Impact of Different Types of Land Use on Transportation System of Dhaka City : A Case Study of Mirpur Road

Course No: Plan 446
Course Title: Transportation Planning Studio

A Report on
“Impact of Different Types of Land Uses on Transportation System of
Dhaka City: A Case Study of Mirpur Road and Its Adjacent Land
Uses.”

Submitted by:

“Shancharpath”
(0615005, 0615009, 0615020, 0615030)

Department of Urban and Regional Planning
Bangladesh University of Engineering and Technology

“Impact of Different Types of Land Uses on Transportation System of
Dhaka City: A Case Study of Mirpur Road and Its Adjacent Land Uses”

Course No: Plan 446
Course Title: Transportation Planning Studio

Submitted to:
Suman Kumar Mitra, Assistant Professor, Dept. of URP
Rezwana Rafiq, Lecturer, Dept. of URP

Submitted by: “Shancharpath”
Rifat Rahman (0615005)
Nabila Nur Kuhu (0615009)
Shahadat Hossain Shakil (0615020)
Khalid Bin Abdul Quadir (0615030)

Level-4, Term-1
Date of Submission: 24th April, 2011

Department of Urban and Regional Planning

Bangladesh University of Engineering and Technology

Acknowledgement
At the outset of the report, we would like to thank The Almighty. Then we would like to thank
our parents without whom we would not be able to see the light of the world. Without the proper
guidance of our Course Teachers Suman Kumar Mitra, Assistant Professor, Dept. of URP
and Rezwana Rafiq, Lecturer, Dept. of URP, we would not be able to make the report. We
would like to thank Mr. Saniul Islam from DTCB (Dhaka Transport Co-Ordination Board) and
Sheltech (Pvt.) Limited (Consultancy Division) for assisting us with valuable data. We would not
forget thanking the inhabitants of Mirpur Road for their cordial support.

Abstract
Land use distribution and transportation both are very important issue for Dhaka city in recent
period. To relate these two issues with each other is also a very effective job but a difficult one
indeed. This study intends to find out the impact of different land use changes on the
transportation system of Dhaka city. One of the most important roads of Dhaka city, Mirpur
Road has been taken to understand and to analyze for this study. This study will help to take
significant decisions and generate proper policies in transportation sector. It will also contribute
to the attempts of combining land use planning and transportation planning. By assessing the
land use change impact on transportation system, traffic management, congestion control and
improvement of road network will be possible to make.

Table of Contents
Contents

Page No

Cover Page
Title Page
Abstract
Acknowledgement
Chapter 01: Introduction

(Page 1-7)

1.1 Background of the Study

1

1.2 Literature Review
`
1.2.1 Study Area Profile

1

1.2.2 Land Use Traffic Interaction

3

1.2.3 Traffic Impact Assessment (TIA)

5

1.2.4 Level of Service(LOS)

6

1.3 Objectives of the Study

7

1.4 Scope of the Study

7

1.5 Limitations of the Study

7

Chapter 02: Methodology

(Page 8-12)

2

2.1 Methodology

8

2.2 Study Design

10

Chapter 03: Present Land Use Pattern and Traffic Condition

(Page 13-20)

3.1Present Land Use Pattern

13

3.1.1 Present Land Use Pattern in the Adjacent Plot of Mirpur Road
(Azimpur to Technical)

13

3.1.2 Change of Land Use in the Whole Mirpur Road

13

3.1.3 Road Side Updated Land Use Map : In Selected Study Area

14

3.1.4 Present Land Use Pattern In the Study Area

14

3.1.5 Change of Land Use in Selected Study Area (Kallyanpur to Technical)

15

3.2Traffic Condition

15

3.2.1 Overall View About the Geometric Features of the Mirpur Road

15

3.2.2 General Scenario About the Basic Road Characteristics of the Mirpur Road

17

3.2.3 Modal Share Distribution of the Traffic Volume of Mirpur Road

18

3.2.4 Comparative Scenario Regarding Speed Over the Time Period 2003-2011

19

3.2.5 LOS Comparison for Journey Speed in Mirpur Road

20

Chapter 04: Trip Rate Calculation and Forecasting Future Traffic

(Page 21-27)

4.1 Trip Rate Calculation Procedure

21

4.2 Trip Rate for Different Types of Land Use

22

4.3 Finding the “Land Use Change Traffic” (In Mirpur Road) from the Present
Traffic Volume and Trip Rate.

22

4.4 Derivation of the Growth Rate of Traffic Volume

24

4.5 Forecasting Traffic for the Year 2013
(In Section-7: BRTC Market-Technical)

25

4.5.1 Forecasting of Natural Growth Traffic

25

4.5.2 Forecasting of Development Traffic

Chapter 05: Impact on Traffic for Land Use Change

26

(Page 28-33)

5.1 Impact on LOS of Mirpur Road for Land Use Change

28

5.2 Impact on LOS for Land Use Change in the Selected Study Area
(BRTC Market-Technical)

29

5.3 Impact on LOS in Future (2013) for New Construction in the Selected Study
Area (BRTC Market-Technical)

31

5.4 Comparison of Vehicle Capacity Ratio for the Selected Study Area (BRTC
Market-Technical) for Average and Off-Pick Hourly Flow

32

5.5 Major Findings

34

5.6 Recommendations

34

5.7 Conclusion

35

Appendices

List of Illustration
List of Figures

Page No

Figure 01: The 'Land-Use Transport Feedback Cycle'

4

Figure 02: Methodological Framework of the Study

9

Figure 03: Land Use Pattern in Mirpur Road

13

Figure 04: Land Use Change in Mirpur Road

14

Figure 05: Land Use Pattern in Study Area (BRTC Market-Technical)

14

Figure 06: Land Use Change in Study Area (BRTC Market-Technical)

15

Figure 07: Modal Share Distribution in Mirpur Road

18

Figure 08: Journey Speed Comparison in Mirpur Road

19

Figure 09: Spot Speed Comparison in Mirpur Road

20

Figure 10: Comparison of Peak, Off-Peak and Average Hourly Volume in the Study Area

24

Figure 11: Comparison of Highest Hourly PCUs in Section-7(BRTC Market-Technical)

25

Figure 12: Change in V/C Ratio at Northbound Direction
(BRTC market to Technical Intersection)

32

Figure 13: Change in V/C Ratio at Southbound Direction
(BRTC market to Technical Intersection)

33

List of Tables
Table 01: Performance Measures and Corresponding Level of Service

Page No
7

Table 02: At a Glance Basic Geometric Features

15

Table 03: At a Glance Basic Road Characteristics: Volume, Capacity and Speed

17

Table 04: Roadway Capacity at Different Section of Mirpur road

18

Table 05: LOS Comparison for Journey Speed in Mirpur Road

20

Table 06: Average and Highest Hourly Trip Rate for Different Types of Land Use

22

Table 07: Finding the “Land Use Change Traffic” (In Mirpur Road)

23

Table 08: Derivation of the Annual Growth Rate

25

Table 09: Forecasting of Traffic Volume in 2013

26

Table 10: Peak Hourly Trip Rate Generation

26

Table 11: Total PCU Generated from the Under Construction Commercial Complex in
2013

27

Table12: Average and Off Peak Hourly Flow(Northbound): BRTC-Technical Intersection

32
32

Table13: Average and Off Peak Hourly Flow(Southbound): BRTC-Technical Intersection

PLAN 446
Transportation Planning Studio

Chapter 01: Introduction
1.1 Background of the Study
The transport system of Dhaka city is a vital issue now-a-days. A large number of problems are
associated with this issue. To make Dhaka an efficient city and to reduce problems related to
transportation, the study of transportation system is necessary. A major term having huge impact on
transportation system is Land Use. Different types of land use in Dhaka city mostly determine the
shape of transportation system.
The role of transportation professionals is evolving and more frequently requires them to understand
how transportation investments can be consistent with the principles and practices of land use
planning and development. At a minimum, the co-ordination of land use and transportation requires
that those concerned with the well-being of a community (or region, state or nation) assess and
evaluate how land use decisions effect the transportation system and can increase viable options for
people to access opportunities, goods, services and other resources.
In a developing country like Bangladesh, efficiency of road network acts as a catalyst to solve the
overall transportation problem. Efficiency of road network can be achieved through proper
transportation planning and impact assessment of particular land uses indicates the possibilities of
transportation planning.
Dhaka city is facing radical changes in land uses every day in each and every area. The previous land
uses used to generate a certain types of traffic. The changed land uses have significant changes in the
pattern of generation of traffic and in most of the cases, the new impacts are harmful. This study
aims at finding out the impacts of different types of land uses on transportation system of Dhaka city.
Mirpur road is a very important arterial road of Dhaka city which have been facing significant
changes in its adjacent land uses. The case study of Mirpur road will give a meaningful overview
about the impact of land use changes on transportation system of Dhaka city.

1.2 Literature Review
To make the study informational and authentic, it is important to gather the information and
knowledge about past studies on similar topic. This helps the study to fulfill the objective by
providing clear perceptions about the overall scenario.

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1.2.1 Study Area Profile
Mirpur road plays a vital role in transportation network of Dhaka city. Its length is 8.05 km from
Azimpur to Gabtoli. In this study the study area was taken from Azimpur to Mirpur Technical which
is around 7.4 km long. It attracts people from different parts of Dhaka city. People forced to choose
Mirpur road from the transportation network due to its high degree of accessibility to different zones
of Dhaka city. Nilkhet intersection of Mirpur road plays a significant role on transportation system of
Dhaka city. The trips designated to BUET, Dhaka University, Dhaka Medical College use this
intersection. Dhanmondi residential area is located beside this road. So it is obvious that Mirpur road
has a very significant role in transportation system of Dhaka city.
Basic Characteristics of Mirpur Road


One of the busiest roads of the city with frequent intersections and high traffic congestion in
the peak period. Dual carriageway having average width of 411 feet in each portion.



Almost linear in shape and provision of channelized devices to regulate conflicting traffic.
There are 71 over bridges and provision of footpath throughout the road for pedestrian safety.



Only motorized traffics are allowed in the road but in some places non-motorized traffics are
allowed with a separate trace passing road (NMT Lanes).



Inadequate on street parking and frequent Bus stoppages of many bus services.



Frequent access roads giving access to the road side mix development zones.



Commercial land uses (Educational Institutions, Hospitals, Shopping Malls and Restaurants)
are dominant in case of getting direct access from Mirpur road.



There are Total 621 intersections throughout the road. Among them 43 1 are T intersection, 71
are Y intersection and 121 are 41- leg intersection.



Among the intersections 181 are signalized and others are Un-signalized.(1Field Survey,2011)

Source:
1. Performance Impact of Transportation Policy Shift on Mirpur Road – A Comparative Analysis; (2006),
Report of Group-(01,04), Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
2. Impacts of Policy Measures on Urban Transportation System: A Case Study of Mirpur Road; (2003),
Report of Group-“Motion”, Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.)

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1.2.2 Land-Use Transport Interaction
According to Wegener and Furst (1999), theories on the two-way interaction between urban land use
and transport address the location and mobility responses of private actors (households and firms,
traveler) to changes in the urban land use and transport system at the urban-regional level. That
urban land use and transport are closely inter-linked is common wisdom among planners and the
public. That the spatial separation of human activities creates the need for travel and goods transport
is the underlying principle of transport analysis and forecasting. Following this principle, it is easily
understood that the suburbanization of cities is connected with increasing spatial division of labor,
and hence with ever increasing mobility. However, the reverse impact from transport to land use is
less well known. There is some vague understanding that the evolution from the dense urban fabric
of medieval cities, where almost all daily mobility was on foot, to the vast expansion of modern
metropolitan areas with their massive volumes of intraregional traffic would not have been possible
without the development of first the railway and in particular the private automobile, which has made
every corner of the metropolitan area almost equally suitable as a place to live or work. However,
exactly how the development of the transport system influences the location decisions of landlords,
investors, firms and households is not clearly understood even by many urban planners.
The recognition that trip and location decisions co-determine each other and that therefore transport
and land-use planning needed to be co-ordinate led to the notion of the 'Land-use Transport
Feedback Cycle'. The set of relationships implied by this term can be briefly summarized as follows.
(See the diagram of the 'Land-Use Transport Feedback Cycle’ in the next page)

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Figure 01: The 'Land-Use Transport Feedback Cycle'



The distribution of land uses, such as residential, industrial or commercial, over the urban
area determines the locations of human activities such as living, working, shopping,
education or leisure.



The distribution of human activities in space requires spatial interactions or trips in the
transport system to overcome the distance between the locations of activities.



The distribution of infrastructure in the transport system creates opportunities for spatial
interactions and can be measured as accessibility.



The distribution of accessibility in space co-determines location decisions and so results in
changes of the land-use system.

The major theoretical approaches to explain this two-way interaction of land use and transport in
metropolitan areas include technical theories (urban mobility systems), economic theories (cities as
markets) and social theories (society and urban space). (Wegener and, Furst, 1999)
(Source: Sharmin N. Rupom N. J. and Sadat K. (2011); Developing a Generic Methodology for Traffic Impact
Assessment of a Mixed land Use in Dhaka City; Chapter (1-8), BURP Thesis, DURP, BUET, Dhaka.)
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1.2.3 Traffic Impact Analysis (TIA)
A traffic impact analysis is a study which assesses the effects that a particular development’s traffic
will have on the transportation network in the community. These studies vary in their range of detail
and complexity depending on the type, size and location of the development. Traffic impact studies
should accompany developments which have the potential to impact the transportation network.
They are important in assisting public agencies in making land use decisions. These studies can be
used to help evaluate whether the development is appropriate for a site and what type of
transportation improvements may be necessary.
Traffic impact studies help communities to:


Forecast additional traffic associated with new development, based on accepted practices.



Determine the improvements that are necessary to accommodate the new development.



Assist communities in land use decision making.



Assist in allocating scarce resources to areas which need improvements.



Identify potential problems with the proposed development which may influence the
developer’s decision to pursue it.



Allow the community to assess the impacts that a proposed development may have.



Reduce the negative impacts created by developments by helping to ensure that the
transportation network can accommodate the development.



Provide direction to community decision makers and developers of expected impacts.



Protect the substantial community investment in the street system.

Traffic impact analysis is only one component of the larger transportation puzzle. In addition, large
communities in particular will need to determine appropriate mixes of transportation modes,
including public transit options. Community growth patterns and characteristics can be substantially
affected by highway expansion or re-alignment decisions made at state or federal levels. Traffic
impact analysis is focused on the effects of a particular set of developments, but may provide
information relevant to these broader plans and decisions. Traffic impact studies should be used as
one piece of several kinds of information to judge the suitability of development from a
transportation standpoint.
Source: Traffic Impact Analysis;
URL: http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm
(Accessed on March 2nd, 2011)
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1.2.4 Level of Service
When a road is carrying a traffic equal in volume to its capacity under ideal roadway and traffic
conditions, the operating conditions become poor. Speed drops down and delay and frequency of
stops mount up. The service which a roadway offers to the road user can vary under different
volumes of traffic. The Highway Capacity Manual has introduced the concept of “Level of Service to
denote the level of facility one can drive from a road under different operating characteristics and
traffic volumes. The concept of level of service is defined as a qualitative measure describing the
operational conditions within a traffic stream, and their perception by motorists and/or passengers.
The following are the factors which might be considered in evaluating the level of service:
1. Speed and travel time, including the operating speed and overall travel time consumed in
travelling over a section of roadway.
2. Traffic interruptions or restrictions, with due consideration to the number of stops per mile,
delays involved and the speed changes necessary to maintain pace in the traffic stream.
3. Freedom to maneuver to maintain the desired operating speeds.
4. Driving comfort and convenience reflecting the roadway and traffic conditions in-so-far as
they affect driving comfort and convenience of the driver.
5. Economy, with due consideration operating cost of the vehicle.

Even though it is desirable to consider all the above factors in identifying a particular level of
service, it is difficult to incorporate all these in the absence of accurate data. The HCM (Highway
Capacity Manual), therefore, utilizes travel speed and the ratio of the service volume to capacity,
depending upon the particular problem. The latter is often referred to as v/c ratio in Manual. As
regards the travel speed, the Manual recommends the use of operating speeds on those types of
highway carrying generally uninterrupted flow, such as in rural area. For urban location, the Manual
recommends the use of average overall travel speed.
There are operating conditions for the six levels of service selected by the Manual, Level A
representing the highest and Level F representing the lowest .(Classification of LOS: Appendix)

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Table 01: Performance Measures and Corresponding Level of Service
Level of Service

Volume to Capacity Ratio

Speed (Kph)

Arterial street

Downtown Street

Arterial street

Downtown Street

A

≤0.60

-

≥80

≥40

B

≤0.70

-

≥40

≥30

C

≤0.80

-

≥30

≥25

D

≤0.90

-

≥25

≥15

E

≤1

-

≥15

<15

F

>1

-

<15

→0

Source: Kadiyali L.R. (2003), “Traffic Engineering and Transport Planning” Sixth Edition, Khanna
Publishers, New Delhi.(page: 823-828)

1.3 Objectives of the Study
1. To explore the current pattern of land use distribution and traffic condition.
2. To identify the trip rate for different types of land use.
3. Identifying the impact of land use change on transportation system.

1.4 Scope of the Study
This study aims at finding out the impact of land use changes on transportation system. Researchers,
planners, transportation engineers, policy makers would get a vision about the rate of land use
change along one of the most important road of Dhaka city, Mirpur road and thus the effects on the
efficiency of the road. It will help to know about the natural growth rate of traffic and also about the
development traffic. This can be an overview for further land-use-transportation interaction study.
Both land use planning views and transportation planning views can be combined from this study.

1.5 Limitation of the Study
Only the adjacent buildings (road side plot) have considered during assessing the impacts of land
uses on Mirpur road. Again the volume survey was conducted only for one day, which may be able
to give a biased result depending upon the condition of weather, type of day (working or holiday).
Trip rate calculation for land use is based on a very small sample size; thus producing a large margin
of error. Present trip rate is considered constant for past and future land use which is not accurate. In
calculating the capacity of the road the “Effective Road Width” (excluding encroachment) data is not
available for all the sections of the Mirpur road and for this LOS calculation is biased.

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Chapter 02: Methodology and Study Design
In this chapter the methodological strategy of this study to achieve the objectives has been clearly
stated. The total study design/procedure has been described step by step in this segment of report.

2.1 Methodology
The project was assigned with a specific study area (Mirpur Road) for case study. Afterwards
literature review was carried out to have a clear understanding about the project and related works.
Then objectives of the project are determined. Data has been collected from two sources. Secondary
data (Land Use, Traffic Volume, Speed etc.) and related standards (i.e. PCE Values, LOS Standards)
for analysis has been collected from project related various Articles, Journals, and Reports. Primary
data has been collected from various types of field surveys i.e. Land Use Survey, Volume Survey,
Trip Rate Analysis Survey etc. The degree of land use change has been determined by comparing
with the previous datasets. The impact of such changes on the transport system has been identified in
terms of Roadway Capacity and Level of Service. The future traffic condition will be predicted based
on the current dataset for further planning purpose.
(See the schematic diagram of the methodological procedure in the next page)

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Project Identification and Selection of Study Area

Literature Review

Fixation of the Objectives

Data Collection

Primary Data

Secondary Data

Geometric Feature Survey of the Road

Base Map Collection

Roadside Land Use Survey

Cross-Sectional Element Data of Road

Trip Rate Analysis & Modal Share Survey

Previous Land Use Distribution Data

^Survey
Traffic Volume Survey

Previous Traffic Volume Data

Journey and Spot Speed Survey

Previous Speed Data

Data Compilation

Exploring the Current Land Use Pattern and Traffic Condition

Trip Rate Calculation for different types of Land Use

Impact Analysis for Land Use
Change
Major Findings and Recommendations

Preparation of the Final Report

Figure 02: Methodological Framework of the Study
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2.2 Study Design
Project Identification and Selection of Study Area
At first, the students were asked to propose some projects regarding transportation by the Course
Teacher. The whole class worked together and proposed several number of project. The Course
Teacher checked the feasibility of each project. This project covers a very important issue, land use
impact on traffic which is needed to be studied. The study area, Mirpur Road is also one of the most
important roads inside Dhaka city. This was also convenient for the student to carry on the study in
this area. After considering these, the Course Teacher identified this project and selected this study
area for us. There were 29 students in the class. Seven groups were formed consisting four members
in each group. The whole Mirpur road is divided into seven sections. Each group was assigned a
particular site (section) of 1km+ length by lottery.
Literature Review
The previous studies related to the identified project and selected study area were tried to be explored
by the students. Terms which are important for the study were determined. The standards of the
necessary terms e.g. level of service were collected.
Objective Fixation
By keeping the scope and limitation in mind three objectives were formulated regarding the study.
Primary Data Collection
Geometric Feature Survey
Geometric feature survey was the first survey taken place for this study. It was done at the very first
at each group’s selected site. The width of the road was the most important measurement as it
eventually leads to finding out the capacity of the road. The features of the road covered in this
survey were foot path width, presence of shoulder, median width, no. of marked lane, lane width, and
signal characteristics (marked or unmarked) etc. (Format of Geometric Feature Survey: Appendix)
Roadside Land Use Survey
In the selected study area (specific section) the road side adjacent plot were surveyed. Information
about height, frontage, no. of stories, and total floor area and floor wise use of every building were
collected.
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Trip rate Analysis and Modal Share Survey
To find out the trip rate from different categories of land use, 8 hour survey has been conducted in
some selected structures adjacent to Mirpur road.(structure selection procedure according to land use
has explained in detail in chapter 4). Total no. of person entering in that structure/land use and total
no. of persons going out is tallied out over the period of 8 hour. Then it is converted into maximum
and average hourly trip (total in and out in one hour at peak time and in average). Then the total floor
area of that structure/land use has been identified to convert the trip rate into per 1000 sq.ft per
hourly trip. The mode choice behavior of the users of any land use has been identified through
asking them their arrival mode (primary mode before entering the structure) and their probable
departure mode (primary mode after leaving the structure). The modal share percentage then
calculated from the survey data. (Format of Trip Rate Analysis and Modal Share Survey: Appendix)
Volume Survey
The first formed seven groups were again put together for volume survey at 7*2=14 section wise
points covering the whole study area. Both northbound direction and southbound direction was
surveyed. The points were selected keeping the traffic add and subtraction in mind. Total 8 hour
survey has been conducted considering 3 peaks (7:30 AM-10:30 AM; 1:00 PM-2:00 PM; 5:00 PM–
7:00 PM) and 2 off-peak (11:00 AM-12:00 PM; 3:00 PM- 4:00 PM) hours. After counting all the
vehicles of different types of different times, the total number of the vehicle was converted into
PCU/Hr (Hourly Traffic Flow). Section wise PCU in Peak, Average and Off-Peak Hour is then
calculated from survey data. (Format of Volume Survey and PCE Values: Appendix)
Speed Survey
The speed survey was done using the moving observer method. 7 groups traveled the road (twice) in
seven different times and vehicle used for the journey is Car. The journey time, running time,
intersection delay, overtaking, over taken vehicle was counted. (Format of Speed Survey: Appendix)
Secondary Data Collection
Base Map Collection
The base map for the study area was collected from Sheltech (Pvt.) Ltd. (Consultancy Division)

Cross sectional Element Data of Mirpur Road
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The previous geometric feature data of Mirpur road were collected from the earlier studies from the
library of Department Urban and Regional Planning for comparison and analysis purpose.
Previous Road Side Land Use Data
The previous data for the adjacent plot land uses for the whole Mirpur road was collected from the
GIS (Geographical Information System) database of Sheltech (Pvt.) Ltd. From that database the
former land use of any adjacent plot, total no. of stories and base area (then multiplied by the no. of
floor to get the total floor area) are collected to assess the land use change.
Previous Volume and Speed Data
Previous volume data for different road sections of 2003 and 2006 was collected from the library of
Department of Urban and Regional Planning, data for 2009 was collected from DTCB (Dhaka
Transport Co-Ordination Board). Data of Section Wise PCU in Peak, Average and Off-Peak Hour
was found out. Journey and Spot Speed data for 2003, 2006 and 2009 was collected from the library
of Department of Urban and Regional Planning.
Land Use Change Comparison
The land use in previous years and the land use at present were then compared. The changes in floor
area (increase or decrease) in every specific category were denoted.
Finding the Trip Rate
To find the trip rate, the floor area for each land use category and total person trip of corresponding
land use were needed. These data were collected from field survey and then the trip rate was found in
per thousand square feet per hour unit.
Impact Analysis for Land Use Change
The aim of this study is to analyze the impact of the traffic resulted from the change in land use. The
difficult job has been to separate the development traffic from the total increased traffic. The change
amount of land use (area in sq.ft.) is multiplied with the corresponding trip rate of that use which is
determined earlier. So the total number of person trip from the change amount of land use can be
determined. After that the impact has been analyzed basically in terms of Level of Service with and
without this land use change traffic.

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Chapter 03: Present Land Use Pattern and Traffic Condition
The first objective of this study is to have a clear concept about the existing land use pattern and
overall traffic condition of the Mirpur Road. To achieve this objective extensive land use survey and
various transport related surveys were conducted which mentioned in earlier chapter. In this chapter
a general idea about the land use pattern and traffic condition of the Mirpur Road and the selected
study area BRTC Market-Technical is given

3.1Land Use Pattern
3.1.1 Present Land Use Pattern in the Adjacent Plot of Mirpur Road (Azimpur to Technical)
To fulfill the objectives of the report, the study of land use pattern of Mirpur Road becomes the
most essential one. The present land use pattern in the adjacent plots of Mirpur Road is compared
with land use pattern at the same plots in 2007. (Land Use Pattern Table: Appendix) The current
land use distribution is shown schematically below.

Land Use Pattern:2011(Mirpur Road)
Commercial
Education & Research
15%

Garments

0%
27%

Hospital
Mixed

10%

Office

5%
3%

Others
Residential
Under construction

13%

1%

26%

Figure 03: Land Use Pattern in Mirpur Road

3.1.2 Change of Land Use Over the Period 2007-2011(Azimpur to Technical)
Significant amount of changes have come over the years 2007 and 2011. In the chart below, the
changes are shown. It can be seen from the chart that in most of the cases, the area has increased
in 2011. However, there is a negative change in residential area. Residential areas have decreased
in 2011. (Land Use Change Table: Appendix)

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Land Use Change:2007-2011(Mirpur Road)
Under construction
Residential
Others
Office
Mixed
Hospital
Garments
Commercial
-2000000.000

0.000

2000000.000

Changed Area(sft)

Area-2011(sft)

4000000.000

Area-2007(sft)

Figure 04: Land Use Change in Mirpur Road

3.1.3 Updated Land Use Map of Adjacent Plot for Selected Study Area
The land use map/database for 2007 was collected from Sheltech. During road side land use
survey, the stories of the buildings and the floor wise use at those plots were surveyed. By
updating the previous map/database the land use map for 2011 was prepared.
(Previous and Updated Land Use Map: Appendix)

3.1.4 Present Land Use Pattern in the Selected Study Area (BRTC Market-Technical)
In the selected study area (BRTC Market to Technical) for this group (Shancharpath) the land
use distribution is given below. (Land Use Pattern Table: Appendix)

Land Use Pattern:2011(BRTC Market-Technical)
Commercial Activity
4%
0%
12%

11%

Residential
27%

Hospital
Office

21%

25%

Garments
Others

Figure 05: Land Use Pattern in Study Area (BRTC Market-Technical)

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3.1.5 Change of Land Use Over the Period 2007-2011 in the Selected Study Area
The change in specific land uses in the selected site is shown schematically below. Here, it can
be seen that, almost every type of land use have a positive change. It means the area for those
specific land uses has increased in 2011. The office use has no change at all and there is another
land use denoted as “other” and that has a negative change. (Land Use Change Table: Appendix)

Land Use Change:2007-2011(BRTC Market-Technical)
Area-2007 (sq.ft.)

Area-2011 (sq.ft.)

Change Area(sq.ft.)

2000000.000
1500000.000
1000000.000

500000.000
0.000
-500000.000

Commercial
Activity

Residential

Education &
Research

Hospital

Office

Garments

Others

Figure 06: Land Use Change in Study Area (BRTC Market-Technical)

3.2 Traffic Condition
3.2.1 Overall View about the Geometric Features of the Mirpur Road
Table 02: At a Glance Basic Geometric Features

Elements

Average(ft)

Maximum(ft)

Minimum(ft)

Right of way

101.45

130.1

61.5

Carriage way

41.2

52

23.5

Lane width

11.26

23

9

Median

4.6

11.3

2.1

Foot path

7.78

15.75

2.5

NMT lane

24.58

54

16

Source: Field Survey, 2011

Right of Way: In most of the sections of the Mirpur Road where the geometric feature survey was
conducted, Right of Way is within the limit 90-110 ft. Average Right of Way is 101.45 ft. The
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maximum Right of Way is 130.1 ft at New Market No. 1 gate and the minimum Right of Way is 61.5
which is located at Dhanmondi 2.
Carriageway: Mirpur road is a major arterial street which is running with dual carriage way divided
by a median of varying width. Average carriage way width is 41.2 feet. It reaches maximum up to 52
feet and minimum 23.5 feet.

Traffic Lane: In most of the section the carriage way is divided into 3 or 4 traffic lanes with the help
of lane marking. No. of traffic lanes depends on the width of the carriageway. In some of the narrow
sections there are 2 lanes and there are maximum 5 lanes at the wider sections. The average width of
one traffic lane is 11.26 ft.
NMT Lane: Though NMT’s (Non Motorized Traffic) are banned throughout the Mirpur Road there
are some NMT lanes at several sections of Mirpur Road based on the need of that area. These NMT
lanes are located at New Market No.1 gate (16 ft), Islami bank (18 ft), Khan plaza (18 ft),
Dhanmondi 1 (18 ft), Dhanmondi 2 (54 ft) and Shamoli Ring Road (23.5 ft).

Foot Path: The average width of Footpath of Mirpur road is 7.8 ft at left side and 7.75 ft at right
side. The maximum width of footpath on this road is 15.75 ft which is located on the opposite side of
Metro shopping mall.

Median: There is median throughout the whole Mirpur road to separate the dual carriage way. The
average width of median is 4.6 ft. In maximum section the median is covered with trees.

Shoulder: Shoulder is used to give a provision for accommodation of stopped vehicles. But there is
no shoulder provided at Mirpur road.

3.2.2 General Scenario about the Basic Road Characteristics of the Mirpur Road
Table 03: At a Glance Basic Road Characteristic: Volume, Capacity and Speed
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Peak
Off-Peak
Average

Volume-Both Direction(PCU/Hr)

Journey Speed(K.P.H)

Speed

Journey Time(Min)

Delay Time(Min)
Spot Speed(K.P.H)
Capacity(PCU/Hr)

Northbound
Southbound
Average
Northbound
Southbound
Average
Northbound
Southbound
Average

Bus
Car
Northbound
Southbound
Both Direction

5351.53
3399.99
4621.97
15.94
18.4
17.17
27.78
24.28
26.03
8.70
9.29
8.99
27.08
27.25
4895.12
4928.01
9823.14


Volume
Throughout the Mirpur Road the maximum traffic flow occurs at some specific time periods which
are called peak hour. And at some specific time period the volume becomes low which are called off
peak. According to the Survey Data there are peaks at 7:30am -10:30am and 5:00 pm-7:00 pm for
most of the sections. And off peaks are at 11:00am -12:00 am, 1:00 pm-2:00 pm and 3:00p- 4:00 pm
for different sections.
The maximum (peak) hourly volume for Mirpur road in both direction is 5351.53 PCU/Hr. This
volume is important any kind of calculation and decision making regarding this road because this
volume represent the highest level of pressure on this road.
(Peak, Off-Peak and Average Volume of Mirpur Road at Different Sections: Appendix)

Capacity
Road way capacity is measured by using the average carriage way width of a road. For this
calculation the standard capacities for the sections are calculated with 1400 PCU/hour/lane as
recommended in DITS (1994) and the standard width of a single lane is considered12’.The average
Roadway capacity of Mirpur road is 4911.56. Capacity is measured at different section of Mirpur
road which is shown below in a tabular form.
Table 04: Roadway Capacity at different Section of Mirpur Road

Section

Capacity(PCU/hour)
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(S-N)
4214
4938.5
4454.399
5485.764
4929.633
5335.4
4908.17
4895.124

Azimpur to Globe Shopping Center
Globe Shopping Center to Capital market
Capital market to Shobahanbag
Shobahanbag to Care Hospital
Care Hospital to Hanif Counter
Hanif Counter to BRTC market
BRTC Market to Technical
Average

(N-S)
4228
4783.256
4731.483
5367.474
5339.717
5408.66
4637.5
4928.013


3.2.3 Modal Share Distribution of the Traffic Volume of Mirpur Road

Modal Share Distribution
1%

1%

Bus

1%
7%

Car/Microbus/Jeep/Pickup

12%

Minibus

16%

Truck

1%

CNG/Auto Rickshaw
Human Hauler / Tempo
61%

Motorcycle
Rickshaw/Van
Push Cart
Bicycle

Figure 07: Modal Share Distribution of Mirpur Road

During the traffic volume survey in Mirpur road the modal share distribution for both bound of
traffic has been obtained (by counting all the vehicle types separately). Among the volume survey
data of 7 groups, 4 group’s data has been compiled in both directions to get an overall modal share
scenario of the Mirpur road. From the above illustration we can see that Car is in the dominating
position. Second position is for the CNG Auto Rickshaw and Bus is in the third position.
(Modal Share Compiled Data of 4 Groups: Appendix)

3.2.4

Comparative Scenario Regarding Speed Over the Time Period 2003-2011
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Journey Speed Comparision
27.86

30

25

21

20

14.45

15

17.20

15.94

18.4

10
5
0
Journey Speed2003(K.P.H)

Northbound


Southbound

Figure 08: Journey Speed Comparison in Mirpur Road

Both the Journey and Spot Speed has been decreased over the time period 2003-2011. The value of
Car has been taken as the “Test Vehicle Value” for the comparison of Journey Speed. Journey Speed
seems to be in an increasing trend during the year 2006 but it again falls down in 2011. Spot Speed is
compared in terms of two test vehicle value Bus and Car. Though the Spot Speed of the Bus is
increased but the Spot Speed of the Car decreased a slight portion.
(Journey Speed Calculation, Journey and Spot Speed Value: Appendix)

Spot Speed Comparision
50
40
30

38.25
32.5
27.685

25.575

20
10
0
Bus
Speed-2003(K.P.H)

Car
Speed-2011(K.P.H)

Figure 09: Spot Speed Comparison in Mirpur Road

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3.2.5 LOS Comparison for Journey Speed in Mirpur Road
Direction(Northbound)
Year
2003
2006
2011

Speed
14.45
27.86
15.94

Level of Service
F
D
E

Direction(Southbound)
Year
2003
2006
2011

Speed
17.20
21
18.4

Level of Service
E
E
E

The Level of Service of Mirpur road in terms of Speed is deteriorating day by day and at present in a
very bad condition (E).

In this chapter a general concept about the land use pattern and overall traffic condition has been
tried to develop. The land use composition and various factors affecting the road have been sorted
out. In the next chapter the impact of land use change on the traffic condition will be examined.

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Chapter 04: Trip Rate Calculation and Forecasting Future Traffic
Different types of land uses both attract and generates trip depending upon the time of the day when
the trip occurs and trip purpose. In this chapter the survey procedure for different types land uses for
determining the trip rate of the respective land uses is discussed. Traffic volume forecasting
procedure through growth rate is also explained

4.1 Trip Rate Calculation Procedure
The course teacher divided the land uses into these categories: Residential, Commercial,
Educational, Hospital, Office, and Garments. These categories were done by keeping the actual
adjacent land uses of Mirpur road in mind. Basically the adjacent plots of Mirpur road consist of
these major land uses.
The whole Mirpur road (Azimpur to technical) had been subdivided into seven segments for the
convenience of survey by 7 groups of our class. Within these segments 5 Commercial buildings, 4
Residential buildings, 3 Educational institutions, 3 Hospitals, 3 Office buildings and 2 Garments
were selected for conducting survey on, because of limited number of survey groups at our class and
limited time and also considering the percentage distribution of different types of land uses in the
adjacent plot of Mirpur road. There are 29 students at our class sufficient for forming 10 survey
groups. There were only 2 days allotted for conducting survey for trip rate of different land-uses. In
that case 20 buildings or structures can be surveyed.
Specific buildings for different types of land uses along Mirpur road have been selected based upon
some criteria such as, maximum floor space of the buildings and distance between the selected
buildings of same land-use type to ensure precision and authenticity of the collected data. After
completing the trip rate analysis survey the trip rate of one building from each use has been checked.
For example among the selected five commercial buildings, weighted average of trip rate of four
buildings has been calculated and the trip rate of 5 th building calculated through survey has been
used to check the average trip rate i.e. to identify the percentage of error in collected trip rate data.
Same procedure has been adopted for selecting the buildings and measuring the percentage of error
in collected trip rate data for other land-use types.
(Trip Rate Data Compilation Table: Appendix)

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4.2 Trip Rate for Different Types of Land Use
The following table shows the average and highest hourly trip rate for different types of land use.
Table 06: Average and Highest Hourly Trip Rate for Different Types of Land Use

Average Hourly Trip Rate

Highest Hourly Trip Rate

(Per 1000 sq.ft.)

(Per 1000 sq.ft.)

Residential

0.72

1.11

Commercial

7.63.

10.69

Educational

4.34/1000 Student

6.10/1000 Student

Hospital

6.33

13.31

Office

4.75.

8.66

Garments

11.13

37.77

Land use


From the above table it is found that trip rate (average and highest) is maximum for Garments and
minimum for Residential land use in terms of per 1000 sq.ft. hourly trip rate. This is because in the
Garments a large no. workers working in a small area or we can say the density of person per 1000
sq.ft is very high in comparison with any kind of land use. Commercial land use trip rate conquers
the second highest trip rate. Educational trip rate is also significant in terms of per 1000 students.

4.3 Finding the “Land Use Change Traffic” (In Mirpur Road) from the Present
Traffic Volume and Trip Rate.
The trip rate for different categories of land use has been found out. The land use change from the
comparison of present land use data and past land use data has been calculated. In this section the
contribution of the changed land use area in the peak hourly traffic volume of the Mirpur road has
been tried to find out. The present traffic volume of Mirpur road in peak hour is 5351.53 PCU/Hr
(Field Survey, 2011). In this section the aim is to find out the “Land Use Change Traffic” and the
“Natural Growth Traffic” in this 5351.53 PCU/Hr.

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Table 07: Finding the Land Use Change Traffic
Land Use

Area(sft)

Area(sft)

Changed

Trip Rate-In Peak

Total

Increased/Decreased

2011

2007

Area(sft)

(Per sq.ft/Per Hr.

Person Trip

PCU/Hr

(2007-11)

)

(Per Hr.)

0.0061

5209.79

1445.45

0.0378

2950.11

-251.94

Commercial 3613318.60 2758202.30 855116.30
Garments

82639.26

4529.00

Hospital

1688313.60 1456900.99 231412.62

0.0133

3079.91

869.68

Office

678309.82

0.0087

2059.05

50.14

Residential

1989843.83 2892512.46 -902668.63

0.0011

-999.10

514.72

440542.11

78110.26

237767.71

(Percentage of Modal Share from Different Land Uses, Occupancy Rate of Vehicle: Appendix)
(Calculation Table: Appendix)

Firstly, the changed land use area throughout the Mirpur road has been calculated. During this
process the land use type such as “Educational” and “Others” has been ignored because there is no
trip rate available in this study for the “Others” type of land uses and the survey of the “Educational”
institution is conducted per 1000 student basis; but it has been quite tough to collect the total number
of student data of all the educational institution along the Mirpur road for the calculation process. So
these two types of land uses have been excluded from the calculation process.
Secondly, the respective changed land use area has been multiplied by the respective peak hourly
trip rate (per sq.ft per hour) to find out the total Person Trip generated by that type of land use in a
peak hour.
Thirdly, from the Person Trip the no. of Vehicular Trip has been calculated by multiplying with
the respective uses modal share percentages.
Fourthly, the Vehicular Trip is then converted into No. of Vehicles by dividing them with the
respective vehicular occupancy rate.
Finally, the No. of Vehicles is then converted into PCU (Passenger Car Unit) value by multiplying
with the respective PCE (Passenger Car Equivalent) values.
From the calculation it is found that total 2955.71 PCU/Hr is currently contributed by the changed land used
area in the peak hourly traffic flow. So the Land Use Change Traffic is 2955.71 PCU/Hr. From the table it can
be seen that there is negative PCU (-251.94) for residential land use for the decreasement area in respect of the
past land use. So the net increasement in peak hourly PCU for the changed land use area in Mirpur road is
2703.77 PCU/Hr.

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4.4 Derivation of the Growth Rate of Traffic Volume
(In Section-7: BRTC Market-Technical)
Traffic volume will be forecasted for the year 2013 considering the fact that all the under
construction development will be completed within 2013. The forecasted traffic volume is needed to
judge the LOS of the road in terms of vehicle capacity ratio for the development traffic which will be
generated from the present under construction area of Section-7.
For forecasting of traffic it is needed to determine the growth rate of traffic. The volume data of
2006, 2009 and 2011 has been collected for the selected study area (BRTC Market-Technical). Only
the volume data of 2006 and 2011 are taken into account for determining the growth rate of traffic
.To calculate the growth rate traffic volume of year 2006 and 2011 has been converted into PCU/Hr.
For calculating the growth rate of traffic volume total PCU of a particular hour of both directions has
been summed up for each year data.

Traffic Volume(PCU/Hr)

6000
5000
4000

3000
2000
1000

0

2006

2009

2011

Peak Hourly
Volume(PCU/Hr)

5021

4826.5

5226.7

Off-Peak Hourly
Volume(PCU/Hr)

4103

4075.1

3338.3

Average Hourly
Volume(PCU/Hr)

4632.8

4460

3997.4

Figure 10: Comparison of Peak, Off-Peak and Average Hourly Volume in the Study Area

Highest hourly PCUs from two year dataset (2006, 2011) has been taken for determining or
calculating the growth rate of annual traffic in our study area(Section-7) because the peak hourly
traffic has been reduced in 2009 in comparison with 2006.

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(PCU/Hr)

5300
5200
5100
5226.7
5000

5021
4900
Year 2006

Year 2011

Figure 11: Comparison of Highest Hourly PCUs in Section-7(BRTC Market-Technical)

Highest hourly PCU for 2006 is 5021 (during 9:00 AM to 10 AM) and for 2011, highest hourly PCU
is 5226.7 (during 1 PM to 2 PM). Using these highest PCU values of two years, growth rate have
been calculated.
Table 08: Derivation of the Annual Growth Rate
Peak Hourly
Volume in 2006

Peak Hourly Volume
in 2011

Increase in 5
Years

Annual Growth

Growth Rate (%)

5021

5226.7

205.7

41.14

0.82

4.5 Forecasting Traffic for the Year 2013 (In Section-7: BRTC Market-Technical)
There are 2 categories of forecasted traffic volume. One is Natural Growth Traffic and the other is
Development Traffic. Natural Growth Traffic is derived from annual growth rate and Development
Traffic is found from the traffic produced from new constructed land use

4.5.1 Forecasting of Natural Growth Traffic
Natural growth traffic is derived from annual growth rate. For forecasting traffic volume for the year
2013, the traffic volume data of 2011 is used. Only peak hour volume data have taken into account
for forecasting future traffic volume. This highest data have been found during 1:00PM to 2:00 PM.
As the yearly growth rate is 0.82% it has been multiplied by two for conversion of traffic volume
from year 2011 to 2013. This is then multiplied by the volume (PCU) of different vehicles. Then, the
increased number of traffic volume is added with the previous volume to get the total resultant traffic
volume in the year 2013.
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Table 09: Forecasting of Traffic Volume in 2013

Car
Microbus
Office Vehicle
Taxi
CNG
Bus
School Bus
Human Hauler

Annual
Growth Rate
for 2 years

Forecasted
Increased Volume
(from growth rate)
for 2013

Forecasted Volume
for 2013

1

Mode

Present
Volume-2011
(PCU/Hr)

2

3=(2*1)

4=(1+3)

1104.14
93.55
11.91
59.13
386.66
2121.72
0.73

18.093
1.53
0.19
0.96
6.33
34.76
0.01

(0.82*2)/100
=
0.016

1122.23
95.083
12.10
60.10
393
2156.49
0.74

Motorcycle
Rickshaw
Bicycle

45.27
166.91
1153.10
83.54

0.74
2.73
18.89
1.36

46.01
169.64
1172
84.91

Total

5226.7

85.65

5312.35

From the above table we have found that the traffic increased 85.65 PCUs in 2 years and total
forecasted traffic for 2013 is 5312.35 PCU/Hr.

4.5.2 Forecasting of Development Traffic
In Section-7(BRTC Market-Technical) there is an under construction area. It will be developed as a
Commercial Complex of 20 stories which will be completed at 2013, by the “Destiny Developers”.
The total floor space of this Commercial Complex will be 195866.43 sq.ft.
To get the person trip in per hour and per 1000 square feet from this development, the peak hourly
commercial trip rate found from the field survey has been multiplied by 195866.432. Then the total
person trip per hour that will be generated from this land use is derived.
Table 10: Peak Hourly Trip Rate Generation

Area (sq.ft.)

195866.432

Trip Rate-In Peak
(Per 1000 sq.ft/Per Hr. )

6.09

Trip Rate-In Peak
(Per 1 sq.ft/Per Hr. )

0.00609

Total Person Trip(Per Hr.)

1193.314712

The total trips are then divided into present commercial modal share. Thus the vehicular trip is
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derived. After that the vehicular trips are divided by the occupancy rate of vehicles for deriving the
no. of vehicles. Then the vehicular trip is converted into PCU. After adding all PCU values, total
PCUs per hour will be produced from this new development is found. The calculation for Car is
given as an example.
Table 11: Total PCU Generated from the Under Construction Commercial Complex in 2013

Mode

Car

Total Person Trip =1193.32
Vehicular Trip
No. of Vehicles
PCU/Hr
(Person Trip Multipiled
(Vehicular Trip
(No. of Vehicles
by Modal Share
Divided by
Multiplied by PCU
Percentage of
Occupancy Rate of
Value of that Vehicle)
Commercial Land Use )
the Vehicles)
(1193.32*26.25)/100
(313.31/2) = 156.34
(156.65*1) = 156.34
= 313.31

Microbus

7.74

0.25

0.25

Office Vehicle

2.22

0.074

0.074

Taxi

92.41

11.20

11.20

CNG

94.21

47.11

23.55

Bus

292.64

9.75

24.38

Motorcycle

21.88

21.88

6.56

Rickshaw

268.11

134.05

107.24

Bicycle

4.17

4.17

0.83

Human Hauler

1.72

0.57

0.28

School bus

0.38

0.012

0.025

Total

331.08

In this chapter trip rate calculation procedure for different types of land uses is described and using
that trip rate land use change traffic of present (2011) and the development traffic in future (2013)
has been calculated. In the next chapter using this calculated land use change traffic volume several
analysis about the impact on traffic will be carried out.

Chapter 05: Impact on Traffic for Land Use Change
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In this chapter the impact of land use change on traffic condition are aimed to be assessed. In
previous chapter the amount of land use change over the period 2007-2011 has been determined. The
change of traffic can be broadly divided into two categories. Natural Growth of Traffic and
Development Traffic for land use change. This study intends to analyze the impact of Development
Traffic on Mirpur Road in terms of Level of Service (LOS).
5.1 Impact on LOS of Mirpur Road for Land Use Change
During geometric feature survey the carriageway width after certain distances has been measured at
both directions. Then the average carriageway width has been identified thus the total capacity of
the road has been determined in PCU unit.
Capacity of the Mirpur Road (Azimpur – Technical)
Direction

Average

No. of lanes

Standard

Total Capacity

Carriageway

(Assuming 12’ as Per

Capacity/Lane

(PCU/Hr)

Width(feet)

Lane Width)

(PCU/Hr)

82.41

Bothway
1

2

14002

6.867

6.867*1400 = 9613.33

Source: Field Survey 2011
Design Capacity of Urban Arterial Road is 1400 PCU/lane/hour According to DITS (1994)

Comparison of LOS for Land Use Change (for Peak Hourly Traffic Flow)
Traffic

Estimated

Volume

Capacity

(PCU/hr)

(PCU/hr)

Year 2006

4995.353

Year 2011

-2703.775)

Change Traffic)

= 2647.76

(Traffic volume/Capacity)

Level of
Service (LOS)

(5351.534

(without Landuse

V/C ratio

0.52

A

0.28

A

0.54

A

9613.33

Year 2011
( with Landuse

5351.534

Change Traffic)
(3Traffic Volume of Mirpur Road in 2006 ;4Traffic Volume of Mirpur Road in 2011: Appendix)
(5Land Use Change Traffic of Mirpur Road(Net Volume);Calculated in Chapter-04)
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The comparison of Level of Service has been made between two years, 2006 and 2011. The reason is
the previous land use data was for the year 2007 and the present data is for 2011. The volume data
for the year 2007 was not available. It is to be assumed that the volume data for 2006 would be
applicable for 2007.
To assess the impact of land use change two stages of Level of Services have been used for the
analysis. One includes the land use change traffic and the other excludes the land use change traffic.
From the table, it can be seen that the Level of Service has remain constant over the period of 2006
to 2011. However, the volume-capacity ratio faces huge change. This is because total land use
change throughout the Mirpur Road produces a large amount of traffic. If this amount is excluded
from the present traffic volume to identify the land use change impact it will not present the real
situation. This will not express the actual change in the condition of the road.
The level of service of Mirpur Road is determined as “A” in two study period (2006, 2011). This
does not represent the real scenario. Reason behind this is using “Carriageway Width” instead of
“Effective Carriageway Width” (excluding encroachment) in capacity calculation. However the
impact of land use change has increased the volume-capacity ratio although the Level of Service is
unchanged.

5.2 Impact on LOS for Land Use Change in the Selected Study Area
The road capacity of the selected study area has been determined following the previously stated
procedure.

Capacity of the Selected Study Area (BRTC Market – Technical)
Direction

Average

No. of lanes

Standard

Total Capacity

Carriageway


Capacity/Lane

(PCU/Hr)

Width(feet)

Lane Width)

(PCU/Hr)

1

Bothway
1

81.82

6.818

1400

6.818*1400 = 9545.67


Comparison of LOS for Land Use Change (for Peak Hourly Traffic Flow)

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Traffic

Estimated

Volume

Capacity

(PCU/hr)

(PCU/hr)

Year 2006

50211

Year 2011

V/C ratio

Level of
Service
(LOS)

(5226.72-

(without Landuse

= 4632

A

0.485

594.73)

Change Traffic)

0.53

A

0.55

A

9545.67

Year 2011
( with Landuse

5226.72

Change Traffic)
(1Traffic Volume of 2006 and 2Traffic Volume of 2011 for BRTC-Technical Section: Appendix)
(3 Land Use Change Traffic in Section-7(BRTC Market-Technical Intersection); Calculation: Appendix)

Level of service comparison has been made according to previously stated procedure to identify the
impact of land use change in the selected study area BRTC Market to Technical Intersection.
The level of service condition of the study area remain constant but the vehicle-capacity ratio faces a
slight change for the extra traffic generated because of land use change besides natural growth of
traffic.

5.3 Impact on LOS in Future (2013) for New Construction in the Selected Study Area (BRTC
Market-Technical)
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Impact on LOS in Future (2013) for New Construction
Traffic
Volume

Capacity

(PCU/hr)
Year 2011

Estimated

(PCU/hr)

V/C ratio

Level of
Service (LOS)

5226.7

0.55

A

5312.31

0.56

A

0.59

A

Year 2013
(without
Development

9545.67

Traffic)
Year 2013
( with Development

(5312.31+331.12)
=5643.4

Traffic)

In the selected study area section a large amount of land (195866 sq.ft.) exist as “Under
Construction” situation under the authority of Destiny Developers for the development of a multistoried commercial complex. The completion period is assumed to be 2013. To assess the impact for
the newly generated traffic from this commercial establishment in 2013, the traffic volume is
forecasted with the help of growth rate which is described in the earlier chapter. Afterwards the
development traffic is being calculated from the trip rate of commercial establishment and total floor
area of that commercial complex in chapter 4. Two level of service has been determined; one
including the development traffic and other without it. From the above table it can be seen that the
development traffic from the new establishment deteriorates the condition of the road by increasing
the vehicle capacity ratio though the level of service of the road remain unchanged.

5.4 Comparison of Vehicle Capacity Ratio for the Selected Study Area (BRTC MarketTechnical) for Average and Off-Pick Hourly Flow
31 | P a g e

PLAN 446

Average and Off-Pick Hourly Traffic Flow in separate directions (Northbound and Southbound) in
the selected study area and Capacity of that respective direction is determined to develop a
comparative scenario of vehicle-capacity ratio over the period 2006-11.
Table12- Average and Off Peak Hourly Flow(Northbound): BRTC-Technical Intersection
Year
Off-Peak Hourly Volume(PCU/Hr)
Average Hourly Volume(PCU/Hr)
2006
1937.8
2302.28
2009
2138.6
2360.16
2011
1967.8
2248.00
Source: 2006 - Course Report of Plan 342: Library; DURP; 2009-DTCB; 2011(Field Survey)

Capacity of the Study Area (Northbound)
Direction

Average

No. of lanes

Standard

Total Capacity

Carriageway


Capacity/Lane

(PCU/Hr)

Width(feet)

Lane Width)

(PCU/Hr)

42.071

Northbound

42.07/12= 3.506

1400

3.506*1400= 4908.17

(BRTC Market –
Technical Intersection)
1


Type of Traffic Flow

Change in Vehicle - Capacity Ratio (Northbound)
0.46
0.48
0.47

V/C-Average Hourly Volume

2011
2009
2006

0.40
0.44
0.39

V/C-Off Peak Hourly Volume

0.00

0.20

0.40

0.60

0.80

1.00

Vehicle/Capacity
Figure 12: Change in V/C Ratio at Northbound Direction (BRTC market to Technical Intersection)

From the above illustration it can be seen that v/c is lowest in 2011 and highest in 2009 for both type
of traffic flow. A higher value of v/c indicates a lower traffic condition according to the standard of
Level of Service.
Table 13- Average and Off Peak Hourly Flow(Southbound): BRTC-Technical Intersection
32 | P a g e

PLAN 446
Year
Off-Peak Hourly Volume(PCU/Hr)
Average Hourly Volume(PCU/Hr)
2006
2161.8
2330.52
2009
1936.5
2099.88
2011
1371
1749.38
Source: 2006 - Course Report of Plan 342: Library; DURP; 2009-DTCB; 2011(Field Survey)

Capacity of the Study Area (Southbound)
Direction

Average

No. of lanes

Standard

Total Capacity

Carriageway


Capacity/Lane

(PCU/Hr)

Width(feet)

Lane Width)

(PCU/Hr)

39.751

Southbound

39.75/12= 3.313

1400

3.313*1400= 4637.50

(BRTC Market –
Technical Intersection)
1


Type of Traffic Flow

Change in Vehicle - Capacity Ratio (Southbound)
0.38
V/C- Average Hourly Volume

0.45
2011

0.50

2009
2006

0.30
V/C-Off Peak Hourly Volume

0.42
0.47

0.00

0.20

0.40

0.60

0.80

1.00

Vehicle/Capacity
Figure 13: Change in V/C Ratio at Southbound Direction (BRTC market to Technical Intersection)

Vehicle –Capacity ratio is decreasing in southbound direction of the selected study area over the
period which indicates better traffic condition. This is because in one direction the volume of traffic
is low with respect to the capacity of the road. So v/c ratio eventually can give better result.

5.5 Major Findings


The average carriage way width of the road is 82.4 feet in both directions combined which is
quite satisfactory but the peak hourly traffic volume 5351.53 PCU is quite high. (Source:
Chapter-03)



Journey Speed and Spot Speed is deteriorating over the period. (Source: Chapter-03)
33 | P a g e

PLAN 446



Commercial and Educational land use change is in the dominating position and Residential
land use change is in a negative trend. So more and more adjacent plots are being
commercialized. (Source: Chapter-03)



Though the trip rate producing rate is higher for Garments(0.03 per sq.ft./per hour) but the
contribution in the peak hourly traffic volume from the land use is dominated by the
Commercial land uses(1445.45 PCU/Hr).(Source: Chapter-04)



The vehicle capacity ratio (v/c) is increasing over the time which indicates deterioration of
the road condition according to the standards of the level of services.
(Source: Chapter-05)

5.6 Recommendations


Commercial land uses act as the major point of traffic generation and attraction for this road,
there should be strong restrictions, regulations and guidelines for establishing any kind of new
commercial land use along this road.



Garments and Educational land use generate and attract a huge amount of traffic at a specific
time which creates a huge pressure on the road in a certain time period. The establishment of any
new Garments and Educational institution should be strictly prohibited on this road to reduce the
peak hourly traffic flow.

5.7 Conclusion
To improve and maintain the transportation system in Dhaka city is very necessary now. People have
to do loss huge time on road because of traffic congestion. It is high time to find out the actual
reasons behind this poor condition of transportation system. There is no doubt that improper
distribution of land use is a major issue of Dhaka’s transportation problem. By finding the actual
34 | P a g e

PLAN 446

impact of land use change on the transportation, proper planning steps are likely to be taken. Drastic
changes are being made in the land use of Dhaka city now-a-days. These changes need to be
scrutinized first by proper authority to check whether these have any adverse effect on transportation
system or not. By proper maintenance and effective measures, a harmonized relationship between
Land Use and Transportation System can be made.

35 | P a g e

References
1. Litman T. A. & Steele R. (2010), Land Use Impacts on Transport: How Land Use Factors Affect Travel
Behavior; Victoria Transport Policy Institute, Canada.
URL: www.vtpi.org/landtravel.pdf (Accessed on 27th February,2011)

2. Litman T. A. (2005), Evaluating Transportation Land Use Impacts; Victoria Transport Policy Institute,
Canada.
URL: http://www.cipra.org/alpknowhow/publications/Landuse/landuse (Accessed on 27th February, 2011)

3. Litman T. A. (1995), Land use impact costs of transportation: Describes a framework for incorporating
land use impacts into transportation planning and policy decisions; Victoria Transport Policy Institute,
Canada.
URl:www.seit.ee/agenda21/english/transport/landuse_costs_extern.pdf (Accessed on 27th February, 2011)

4. Sharmin N. Rupom N. J. and Sadat K.(2011) Developing a Generic Methodology for Traffic Impact
Assessment of a Mixed land Use in Dhaka City, (2011), Chapter (1-8), BURP Thesis of Group-02,
DURP, BUET, Dhaka.
5. Performance Impact of Transportation Policy Shift on Mirpur Road – A Comparative Analysis; (2006),
Report of Group-(01,04), Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
6. Impacts of Policy Measures on Urban Transportation System: A Case Study of Mirpur Road; (2003),
Report of Group-“Motion”, Transportation Planning Studio (PLAN 342), DURP Library, BUET, Dhaka.
7. Mitra, R. (2004), Land Use- Transportation Cycle Reexamined: A Case Study of Land Use Changes in
Dhanmondi R/A and its Impacts on Mirpur Road, World Habitat Day 2004 Souvenir, Centre for Urban
Studies (CUS) and Bangladesh Institute of Planners (BIP), Dhaka, Bangladesh.
8. Rahman M. M. (2006), “Study of parking Facility for the New Market Shopping Zone in Dhaka City ”
Unpublished MURP Thesis, Department of Urban and Regional Planning, Bangladesh University of
Engineering and Technology, Dhaka.
9. Kadiyali L.R. (2003), “Traffic Engineering and Transport Planning” Sixth Edition, Khanna Publishers,
New Delhi.(page: 823-828)
10. Traffic Impact Analysis;
URL: http://www.lic.wisc.edu/shapingdane/facilitation/all_resources/impacts/analysis_traffic.htm
(Accessed on March 2nd, 2011)

Appendix
Classification of Level of Service
Level of Service (LOS)

Description

A

This is a condition of free flow accompanied by low volume and high speed.
Traffic density will be low with uninterrupted flow speed controlled by driver’s
desires, speed limit and physical roadway condition. There is little or no restriction
in maneuverability due to the presence of other vehicles and drivers can maintain
their desired speed with little or no delay.

B

This occurs in the zone of stable flow with operating speeds beginning to be
restricted by traffic conditions. Drivers will have reasonable freedom to select
their speed and lane of operations. Reduction in speed is reasonable with a low
probability of traffic flow being restricted.

C

This is the zone of stable flow but speeds and maneuverability are more closely
controlled by higher volumes. Moist of the drivers are restricted in their freedom
to select their own speed, lane changing or overtaking maneuvers. A relatively
satisfactory operating speed is still obtained if service volumes are suitable for
urban design.

D

This level of service approaches unstable flow with tolerable operating speeds
being maintained, though considerably affected by changing in operating
condition. Drivers have little freedom to maneuver, and comfort and convenience
are low. These conditions can be tolerated for short periods of time.

E

This stage cannot be described by speed alone, but represents operations at lower
operating speeds with volumes at or near the capacity of the road. Flow is unstable
and there may be stoppage of momentary duration.

F

In this stage, forced flow condition prevails with low speeds, where volumes are
below capacity. Speeds are reduced substantially and stoppages may occur for
short or long periods of time due to downstream congestion. In the extreme, both
speed and volume can drop to zero.

Appendix
Geometric Feature Survey Data Sheet (Northward)
No.

Section Name

Footpath
Width

Type

Left

Shoulder Width
Curb

Right

Left

Right

Carriageway
Width
Left

Right

Median
Width

No. of Lanes
Left

Lane Width (From Left)

Right

Left

Right

2
3
4
5

Survey Data Sheet for Trip Rate Analysis
Land Use:
No. of Person Trips
In

Address:
Time

Left

Right

M

UM
M

UM
M

UM
M

UM
M

UM

Yes

No
Yes

No
Yes

No
Yes

No
Yes

No

1

Lane Marking

NMT
RightLane
of-way
Width

M

UM
M

UM
M

UM
M

UM
M

UM

Signal

Yes

No
Yes

No
Yes

No
Yes

No
Yes

No

Over Bridge

Yes

No
Yes

No
Yes

No
Yes

No
Yes

No

Out

Survey Data Sheet for Modal Share
Address:

Land Use:
Mode

Time

Car

Microbus

Office
Vehicle

Taxi

CNG

Bus

School Bus

Human
Hauler

Motorcycle

Rickshaw

Bicycle

Walking

Appendix

Location:

Traffic Volume Survey
Date:
Mode

Direction:

Time
& Name
of the
Surveyor

Car/Microbus
/Jeep/Pickup

Bus

Minibus

Truck

Weather:

CNG Auto
Rickshaw

Human Hauler
/Tempo

Motorcycle

Rickshaw
/ Van

Push
Cart

Speed Survey (Moving Observer Method) Format

Overtaken
Vehicles

Overtaking
Vehicles

NMT

Route: Azimpur to Technical (Northbound)
Recorder:
Observer:
Same Direction
Traffic

Motorcycl
e

Human
Hauler

Science Lab
Science Lab - City College

CNG

4
5

Truck

New Market - Science Lab

Bus

3

Opposing Traffic

Car

Azimpur - New Market
New Market

Stopped Time
(min)

1
2

Journey Time
(min)

Section

Type of
Control

Sl.No.

Day:
Data:
Start Time:

Bicycle

Appendix

PCE Values by Vehicle type for Dhaka City
Mode

PCE

Bus

2.5

Mini bus

2

Micro bus

1

CNG/Auto

0.5

rickshaw
Passenger car

1

Motor Cycle

0.3

Human Hauler

0.5

Bicycle

0.2

Rickshaw

0.8

Pushcart

4

Truck

2
Source: DITS, 1994

Occupancy Rate
Microbus/Bus = 30
CNG/Car = 2
Rickshaw = 2
Human Hawler = 3
Motorcycle/Bicyle = 1

Appendix
Land Use Pattern (Mirpur Road)
Present-2011

Past-2007

Land Use

Total Area(sft)

Percentage

Total (sft)

Percentage

Commercial

3613318.602

0.273

2758202.302

0.237


3486389.678

0.264

2865060.006

0.246

Garments

82639.263

0.006

4529.000

0.000

Hospital

1688313.602

0.128

1456900.986

0.125

Mixed

372908.360

0.028

307314.890

0.026

Office

678309.820

0.051

440542.108

0.038

Others

1264823.484

0.096

900928.556

0.077

Residential

1989843.834

0.150

2892512.459

0.249

Under construction

49822.316

0.004

Total

13226368.957

100.00%

11625990.308

100.00%

Source: Present - Field Survey, 2011; Past- GIS Database 2007,Sheltech (Pvt.) Limited

Land Use Change( Mirpur Road)

Present-2011

Past-2007

Change

Land Use

Total Area(sft)

Total Area(sft)

Area(sft)

Percentage

Commercial

3613318.602

2758202.302

855116.300

31.003


3486389.678

2865060.006

621329.672

21.686

Garments

82639.263

4529.000

78110.263

1724.669

Hospital

1688313.602

1456900.986

231412.615

15.884

Mixed

372908.360

307314.890

65593.470

21.344

Office

678309.820

440542.108

237767.712

53.972

Others

1264823.484

900928.556

363894.927

40.391

Residential

1989843.834

2892512.459

-902668.626

-31.207

Under construction

49822.316

49822.316

100.000

Total

13226368.957

1600378.649

13.766

11625990.308


Appendix
Land Use Pattern and Change of the Selected Study Area (BRTC Market-Technical)
Land Use

Area-2011
(sq.ft.)
1446444.468

Change
Type
Increase

Change
(sq.ft.)
72942.051

Percentage Change

Commercial Activity

Area-2007
(sq.ft.)
1373502.417

Residential

1010946.374

1338811.881

Increase

327865.508

32.432


1100334.027

1115401.892

Increase

15067.865

1.369

Hospital

561576.997

658717.378

Increase

97140.381

17.298

Office

35185.918

35185.918

Equal

0.000

0.000

Garments

183914.332

203037.735

Increase

19123.403

10.398

Others

597976.837

575419.846

Decrease

-22556.991

-3.772

5.311


Volume Survey Data
Location: Shyamoly
N-S
Time
Rate (PCUs/hour)

Group 6
Peak
7:30-10:30
2584

Off-Peak
3:00-4:00
1607

Average
7:30 am-7:00 pm
2159

S-N
Time
Rate (PCUs/hour)

Group 1
Peak
Off-Peak
Average
5.00-7.00 pm 11.00-12.00 pm 8.00 am - 6.00 pm
2211.50
1115.05
1749.38

S-N
Time
Rate (PCUs/hour)

Peak
8.00-11.00
2652.28

Off-Peak
3.00-4.00
1340.00

Location: Ganobhobon
N-S
Time
Rate (PCUs/hour)

Average
8.00 am - 6 pm
2366.14
Group 2

Peak
Off-Peak
7:30-10:30am 1:00 - 2:00 pm
7681.8
1529.8

Average
5:00-7:00pm
4273.6

Peak
Off-Peak
7:30-10:30am 3:00 - 4:00 pm
5240.7
896.4

Average
11:00-12:00am
2322.9

S-N
Time
Rate (PCUs/hour)
Location: Family World
S-N
Time
Rate (PCUs/hour)

Time
Rate (PCUs/hour)

Group 7
Peak
8:30 - 9:30 am
2122.4

Off-Peak
7:30 - 8:30 am
1333.7

Peak
3.00- 4.00 pm
2374

Off-Peak
7:30 - 8:30 am
1532.3

Average
1353.775

S-N
Peak
Off-Peak
Average
1:00-2:00 pm 11:00-12:00 pm 7:30 am- 7:00 pm
2978
2019
2248

Location: Shishumela
N-S
Time
Rate (PCUs/hour)

Location: Science Lab
N-S

Time
Rate (PCUs/hour)
Location: New Market
N-S

Average
1662.8125
Group 5

Peak
Time
5:00 - 7 pm
Rate (PCUs/hour)
997.85
Location: Eden College
S-N
Peak
Time
1.00- 2.00 pm
Rate (PCUs/hour)
816.6

Off-Peak
11:00 - 12:00 pm
664.2

Average

Off-Peak
5:00 - 7:00 pm
556.35

Average

Location: Dhanmondi 27 Intersection to Manik Mia Avenue
S-N
Peak
Off-Peak
Time
3:00 - 4:00 pm
7.30-8.00 am
Rate (PCUs/hour)
2978
1798.32
Location: Metro Shopping Mall
N-S
Peak
Off-Peak
Time
5:00 - 7 pm
3:00 - 4:00 pm
Rate (PCUs/hour)
2128.15
1524.9

931.05

683.9625

Average
5.00 - 6.00 pm
2500.6
Group 4
Average
7:30 am - 7:00 pm
1845.19

Group 3
S-N
Peak
Off-Peak
Average
5:00 - 6:45 pm 3:00 - 4:00 pm 7:45 am - 6:45 pm
2256.34
1641.4
2057.36

Time
Rate (PCUs/hour)

Peak
5.00- 7.00 pm
3641.35

Off-Peak
3:00 - 4:00 pm
2956.7

Average
7:30 am - 7:00 pm
3352.85


A-1

Appendix
Modal Share Distribution (Compiled Data for 4 Groups: Volume Survey 2011 in Mirpur Road)

Vehicle Type

Group 3

Group 4

Group 6

GROUP 1

Total

Bus
604
234
250
197
468
1092
259
293
284
777
590
190
229
160
489
673
195
1293


Minibus

Truck

3264
1200
1027
877
2152
6724
2218
2128
1983
4709
3300
1157
1334
1060
2754

166
47
116
41
126
7
3
1
3
4
5
3
5
1
8

5
13
0
1
8
15
5
0
2
6
9
0
0
0
2

3286
1179
4636

46
8
110

16
1
49

527
156
247
249
311
784
191
182
82
296

2211
807
1156
654
1024
3655
1064
698
770
1325

27
8
10
9
22
31
19
1
60
18

2
0
3
23
10
10
1
6
17
6

11302.28

58351.82

904.24

210

Bus
Percentage(%) 11.787782

60.858385

Minibus

Human
Toatl No. of
Hauler / Motorcycle Rickshaw/Van Push Cart Bicycle
Vehicles
Tempo
5581.1
706
0
277
33
0
13
2149.7
356
0
193
11
0
0
2109.4
362
0
140
3
0
0
1641.4
283
0
152
1
0
0
3948.6
545
0
271
6
0
0
10240.7
994
0
563
65
3
64
3194.2
443
0
206
23
2
15
3148.7
406
0
156
32
1
34
2956.7
343
0
156
32
1
29
7282.5
780
0
548
49
2
47
5200.2
524
0
302
19
1
127
1737.2
158
0
50
3
0
14
2042.9
184
0
78
1
1
31
1524.9
91
0
48
2
0
7
4256.3
396
0
152
8
1
29
977
281
222
94
7
61
5663
476
71
119
11
3
20
2083
2369
477
648
200
17
131
9930
692
150
102
80
1
25 3817.005
372
60
100
12
4
18
1536.31
610
122
187
29
0
22
2386
380
83
122
27
1
12
1560
464
88
152
28
0
10
2109
1138
42
1051
23
0
50
6784
425
24
46
2
0
7
1779
394
31
100
13
0
1
1426
362
18
65
1
0
4
1379
451
0
137
14
0
4
2251
15681.1
1447
6343
821.875
45
775 95881.315
Human
CNG/Auto
Hauler / Motorcycle Rickshaw/Van Push Cart Bicycle
Total
Rickshaw
Tempo
16.354699 1.509157 6.615470
0.857180 0.046933 0.808291
100
CNG/Auto
Rickshaw

Truck

0.943083 0.219021

Journey Speed Comparision in Overall Mirpur Road
Test Vehicle: Car
Direction
Journey Speed-2003(K.P.H)
Northbound
14.45
27.86
15.94
Southbound
17.20
21
18.4
Source: 2003 & 2006(Course Report of Plan 342: Library;DURP) ; 2011(Field Survey)
Spot Speed Comparision in Overall Mirpur Road
Test Vehicle: Bus and Car
Vehicle
Speed-2003(K.P.H)
Speed-2011(K.P.H)
Bus
32.5
27.685
Car
38.25
25.575
Source: 2003 & 2006(Course Report of Plan 342: Library;DURP) ; 2011(Field Survey)

A-2

Appendix
Journey Speed: Moving Observer Method(Compiled Data of 7 Run) in Mirpur Road 2011

0
57
52
25
2

Overtak
en
Vehicles

103
72
103
64
126
133

NMT

0
48
50
21
0
9

Overtaki
ng
Vehicles

0

Motorcy
cle

227
207
43
212
470
292
1037

Human
Hauler

6
7
1
9
0

273
187
36
93
144
92
114

187
102
210
182
105
64
108

60.91 7523.00 1849.00 23.00 2488.00 128.00 601.00 136.00 939.00 958.00
8.701 1074.714 264.1429 3.285714 355.4286 18.28571 85.85714 19.42857 134.1429 136.8571
PCU
1969.8

239
372
253
375
312
154
369

2
1
6
3
0
6
0

173
176
85
298
417
189
998

Motorcy
cle

1206
1370
674
898
1184
661
1166

Human
Hauler

CNG

19.95
11.82
5
5.85
7.83
0.78
13.78

Truck

Stopped
Time (min)

20.40
30.97
30
24.5
28.50
17.99
17.62

Bus

Journey
Time (min)

8:15 AM
9:41 AM
10:57 AM
12.20 PM
2:08 PM
4:05 PM
5.30 PM

Car

Start Time

1
2
3
4
5
6
7

Opposing Traffic

0
11
30
22
0
57

34
36
91
76
108
100

0
9
55
17
0

169.98 65.01 7159 2074
18 2336
120
445
81
24.28286 9.287143 1022.714 296.2857 2.571429 333.7143 17.14286 63.57143 11.57143
PCU
1972.329

Overtak
en
Vehicles

Route: Technical to Azimpur (Southbound)
Same Direction Traffic

Data: 31.3.2010

Run No.

Day: Thursday

Overtaki
ng
Vehicles

194.47
27.78114

448
228
215
192
325
164
277

NMT

Total
Av.

1994
964
576
766
1265
654
1304

CNG

21.46
5.69
3.5
2.1
12.96
4.40
10.8

Truck

Stopped
Time (min)

31.70
34.50
27
24.45
36.44
21.30
19.08

Bus

Journey
Time (min)

7:30: AM
8:35 AM
10:30 AM
11.30 AM
1:30 PM
3:30 PM
5.00 PM

Opposing Traffic
Car

Start Time

1
2
3
4
5
6
7

Total
Av.

Route: Azimpur to Technical (Northbound)
Same Direction Traffic

Data: 31.3.2010

Run No.

Day: Thursday

195
103
207
164
101
92
230

141
86
275
186
94
150
121

1092 1053
156 150.4286
A-3

Appendix

Journey Speed Calculation : Moving Observer Method
Formula
Qn=
Where
Qn = Flow in the north bound direction

xs = Opposing traffic count of vehicles met when the test car was travelling south
yn= Number of vehicles overtaking the test car minus the number overtaken by
the test car, when the test car is travelling north.
Also
tn(m) = tn Where

tn(m) = Mean journey time in the north bound direction
tn = journey time when the test car travelled in the north bound direction
Derivation
Azimpur to Technical( Northbound)
Qn=

=
= 37.83 PCU/min
=2269.795 PCU/Hour

Appendix

Technical to Azimpur (Southbound)

Qn=

=
= 37.94 PCU/min
=2276 PCU/Hour
Now,
tn(m) = tn = 27.782 –
= 27.853 min
Mean Journey Speed in Northbound Direction
=

= 15.94 K.P.H

Then

ts(m) = ts = 24.283 –
= 24.136 min
Mean Journey Speed in Northbound Direction
=

= 18.396 K.P.H

Appendix
Trip Rate Data Compilation
Land Use: Residential
Group

Structure Name

10,11,30 Suraya's Dream-31/2
Address: 68/1, Azimpur Govt.
21,17
Quarter
4 Anannya Apartment Complex
Trip rate of Residential
8,15,18
Syhamoli Garden (check)

Maximum
Hourly
Rate/1000 sft

Total Floor
Area (sft)

Average Hourly
Rate/1000 sft

82040

0.68

39102.7

0.888
0.743
0.715837937
1.24

1.959
0.784
1.106831211
1.89

Total Floor
Area (sft)

Average Hourly
Rate/1000 sft

128000

3.379

38147.51

3.53

5.71

42453.29
51840

3.77
7.81009
4.346848417
9.049

5.65
10.6289
6.092492216
11.85

Margin of
error (%)
Maximum

4.516

27.99119611
48.5

Maximum trip
per hour

Margin of
error (%)
average

1.1

12250
30600

Average Trip per
hour

43.28008881 42.28619358
74

41.5133935

Land Use: Commercial
Group
4
10,11,30
1
6
8

Structure Name
Sunrise Shopping Complex
A.R.A Centre
Orchard Point

Arong Shopping Mall
Trip rate of Commercial
Metro shopping Mall (check)

93257.08

Maximum
Hourly
Rate/1000 sft

Average Trip per
hour

405.3743906
843

Maximum trip
per hour

Margin of
error (%)
average

Margin of
error (%)
Maximum

568.1680339 51.91288368 48.62856836
1106

Land Use: Educational
Group
8
6
5

Structure Name
Eden Women’s College
Dhanmondi Govt. Boys High School
Trip rate of Educational
Dhaka City College (check)

Total Floor
Area (sft)
32000
2671
11000

Average Hourly
Rate/1000
students
28.28
140.16
36.89906146
64.136

Maximum
Hourly
Rate/1000
students
69.15
417.45
95.98249113
159.9

Average Trip per
hour

405.8896761
724.6666667

Maximum trip
per hour

Margin of
error (%)
average

Margin of
error (%)
Maximum

1055.807402 43.98946512 39.97683897
1759

Appendix
Land Use: Hospital
Total Floor
Area (sft)

Average Hourly
Rate/1000 sft

LabAid Diagnostic Center

75434.44

Care Hospital

50665.72

201059.08

10.01034806
0.84
6.325798514
6.23

Total Floor
Area (sft)

Average Hourly
Rate/1000 sft

19859.41
33390.62
11639

6.31
3.82
4.748636677
5.488014434

Total Floor
Area (sft)

Average Hourly
Rate/1000 sft

70376.74

11.12100027
11.12100027
10.47676692

Group
1,16,29
1

Structure Name

Trip rate of Hospital
7 Shahid Suhrawardi (check)

Maximum
Hourly
Rate/1000 sft
20.4415914
2.69
13.3091884
11.32

Average Trip per
hour

1271.85923
1252

Maximum trip
per hour

2675.933175
2276

Margin of
error (%)
average

Margin of
error (%)
Maximum

-1.58620045

-17.5717564

Margin of
error (%)
average

Margin of
error (%)
Maximum

Land Use: Office
Group

Structure Name

7 Southeast Bank Building
8,15,18 Beximco pharma
Trip rate of Office
1,16,29 One Bank (check)

Maximum
Hourly
Rate/1000 sft
10.98
7.28
8.659901889
14.26239368

Average Trip per
hour

55.26938228
63.875

Maximum trip
per hour

100.7925981 13.47259134 39.28156742
166

Land Use: Garments
Group

Structure Name

5 Hypoid Fashions
Trip rate of Garments
17,21
Creative Shirts (check)

90269.13

Maximum
Hourly
Rate/1000 sft
37.76855746
37.76855746
38.01969668

Average Trip per
hour

1003.883019
945

Maximum trip
per hour

3409.334824
3432

Margin of
error (%)
average

Margin of
error (%)
Maximum

-6.23100733

0.66040724

Appendix

Land Use
Residential
Residential
Residential
Residential
Grand Total
Percentage
Commercial
Commercial
Commercial
Commercial
Commercial
Grand Total
Percentage
Office
Office
Office
Grand Total
Percentage
Hospital
Hospital
Hospital
Grand Total
Percentage
Educational
Educational
Educational
Grand Total
Percentage
Garments
Garments
Grand Total
Percentage

Car

Microbus
91

Modal Share Data Compilation(2011-6 Land Use and 20 Surveyed Building)
Mode
Office
Taxi
CNG
Bus
School
Human Motorcycl Rickshaw
Vehicle
Bus
Hauler
e
12

8

3

96
45
42
10
1
144
3
1
18
115
341
3
13
1
71
160
32.85164 0.289017 1.252408 0.096339 6.840077 15.41426
182

8

34

292

2

21

Bicycle

Walking
3

42

7
61
1
141
2
4
15
4
42
7
31
66
0
2
20
128
8
291
0 0.192678 1.926782 12.33141 0.770713 28.03468
9

10

204

15

116

354
6
18
110
29
131
284
8
6
0
17
59
0
0
11
197
280
1
17
47
93
1
329
536
18
5
100
376
974
2
63
539
1636
40
12
117
492
1528
2
9
114
1400
26.25582
0.649 0.186585 1.877708 7.894052 24.52374 0.032098 0.144439 1.83361 22.46693
45
3
10
53
19
64
49
21
0
0
5
18
0
0
30
63
92
2
14
131
11
32
82
186
23
3
0
29
202
0
11
81
209
19.91435 2.462527 0.321199
0 3.104925 21.62741
0 1.17773 8.672377 22.37687
102
11
22
107
184
1
77
219
187
31
0
7
144
24
0
0
36
96
262
90
0
15
154
48
0
0
48
121
551
132
0
44
405
256
0
1
161
436
23.91493 5.719377
0 1.908091 17.58302 11.10589
0 0.043403 6.982626 18.9321
22
6
815
16
7
79
22
6
815
16
7
79
69
13
5
18
1021
17
38
266
113
13
5
0
30
2651
0
49
52
424
2.705291 0.311228 0.119703
0 0.718219 63.4666
0 1.173091 1.244913 10.15083
1
209
37
6
33
209
31
9
23
0
1
0
0
0
418
0
68
15
56
0 0.021008
0
0
0 8.781513
0 1.428571 0.315126 1.176471

2
3

154
664
359
151
1444
23.17257
66
55
47
168
17.98715
41
7
254
302
13.1233
346
346
26
718
17.18937
2164
1999
4163
87.45798

2
22
0.350073
5
2
15
22
2.35546
13
0
3
16
0.694118

122
122
2.920757
20
19
39
0.819328

Total
182
393
78
385
1038
100
870
804
664
1127
2766
6231
100
265
243
426
934
100
777
532
995
2304
100
1291
1291
1595
4177
100
2470
2290
4760
100

Appendix
Increased PCU Calculation (Peak Hourly) from the Changed Amount of Land Uses in Mirpur Road
Commercial (Modal Share)
Car
Microbus Office Vehicle
Taxi
CNG
Bus
School Bus Human Hauler Motorcycle
Rickshaw Bicycle
Walking
26.25581769
0.649
0.186585237 1.877708 7.894052 24.52374 0.03209758
0.144439095 1.833610211 22.46693 0.350073 23.17257
Person Trip

5209.7894
Vehicle Trip
No. of vehicles

1367.872807
683.9364033

33.811533
1.1270511

9.720697906 97.82464 411.2635 1277.635 1.67221615
0.324023264 48.91232 205.6317 42.58784 0.05574054

7.524972653 95.52723041 1170.48 18.23808 1207.242
2.508324218 95.52723041 585.2399 18.23808

PCU

683.9364033

1.1270511

0.324023264 48.91232 102.8159 106.4696 0.11148108

1.254162109 28.65816912 468.1919 3.647616

0

1445.448602

Residential (Modal Share)
Car
Taxi
CNG
Bus
Rickshaw Bicycle
Walking
32.85163776 0.2890173
1.252408478 0.096339 6.840077 15.41426
0
0.192678227 1.926782274 12.33141 0.770713 28.03468
Person Trip

-999.1018084
Vehicle Trip
No. of vehicles

-328.221307 -2.8875775
-164.110654 -0.0962526

-12.51283575 -0.96253 -68.3393 -154.004
-0.417094525 -0.48126 -34.1697 -5.13347

0
0

-1.925051654 -19.25051654 -123.203 -7.70021 -280.095
-0.641683885 -19.25051654 -61.6017 -7.70021

PCU

-164.110654 -0.0962526

-0.417094525 -0.48126 -17.0848 -12.8337

0

-0.320841942 -5.775154962 -49.2813 -1.54004

0

Hospital (Modal Share)
Car
23.91493056 5.7193766

Taxi
CNG
Bus
Rickshaw Bicycle
Walking
0 1.908091 17.58302 11.10589
0
0.043402778 6.982625835 18.9321 0.694118 13.1233

Vehicle Trip
No. of vehicles

736.5593168
368.2796584

176.15188
5.8717295

0 58.76755 541.5419 342.0519
0 29.38377 270.771 11.40173

0
0

1.33676827 215.0588772 583.0923 21.37824 404.1865
0.445589423 215.0588772 291.5461 21.37824

PCU

Person Trip

368.2796584

5.8717295

0 29.38377 135.3855 28.50432

0

0.222794712 64.51766317 233.2369 4.275648

-251.9411352

3079.914094

0

869.68

Garments (Modal Share)
Person Trip

2950.11194

Car

Microbus

Office Vehicle

Taxi

CNG

Bus

School Bus

Human Hauler

Motorcycle

Rickshaw Bicycle

0

0

0

0 8.781513

0

1.428571429

Vehicle Trip
No. of vehicles

0
0

0.6197714
0.020659

0
0

0
0

0 259.0645
0 8.635482

0
0

42.14445628 9.296571239
14.04815209 9.296571239

PCU

Person Trip

0.0210084

0

0.020659

0

0

0

0

7.024076047 2.788971372 13.88288 4.834217

2059.045058

21.5887

Walking

0.31512605 1.176471 0.819328 87.45798
34.7072 24.17109 2580.108
17.3536 24.17109
0

Office (Modal Share)
Car
Taxi
19.9143469 2.4625268
0.321199143

CNG
Bus
Rickshaw Bicycle
Walking
0 3.104925 21.62741
0
1.177730193 8.672376874 22.37687 2.35546 17.98715

Vehicle Trip
No. of vehicles

410.0453756
205.0226878

50.704536
1.6901512

6.613635091
3.306817545

0 63.93181 445.3181
0 31.9659 14.84394

0
0

24.24999533 178.5681475 460.7499 48.49999 370.3636
8.083331778 178.5681475 230.375 48.49999

PCU

205.0226878

1.6901512

3.306817545

0 15.98295 37.10984

0

4.041665889 53.57044424

50.13950755

184.3 9.699998
Total PCU

0

514.7245222
2955.71

Appendix
Traffic Volume of Mirpur Road in 2006
Location
Peak(N-S)
Peak(S-N)
Location: Dhanmondi 27
2404.2
2796.4
Location: Science Lab
3899.6
2386.6
Location: New Market
1263
2031
Location: Technical
2404.2
2796.4
Average
2492.75
2502.6
Source: Course Report of Plan 342: Library;DURP

Both Direction
5200.6
6286.2
3294
5200.6
4995.35

Traffic Volume of Mirpur Road in 2011
Peak
Off-Peak
Rate (PCUs/hour)
Source: Field Survey,2011

5351.53

Average

3399.99

4621.97

Volume Survey Data of 2006 for BRTC-Technical Section
Table: Volume Survey Data of 2006 for Technical (South to North) Section
Vehicle
8:00-8:30 AM 9:30-10:00 AM 5:30-6:00
12:00-12:30 PM
PM
Car, Microbus, Jeep, Pickup
517
434
454
394
Taxi
85
83
139
124
Motor cycle
8
19
107
41
Truck
8
2
12
9
Large Bus
77
83
86
45
Mini Bus
121
112
121
76
Auto Rickshaw
289
237
405
287
Human Hawler
71
36
43
21
Total PCU
1242
1098.3
1334.4
968.9

3:00-3:30
PM
314
193
69
13
53
87
457
39
1112.1

Table: Volume Survey Data of 2006 for Technical (North to South) Section
Vehicle
8:00-8:30 AM 9:30-10:00 AM 5:30-6:00
PM
Car, Microbus, Jeep, Pickup
393
337
331
Taxi
112
153
162
Motor cycle
74
101
53
Truck
7
16
9
Large Bus
107
90
74
Mini Bus
142
119
109
Auto Rickshaw
290
321
460
Human Hawler
29
93
27
Total PCU
1255.1
1231.6
1176.1

315
91
12
13
69
128
383
45
1082.6

3:00-3:30
PM
246
120
43
11
87
122
389
40
1080.9

12:00-12:30 PM

Both Direction(30 min)

2497.1

2329.9

2510.5

2051.5

2193

Both Direction(1 hour)

4994.2

4659.8

5021

4103

4386

Appendix
Voulume Survey of Mirpur Road, 2011
BRTC Market-Technical Intersection (Section-07)
Time
N-S(PCU/Hr)
7:30 AM-10:30 AM
1371
11:00 AM-12:00 AM
1486.732
1:00 PM-2:00 PM
2249.2
3:00 PM-4:00 PM
1636.6
5:00 PM-7:00 PM
2211.5

S-N(PCU/Hr)
1967.8
2018.5
2977.5
2453.1
2313.8

Combined
3338.339
3505.232
5226.700
4089.700
4525.250

Average

1749.383

2248

3997.383

N-S
2249.2
1371
1749.383

S-N
2977.5
1967.8
2248

Traffic
Peak
Off-Peak
Av.

Land Use Change Traffic Calculation-1: In Section-7(BRTC Market-Technical Intersection)
Land Use
Commercial Activity
Residential
Hospital
Office
Garments

Change(sq.ft.)
72942.05
327865.51
97140.38
0.00
19123.40

Trip Rate-In Peak(Per sq.ft/Per Hr. )
0.006
0.001
0.013
0.009
0.038

Increased PersonTrip(Per Hr.)
444.399
362.892
1292.860
0.000
722.263

Appendix
Land Use Change Traffic Calculation-1: In Section-7(BRTC Market-Technical Intersection)
Commercial (Modal Share)
Car
Taxi
CNG
Bus
Rickshaw Bicycle
Walking
26.25581769
0.649
0.186585237 1.877708 7.894052 24.52374 0.03209758
0.144439095 1.833610211 22.46693 0.350073 23.17257074
Person Trip

444.3988773
Vehicle Trip
No. of vehicles

116.680559
58.34027951

2.8841487
0.0961383

PCU

58.34027951

0.0961383

0.829182699 8.344514 35.08108 108.9832 0.14264127
0.41459135 4.172257 17.54054 3.632774 0.00475471
0.41459135 4.172257

8.77027 9.081936 0.00950942

0.641885716 8.148543192 99.84279 1.555722 102.9786442
0.213961905 8.148543192 49.92139 1.555722
0.106980953 2.444562958 39.93711 0.311144

0

123.685

Residential (Modal Share)
Car
Taxi
CNG
Bus
Rickshaw Bicycle
Walking
32.85163776 0.2890173
1.252408478 0.096339 6.840077 15.41426
0
0.192678227 1.926782274 12.33141 0.770713 28.03468208
Person Trip

362.8917769
Vehicle Trip
No. of vehicles

119.215892
59.60794602

1.0488202
0.0349607

4.54488738 0.349607 24.82208 55.93708
2.27244369 0.174803 12.41104 1.864569

0
0

0.699213443
0.233071148

6.99213443 44.74966 2.796854
6.99213443 22.37483 2.796854

101.735556

PCU

59.60794602

0.0349607

2.27244369 0.174803 6.205519 4.661423

0

0.116535574 2.097640329 17.89986 0.559371

0

Hospital (Modal Share)
Car
23.91493056 5.7193766
309.1864835
154.5932418

73.943511
2.4647837

0 24.66893 227.3238 143.5836
0 12.33447 113.6619 4.786119

0
0

0.561136994 90.27555078 244.7654 8.973973 169.6658877
0.187045665 90.27555078 122.3827 8.973973

PCU

Person Trip

Taxi
CNG
Bus
Rickshaw Bicycle
Walking
0 1.908091 17.58302 11.10589
0
0.043402778 6.982625835 18.9321 0.694118 13.12330305

Vehicle Trip
No. of vehicles

Person Trip

154.5932418

2.4647837

0 12.33447 56.83094

0

0.093522832 27.08266523 97.90617 1.794795

1292.859633

Garments (Modal Share)
Car
0 0.0210084

722.2633316

Taxi

CNG

11.9653

0

0

0

365.07

Bus
Rickshaw Bicycle
Walking
0 8.781513
0
1.428571429 0.31512605 1.176471 0.819328 87.45798319

Vehicle Trip
No. of vehicles

0
0

0.151736
0.0050579

0
0

0
0

0 63.42565
0 2.114188

0
0

10.31804759
3.439349198

PCU
Person Trip

93.6305

0

0.0050579

0

0

0

0

1.719674599 0.682811973 3.398886 1.183541

Office (Modal Share)
Car
Taxi
19.9143469 2.4625268
0.321199143

5.28547

2.27603991 8.497216 5.917704 631.6769431
2.27603991 4.248608 5.917704
0

12.2754

CNG
Bus
Rickshaw Bicycle
Walking
0 3.104925 21.62741
0
1.177730193 8.672376874 22.37687 2.35546 17.98715203
Total Increased PCU

594.66

Impact of Different Types of Land Use on Transportation System of Dhaka City : A Case Study of Mirpur Road

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Impact of Different Types of Land Use on Transportation System of Dhaka City : A Case Study of Mirpur Road