electromagnetic spectra and
wireless communication media in recent year, has allowed traffic detection to occur in a nonintrusive fashion, at locations above or to the side of the roadway. Pavement-based traffic
detection currently relatively inexpensive, will be met with fierce competition in the coming
years from detectors that are liberated from the road surface.

The most commonly used detector types are:

3.1.2.1 Pneumatic tubes:

These are tubes placed on the top of road surfaces at locations where traffic counting is required.
As vehicles pass over the tube, the resulting compression sends a burst of air to an air switch,
which can be installed in any type of traffic counting devices. Air switches can provide accurate
axle counts even when compressions occur more than 30 m from the traffic counter. Although
the life of the pneumatic tubes is traffic dependent as they directly drive over it, it is used
worldwide for speed measurement and vehicle classification for any level of traffic. Care should
be exercised in placing and operating the system, to ensure its efficient operation and minimize
any potential error in the data.

3.1.2.2 Inductive loops.

Inductive loop detector consists of embedded turned wire from which it gets its name. It includes
an oscillator, and a cable, which allows signals to pass from the loop to the traffic counting
device. The counting device is activated by the change in the magnetic field when a vehicle
passes over the loop. Inductive loops are cheap, almost maintenance-free and are currently the
most widely used equipment for vehicle counting and detection. Single loops are incapable of
measuring vehicular speed and the length of a vehicle. This requires the use of a pair of loops to
estimate speed by analyzing the time it takes a vehicle to pass through the loops installed in
series. An inductive loop can also, to a certain degree, be used to detect the chassis heights and
estimate the number of axles. By using the inductive loops, the length of the vehicle is therefore
derived from the time taken by the vehicle to drive from the first to the second

17

3.1.2.3 Piezoelectric sensors: the sensors are placed in a groove along roadway surface of the
lane(s) monitored. The principle is to convert mechanical energy into electrical energy. Indeed,
mechanical deformation of the piezoelectric material modifies the surface charge density of the
material so that a potential difference appears between the electrodes. The amplitude and
frequency of the signal is directly proportional to the degree of deformation. This system can be
used to measure weight and speed.

3.1.2.4 Magnetic loops: it is the most conventional technology used to collect traffic data. The
loops are embedded in roadways in a square formation that generates a magnetic field. The
information is then transmitted to a counting device placed on the side of the road. This has a
generally short life expectancy because it can be damaged by heavy vehicles, but is not affected
by bad weather conditions. This technology has been widely deployed in Europe (and elsewhere)
over the last decades. However, the implementation and maintenance costs can be expensive.

Advantages: This method is suitable for long duration or continuous count. It is used as
permanent counting station. It does not need manpower and is free from human error. Data is
obtained in usable format. It is less expensive as manpower is not needed. Count is not affected
by bad weather condition.

Disadvantages: It requires strict lane discipline. Non motorized vehicles are hard to detect by
this method. Detailed classification of vehicle is not possible. Accuracy is less than manual
method. Installation cost is high.

3.2 Non-intrusive techniques: Non-intrusive techniques are based on remote observations.

Even if manual counting is the most used method, new technologies have recently emerged
which seem very promising:

3.2.1 Passive and active infra-red: the presence, speed and type of vehicles are detected
based on the infrared energy radiating from the detection area. The main drawbacks are the
performance during bad weather, and limited lane coverage.

3.2.2 Passive magnetic: magnetic sensors are fixed under or on top of the roadbed. They count
the number of vehicles, their type and speed. However, in operating conditions the sensors have
difficulty differentiating between closely spaced vehicles.

3.2.3 Microwave radar: this technology can detect moving vehicles and speed (Doppler
radar). It records count data, speed and simple vehicle classification and is not affected by
weather conditions.

18

3.2.4 Ultrasonic and passive acoustic: these devices emit sound waves to detect vehicles by
measuring the time for the signal to return to the device. The ultrasonic sensors are placed over
the lane and can be affected by temperature or bad weather. The passive acoustic devices are
placed alongside the road and can collect vehicle counts, speed and classification data. They can
also be affected by bad weather conditions (e.g. low temperatures, snow).

3.2.5 Video image detection: video cameras record vehicle numbers, type and speed by
means of different video techniques e.g. trip line and tracking. The system can be sensitive to
meteorological conditions.

3.3 Methods we have selected

We have selected direct manual counting method.

3.3.1 Reasons :
1.Unavailablity of instruments
2.Simplest among all study

3.3.2 Counting Period for volume Study

Vehicles can be counted for any duration. Duration of count depends on the objective of data
collection. For traffic control and management or operational studies short duration count at peak
period is conducted. For planning and design purpose, long duration count is conducted.

3.3.2 Selected counting period for our study

We have counted data for 20 minutes. And finally we have converted this data into 1 hour
calculation .

19

3.4 Survey procedure

3.4.1 Reconnaissance
Reconnaissance is the military term for exploring beyond the area occupied by friendly forces to
gain vital information about enemy forces or features of the environment for later analysis and/or
dissemination.

3.4.2 Survey Design/piloting

Before starting survey we have made a guideline to how we will perform the work. This is called
survey design.

3.4.3 Trial Survey

Before starting the main survey we have made some trial survey , though there is no existence of
error in the actual work.

3.4.4 Problem Identification

3.4.4.1 What prevents us from reaching your goal?
1.Lack information to define it
2.Confusing symptoms with underlying causes
3.Prepared a statement of the problem and find someone you trust to review it and to talk it over.
If the problem is a job situation, review it with your supervisor or the appropriate committee or
resource.

3.4.4.2 Consider these questions:

1. What is the problem?
2. Is it my problem?
3. Can I solve it? Is it worth solving?
4. Is this the real problem, or merely a symptom of a larger one?
5. If this is an old problem, what's wrong with the previous solution?
6. Does it need an immediate solution, or can it wait?
7. Is it likely to go away by itself?
8.Can I risk ignoring it?
20

9. Does the problem have ethical dimensions?

10. What conditions must the solution satisfy?
11. Will the solution affect something that must remain unchanged?

3.4.5 Adjustment in to survey design

From trial survey we have to adjust the errors with the main survey .

3.4.6 Final Survey

After all above this process we have to continue the final study .

3.4.7 Our Survey Location

Figure 3.1: Traffic Counting Point( Google Map)

21

Figure 3.2: Traffic Counting Point( Google Earth)

Figure 3.3: Traffic Counting Point( Google Street view)

22

CHAPTER 4
Collected Data Analysis
4.1 Data Collection histories

Site & Location : Pantapath to Russel square.

Observation : One directional (E to W) classified Vehicle count.
Date : 01.12.2016
Time : 10.00am 10.20 am
Duration : 20 min
Weather Condition : 26c & Humid day.

Table 4.1 Vehicle count

Types of Vehicle

Number

Jeep , Micro, Taxi

98

Car

132

3 Wheeler

55

Bus

Motorcycle

44

NMT

93

Utility & Others

3
23

4.2 Data Analysis

4.2.1 Analysis of collected data
Vehicle Composition of traffic Stream in percentage
1%
21%

23%
Jeeo,Micro,Taxi
Car
3 Wheeler

10%

Bus
13%

31%

Motorcycle
NMT

1%

Utility & Others

4.2.2 Composition of traffic stream

Bar Chart Of Vehicle Composition

140

Number Of Vehicle

120
100
80
60
40
20
0

Types of Vehicle

24

4.4.3 Service Flow Rate Calculation:

Table 4.2 Service flow rate determination

Type of Vehicle

Number

PCU
Total Vehicle (PCU) Service Flow
per
(11.00am to11.20am) per
Vehicle
Hour(PCU/hr)

Jeep , Micro , Taxi

98

1.5

147

441

Car

132

132
27.5

396

3 Wheeler

55

.5

Bus

12

36

Motorcycle

44

0.1

4.4

13.2

NMT

93

0.5

46.5

139.5

1.5

4.5

13.5

Total=373.9

Total= 1121.7

Utility& other

82.5

Traffic flow (10.00 AM 10.20 AM) = 373.9 PCU

Service flow rate obtained (for 11.00 AM 12 .00PM) = (373.9/20)*60 = 1122 PCU/hr

Traffic flow (10.00 am -10.20 am) 373.9PCU

Traffic flow (10.00 am- 11.00 pm) 1121.7 PCU/hr
From calculation it is found that the service flow rate of this point at 11:00am to 12:00
pm was 1121.7 PCU/hr. Again, level of service of a road can be determined from service
flow rate. Level of service of a road can be classified according to service flow rate as
following table.

25

4.4.3.1 Level of Service vs. Service Flow Rate

Table 4.3 Level Of service
Level of Service

Service Flow Rate (PCU/hr)

A
B
C
D
E
F

6001
700
900
1200
1400
>1400

According to this table the level of service of Mirpur Road- Panthapath intersection was
D at 10:00 am-11:00 pm at the day of survey (Tuesday).

4.5 Estimation of ADT

Here,
DEF= 7.012
HEF= 18.80 (Time: 9.00 AM- 10.00 AM) (Group 1 & 6)
= 17.11 (Time: 10.00 AM- 11.00 AM) (Group 2 & 5)
= 18.52 (Time: 11.00 AM- 12.00 PM) (Group 3 & 4)

Estimated 24 hour volume for Thursday (Panthapath to Russel Square), using HEF
= (1182 x 18.80 + 1121.7 x 17.11 + 888.47 x 18.52)/3
= 19289.45PCU
= 19290PCU

26

From 24 hour volume for Thursday estimated volume for the week using DEF ,
Total 7 days volume
= 19290x 7.012
=135261.48 PCU = 135262 PCU
Average 24 hours volume (on average daily traffic, ADT)
= 135262/7 PCU/day
=19323.14 PCU/day
= 19324PCU/day (Panthapath to Russel Square) (Group-1,2,3)

Now ADT:
Group 1,2,3 (Panthapath to Russel Square) = 19324 PCU/day
Group 4,5,6 (Russel Square to Panthapath) = 18204 PCU/day
Since the data were collected in December. But monthly expansion factor used for January
1.756.

4.6 Estimation of AADT

Annual Average Daily Traffic (AADT) = 19324*1.756 = 33933 PCU/day
So, obtained value of Average Daily Traffic, (ADT) is 19324 PCU/day and Annual
Average Daily Traffic, (AADT) is 33933 PCU/day.

27

4.7 Directional Distribution

The directional Distribution is defined as the percentage of heavier volume over the totalhighway
volume. This directional distribution is relevant only when designing or analyzing highways with
two or more lanes in one direction. Directional distribution are used for capacity analysis, signal
timing, justifying traffic control etc. The directional distribution can be calculated from the data
obtained by six groups as follows:
Table 4.4 Directional Distribution
Direction

Time

PCU/Hr

Panthopath to
Russel Square

9AM-10AM

1182

10AM-11AM

1121.7

11AM-12AM

888.48

9AM-10AM

945.3

Russel Square to
Panthopath

10AM-11AM

1053.3

11AM-12AM

1010.1

Average
PCU/Hr

Directional
Distribution (%)

1065

51.5

1003

48.5

28

Directional Distribution

49%

Panthopath to Russel
Square

51%

Russel Square to
Panthopath

Figure 4.1: Directional Distribution

PCU Vs Time Curve

1400

PCU per Hour

1200
1000
800
600

East to West

400

West to East

200
0
0

9.00 am
to
10.00 am

10.00 am
to
11.00 am

11.00
am
to
12.00 pm

Time

Figure 4.2: PCU Vs Time Curve

29

(Panthapath to Russel Square ADT : Russel Square to Panthapath ADT)

= 19324: 18204
= 51.49 : 48.51

According to directional distribution most of the vehicle travel towards Russell Square,
as this road leads to the city center and the survey was made in the work going phase of
the day, so directional distribution was justified.

4.8 Flow Fluctuation Curve

Flow fluctuation curve of a road represents the variation of flow throughout a day. 24-hr traffic
volume data is required to develop a flow fluctuation curve. But due to some limitations, 24-hr
data could not be obtained. Only 3-hr traffic volume data were obtained 30 which constitute
partial flow fluctuation curve, which is presented below. Typical hourly patterns of traffic flow,
particularly in urban areas, generally show a number of distinguishable peaks. Peak in the
morning followed by a lean flow until another peak in the middle of the afternoon, after which
there may be a new peak in the late evening. The peak in the morning is often more sharp by
reaching the peak over a short duration and immediately dropping to its lowest point. The
afternoon peak on the other hand is characterized by a generally wider peak. The peak is reached
and dispersed over a longer period than the morning peak. Experience from many countries
shows that although traffic volumes may grow over time, the relative variations of traffic at the
various hours of the day of a month are often quite consistent year after year.

30

Table 4.5 Flow Fluctuation

E-W Flow
Rate
(PCU/hr)

Time

W-E Flow
Rate
(PCU/hr)

9.00 am to
10.00am

1182

1010.1

10.00am to
11.00am

1121.7

1053.3

11.00am to
12.00am

884.48

945.3

E-W ADT

W-E ADT

19324

18204

E-W(%ADT)

W-E
(%ADT)

6.12

5.55

5.81

5.79

4.58

5.19

Flow Fluctuation Curve

(%ADT Vs Time)
7
6

% ADT

5
4
3

East to West

West to East

1
0
0

9.00 am
to
10.00 am

10.00 am
to
11.00 am

11.00 am
to
12.00 pm

Time
Figure 4.3: Flow Fluctuation Curve
31

4.9 Data Interpretation

The last survey was conducted on 2004. The result is given below

Figure 4.5 Hourly Flow Fluctuation 2004

4.9.1 Comparison between 2004 & 2016

32

CHAPTER 5
Conclusion, Recommendations & Limitations
5.1 Conclusion:
5.1.1 Discussion on Vehicle composition:
1. Lights vehicle (car) occupied 31% of total vehicle.
2. Percentage of NMV (non motorized vehicle) is relatively moderate (21%).
3. Percentage of public transport (bus) is 1%. Which is very low
4. Percentage of utility vehicle is 10%.

5.1.2 Discussion on Level of service:

1.The LOS (Level of service) is D.
2.The road was constructed to serve as a collector road.
3. Collector road should have a LOS C.

5.1.3 Directional distribution: Directional distribution was found nearly equal (51.5%) in the
direction of E-W and (48.5%) in the direction W-E.
Approximately 51.5 percent of traffic flow was towards Russell Square which indicates
tidal flow towards north-west. It was morning rush hour. So flow was higher towards the
city center. 48.5 percent of traffic was flowing towards south-east. If another vehicle count
was done in evening rush hour, opposite scenario might be seen.

5.1.4 Discussion on Flow fluctuation cure: From the flow fluctuation curve it is seen that
the vehicle movement is nearly uniform in that road. % of ADT is higher for Panthapath to
Russell Square direction at 10.00 AM-11.00 PM

5.1.5 Discussion on Annual Average Daily Traffic

AADT was calculated using expansion factors. These expansion factors established based
on data collected in the United States. These factors were not calibrated for Dhaka city.
So, they will not give actual AADT. Weekdays and weekends are different in our
country. So, the actual daily expansion factors will be much different from what is used.
Monthly expansion factors will also be different because of difference in seasons and
climate in the same month. The weather condition was not considered in calculating
AADT. But, in a city like Dhaka, where water logging is a common phenomenon during
heavy downpour, traffic volume should be significantly reduced in an overcast day. So, a
weather factor should be introduced in calculation of AADT.
33

5.2 Recommendation:
1. NMV should not be allowed.
2. Amount of public transport should be increased.
3. To increase the LOS necessary steps should be taken to prevent the entrance of NMV, stop
road side parking, prevent pedestrian crossing, and introduce optimum traffic signal system.
4. This road

mainly served the purpose of collector road. Collector roads should be

designed for a level of service C or better. However, level of service D is acceptable, where
unusually high traffic volumes exist. But as it found from the traffic volume survey that the
level of service was D, even during off-peak hour. This handicaps the serviceability of the
road.
5. Construct foot over bridges at necessary point for pedestrian crossing.
6. For more reliable data automatic data collection process should be used.
7. Drivers selection of speed and reduced ability to pass is reduced. The volume count must
contain more than one cycle to get more authentic value.
8. As Private car concentration is very high, so car parking should be introduced.
9. number of commercial, institutional, and utility buildings are of large number here so it is
recommended to introduced more car parking facility.

5.3 Limitations:
1. Flow rate was used instead of traffic volume.
2. instead of whole day traffic count short count was taken (20min).
3. Now a days automatic counting method based on CCTV/Video image processing is reliable
and popular. But due to resource constraint it was not possible.
4. Limited and unskilled enumerators.
5. Insolent surveyors.
6. Expansion factors used for the calculation of ADT were developed for a rural primary road.
7. We monthly expansion factor used for January instead of December

34

5.4 Scope for Further Study

There are some shortcomings in the study. If these shortcomings can be overcome, more
reliable and valuable data can be obtained. These shortcomings are described below1. This volume study was practiced by un-skilled enumerators, which may lead to some
error in data collection process.
2. Data collected by manual method of counting, which is unreliable and irreversible,
more representatives and reliable data could be obtained if automatic data collection
method were followed.
3. Data were collected for short-term (20 minute), which was not representative to the
flow characteristics of the road. If 3days continuous data were collected, that would be much
more representative than this short count of traffic volume.

35

References:
1. https://en.wikipedia.org/wiki/Traffic_count
2. https://www.academia.edu/8325946/Traffic_volume_studies_on_a_collector_road
3. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/203670/tra
ffic-signs-manual-chapter-08-part-02.pdf
4. https://www.academia.edu/9590913/TRAFFIC_VOLUME_STUDY_of_Bangladesh
5. http://teacher.buet.ac.bd/cfc/CE452/12_Volume study_print6.pd
6. http://en.wikipedia.org/wiki/Reconnaissance

36