Provision of Bus Bay Near Bus-Stops to Reduce Traffic Congestion in Dhaka City Using Gis

PROVISION OF BUS BAY NEAR BUS-STOPS TO REDUCE TRAFFIC CONGESTION IN DHAKA CITY USING GIS

Submitted to the Department of Urban and Regional Planning, Bangladesh University of Engineering and Technology in partial fulfillment of the requirement for the degree of MASTER OF URBAN AND REGIONAL PLANNING

Submitted by

Sharmin Sultana

Roll No: 0412152024

DEPARTMENT OF URBAN AND REGIONAL PLANNING

BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY

DHAKA-1000, BANGLADESH

JANUARY 2015 PROVISION OF BUS BAY NEAR BUS-STOPS TO REDUCE TRAFFIC CONGESTION IN DHAKA CITY USING GIS

Submitted by

Sharmin Sultana

MASTER OF URBAN AND REGIONAL PLANNING

Department of Urban And Regional Planning

BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY

Dhaka-1000, Bangladesh

JANUARY 2015

This thesis is dedicated to parents Sultan Ahmed and Lutfun Nahar.

Their continuous inspirations made this effort possible.

ABSTRACT Mega city Dhaka is confronted with the management of serious traffic congestion. The provision for bus bay can be considered as a significant measure to improve the overall traffic congestion. Evidently, at most bus stops in Dhaka city there is no provision for bus bays for boarding and alighting passengers. Surprisingly, all are done on the main streets and other vehicles have to wait which leads to congestion, and passengers have to wait on the street for buses taking risk of life.Wrongly planned bus stops and absence of bus-bays in particular at busy locations are two major factors behind the nagging traffic congest. In Dhaka, buses are the major mode of transport, the choice for the majority of community and are the only means of mobility that can be affordable by the urban poor. Due to absence of fixed point of picking up or dropping passengers, unlimited bus stopping time at bus stops, boarding and aligning in the middle of the road traffic congestion is encouraged and safety of the passengers is falling down. There were only five or six bus bays constructed by Roads and Highway Department (RHD) at some traffic points in the city in 2004 but these are not planned appropriately considering the huge number of buses going through the bus stops every minute.

In this context, this study attempts to provide provision of efficient bus bay near bus- stops for reducing traffic congestion in Dhaka city with the help of GIS. Mirpur-10 bus stop, Mirpur-1 bus stop, Mohakhali bus stop, Gulshan-1 bus stop and Nilkhet bus stop were considered as a case study. These areas were selected as these are the busiest areas in Dhaka city, haphazard stopping of buses on the streets and blocking traffic stream is very common and there is no provision for boarding and alighting passengers. To achieve the objectives existing condition of the study area and three types of survey were conducted.Classified traffic volume counts were done by manual counting method to determine the number of traffic and volume of bus during peak hour traffic volume at the selected bus stops. A structured both end questionnaires was designed to explore the passenger opinions for bus bay, passenger journeys by public bus, number of journey in a day, passengers’ problems facing during peaking and dropping etc. The boarding passengers were surveyed. Previous accident data was collected from Accident Research Institute (ARI), BUET. The best suitable site for a bus bay provision near the bus stop area was identified using buffer, erase, multiple to single part tool of GIS.GIS also used to generate demonstrated traffic survey data, measuring ROW width simply and easily. Identification of the optimal location of the bus stop, minimum distance from the intersections and general intersection, availability of require length in selecting suitable site for bus bay provision was conducted employing GIS technique.

From observation study, it was found actual ROW is not used for the actual purposes and encroachment prevails everywhere. About 80% users in Mirpur-1, 95% in Mirpur 10, 60% in Mohakhali and 90% in Nilkhetdemands bus bay in the bus stops. Gulshan-1 bus stop was found locating within 75 m from the intersection. Mirpur-10 bus stop, Nilkhet bus stop, Mirpur-1 bus stop are within the coverage area of small intersections.

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Only Mohakhali bus stop location was found in the right place. At each of the bus stops boarding frequency is significantly high more than about 40. The highest average bus volume was found to be 644.5 at Mirpur-1 bus stop area.The study found provision of a bus bay is possibleat almost all the bus stop.Construction of a bus bay can be planned at Mohakhali bus stop if the elimination of encroachment is done and the garbageis removed. Mirpur-1 bus stop,Nilkhet bus stop, Gulshan-1 bus stop and Mirpur-10 bus are required to relocate for constructing a bus stop at most suitable site considering availability of space and proximity to the nearest intersection.There might need to acquire the land and change the landuse to provide a bus bay at the most suitable location in Mirpur-10 and Gulshan-1 bus stop areas for future betterment of traffic congestion As there is no study has been conducted concentrating on bus bay provision at bus stops the outcome of this research might be helpful to study the scope of a bus bay provision at other bus stops in Dhaka city for immediate construction now or in near future. In addition, planner should consider the bus bay provision in locating new bus stops. This study thus serves as useful strategic tools to implement bus bay in transportation planning and thereby the decision makers can escalate bus bay provision. It can also possible to identify the scope of bus bay provision in other busiest bus stops in Dhaka city.

ACKNOWLEDGMENT

At first, all praises belongs to Almighty Allah (swt) the most clement, the most generous and bounteous to all living creature and their actions.

This thesis is the result of a lot of interaction with some people without them this study would not have been materialized. Whenever I tended to go astray, they never failed to put me on track. I am greatly indebted to them for sharing their expertise with me. It is a great pleasure to acknowledge my sincere gratitude to my supervisor Prof. Dr Meher Nigar Neema, Department of Urban and Regional Planning, BUET for her constant support to my academic goals, words of encouragement and sound advice that always kept me going. Whenever I was lost, she lifted me up with her good guidance. She always gave a patient hearing whenever I barged into her office.

I would like to take this opportunity to thank Prof. Dr. Shakil Akther, Head of the Department of Urban and Regional Planning, BUET and Prof. Dr. Roxana Hafiz, Department of Urban and Regional Planning, BUET for their frank comments and constructive criticism that always gave me a clear sense of direction. They made me dedicated to the research. I will always be grateful to them.

I extend my heartfelt acknowledgement to Mr. Md. Anisur Rahman, Traffic Engineer, DTCA and Project Director, Clean Air and Sustainable Environment Project, DCC for his valuable comments and suggestions in completion of the thesis.

I also acknowledge with gratitude the staff members of Dept. of Urban and Regional Planning (URP), BUET and Accident Research Institute (ARI) for their unwavering support. Also I would like to thank Muhammad Nazmul Ahsan, Assistant Manager, Sheltech (Pvt.) Limited for his cordial help in solving GIS issues.

I also thank all my relatives, and friends who supported me through the times when my sanity was fragile and for their patient understanding of my sense of isolation. The chain of my gratitude would be definitely incomplete if I would forget to thank some of the most important people in my life - my parents, my only brother, sisters and brother in laws for the endless love and affection. They were always a great source of inspiration, which I cannot do without, Finally I would like to extend my thanks to my husband Akash, my friends Jahniar, Shamima, Sarah, Sarnav Diti, Asha, Dina, for making my steps easy with their effective discussion and suggestion.

TABLE OF CONTENT

Acknowledgement……………………………………………………… i-ii Abstract…………………………………………………………………… iii-iv List of tables………………………………………………………………v List of figures…………………………………………………………… vi-vii List of photographs……………………………………………………… viii List of abbreviation……………………………………………………… ix

CHAPTER 1 INTRODUCTION 1.1 Background of the study ………………………………………...... 1-3 1.2 Rationale of the study………………………………………………… 3 1.3 Aim & objectives …………………………………………………… 4 1.4 Scope of the study...... 4 1.5 Limitations …...... 5 1.6 Organization of the thesis …………………………………………… 5

CHAPTER 2 METHODOLOGY OF THE STUDY 2.1 Introduction…………………………………………………………… 7 2.2 Identification of problem ……………………………………….…….. 7 2.3 Literature review……………………………………………………… 7-8 2.4 Formulation of aims and objectives…………………………………… 8 2.5 Selection of the study area……………………………………………. 8-9 2.6 Data collection………………………………………………………… 9 2.6.1. Primary data collection ……………………………………... 9 2.6.1.1 Field survey ……………………………………….. 10-12 2.6.2 Secondary data collection ………………………………… 12 2.7 Data analysis and interpretation……………………………………… 12-13 2.8 Findings and report submission……………………………………… 13

CHAPTER 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK 3.1 Literature review………..……………………………………………… 15-20 3.2 Operational definitions…………………………...... 20 3.2.1.1 Bus bay ………………………………………………….. 21 3.2.1.2 Types of bus bay ………………………………………….. 21-23 3.2.1.3 Factors considered for locating new bus bay………...... 24-28 3.2.1.4 Bus bay dimensions ……………………………………… 28-30 3.2.1.5 Advantages of bus bay …………………………………... 30 3.3 Cross sectional elements …………………………………...... 30 3.3.1 Right of Way …………………………………...... 31 3.3.2 Carriageway …………………………………...... 32 3.3.3 Traffic lane …………………………………...... 32 3.3.4 Median …………………………………...... 32 3.3.5 Sidewalk…………………………………...... 33 3.3.6 Shoulder…………………………………...... 33 3.4 Traffic surveys……………………………………………...... 33 3.4.1 Traffic volume survey ………………………...... 34 3.4.2 Capacity of a road………...... 35 3.4.3 Passenger Car Unit (PCU) ………………………...... 36 3.5 Level of Service (LOS) ………………………...... 36-37 3.4.3 Classification of Level of Service ……………...... 37-39 3.6 Studies of speed ………………………...... 39 3.6.1 Running speed ………...... 40 3.6.2 Journey speed ………...... 40-41 3.6.3 Methods of measuring running speed and journey speed..... 41-42 3.7 Delay ……………………………………...... 42-43 3.8 Accident data ……………………………………...... 43

CHAPTER 4 EXISTING CONDITION OF THE BUS STOP AREA 4.1 General description of the study area………………………………. 44-47 4.2 Major findings from geometric survey…………………………….... 48-49 4.3 Field observation………………………………...... 50-56

CHAPTER 5 ANALYSIS OF USER OPINION AND PASSANGER VOLUME SURVEY 5.1 User opinion survey………………………………………………… 57 5.1.1 Age, sex, occupation structure…………………………. 58-60 5.1.2 Daily frequency of bus journey ………...... ………… 60-61 5.1.2.1 Purposes of the trip by bus …………………… 62 5.1.3 Reasons of a bus bay preference……………………………. 62-63 5.2 Accident data analysis …………………………………….…………. 63-64 5.3 Passenger volume survey….…………………………………………… 64-65

CHAPTER 6 STUDY OF TRAFFIC CONGESTION 6.1 Traffic volume study ………………………………………………… 66 6.1.1 Comparison of peak hour total traffic volume...... …….. 66-67 6.1.2 Peak hour volume of bus...... 67-68 6.1.3 Peak hour variation of traffic ……..…………………...... 69-70 6.2 Calculation of road capacity ………...... 72 6.3 Speed study …………………………....……………...... 72-73 6.4 Measuring traffic congestion through of Level of Service (LOS) using volume to capacity ratio and speed ……………………...... 73-74

CHAPTER 7 PROVISION OF BUS BAY USING GIS

7.1 Introduction…………………………………………...... 75-77 7.2 Proposed provision of bus bay in the selected bus stops ……………… 77 7.2.1 Criteria of selecting the optimal location of bus bay..…...... 77 7.2.2 Steps followed in GIS for optimal location of bus bay provision ...... 77-79 7.2.3 Result and discussion ……...... ……….… 80-91 7.4 Correlations between reducing traffic congestion and providing bus bay ...... 91

7.4 Impact of bus bay provision ……...... …… 92-94

CHAPTER 8 RECOMMENDATIONS AND CONCLUSION

8.1 Findings of the study…………………………………………… 96-99 8.2 Recommendations…………………………………………………… 99-103 8. 3 Conclusion………………………………………………………………… 103-108

Reference ………………………………………………………………… 109-115 Appendix I: Questionnaire for user opinion survey ………………… 116-117 Appendix II: Field data sheet of traffic volume survey ……………. 118 Appendix III: Field data speed survey (Moving observer method) ……. 119 Appendix IV: List of official bus & mini Bus routes within the study area 120-125 Appendix V: Traffic accident statistics...... 126-127 Appendix VI: Most accident-prone roads in Dhaka Metropolitan Area... 128-132 Appendix VIII: Passenger volume survey...... 133-136 Appendix VIII: User opinion survey...... 137 Appendix IX: Traffic volume survey...... 138-143 Appendix X: Speed survey...... 144-156

LIST OF TABLES

Table 2.1 List of active bus & mini bus routes within the study area.…… 9 Table 3.1 Recommended acceleration and deceleration length ………… 30 Table 3.2 PCE value of different vehicle …………...... 36 Table 3.3 Classification of Level of Service …………...... 37-38 Table 3.4 Standard of Level of Service …………...... 39 Table 4.1 Survey result of the geometric features of the study area ……... 48 Table 5.1 Bus stop wise distribution of male and female respondent ……… 58 Table 5.2 Purposes of trip by bus …………………………………...... 62 Table 5.3 Reasons behind a bus bay need ……………………………...... 63 Table 5.4 Traffic accident scenario in the road of selected bus stop …… 64 Table 5.5 Hazardous intersection of DCC road network (1998-2009)…… 64 Table 5.6 Passenger volume per peak hour at selected bus stop ………… 65 Table 6.1 Standard capacity of the selected bus stops …...... 72 Table 6.2 Direction wise average journey speed of the selected bus stops... 73 Table 6.3 Measuring traffic congestion through of Level of Service (LOS) using V/C ratio...... 74 Table 6.4 Measuring traffic congestion through of Level of Service (LOS) using speed…...... 74

Table: 7.1 Length of different line segment near Mohakhali bus stop area...... 80 Table: 7.2 Length of different line segment near Mirpur -1 bus stop area...... 82 Table: 7.3 Length of different line segment near Nilkhet bus stop area...... 84 Table: 7.4 Length of different line segment near Gulshan -1 bus stop area...... 86 Table: 7.5 Length of different line segment near Mirpur -10 bus stop area..... 89 Table: 7.6 Measuring traffic congestion through of Level of Service (LOS) using speed at Banani bus stop area...... 91 Table: 8.1 Bus stop capacity is dependent on the frequency of bus arrival...... 100

LIST OF FIGURES

Figure 1.1 GIS location map of the study area …………………………… 6 Figure 2.1 Flow chart of research methodology ……….…………………. 14 Figure 3.1 A typical bus bay………………………………………………. 21 Figure 3.2 Types of bus bay…………………………………………….. 22 Figure 3.3 Partial open bus bay………………………………………..… 23 Figure 3.4 Queue jumper bus bay………………………………………… 23 Figure 3.5 A typical bus bay dimensions …………………………….…… 29 Figure 3.6 Right of way …………………………….……...... 31 Figure 4.1 Location map of Gulshan-1 bus stop ………...……… ...... 45 Figure 4.2 Location map of Mohakhali bus stop ………...………...... 46 Figure 4.3 Location map of Nilkhet bus stop ………………...... 46 Figure 4.4 Location map of Mirpur-1 bus stop ………………...... 47 Figure 4.5 Location map of Mirpur-10 bus stop ………………...... 46 Figure 5.1 Respondents age group and their percentages…………….. 59 Figure 5.2 Occupation of the respondents ………………………………… 60 Figure 5.3 Percentage of daily bus journey……………………………… 61 Figure 5.4 Reasons of preferring bus ………………………………. 61 Figure 6.1 Comparison of study area peak hour total traffic volume (PCU/hour).…………………………………………...... 67 Figure 6.2 Peak hour volume of bus in the selected bus stops (PCU/hour)...... 68 Figure 6.3 Category wise peak hour volume of bus (PCU/hour)…………… 68 Figure 6.4 Bus stop wise peak hour volume of traffic (PCU/hour)…………… 69 Figure 6.5 Peak hour modal share of traffic in the selected bus stop area.…… 71 Figure 7.1 Creating line between two intersections...... 78 Figure 7.2 Creating buffer using buffer tool...... 78 Figure 7.3 Erasing the buffer area from the continuous line...... 79 Figure 7.4 Breaking the line into parts...... 79

Figure 7.5 Proposed location of bus bay at Mohakhali bus stop...... 80 Figure 7.6 Suitable location for a bus bay at Mohakhali bus stop...... 81 Figure 7.7 Provision of bus bay at Mirpur-1 bus stop...... 82 Figure 7.8 Suitable location for a bus bay at Mirpur-1 bus stop...... 83 Figure 7.9 Provision of bus bay at Nilkhet bus stop...... 84 Figure 7.10 Suitable location for a bus bay location at Nilkhet bus stop...... 85 Figure 7.11 Present status of segment b-c at Gulshan-1...... 86 Figure 7.12 Space required for bus bay provision at Gulshan-1 bus stop...... 87 Figure 7.13 Bus bay provision at Gulshan-1 bus stop...... 87 Figure 7.14 Suitable location for a bus bay location at Gulshan-1 bus stop...... 88 Figure 7.15 Inadequate space at Mirpur-10 bus stop...... 89 Figure 7.16 Suitable location for a bus bay location at Mirpur-10 bus stop...... 90 Figure 7.17 Proposed bus bay design...... 91 Figure 8.1 Major Recommendations...... 102

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LIST OF PHOTOGRAPHS

Photograph 1 Bus bay in Singapore...... 20 Photograph 2 Bus bay in Australia...... 20 Photograph 3 Bus bay in China...... 20 Photograph 4 Bus bay in India...... 20 Photograph 5 Existence of illegal infrastructure on sidewalk (Gulshan-1 bus stop area)...... …………………………...... 50 Photograph 6 Carriageway using for parking (Gulshan-1 bus stop area) ...... … 51 Photograph 7 Carriageway blocked by the street vendors (Gulshan-1 bus stop) 51 Photograph 8 Boarding alighting for unlimited time ( Mohakhali bus stop area).. 52 Photograph 9 Carriageway blocked by vendors and parking (Mohakhali bus stop area) ...... 52 Photograph 10 Alighting passengers on middle of the road (Nilkhet bus stop area) 51 Photograph 11 Free space using for parking tempos (Nilkhet bus stop area)..... 51 Photograph 12 Tree narrowing the loading unloading space (Nilkhet bus stop area)...... 54 Photograph 13 Electric pole blocking sidewalk and pedestrians blocking ROW (Mirpur-10 bus stop area)...... …...... ……………………… 54 Photograph 14 Passengers running with risk of life (Mirpur-10 bus stop area)...... 55 Photograph 15 ROW using for other purpose (Mirpur-1bus stop area)....…..…… 55 Photograph 16 Bus stop locating near local street intersection (Mirpur-1bus stop area)...... 56 Photograph 17 Haphazard standing of vehicle and road using for other activities (Mirpur-1bus stop area)...... 56 Photograph 18 Bus bay at Kakoli bus stop...... 76 Photograph 19 Bus bay at Banani bus stop...... 76 Photograph 20 Bus stop amenities...... 101 Photograph 21 3D view of a bus bay...... 101

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LIST OF ABBREVIATION

ARI Accident Research Institute BBS Bangladesh Bureau of Statistics BRT Bus Rapid Transit BRTA Bangladesh Road Transport Authority BRTC Bangladesh Road Transport Corporation BTTB Bangladesh Telecommunications Company Ltd CASE Clean Air and Sustainable Environment CNG Compressed Natural Gas DAP Detail Area Plan DCC Dhaka City Corporation DESA Dhaka electricity Supply Authority DMP Dhaka Metropolitan Police DTCA Dhaka Transport Coordination Authority GIS Geographic Information System LOS Level of service LTA Land Transport Authority MRT Mass Rail Transit NMT Non Motorized Transport PCU Passenger Car Unit PCE Passenger Car Equivalent RAJUK Rajdhani Unnayan Kartipakkha RHD Roads and Highway Department ROW Right of Way RTC Road Transport Committee STP Strategic Transport Plan WASA Water Supply & Sewerage Authority

CHAPTER - 1 INTRODUCTION

Chapter 1 Introduction

1.1 Background of the study Picking up or dropping passengers at any point or in the middle of roads continuously creates inconvenience for everyone (Mushule, 2012). Public transportation provides the most efficient means of moving large number of people especially in densely populated area. This system by definition performs the act or means of conveying large number of people as opposed to individual vehicle carrying very few people at a time. In Dhaka city only five percent of the commuters in the city is transported by private cars while one single trip of a private car carries only four persons. On the other hand, a single trip of a bus carries over 100 commuters, which is equal to 40 private cars (STP, 2005). Efficiency of a bus is 150 times more than a private car. Dhaka has several types of buses plying the streets. Strategic Transportation Plan (STP, 2005) categorizes Dhaka city buses into several categories: minibuses (41%), microbuses (30%), large buses (13%), auto tempo/laguna maxi (12%), and staff and school buses (4%). The city has around 223 authorized bus stops, a large number of which have been situated on important road intersections hampering smooth vehicular movement. (The Daily Star, 2010). The number of buses and minibuses has increased from10,074 in 2003 to 19,643 in June, 2012 (DTCA, 2014)

Motorists are frequently confronted with traffic congestion in Dhaka city. Bus bays play an important part in reducing congestion on busy streets (Evansville Urban Transportation Study, 2004) Traffic congestion is significantly manifested at bus stops without bus bay due to passengers picking up and dropping off by public transport on the roadway (Mushule, 2012). A bus bay i.e. turnout is a specially constructed area separated from the travel lanes and off the normal section of a roadway that provides for the picking up and dropping off passengers (Transportation Research Board, 1996). Bus

CHAPTER - 1 INTRODUCTION

bays also play an important part in transportation planning system in reducing congestion on busy streets (Evansville Urban Transportation Study, 2004; STP 2005.) For example, bus bays have been introduced in a lot of bus stops in Tanzania in general and Dar es Salaam in particular, especially where stopping buses without bays would seriously block traffic stream. (Mushule, 2012). So to reduce the traffic congestion, bus bay can be an important mean especially at important strategic points for Dhaka City.

A large number of commuters in the city are frequently falling victim to the bus drivers' reckless driving practices as the racing buses during altercations with each other bump into the other bus deliberately. Bus bays have a significant influence on the capacity of a roadway because they interfere with passing vehicles primarily when buses maneuver to pull into and out of bus bays (Kwami, 2009; Nakamura 2005). But existing number of bus bays in Dhaka city is not enough.

In 2004-05 fiscal year under a Tk 20 crore project of Dhaka Urban Transport Project (DUTP) five or six bus bays were constructed by RHD at major traffic points in the city Dhaka City Corporation (DCC) but these are not enough considering the huge number of buses going through the bus stops every minute.(The Daily Star, 2012) Therefore, the bus stops of Dhaka are the most traffic choke points. But the situation is little better in the locations where bus bays have been provided. (DTCA, 2014)

However, studies of bus bays requirement are found to be very few. DTCB recommended 830 locations for bus stops in the capital last year (DTCA, 2014). The recommendations also included designs. This study is an attempt to analyze provision of efficient bus bay near bus stops for reducing traffic congestion in Dhaka city using GIS for analysis.

Geographical Information System (GIS) is a tool that employed for integration of spatial and non-spatial data. GIS is a specific integrated system of hardware, software and procedure designed to support capture, management, manipulation, analysis and display

CHAPTER - 1 INTRODUCTION

of spatially referenced data for solving complex planning and management problems.GIS can applied to any service that is dependent on network like water supply, power supply, sewage, etc. So it could be of great help for Transportation Engineering and planning also (Geographic Information System, n.d).

The aim of the study is to provide bus bays at major points according to user current and future needs with the help of GIS. To explore the requirements and a possible bus bay construction, some bus stops i.e.Mirpur-10 bus stop, Mirpur-1 bus stop, Mohakhali bus stop, Gulshan-1 bus stop and Nilkhet bus stops were selected as the study area (Figure1.1).

1.2 Rationale of the study An urban transportation is one of the most fundamental components of the socio economic and physical structure of a city. A well-planned and developed transportation system provides opportunities for mobility of the people and influences the city’s growth pattern and the level of economic activity through its accessibility to land (Anwar, 2008).Transportation system is considered well planned when services and facilities are confirmed with the provision of transport especially if it is public transport like bus. Bus bays or designated lanes for buses to pick up or drop off passengers could help  Reduce frequent accidents as well as traffic congestion in the capital significantly (The Daily Star, 2012)  Bus bays at bus stops can help ease traffic movement if buses are forced to wait in the designated lanes during picking up or dropping off passengers.  Besides, the passengers will also be safer since they will no longer need to risk their lives by waiting in front of oncoming traffic (Mushule, 2012). The study aims to search the answer of the following questions  What is the need of a bus bay in the study areas?  How much traffic is exiting there in peak hours?  How can be traffic condition improved by providing bus bays in the study areas?

CHAPTER - 1 INTRODUCTION

1.3 Aims and objectives Aims To find out the answers aims and objectives were fixed. The main goal of the study is to provide bus bays for reducing traffic congestion in Dhaka city.

Objectives Objectives formulated for this study include: a) To propose bus bays in selected bus stop areas according to user needs b) To study traffic congestion in selected study areas c) To bring a correlation between reducing traffic congestion and providing bus- bays.

1.4 Scope of the study Public transport of Dhaka city in the form of bus has a great scope to flourish as both car ownership rate and access to personal motorized transport are still low (Rahman,2010). On the top of that due to its flexibility and low cost, bus is the most preferred mode of transportation in this city. According to Strategic Transport Plan, bus is the most dominant among all travel modes and represents 31% of all trips.

A bus bay can be a solution for increasing the efficiency of a bus stop and a contributor in reducing traffic congestion of Dhaka City. Smart designing of bus-bay in the study areas will reduce traffic congestion significantly. It will ensure to adapt with increasing number of buses, to create better atmosphere for commuters. Moreover, it will provide a guideline to city planners how to locate effective bus-bays, thereby saving time and safety for commuters thereby improving city-life in mega city Dhaka. Once it has known the way of the study, the planners can put on more to transportation study and the decision makers can escalate bus bay provision. It can also possible to identify the scope of a bus bay in other busiest bus stops.

CHAPTER - 1 INTRODUCTION

1.5 Limitations The limitations of the research are  Lack of prior research studies on provision of bus bay in Dhaka City was a significant obstacle in finding a trend or consequences of bus bay provision  Data related to the total user of the selected bus stops was not available. The study had to work with simple random sampling instead of systemic random sampling and sample size was taken 100.

1.6 Organization of the thesis

This thesis consists of six chapters, references and appendix.

Chapter 1: Chapter one provides background information and objectives of the research with study rationale, scope and limitations

Chapter 2: The methodology is discussed in chapter two which details the data requirement, their type, collection procedure, survey methods, tools and techniques of data analysis.

Chapter 3: Chapter three portrays literature review and explanation of all theoretical concepts and operational definition of bus bay and it’s types, dimensions, factors, advantages, traffic volume survey, accident data, right of way, dwell time etc.

Chapter 4: Chapter four explains the present condition and problems of the bus stops found by observation study

Chapter 5: User opinion survey, trip study, accident data, passenger volume survey data was analyzed in chapter 5.

Chapter 6: Volume of bus, total traffic volume, capacity, speed study, congestion severity in the selected bus stops was studied in chapter six.

Chapter 7: In Chapter seven suitable location of a bus bay provision was analysed Chapter 8: Chapter eight concludes the thesis by presenting a summary with some recommendations

CHAPTER - 1 INTRODUCTION

Figure 1.1 GIS location map of the study area

CHAPTER - 2 METHODOLOGY OF THE STUDY

Chapter 2 Methodology of the study

2.1 Introduction

Methodology is the systematic, theoretical analysis of the methods applied to a field of study, or the theoretical analysis of the body of methods and principles associated with a branch of knowledge. Methodology refers to the method or process through which a study is carried out systematically. A study undergoes some steps that vary with the context and dimension of the study

It typically, encompasses concepts such as paradigm, theoretical model, phases and quantitative or qualitative techniques (http://en.wikipedia.org/wiki/Methodology). The word methodology is defined as a system, which comprises the principles, practices, and procedures, which are applied to a specific branch of knowledge. Methodology refers to the way in which information is found or the way something is done. Methodology includes the methods, techniques and procedures that are used to collect and analyze information. The output and reliability of the study depends on the methodology followed. A sequential and methodology has been followed throughout the study. The methodology that is followed to conduct the study is discussed briefly in this chapter.

2.2 Identification of problem

The review of literature has produced reoccurring themes emphasizing the importance of scientific study on bus bay need in Bangladesh.

2.3 Literature review

A review of existing literature was performed to support the study undertaken in this thesis. The problems of bus stops regarding bus bays and how it felt necessary for an

CHAPTER - 2 METHODOLOGY OF THE STUDY

urban area is conceptualized and reviewed by consulting lots of books, journals, newspapers, articles and websites related to transport planning, transport network to develop the idea. bus bay, factor considering bus bay, types and dimensions, Traffic volume surveys, dwell time etc.were given emphasis for developing theoretical concept from different source such as Department Seminar library, Central library, books and websites.

2.4 Formulations of aims and objectives

After the problem identification and the concept development thorough reviewing different literature relevant to this issue with respect to the requirements, scope and resource available for the study the goals and objectives of the study were defined.

2.5 Selection of the study area

Study area selection based on different particulars that provide the purposes of achievement of the study. These particulars include time, budgeting and so on. In this study, the study areas are confined to some selected bus stops of Dhaka City Corporation (DCC) of both North and South. To understand the problems of existing bus stops of the city, different published secondary sources was studied. Most of the study indicated Farmgate, Shahbag, Motijheel, Mirpur-10, Mohakhali, Gulshan-1, Nilkhet, Mirpur-1, Asadgate, Dhanmondi etc as the most popular attraction points of the city where traffic congestion is a severe problem. These locations consist more than one bus stop in both side of the road. Among these locations Mirpur-10 bus stop, Mirpur-1 bus stop, Mohakhali bus stop, Gulshan-1 bus stop and Nilkhet bus stops were selected as study areas and to ease the detail analysis only single side bus stops were studied. The reasons behind the selection are below.

 These areas are still experiencing the growth of commercialization.  A large number of buses are operating through these bus stops in a wide number of routes (Table 2.1). The presence of huge number of routes indicates that city dwellers are using frequently these routes of buses for different purposes.

CHAPTER - 2 METHODOLOGY OF THE STUDY

Table 2.1 List of active bus & mini bus routes within the study area. Name of the Bus Stop Route No Gulshan-1 6,18-A, 19-F, 25-D, 03-C Nilkhet 18-A,01-R, 27-D, 3-A,7, 01-R, 01-E, 07-B, 29,3 03-B, 04-B, 04-C, 06-A, 10-A, 12-I, 19-F ,25-D ,26-A, 27-A, 28-C ,29- Mohakhali A, 31,31-C, 32,32-A,32-C, 38 ,40-A, 40-B 1, 01-B, 01-C, 01-E, 01-H, 01-J, 01-K, 01-L,01-P, 01-R, 01-S, 01-T, Mirpur-10 01-W, 01-X, 12-K, 19-G,39. Mirpur-1 01-E, 01-F, 01-I, 01-J, 01- K ,01-E,01-J,01-V,19,19-B Source: DTCA, 2014

 It was found that, all these sites lack provision for bus bays. Moreover, it was found that in these sites most of the time buses are alighting and boarding passenger hazardously in the road side with competing each other. This makes continuous crowd on road side and encourages pedestrian to move on roads as well as declines the effective width of the carriage way.  In absence of a bus bay, haphazard stopping of buses on these areas blocks traffic stream and lead other vehicles waiting which results traffic congestion

However, for these bus stops no study on need of a bus bay is done yet. To enhance significant upgradation of available bus bays and its requirements, these stops were selected as the study area.

2.6 Data collection

Two types of quantitative data used to conduct the study i.e. primary and secondary data to explore that whether the selected bus stops require a bus bay and suitable location for provision of bus bay.

2.6.1 Primary data collection

To achieve the objectives data was collected by survey and observation. To achieve the optimum result three type of survey has been conducted in this study. Surveys enable the study to obtain data about practices, situations or views at one point in time.

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2.6.6.1 Field survey

To get the optimum result three type of survey was conducted. The following primary traffic and travel surveys conducted as a part of the study:

a) Geometric features survey b) Observation survey c) Questionnaire survey d) Traffic volume survey e) Speed and delay survey a. Geometric features survey

The geometric features of the study area were surveyed in details to calculate the capacity and the level of service (LOS). As geometric features, carriage way width, width of the median, numbers of lane, sidewalk width etc. were surveyed. b. Observation survey

Lot of photographs were used to illustrate the existing situation and problems for the absence of a bus bay in the study area. Some of these photographs have been collected directly from field survey and some other from daily newspapers as well as from internet websites to gather information about. In addition, to get the data of passenger boarding frequency, passenger volume was surveyed by observation in three peak hours ( 8.00 am-9.00 am, 9.00 am-10.00 am,5.00 pm-6.00 pm). c. Questionnaire survey

A structured both end questionnaires was designed to explore the bus users’ opinion for bus bays at study area. Passenger opinions for bus bay from a representative sample was surveyed which carry out the data of passenger journeys by public bus, number of journey in a day, passengers’ problems facing during picking and dropping etc. The boarding passengers were surveyed by random sampling, with a sample size of about 100, twenty from each bus stop. To get the highest response from the respondent (bus

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users) off peak hour has been chosen because study shows that response rate is 60% during off peak period. d. Traffic volume survey

According to STP,2005 80% of the daily traffic moved in the 16 hour period from 6:00 am to 10:00 pm, and 48% moved in the 8 hour period between 8:00 am and 4:00 pm. A reconnaissance survey was made in the study area to identify the peak hour for traffic volume study. 15 minutes’ traffic volume was counted in the selected bus stop from 8.00 am to 6.00 pm. From the reconnaissance survey, it was found that traffic volume is mostly higher at the period of 8:00 am-12:00 pm and 5:00-6:00 pm. For the final traffic volume survey classified traffic volume counts was done in two days (a weekday and a weekend) in three peak hours (8:00 am -9:00 am, 9:00 am -10:00 am, 5:00 pm -6:00 pm) which is very commonly assumed, considering office opening and closing times in the morning and afternoon respectively. Data collected from the field survey through the manual counting method. One-hour traffic volumes were count considering all directional flow. Two persons counted the vehicles in which one person counted the volume of Car/ Tempo/ Pickup/ Cycle and Motorcycle and the other person counted the volume of large bus, Mini bus, Auto Rickshaw, Tempo/Human Hauler. Collected data was compiled and processed by Microsoft Excel for peak period bus volume and total traffic volume analysis e. Speed survey

To find out the congestion level of the study area, Speed Survey was conducted using Moving Observer Method. Two readings were taken on each direction in two peak hour. Bus was chosen as the test vehicle. A survey team of four members execute the survey. One of the surveyor recorded the data of journey time, stop time. Other two collect the data of overtaking and overtaken vehicles. The fourth surveyor kept record of the traffic of opposite direction that composed of bus, truck, minibus, car, jeep, microbus, pickup,

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human hauler, auto rickshaw, motorcycle, rickshaw, cycle etc. the Using the journey speed data, capacity of the road and level of congestion was calculated.

2.6.2 Secondary data collection

The secondary data and information have collected from various sources. Base map and transportation map was collected from DTCA website. Right of way (ROW) data was collected from satellite image using Arc GIS 10.1 and previous accident data from Accident Research Institute (ARI), BUET. Published books, reports, journals, websites and other documents on mass transportation were used for basic and relevant information for the study.

2.7 Data analysis and interpretation

After collecting primary and secondary data, an analysis was developed. Data both spatial and non-spatial was collected from different sources and analyzed separately. Microsoft Word 2007, Microsoft Excel 2007 was also used for data entry and ARC GIS 10.1 was used for maps digitizing and modifying according to the requirement of the research and identifying the sites where construction of bus bays will be proposed.

To achieve the first objective spatial analysis or geographical analysis of spatial data, geometric survey data, suitable location was done by using Buffer, Erase, Multiple to Single part etc analysis tool of Geographic Information System (GIS) software like ARC GIS 10.1. The roads and bus stops were identified from raster data and their global positioning was obtained by geo referencing of Arc GIS 10.1. Buffer tool was used to determine the access areas from the intersection points near the bus stops and the average width of the roads were identified by measurement tool of Arc GIS 10.1. Overlay tool and multiple to single part tool was used to specify the proposed bus bay sites.

To attain the second and third objectives non-spatial and numerical data from traffic volume survey, user opinion survey, accident survey and speed survey was analyzed by

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using auto sum, average, pivot table, graph tools of Microsoft Excel 2007 and Microsoft Word 2007. Finally, the both types of analyzed data will be integrated and presented as maps, tables, and graphs and putted into the report.

2.8 Findings and report submission

From the findings of the analysis some general and specific recommendations were put and finally, with consent of the supervisor the research was submitted.

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Development of goals and objectives

Conceptualization and literature review

Selection of the study area

Preparation of survey format

Data collection

Primary data Secondary data

Data Data Sources Data Data Sources

 Bus user opinion  Questionnaire  Base map  DTCA survey  Traffic and Bus  Right of way  RAJUK volume during  Traffic volume  Demographic  Satellite image peak hour survey data  Websites  Passenger  Observation  Accident data  ARI,BUET volume

Data assembling processing and presentation

Using software— Microsoft word, Analysis Microsoft Excel & Arc GIS 10.1

Report writing and final submission

Figure 2.1 Flow chart of research methodology

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

Chapter 3 Literature review and theoretical framework

3 .1 Literature review

The transportation of major cities poses significant challenges for policy makers as the unpredictable shifts in population dynamics in response to need for employment, housing, and sustenance continues. For example, bustling cities in India, China, Mexico, and Thailand today are struggling to keep pace with the demand for more and better transportation as the number of people in these cities begins to swell with economic growth and development. With a rise in demand for transportation results in congestion and other problems. Delays, uncertainty, and stress levels also begin to take their toll on both individuals and society (Morris et al. 005).

This chapter will explore the literature and theoretical concept that is relevant to understanding the development of, and interpreting the results of this convergent study.Several books, reports, thesis, different journals, periodicals, publications. Published materials in the form of books, conferences proceedings, journals, thesis, studies and offices works of both governments and semi-government offices and a few unpublished reports were reviewed to prepare a conceptual framework for the study.

Therefore, transportation is a major issue in Dhaka, not only does the transportation system provide day-to-day mobility but it is a critical part of the growth pattern of Dhaka City. The city is confronted with many challenges related to rapid urban growth such as increasing housing rents, new amenities, and infrastructure investments, which have shifted lower income people to the periphery of the city. Given the resultant increasing distances and lack of viable alternatives (like auto), public transportation is viewed as the only way to provide mobility for many on the periphery. However, the transit system

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faces its own issues as a key part of the transportation system and its ability to meet these new demands is questionable. Sultana, (2013) conducted her research to explore the potential for Dhaka’s transit system to innovate and improve its performance in the face of dispersed growth in an already complex urban system.

To induce more people to use the city’s bus transportation system, it is important to obtain insights from actual users of the system about the changes they would like to see to better meet their needs. These insights must then be factored into a coherent strategy to provide real value to passengers. In this regard, Jen and Hu (003) examine the perceived value model for Taiwan in which they contend that if benefits relative to costs of using bus service exceed the benefits and costs of alternative transportation modes, it will increase reuse intentions for buses.

According to the Strategic Transport Plan (STP), the population of the Dhaka metropolitan area is expected to be about double its present level, reaching 36 billion by 2024. These 36 million people will collectively make more than 70 million person trips each and every day of the year by all the traffic methods of travel available to them.

Most studies have discussed similar problems and have highlighted the need for tools to assess the impact of interventions on the bus network and the accessibility of the system. Urban bus stop service and problems has been the subject of several research projects which were mainly carried out on a macroscopic like Nabi (1979), Hasan (1996) worked on bus services of the overall network or Quium (1998),Ahmed (2004),Sumon (2005)worked on some specific route and more recently Nabi.N (2010), Basu (2011) worked on choice of particular bus route.

Ahsan, MD. N 2013 used GIS to measure the accessibility and find out the optimal location of bus stop in his research “Evaluation of bus stop accessibily and determination of optimal locations for bus-stops: a GIS based approach”.

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Amin, Rahman and Maniruzzaman (2005) stated in their report “State of public transport: An analysis of bus-routed and stoppage of Dhaka city” to emphasis on bus as public transport that Dhaka is a rapidly growing metropolis with a population of over 9.91 million with diverse transport system. diverse transport consist of motorized transport, like bus, microbus, auto rickshaw,taxi, human hauler, motor cycle and non motorized transport like rickshaw, bicycle, van,push cart etc.. Among these bus is the most effective and economic mode of public transport in Dhaka city in terms of energy consumption per mile and on a passenger basis.

Shortest path analysis is an essential precursor to many GIS operations. Pathan (1994) has evaluated the possibilities of optimization, in which the optimum routes, travel time, travel distance and cost for defined paths and for the optimum paths was determined for few transport services. Guruswamy (1989) has also evaluated the GIS techniques for route optimization. In this study Chennai city has been taken for finding out the optimal route for emergency services and that for time taken for service is on top most priority.

Steven (2003) has developed a genetic algorithm to optimize a bus transit system serving an irregularly shaped area with a grid street network. The total cost function is minimized subject to realistic demand distribution and street pattern.

Crowson (1997) have developed a geographic information system that includes the street maps for the three-country service region, the route system, and the bus stop locations. These maps are used together with US census block and block group information to perform communication, analysis, planning and service assurance.

Bus bay is an emerging issue in a urban life and for the planned development of a city. But this is often neglected in the context of urban land use and transportation management study.

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Mushule (2012) presented in his paper “bus bay performance and its influence on the capacity of road network in Dar Es Salaam” the results of a study which was carried out to evaluate the bus bay performance and its influence on the capacity of the roadway network in the city of Dar es Salaam, Tanzania. The author identified through the study that bus bays have a significant influence on the capacity of a roadway because they interfere with passing vehicles primarily when buses maneuver to pull into and out of bus bays. Bus bay stops will also interfere with vehicles movement if bus demand exceeds the bus bay capacity resulting in some buses waiting in the travel laneuntil the buses occupying the bay exit the bay.

Kwami, Kuan and Zhi (2009)attempted to investigate the quantitative impact of bus bays on curb lanes capacity of roadways in Beijing. New concepts of bus impact time occupancy ratio and bus impact time were introduced in the study. Relationships among bus deceleration time, bus acceleration time, and bus impact time were established when buses maneuver to pull into and out of the bays.

Nakamura, Yabe and Suzue (2005) mentioned in their study that bus bays have been introduced in a lot of bus stops in Japan especially where stopping buses without bays would block traffic stream seriously. In that sense, bus-bays in Japan have been evaluated as successful cases there might be several reasons why buses do not stop closely at curbs, including driving technical issues by bus drivers, some psychological issues for them and traffic conditions at streets. Among them, designing of bus bay is thought to be one of the factors to improve the situation.

The urgency or impact of a bus bay regarding to Dhaka city has not studied in detail at any research but in the form of a very short discussion in some of the researches. In context of design and management based approach towards BRT system development in Dhaka City Saha, al-amin and Islam (2013) prioritize space allocation on the right of way. They proposed at least 3.25m wide segregated bus lanes and for overtaking purpose there should be a 3.25m bus bay.

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Tithi, F.S (2011) in her study titled “Traffic and transportation problem of Progoti Shoroni road-An analytical endeavor” found that one of the busy road of Dhaka city Progoti Shoroni road is not such a long road to have bus terminal but there are more traffic generating from thus road, and there are a number of passengers who travelled through the bus. People use the road for waiting for the vehicles, and it needs time to loading and unloading the traffic also, which reduces the space for carriage way also creates congestion. So, it is o necessary to have bus bay to reduce disturbance for the closest vehicles and also needed bus stand to provide a space for passengers waiting and loading & unloading. But there is no such one.

Still there is no clear instruction of RHD about a bus bay installation. Design Standards for Roads & Highways Department says about bus bay

“Bus bays which enable buses to pull off the carriageway can be of benefit provided that they are used. Proper surveys and studies must be carried out to determine exactly where the buses will stop. Experience shows that it is very difficult to make drivers use bus bays unless they are located exactly at the point of maximum passenger demand. RHD’s Road Safety Division can provide design advice. When building or rehabilitating roads through towns it is essential to consider the needs of buses, some of which may remain stopped for a considerable period. If suitable hard standing areas are not provided the buses will wait on the carriageway causing congestion and accidents”

The statement does not clear the concept and design guideline of a bus bay. However, this is not the same to the other countries. Countries like Singapore, China, Australia, India focus on bus stop and bus bay design along with other geometric features for operating their traffic management system smoothly. (photograph 14 to 17). For example, The Land Transport Authority (LTA) of Singapore extends the Mandatory Give Way to Buses Scheme to 29 additional bus bays. With this extension, there will be a total of 202 bus-bays island-wide under this scheme. By mid-2014, the Mandatory

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Give-Way to Buses Scheme will be expanded to another 150 locations on top of the existing 200. So, bus bay cannot be neglected anymore.

Photograph 1: Bus bay in Singapore Photograph 2: Bus bay in Australia Source: ITDP, 2006 Source: Alamy, 2014

Photograph 3: Bus bay in China Photograph 4: Bus bay in India Source: Transport Department, 2009 Source: Wikimedia Commons, 2009

3.2 Operational Definition

The Theoretical framework will provide perspective about bus bay, its types, dimensions, installing conditions, advantages and other particular concepts related to the study

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

3.2.1.1 Bus bay • A bus bay (or turnout) is a specially constructed area separated from the travel lanes and off the normal section of a roadway that provides for the pickup and discharge of passengers. (US Transportation Research Board, 1985)

• Bus bays are provided primarily on high volume or high,speed roadways, such as sub-urban arterial roads. Also bus bays are frequently constructed in heavy congested downtown and shopping areas where large numbers of passengers may board and alight. (US Transportation Research Board, 1985)

Figure 3.1 A typical bus bay Source: US Transportation Research Board, 1996

3.2.1.2 Types of bus bay: In 1996, Transportation Research Board of U.S defined three types of bus bay

a) Open bus bay b) Partial open bus bay c) Queue jumper bus bay

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

a. Open bus bay The open bus bay design is a variation of the bus bay design. In an open bus bay design, the bay is open to the upstream intersection (Figure 3.2). The bus driver has the pavement width of the upstream cross street available to decelerate and to move the bus from the travel lane into the bay. This type of design includes allowing the bus to move efficiently into the bay as well as allowing the bus to stop out of the flow of traffic, which is an advantage. Re-entry difficulties are not eliminated; however, they are no more difficult than with the typical bus bay design. A disadvantage for pedestrians is that the pedestrian crossing distance at an intersection increases with an open bus bay design because the intersection width has been increased by the width of the bay.

Figure 3.2 Types of bus bay Source: US Transportation Research Board, 1996 b. Partial open bus bay Partial open bus bay (or a partial sidewalk extension) is another alternative to the bus bay design .This alternative allows buses to use the intersection approach in entering the bay and provides partial sidewalk extension to reduce pedestrian street-crossing distance. It also prevents right-turning vehicles from using the bus bay for acceleration movements. Figure 3.3 illustrates the design for partial open bus bay

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Figure 3.3 Partial open bus bay Source: US Transportation Research Board, 1996 c. Queue jumper bus bay Queue jumper bus bays provide priority treatment for buses along arterial streets by allowing buses to bypass traffic queued at congested intersections. These bus stops consist of a near-side, right-turn lane and a far-side open bus bay. Buses are allowed to use the right-turn lane to bypass traffic congestion and proceed through the intersection. The right-turn lane could be signed "Right Turns Only—Buses Excepted." Queue jumpers provide the double benefit of removing stopped buses from the traffic stream (to benefit general traffic operations) and guiding moving buses through congested intersections (to benefit bus operations).Figure 3.4 illustrates the layout for a queue jumper bus bay.

Figure 3.4 Queue jumper bus bay Source: US Transportation Research Board, 1996

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From the experiences of the transit agencies in U.S that use queue jumper bus bays says that these bays should be considered at arterial street intersections when the following factors are present:  High-frequency bus routes have an average headway of 15 minutes or less;  Traffic volumes exceed 250 vehicles per hour in the curb lane during the peak hour;  The intersection operates at a level of service "D" or worse; and  Land acquisitions are feasible and costs are affordable. An exclusive bus lane, in addition to the right-turn lane, should be considered when right-turn volumes exceed 400 vehicles per hour during the peak hour.(TRB,1996)

3.2.1.3 Factors considered for locating new bus bay

According to US Transportation Research Board, 1996 bus bays should be considered at a location when the following factors are present:  Traffic in the curb lane exceeds 250 vehicles during the peak hour  Traffic speed >40 mph and volumes of buses are 10 or more/peak hour  Passenger volumes exceed 20 to 40 boarding an hour  Average peak-period dwell time exceeds 30 seconds/bus  Buses are expected to layover at the end of a trip  Potential for auto/bus conflicts warrants separation of transit and passenger vehicles  Repeated accident history at stop location  Existence of adequate right-of-way width is to construct the bay without adversely affecting sidewalk or pedestrian movement  18 m space in length is available  Sight distances (i.e., hills, curves) prevent traffic from stopping safely behind a stopped bus  A right-turn lane is used by buses as a queue jumper lane with existence of appropriate bus signal priority treatment at an intersection

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 Bus parking in the curb lane is prohibited, and  Improvements, such as widening planned for a major roadway. (This provides the opportunity to include the bus bay as part of the reconstruction, resulting in a better-designed and less-costly bus bay.)

Dwell time is the scheduled time a bus is allowed to discharge and take on passengers at a stop, including opening and closing doors ( Ben-Edigbe, J.and Mashros, 2011). In the context ofour country dwell time is difficult to obtain as there is no fixed schedule of buses.

In the book of Kadiyali, “Traffic engineering and transport planning”, 2006 states that “properly designed bus bays recessed into the curb facilitate loading and unloading of passengers without the vehicles blocking the stream of traffic on the carriageway”. The following are the guidelines for the location of the bus bays.  The bus stops should not be located too close to the inter-sections. A minimum distance of 75 m from the intersections is desirable for urban situation and rural locations a distance of 300 m is desirable. The bus stops should be located preferably on the farther side of the intersection.  Bus stops should be as far as possible so located as to disembark the passengers at safe places such as curbs or islands.  For buses intending to turn right at an intersection, the stop should be sufficiently away from the intersection so that the bus can be maneuvered from the curb to the extreme right lane well before the intersection.  The length of the recess should be about 12-15 m for a single bus with an additional length of 12-15 m for every additional bus. The taper on either side should be about 8:1, the maximum value being 6:1.(Kadiyali,2006)

On the other hand Wright in his book “Highway Engineering”,1996 defined that bus turnouts should be considered along heavily traveled high-speed arterial streets, especially when bus dwell time are relatively long. Bus turnouts are wanted whenever the following conditions exist

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 Right of way width is sufficient to permit construction of the turnout without impinging on needed sidewalk space.  Peak hour traffic in the curb lane is at least 500 vehicles per hour.  Average bus dwell time exceeds a 10 sec per stop (Wright, 1996)

According to US Transportation Research Board, 1985 following are some guidelines on where to locate bus bays (e.g. far side or near side).  Far-side intersection placement is desirable (may vary with site conditions). Bus bays should be placed at signal-controlled intersections so that the signal can create gaps in traffic.  Near-side bays should be avoided because of conflicts with right-turning vehicles, delays to transit service as buses attempt to re-enter the travel lane, and obstruction of traffic control devices and pedestrian activity.  Midblock bus bay locations are not desirable unless associated with key pedestrian access to major transit-oriented activity centers. According to Manual of Specifications & Standards (2010),published by Indian planning commission, the location of the bus bays shall be fixed on the basis of following principles: (i) The bus stops shall be sited away from bridges and other important structures and embankment sections more than 3 m high. (ii) As far as possible, bus bays shall not be located on horizontal curves or at the summit of vertical curves. (iii) The location shall have good visibility, not less than the safe stopping sight distance. (iv) The bus bays shall not be located too close to the road intersections. A gap of 300m from the tangent point of intersections to start/end of the bus bay shall be desirable. At minor intersections (e.g. junctions with village roads), distance of 60m may be adopted. However, if a substantial volume of buses is to turn right at the intersection, it is necessary that the bus bay shall be located sufficiently ahead of the intersection so that the buses can be maneuvered easily from the

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

pick-up stop. On the left-hand side to the extreme right lane for turning. The location of the bus bays may be fixed after due consultation with the local communities expected to use such facilities. (v) At major four-way intersections involving transfer of a substantial number of passengers from one pick-up stop to the other, it might be desirable to construct a single, composite bus stop of suitable design to cater to all the bus routes collectively. (vi) In hilly areas, the bus bays shall be located, preferably, where the road is straight on both sides, gradients are flat and the visibility is reasonably good (usually not less than 50 m). Subject to these requirements, it will be advisable to choose locations where it is possible to widen the roadway economically for accommodating bus bays. (vii) Where grade separator is provided, the location of bus bays shall be as under a) Sufficiently away from the ground intersection. b) Sufficiently away from the longitudinal slope of the approaches.

In locating a new bus stop in Dhaka city Ahsan, (2013) considered 15.2 m distance from the local street intersection points assuming beyond this distance there will be no hindrance of traffic flow of intersection.

Evidence shows that bus drivers will not use a bus bay when traffic volumes exceed 1000 vehicles per hour per lane. Drivers explain that the heavy volumes make it extremely difficult to maneuver a bus out of a midblock or near-side bay, and that the bus must wait an unacceptable period tore-enter the travel lane. Consideration should be given to these concerns when contemplating the design of a bay on a high-volume road. Using acceleration lanes, signal priority, or far-side (versus near-side or midblock) placements are potential solutions.

The optimum spacing for bus stops is generally taken to be of between 400 and 500 meters (ITDP, 2007). For Dhaka the average spacing is considered approximately 470m for 2016, or in other words 830 stops locations (i.e. counting both sides of the carriageway together as 1 ) spread across the 388 kilometers of roads which are

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traversed by the bus services. But Due to the space constraints, on the busier corridors and those locations in which bus lanes cannot be provided, it will not be possible for each route to stop every 400m in peak hour. For the bus stops to cope with the demand at these locations, the routes will use alternate stops – for example they may only stop every 800, or in worse cases 1,200 meters. (DTCA, 2014)

The nature of Dhaka is many narrow roads, limited space for additional right of way, and high traffic volumes. In defining parameters and principles to proceed the study, the minimum required factors were considered to identify the necessities and optimal location of a bus bay. These are a. Traffic 500 vehicles during the peak hour b. Bus volumes are 10 or more per peak hour on the roadway c. Passenger volumes exceed 20 to 40 boarding /hour d. Average peak-period dwell time is more than 30 seconds per bus e. History of repeated traffic and/or pedestrian accidents at stop location f. Right-of-way width is adequate to construct the bay without adversely affecting sidewalk or pedestrian movement g. Minimum distance of 75 m from the intersections h. Minimum 15.2 m distance from local street intersections i. 3m minimum space in width is available j. 18 m space in length is available

3.2.1.4 Bus bay dimensions The total length of the bus bay should allow room for an entrance taper, a deceleration lane, stopping area, an acceleration lane, and an exit taper (Figure 3.5). However, the common practice is to accept deceleration and acceleration in the through lanes and only build the tapers and the stopping area. Providing separate deceleration and acceleration lanes is desirable on suburban arterial roads and should be incorporated in the design wherever feasible. (TRB, 1985).

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An acceleration lane in a bay design allows a bus to obtain a speed that is within an acceptable range of the through traffic speed and more comfortably merge with the through traffic. The presence of a deceleration lane enables buses to decelerate without inhibiting through traffic. Typical bus bay dimensions (minimum and recommended) are shown in Figure 3.5. Where bike lanes are provided, a bus bay should include a marked through lane to guide bicyclists along the outside of the bus bay.

Figure 3.5 A typical bus bay dimensions Source: US Transportation Research Board, 1996

a) Stopping area length consists of 50 feet for each standard 40-feet bus and 70 feet for each 60-feet articulated bus expected to be at the stop simultaneously. Table 3.1 shows suggested bus stop capacity requirements based on a range of bus flow rates and passenger service times. b) Bus bay width is desirably 12 feet for traffic speeds under 30mph, a 10-feet minimum bay width is acceptable. These dimensions do not include gutter width. c) Suggested tapper lengths are listed in table below. Desirable taper length is equal to the major road through speed multiplied by the width of the turnout bay. A taper of 5:1 is a desirable minimum for an entrance taper to an arterial street bus bay while the merging or re-entry taper should not be sharper than 3:1. d) Minimum design for a busy bay does not include acceleration or deceleration lanes. Recommended acceleration and deceleration lengths are listed in the below.

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Table 3.1 Recommended acceleration and deceleration lengths Through Entering Length of Length of Length of Taper Speed Speed(a) Acceleration Deceleration (Feet) (mph) (mph) Lane Lane (b) (Feet) (Feet) 35 25 250 184 170 40 30 400 265 190 45 35 700 360 210 50 40 975 470 230 55 45 1400 595 250 60 50 1900 735 270 Source: TRB,1985 (a) Bus speed at end of taper, desirable for buses to be within 10 mph of travel lane vehicle speed at the end of the taper (b) based on 2.5 mph/sec deceleration rate.

3.2.1.5 Advantages of bus bay  Allows patrons to board and alight out of the travel lane  Provides a protect area away from moving vehicles for both the stopped bus and the bus patrons  Minimizes delay through traffic  An open bus bay allows the bus to decelerate as it moves through the intersection  A queue jumper bus bays allows buses to bypass queues at a signal

3.3 Cross Sectional Elements

Cross sectional elements are those elements in a road way which provide the effective width of the road for vehicular traffic movements. The essential segments of cross sectional elements are described below.

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3.3.1 Right of Way

Right of way designates the strip of land that is legally associated with the transportation authority. The right of way should be adequate to accommodate all the elements that make up the cross-section of the roadway and may reasonably provide space for future expansion. American Association of State Highway and Transportation Officials are commended the right -of -way width for a two lane highway on secondary roads with an annual average daily traffic volume of 400 to 1000 vehicle, is 66 ft (20m) minimum and 80ft (25m) desirable. A two lane urban collector right of way width should range from 40 to 60ft (12to 18m). (Wright,1996)

Figure 3.6 Right of way Source: Bus Stop, n.d

Sufficient right of way should be acquired to avoid the expense of purchasing developed property or removal of other physical encroachments from the highway right -of –way. A wide section of right-of-way must be given careful consideration for a balanced design. The selection of a width based on minimum or desirable dimensions is typically established with respect to facility type and surrounding condition. (Wright,1996)

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3.3.2 Carriage way

It is the most important part of the right of way, used for the vehicular movement. It may be divided by central reservation (median) which is termed as single carriageway otherwise; it is termed as dual carriageway. The width of carriage way depends on three factors: . Number of traffic lane . Width of traffic lane . Traffic volume As per Roads and Highway Department of Bangladesh, 2000 - 5.5m or 18 feet is the minimum width two-lane carriageway. Large vehicles can pass each other at slow speed and the high standard two-lane single carriageway width is 7.3m or 24 feet.

3.3.3 Traffic lane

The designed or marked strip of carriageway on which a standard vehicle can move safely in one direction with some minimum site clearance is called traffic lane. Traffic lane is used for safety and convenience movement of traffic. It also provide direction of traffic. Generally, lane width falls within range of 9 to 12 feet. Number of lane in a carriageway depends on present and future anticipated volume of traffic composition ( bus ,car, motorcycle etc) and level of service.

3.3.4 Median A median or a central reservation is the longitudinal space separating dual carriageways. The functions of the central reservation are:  To separate the opposing steams of traffic  To minimize head light glare  To minimize space for safe operation of crossing and turning vehicles at intersections at grade  To provide a stopping area in case of emergencies

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3.3.5 Sidewalk

A path is located along the side of a road. A sidewalk generally accommodates moderate changes in grade and is normally separated from the vehicular section by a curb. The required width of a sidewalk depends primarily on the volume of pedestrian and the desired level of service.

3.3.6 Shoulder

Shoulder is that portion of the roadway contiguous with the travelled way and is intended for accommodation of stopped vehicles, emergency use and lateral support of base and the surface. Shoulders are provided on both side of the carriageway. Sometimes it is provided as targeted space for future expansion. It facilitates and control the drainage system and also delineates the pavement edge. Optimum widths for shoulders is 3.93 -5.9 feet. (RHD, 2000)

3.4 Traffic surveys At first for conducting the transportation plan it is important to collect data on factors that are likely to influence travel pattern. For collecting the required data it needs a number of surveys so as to have an inventory of existing travel pattern, existing travel pattern, existing transportation facilities, existing land use and economic activities. The inventory of existing transport facilities should be undertaken to identify the deficiencies in the present system and the extent to which they need to be improved. The inventory consists of  Inventory of streets forming the transport network  Traffic volume and composition of traffic at both peak and off-peak hour  Studies of travel time by different modes  Parking inventory  Accident data Here, in this study, traffic volume survey and accident data used in determining the bus bay provision.

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

3.4.1Traffic volume survey Volume counts are indicators of the need to improve the transport facilities and are an invaluable tool in the hands of a transport planner. Data pertaining to traffic volume and its composition is needed to check on the survey data collected by the home interview and cordon surveys. The variations of the traffic volume over different hours of the day, different days of the week and different months of the year are also needed. One of the fundamental measures of traffic on a road system is the volume of a traffic using the road in a given interval of time. If the traffic is heavy then the road suffers from congestion with consequent loss in a journey speeds. The methods available for traffic counts are  Manual methods  Automatic devices moving observer methods

Manual methods Most applications of manual counts require small samples of data at any given location. Manual counts are sometimes used when the effort and expense of automated equipment are not justified. Manual counts are necessary when automatic equipment is not available. Manual counts are typically used for periods of less than a day. Normal intervals for a manual count are 5, 10, or 15 minutes. Manual counts are recorded using one of three methods: tally sheets, mechanical counting boards, or electronic counting boards. Automatic devices moving observer methods The automatic count method provides a means for gathering large amounts of traffic data. Automatic counts are usually taken in 1- hour intervals for each 24- hour period. The counts may extend for a week, month, or year. When the counts are recorded for each 24- hour time period, the peak flow period can be identified. Automatic counts are recorded using one of three methods: portable counters, permanent counters, and video tape.

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

3.4.2 Capacity of a road way Capacity is defined as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or a uniform section of a lane or a roadway during a given time period under a prevailing roadway traffic and control condition (TRB,1985). Capacity normally is expressed as persons or vehicles per hour. If the composition of traffic varies significantly than the capacity is converted in a same passenger car unit (PCU) per hour.

× Capacity, C = Here, V= speed in kph S= Average spacing in meters of moving vehicles.

According to DITS, 1994 the design capacity of an urban arterial road is 14000 PCU/hour. Capacity can be of three types . Basic capacity . Possible capacity . Practical capacity

Basic capacity: The maximum number of passenger cars that can pass a point on a lane or a roadway during one hour under the most nearly ideal roadway and traffic condition.

Possible capacity: The maximum number of vehicles that can pass a given point on a lane or a roadway during one hour, under prevailing roadway and traffic conditions.

Practical capacity: The maximum number of vehicles that can pass a given point on a lane or a roadway during one hour, without the traffic density being so great as to cause unreasonable delay, hazard or restrictions to the driver freedom. This term is frequently referred as design capacity.

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

3.4.3 Passenger Car Unit (PCU)

Different types of vehicles usually plying on the road. These vehicles offer different degree of interference to the other traffic. It is essential to bring all types to a common unit. The common unit adopted is the Passenger Car Unit (PCU).The PCU of a vehicle type has been depended upon the size and speed of the vehicle, type and kind of road environment. They are generally not dependent on the flow and road width. While traffic is composed of a number of types of vehicles, the Passenger Car Equivalence vale nee (PCE) is used to convert the volume of each vehicle type into PCU that represents the equivalent traffic impedance value of each type of vehicle in the flow based on a value of 1.o for a passenger car. The flow is then expressed as PCU/hour or PCU/day.

For Dhaka city, DITS (1998) have calculated the PCE values. The DITS values are recognizes as more acceptable and rational of the two and thus widely used in different traffic studies.

Table 3.2 PCE Value for different vehicle Vehicle Type PCE Vehicle Type PCE Car 1.0 Mini-bus 2.0 Tempo/Human Hauler 0.5 Rickshaw 0.8 Baby Taxi/Auto rickshaw 0.5 Pushcart 4.0 Truck 2.0 Motorcycle 0.3 Bus 2.5 Bicycle 0.2 Source : DITS,1994 3.5 Level of service (LOS) The Highway Capacity Manual (TRB, 1985) introduced the concept of Level of service (LOS) to denote level of facility one can derive from a road under different operating characteristics and traffic volume.

The level of service demotes the level of facility one can derive from a road under different operating characteristics and traffic volume. The concept of level of service is

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

defined as a qualitative measure describing the operational conditions with a traffic stream, and their perception by motorists or passengers.The factors that to be considered in evaluating the levels of service are: . Speed and travel time . Traffic interruptions and restrictions . Freedom to manoeuvre . Driving comfort and convenience . Economy

3.5.1 Classification of Level of Service There are six designated level of service. Each represents a range of extreme of which is defined by the upper volume limit and the lower speed limit. The six levels of services and their standards are discussed here by their flow of characteristics, volume, average overall travel speed, freedom to maneuver, driving comfort and convenience. The TRB (Highway Capacity Manual) utilizes travel speed and the ratio of the service volume to capacity, depending upon the particular problem. The latter is often reffer to as v/c ratio in Manual. For urban location , the Manual recommends the use of average overall travel speed. There are six level of service selected by manual. These are termed by letter A, B, C, D, E and F. Level A represent the highest and level F represent the lowest operating condition. Table 3.3Classification of Level of Service Level of Description Service (LOS) 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.

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

Level of Description Service (LOS)  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. Source: TRB, 1985

Thus LOS ‘A’ means free flow with low volume and high speed, LOS ‘B’ means resonably free flow, but speed beginning to be restricted by traffic condition, LOS ‘C’ means stable flow zone but most drivers restricted in freedom to select their oen speed,

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

LOS ‘D’ means approaching unstable flow, drivers have little freedom to manoeuvre, LOS ‘E’ means almost unstable flow ,volumes reach near at the capacity of the highway, LOS ‘F’ means unstable flow may be short stoppages.

Generally it is believed that if the level of service stays between A to C, the traffic operating condition of the total road is efficient. When level of service drop down to D, the operation condition is marginal and the condition become inefficient for traffic movement when the level falls down to E and F. LOS C has generally been established as the standard for design of transportation facilities for peak hour traffic condition. LOS D, however is often accepted in urbanized areas where costs or impacts of providing LOS C are prohibitive. But LOS D is the area of concern and of growth keeps on continuing problems will likely to occur in future. LOS e and F indicates the problem areas.

Table 3.4 Standard Level of Service Level of Service Volume Capacity Ratio Speed Flow Condition (Kph) A <=0.6 >=40 Free flow B <=0.7 >=30 Stable flow C <=0.8 >=25 Stable flow D <=0.9 >=15 Unstable flow E <=1 <15 Unstable F >1 0 Forced flow Source: Kadiyali, 2006

3.6 Studies of Speed Definition of Speed Speed is the rate of movement of traffic or specified components of traffic and is expressed in metric unit kilometers per hour (K. P.H.). Theoretically,

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

, Speed = ,

Speed of travel is a simple and widely used measure of the quality of traffic flow. Basically, speed is the total distance traversed divided by the time of travel. Speed is commonly expressed in miles (kilometers) per hour or feet (meter) per hour second. Travel times are usually measured for the peak hour conditions and non-peak hour conditions. Speed is the rate of movement of traffic of specific components of traffic. There are three types of speed  Spot speed  Running speed  The journey speed

3.6.1 Running speed Running speed is the average speed maintained by a vehicle over a given course whiles the vehicle in motion. For instance the running speed is the speed value used for the purpose of the capacity determinations. It is also a speed that can be used as a measure of the level of service offered by a highway section over a long period of time. Economic studies estimating the value of highway alterations and assessing priorities for improvement may also utilize running speed values.

Journey speed =

3.6.2 Journey Speed Journey speed also known as overall travel speed, is the effective speed of a vehicle between two points, and its distance between two points divided by the total time taken by the vehicle to complete the journey, including all delays incurred en-route. Thus Journey speed = ( )

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

Journey Speed and Running speed calculation

The flow in north bound can be calculated using formula:

= Where,

= Flow in the north bound direction

= Opposing traffic count of vehicles met when the test vehicle traveling south

= Number of vehicle overtaking the test vehicle minus the number of vehicles overtaken by the test vehicle, when the test vehicle is traveling north.

= Average journey time in south direction

= Average journey time in north direction

Determination of average journey time: The formula of average journey time is.

= - Where,

= Mean journey time in the north bound direction

= Average journey time in north direction

= Number of vehicle overtaking the test vehicle minus the number of vehicles overtaken by the test vehicle, when the test vehicle is traveling north.

= Flow in the north bound direction

3.6.3 Methods of measuring running speed and journey speed The methods commonly used for measuring running speed and journey speed are  Moving observer method  Registration number method  Elevated observer method

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

Moving Observer Method In this method, the speed and flow can be obtained by traveling in a test vehicle (car/bus/rickshaw) against and with the flow, and noting down the journey time, the number of vehicles met with from the opposite direction and the number of vehicles overtaking the test vehicle and overtaken by the test vehicle.

A test vehicle makes a series of test runs in each direction over the route under study. For reliable results a minimum of two test runs (one peak and one off-peak) should be made in each direction under comparable condition. The method is applicable to two- way routes only. It has been found to be economical and to produce satisfactory, unbiased estimates of volume and travel time The test route is divided into sections which should be as uniform as possible In traffic and roadway conditions The data required, which are recorded for each section along the route, include i. Travel time ii. Opposing traffic iii. Overtaking traffic iv. Overtaken traffic

3.7 Delay

Delay is tiresome common phenomena in vehicular service and it can be two types, the fixed delay and the operational delay.

Operational Delay: The delays caused by the intersection of various factors such as congestion, inadequacy of carriageway widths, mixed traffic congestion, parked cars and heavy pedestrian flow is called congestion delay or operational delay. This kind of delay is difficult to be measured precisely.

Fixed delay: The delays occurring due to predefined stopping at the signal is called the fixed delay. It can be easily recorded by a stopwatch. The fixed delay usually occur in

CHAPTER - 3 LITERATURE REVIEW AND THEORETICAL FRAMEWORK

case of roadway intersections, railway crossing and stop sign. Generally moving observer method is used for the delay study.

3.8 Accident data

Accident data over the past years will help to the nature and extent of hazards inherent in the present system and the need to improve the situation. The usefulness of an accurate and comprehensive system of collection and recording accident data cannot be emphasized over accident data serve to identify the basic causes of accidents and to suggest means for overcoming the deficiencies that lead to such accident.

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Chapter 4 Existing condition of the bus stop areas

In this chapter, study area was detailed out to to get the thorough idea of it. at first the location of the study area were identified to initiate the study .In term of field survey, geometric features was surveyed eventually to find out the capacity of the road and adequacy of the Right of Way (ROW) width. To observe and explore the actual operational condition of the study area lots of photographs were taken and analysed. .

4.1 General description of the study area

All the selected bus stops are situated in one side of the Right of Way and the carriageway adjacent to it get one-way traffic . Location map of the study area are shown in Figre 4.1 to Figure 4.5.

Gulshan-1: Gulshan-1 bus stop is locating near to the Gulshan-1 DCC market Three directional flows of traffic were found in Gulshan -1 bus stop namely Hatirjheel to Mohakhali , Gulshan-2 to Mokhakhali direction and Shahjadpur to Mokhakhali direction .Traffic are from Kuril, Badda,Bishwaroad, Gulshan-2,Azimpur and go to Gabtali,Technical,Kallaynpur, ,Mohakhali, ,TV Centre, Mogbazar,Panthopath,Satrasta etc. Nearby intersection is a Gulshan-1 circle intersection which is a roundabout intersection

Mohakhali: Mohakhali bus stop is situated close to mohakhali kacca bazar (Figure 4.1).It gets two directional flows flows of traffic which is Uttara-Banani to Satrasta Direction and Gulshan to Satrasta Direction. Traffic comes from Banani,Uttara,Abdullahpur,Tongi,Gazipur,Baridhara and go to Gabtoli, Mirpur,Mohammadpur,Farmgate Azimpur,Maghbazar,Kakrail etc through this bus stop. Nearby intersection is a “T” intersection.

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Figure 4.1 Location map of Gulshan-1 bus stop Source: Author, 2014

Nilkhet: Locating near the nilkhet intersection Nilkhet bus stop entertains only one direction flow of traffic from Gulistan, Lalbag, Azimpur to Gabtoli, Mirpur, Dhanmondi,Mohammadpur,Mohakhali, Gulshan,Uttara etc. Nearby intersection is a Four leg intersection.

Mirpur-1: One directional traffic was found Mirpur-1. bus stops. Traffic comes from Mirpur-10,11,12,13,14,2 and go to Gabtoli, Shamoly,Kallanpur, Mohammadpur, Dhanmondi, Farmgate,Gulistan etc through this node. Nearby intersection is a “Y” intersection.

Mirpur-10: Mirpur-10 bus stop also get only one directional flow that is Agargaon- Mirpur-10 direction. flow of traffic is from Farmgate, Gulistan,bangla motor, Dhanmondi, Mohammadpur, Gulshan, Banani and go to Mirpur-Kazipara, Shewrapara, Mirpur 10,11,12,13,14 etc, Nearby intersection is Mirpur10 circle which is a roundabout intersection.

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Figure 4.2 Location map of Mohakhali bus stop Source: Author, 2014

Figure 4.3 Location map of Nilkhet bus stop Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Figure 4.4 Location map of Mirpur-1 bus stop Source: Author, 2014

Figure 4.5 Location map of Mirpur-10 bus stop Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

4.2 Major findings from geometric features survey Geometric features like Right of way (ROW) width, carriage way, median, sidewalk etc data collection procedures and analysis are discussed below. There exist sidewalk for pedestrian traffic.

Carriage way To propose bus bay in the bus stops far-side intersection placement is desirable. From literature review, it is found to be 75m away from intersection, which is standard for an urban area.

To get the average width of carriage way at first a 75 m buffer was created from the intersection. Three measurements were taken 75m away from the intersection of each bus stop using GIS measurement tool. It was found that carriage way in Mohakhali bus stop is 120 feet that is a highest and lowest average ROW width is in Nilkhet bus stop. Gulshan-1, Mirpur-1 and Mirpur- 10 bus stops have an average ROW width of 60 feet (Table 4.1).

Table 4.1: Survey result of the geometric features of the study area

Carriage Effective Carriage Right Of Name of the Shoulder Median Sidewalk Way Way (Feet) Way Bus Stop (Feet) (Feet) (Feet) (Feet) Left Right (Feet) 61.75 Gulshan-1 30+30 24 30 2+2 3.75 6+6 120.75 Mohakhali 60+60 51 60 3+3 3.75 6+6 65.25 Nilkhet 30+30 25.5 30 3+3 3.75 5+5 83.5 Mirpur-1 50+50 37.5 37.5 3+3 2.5 6+6 60.75 Mirpur-10 30+30 25 25.5 3+3 3.75 5.25+5 Source: Field survey, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

But survey found that the carriage ways are not being used for its actual purposes. Illegal on-street parking, encroachment by building materials, occupancy of street vendor on street reduce at least one lane to its road in Mohakhali and Mirpur-1 bus stop area. So the effective carriage way was surveyed in the selected bus stops. Minimum carriageway width was found 25 feet (left bound) in Gulshan-1 and maximum carriageway width was found 60 feet (Right bound) in Mohakhali bus stop area.

Median

Average width of median or central reservation was surveyed. Median width found 3.75 feet at all the bus stop area except Mirpiur-1 bus stop. Here the width of median is 2,5 feet.

Sidewalk

Sidewalk width in both direction found equal in bus stop area. Except in Nilkhet bus stop area. The average sidewalk width found e in the study area i.e 6 feet.

Shoulder

Like sidewalk, average shoulder width in both direction was almost equal. Maximum width found 3 feet in Mohakhali, Nilkhet and Mirpur-1 bus stop area where minimum width found 2 feet in Gulshan-1 and Mirpur-10 bus stop area.

Right of Way In case of Right of way, the minimum standard for urban major distributor road is 65 feet (Kadiyali, 2003). The criteria has been satisfied by the each of the selected bus stops except in Mirpur-10 and Gulshan-1bus stop which effective ROW widths are 61.75 feet and 60.75 feet respectively. But considering the actual carriageway width ROW is adequate here. The reason behind this deficiency is the actual carriageway width is reduced by the road side activity which can be restored.

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

4.3 Field observation:

Field observation was used to actual condition and problems of the study area.. Lot of photographs were taken to explore the existing situation and problems of the study area. Illegal on-street parking, encroachment, lack of bus stop amenities like shelters,benches, lighting etc were common findings in each of the bus stops. Other major findings are given below

Gulshan -1 bus stop area

 In case of Gulshan-1 bus stop actual bus stop is proximate to the DCC market but it has been not used as it is for.  Illegal infrastructure like food courts, street vendors are using the space and blocking pedestrian movement. Moreover, the space is also using for illegal parking.  Instead of using the specific bus stop at Gulshan-1 bus stop, the space close to the intersection is using for random picking and dropping passengers for unlimited time being.  Though adjacent carriageway’s actual width is 30 feet, the fact is that about 6 feet carriageway always remain unused for traffic movement and being used for parking vehicles.

Photograph 5: Existence of illegal infrastructure on sidewalk (Gulshan-1 bus stop area) Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Photograph 6: Carriageway using for parking (Gulshan-1 bus stop area) Source: Author, 2014

Photograph 7: Sidewalk blocked by the street vendors (Gulshan-1 bus stop area) Source: Author, 2014

Mohakhali bus stop area

 The scenario is the same at Mohakhali bus stop. Boarding and alighting passengers for unlimited time, road occupied by street vendors is found to be common here.

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

 There exists four lanes in each direction. Despite of having a wide ROW, one of its lane (about 9 feet) to is not using as it is encroached by illegal parking or street shops at Mohakhali bus stop

Photograph 8: Boarding and alighting for unlimited time (Mohakhali bus stop area) Source: Author, 2014

Photograph 9: Carriageway blocked vendors and parking (Mohakhali bus stop area) Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Nilkhet bus stop area  The bus stop is placed immediate to the intersection point. Several points are using for picking and dropping passengers. A few numbers of buses got ticket counter and stop at the specific stop area. The rest are all the local buses that often stops in the middle of the road.  There exists a space about 4.5 feet separated from the main carriageway at Nilkhet bus stop and has been using for parking tempos.  Existence of an old tree at the stop area is contributing in narrowing the space.

Photograph 10 Alighting passenger on middle of the road (Nilkhet bus stop area) Source: Author, 2014

Photograph 11: Free space using for parking tempos (Nilkhet bus stop area) Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Photograph 12: Tree narrowing the bus stop space (Nilkhet bus stop area) Source: Author, 2014 Mirpur-10 bus stop area  The worst scenario was found at Mirpur-10 bus stop. There exist three traffic lanes at each direction. A huge amount of traffic flow found to be continuous in the carriageway. The bus stop space is using by the street vendors. Electric pole obstructing pedestrian movement and about 5 feet carriageway using either as walkway or for parking which leads in reducing the capacity of the carriageway.  No certainty of stopping buses at any fixed location at Mirpur-10 bus stop. Buses stopping middle of the road, blocking other vehicles and passengers running to catch randomly stopped buses

Photograph 13: Electric pole blocking sidewalk and pedestrians blocking ROW (Mirpur-10 bus stop area)

Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Photograph 14: Passengers running with risk of life (Mirpur-10 bus stop area) Source: Author, 2014 Mirpur-1 bus stop area  Mirpur -1 bus stop was found to be locating just by a local street opening which is not appropriate. It encourages buses to be stop in front of the local street and blocking the traffic flow of the road. Like Gulshan-1, exact bus stop has lost its use. Near about 12. 5 feet ROW from walkway is occupied by the street vendors or using for parking or keeping construction material.  Another 12 feet ROW from that point found with a temporary separated lane for buses using for picking and dropping passengers. In this lane, buses were found to be boarding and alighting passengers in more than two queue. starting from the intersection

Photograph 15: ROW using for other purpose (Mirpur-1bus stop area) Source: Author, 2014

CHAPTER- 4 EXISTING CONDITION OF THE STUDY AREA

Photograph 16: Bus stop locating near local street intersection (Mirpur-1bus stop area) Source: Author, 2014

Photograph 17: Haphazard standing of vehicle and road using for other activities (Mirpur-1bus stop area) Source: Author, 2014

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

Chapter 5 Analysis of user opinion and passenger volume survey

The survey activity generated data that answer questions beyond what the inventory can provide and served as integral links to our in-depth studies. The data also tells us more about the accessibility, use, non-use, and perceived benefits of public access venues. Here two types of survey data has been discussed. These are

 User opinion survey  Passenger volume survey

5.1 User opinion survey

To achieve the aim of evaluation of the user perception in respect of the necessity of bus bays on the selected bus stops,user opinion survey was conducted. A questionnaire on passengers' opinion was prepared asked to the users. The questions formulated in such a way that the corresponding answers given by the bus users will reflect the role of the public transport system in their day-to-day life and the demand of bus bay. For the purpose of the study,a sample of 100 respondents was taken maintaining 20 from each bus stop area. Off peak hour has been chosen conduct the survey as it is difficult collect data from the bus users rushing to the home specially at peak hours.

 Age, sex occupation structure  Trip study  Trip purpose at final destination  Percentages of users preferring a bus bay  Reasons of a bus bay preference

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

5.1.1Age, sex occupation structure

Sex group

The Table 5.1 shows the distribution of male and female respondent in the study area.Among the 100 samples, 72% were male and 28% were female and from table 5.1

Female respondents are therefore less likely to have information about public transport routes and include these modes in choice-sets. male population make more trips than female population per day

Table 5.1 Bus stop wise distribution of male and female respondent Sex Bus Stop Name Male Female Grand Total Mirpur 1 16 4 20 Mirpur 10 15 5 20 Mohakhali 13 7 20 Gulshan 1 16 4 20 Nilkhet 12 8 20 Total 72 28 100 Source: Field survey ,2014 Age group

It was found (Figure 5.1) that most of the respondents were aged 15-29 years (56%) while 60+ age groups were lowest in response. Though there are some reserve seat for the elderly people, public bus is not user friendly to them in the point of risk of boarding and alighting. Second highest numbers of trips are made by 30-45. Age group 46-60 generates 10% of total trips.

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

Respondents Age Group and Their

Age Group 0-14 Percentages1% 10% 4%

Age Group 15-29

29% Age Group 30-45

56% Age Group 46-60

Age Group 60+

Figure: 5.1Respondents age group and their percentages

Source: Field survey, 2014

Occupation

Occupation variables are correlated with choice of mode as occupation related to income. High income and white-collar employees are likely to have higher propensities of having choice-sets with cars and individual modes.

Occupational diversity among the respondent of the study area is presented in figure 5.3.Service holders represent the highest percentage of the total sample size (70% in Mirpur-1, 55% in Mirpur-10, 65% in Mohakhali, 45%, in Gulshan-1,60% in Nilkhet).

Student secured the second highest position. Mohakhali, Nilkhet and Gulshan-1 bus stop area got the largest student respondents because there are some universities in these area. Gulshan-1 and Mirpur-10 has the dominating number of respondents in business (25% each). As the number of female respondents was quite low and these areas are most

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

dominating in business activities, respondents like housewives and retired persons were very few.

80% 70% Occupation 60% 50% 40% 30% 20%

10%

0% Service Business Housewife Student Worker Retired (all Type) Mirpur 1 70% 15% 0% 10% 5% 0% Mirpur 10 55% 25% 5% 10% 5% 0% Mohakhali 65% 15% 0% 15% 0% 5% Gulshan 1 45% 25% 10% 20% 0% 0% Nilkhet 60% 10% 10% 20% 0% 0% Figure: 5.2 Occupation of the respondents

Source: Field survey, 2014

5.1.2 Daily frequency of bus journey The study found that (Figure 5.3) maximum respondents’ of the study area travel by bus 1-2 times in a day and bus stop wise these percentages are too close to each others. A very few have more than 4 times journey by bus in daily.

In search of the reasons of choosing bus for major trip Figure 5.4 revealed that maximum respondents (40% in Mirpur 1,65% in Mirpur -10, 50% in Mohakhali, 60% in Gulshan 1, 40% in Nilkhet) preferred bus as it is the cheapest mode in comparison with other modes.Safety and comfort issue comes after that. People who have very limited access to alternative transport other than bus service (15% in Mirpur-1 and Gulshan-1, 20% in Mokhali, 5% in Mirpur-1) use bus as a significant means of travel. Highest 20%

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

users in Mirpur-1 think they use bus to less their travel time. Highest 30% user in Nilkhet use bus as for proximity to origin.

Daily No of Bus Journey

5-6 3-4 1-2

Nilkhet 10% 90% 10% Gulshan 1 5% 85% 5% Mohakhali 20% 75%

Mirpur 10 25% 75%

Mirpur 1 10% 90%

Figure 5.3 Percentage of daily bus journey Source: Field survey, 2014 Reasons for Travelling by Bus

Low Cost Less Travel Time Safety and Comfort Proximity to Origin No Other Alternative

65% 60% 50% 45% 40% 30% 25% 20% 20% 20% 20% 15% 15% 15% 15% 10% 10% 10% 5% 5% 5%

Mirpur 1 Mirpur 10 Mohakhali Gulshan 1 Nilkhet

Figure 5.4 Reasons of preferring bus

Source: Field survey, 2014

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

5.1.2. 1 Purposes of the trip by bus

Consideration of the modes may also be strongly affected by the purpose of the trip; e.g. people may be willing to consider transits in choice-sets for work trips while they may exclude the same modes from their choice sets for social trips with family members.

The trip purpose of the respondents for the prominent destination was surveyed in the study. Table 5.2 shows that people used to go to workplaces daily and bus found very efficient mode of transport for such daily trip (69%). Again, found that the percentage of bus user is low for going to shopping, recreation, visit friend and relatives (3%, 15% and 2%). The reason behind this could be these are not daily necessities and people consider different convenient modes for these purposes.

Table 5.2 Purposes of trip by bus Purposes Go to or Visit Friends from Bus Stop Name Work Recreation Shopping or Relatives School Grand Total Mirpur 1 13 0 1 2 4 20 Mirpur 10 15 0 2 0 3 20 Mohakhali 17 0 3 0 0 20 Gulshan 1 16 2 2 0 0 20 Nilkhet 8 1 7 0 4 20 Total 69 3 15 2 11 100 Source: Field survey, 2014

5.1.3 Reasons of a bus bay preference

To find out the reasons of the necessity of a bus bay 45% user feel that a bus bay can assure safely during boarding and alignment. 24% users need a bus bay as they need a fixed boarding and alighting point for saving time. (Table 5.3)

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

Table 5.3 Reasons behind a bus bay need

Bus Stop Reasons for the need a bus bay Grand Name For To Avoid To To Avoid To have a Total safety Rush Maintain a Congestion fixed Discipline Boarding And Alightment Point or bus bay Mirpur-1 12 1 0 4 3 20 Mirpur-10 10 4 1 0 5 20 Mohakhali 6 6 0 5 3 20 Gulshan-1 9 2 2 4 3 20 Nilkhet 8 0 0 2 10 20 Total 45 13 3 15 24 100 Source: Field survey, 2014 But it also noticed that individually quite a less number of people feels for a fixed point for loading and unloading as they are habituated to haphazard boarding and alighting. 15% user want a bus bay to avoid congestion and 13% of them need it to avoid rush. Issue of maintaining a discipline got less priority to the users. Stop area wise detail data is shown in table 5.3.

5.2 Accident data analysis Worst pedestrians account for almost 90% of the traffic deaths in the city (Efroymson, 2012), double the rates in many other large developing Asian cities (Leather, et al., 2011).Nearly 50% of accidents in Dhaka involve pedestrians (Maniruzzaman and Mitra, 2005). 40.5% of road accidents in Dhaka Metropolitan Area are because of one bus collision (BRTA, 2008) and reportedly are the major cause of pedestrian fatalities (World Bank, 2009). Mohakhali,Nilkhet,Mirpur-10,Mirpur-1 bus stops are located in airport road, Mirpur Road,Begum Rokeya Sarani and Darus Salam Road.In the report of Clean Air and Sustainable Environment (CASE) project financed by the World Bank ‘Traffic Accident Study in Dhaka City (from 2007-2011)’,30 roads were idenfied whereapproximately 95% of the total accidents take place.Airport Road, Mirpur Road and Begum Rokeya Sarani were declared top most accident prone road with high rate of accident frequency .

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

Table 5.4 presents the total number of casuality (fatality or injury) in the road of corresponding bus stops.it reveals that accident rate was much higher 2007 but it reduced in next 3 years and again became high in 2011. Moreover from the record of accident from 1998-2009, Accident Research Institute (ARI) listed Mohakhali,New Market and Mirpur intersection as hazardous intersection of Dhaka city roadnetwork (Table 5.5).

Table 5.4Traffic accident scenarioin the road of selected bus stops

Sl. Road 0r Corridor Name Corresponding Fatality And Injury Total Bus Stop 2007 2008 2009 2010 2011 1 Airport Road Mohakhali 49 40 21 29 89 228 2 Mirpur Road Nilkhet 46 39 20 21 85 211 3 Begum RokeyaSarani Mirpur 10 32 25 23 8 57 145

4 Darus-Salam Road Mirpur 1 7 7 15 1 14 44

5 Bir Uttam A K Khadakar Road* Gulshan-1 5 2 3 8 12 30 Total 134 111 79 59 245 658 Source:Clean Air and Sustainable Environment(CASE)project, 2012; *ARI,2015

Table 5.5 Hazardous intersection of DCC road network (1998-2009)

Sl Name of the Total Pedestrian % of Pedestrian Intersection Accident Accident Accident 1 Mohakhali 33 18 54.5 2 New Market,Mirpur 34 14 41.2 Road 3 Mirpur 10 Round Circle 22 15 68.2 Source: Accident Research Institute (ARI), 2010

5.3 Passenger volume survey

To explore whether passenger volumes exceed 20 to 40 boarding an hour, passenger volume of peak hour in a weekday data was collected by observation method in the selected bus stops. Three peak hours (8.00am-9.00 am, 9.00am-10.00am,5.00pm-6.00pm) was taken to conduct the survey.

CHAPTER- 5 ANALYSIS OF USER OPINION AND PASSENGER VOLUME SURVEY

Table 5.6 shows that each of the bus stops boarding frequency is much higher i.e. >40. In Mirpur-1 bus stop, the rate is highest because bus is the prominent mode of transport to go Gabtoli, Farmgate, Motijheel and other major nodal point. The reason remains the same in Mohakhali bus stop. In the area of Mirpur-10 bus stop the number is relatively low because here passengers aligning is much more common than boarding.

Table 5.6 Passenger volume per peak hour at selected bus stops

Bus Stop Boarding Frequency Total Boarding Boarding Name 8.00am- 9.00am- 5.00am- Frequency Frequency / peak 9.00 am 10.00am 6.00am hour

Mirpur 1 45 70 112 227 75.66 Mirpur 10 62 60 40 172 54.33 Mohakhali 53 68 72 193 64.33 Gulshan 1 40 48 66 154 51.33 Nilkhet 45 40 60 145 48.33 Total 255 286 350 891 297 Source: Field survey 2014 Boarding frequency in Gulshan-1 and Nilkhet bus stops is not as much because boarding and alighting is continuous there in several point rather than in specific bus stops.

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

Chapter 6 Study of traffic congestion

To attain the second objective, certain transportation studies have been conducted which include traffic volume study, speed study etc. Collected data was used for the analysis of peak hour traffic and bus volume, variation of traffic flow, Level of Service (LOS) etc. The results are discussed here by.

6.1 Traffic volume study In order to count the traffic in the selected bus stops, the volume study was conducted by the Manual Counting Method and processed by using Microsoft Excel for further analysis. For the study of a specific bus route, it usually considers both direction of traffic as the bus runs in the both direction using the route. But in case of the study area, all the selected bus stops are locating at the single side of the Right of Way and get only the one way flow of traffic of the carriage way adjacent it. So only one way traffic was counted which comes from several direction and run on to the bus stops.

6.1.1 Comparison of peak hour total traffic volume At peak periods the traffic volume is always high because most of the work, school business trips etc. are conducted during the morning and evening peak hours.there are heterogeneous traffic piled in all the selected bus stops.

The peak hour average total traffic volume in the selected bus stops are presented and compared in Figure 6.1. To provide a bus bay an average minimum 500 volume of traffic at peak hour is required. The Figure 6.1 shows the number exceeds in each of the bus stops.

The average peak hour traffic volume found lowest in Gulshan-1 bus stop and highest in Mohakhali bus stop. The number are respectively 675.08 PCU/hour and 1931.33PCU/hour.The reason behind the low volume of traffic compared to other in Gulshan-1 bus stop is, there exist two lane carriage way. So it allows less traffic than

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

three or more lane. For this reason though the rout is oriented to Gabtali, Technical, Kallaynpur, Mohakhali, TV Centre, Mogbazar, Panthopath, Satrasta etc it is mostly use to go to Mohakhali only. The volume of traffic in Mohakhali is high becuase traffic from different link change their direction to different node crossing this bus stop area. In Mirpur-10 bus stop volume is also high as it attracts traffic to the numerous garments, hospitals, offices, residendece, education institute etc.situated in its surroundings to it. In Nilkhet bus stop volume found 895.28 PCU/hour which is the second lowest in number.Average traffic volume ( 1350.93 PCU/hour) in Mirpur- 1 is close to Mirpur-10 as it get its most flow of traffic from Mirpur-10 direction

Total traffic volume PCU/hour 2500.00

2000.00 1931.33 1378.08 1500.00 1350.93 895.28 1000.00 677.13 Total volume PCU/hour 500.00

0.00

Figure 6.1Comparaison of study area peak hour total traffic volume (PCU/hour) Source: Field survey, 2014

6.1.2 Peak hour volume of bus From the literature review it was found that if a bus bay is to be provided in a bus stop, bus volume should be 10 per peak hour. Bus volume data obtained from traffic volume survey and has been analysed with this standard. Figure 6.2 represents the variation of peak hour bus volume and Figure 6.3 represents category wise volume comparison of bus operating in the selected bus stops

The traffic volume survey found both type of buses minibus and large bus are operating in the study area. In most cases, minibus is leading. The highest bus

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

volume found in Mohakhali bus stop i.e. 1189.25 PCU/hour (Figure 6.2) where volume of minibus is quite high (Figure 6.3). Bus volume found lowest here than the others but exceeds 10 per peak hour. The number is 79.83 PCU/hour. The reason behind this there exist a few bus roués in Gulshan-1 bus stop area.

Minibus is dominating in each bus stop area compared to large bus which reflects the total volume of bus PCU/hour in Mrpur-10, Mirpur-1 and Nilkhet bus stop area.the number is 774.83 PCU/hour, 468.92 PCU/hour and 371.42 PCU/hour in order.

Total bus volume PCU/hour

1189.25

774.83

468.92 371.42

79.83

Gulshan-1 Mohakhali Nilkhet Mirpur-1 Mirpur-10

Figure 6.2 Peak hour volume of bus in the selected bus stops (PCU/hour) Source: Field survey ,2014

Comparison of large bus and minibus

Large bus Minibus 659.67

529.58 540.67

272.67 239.33 234.17 196.25 132.08 65.83 14.00

Gulshan-1 Mohakhali Nilkhet Mirpur-1 Mirpur-10

Figure 6.3 Category wise peak hour volume of bus (PCU/hour) Source: Field survey, 2014

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

6.1.3 Peak hour variation of traffic

Survey data was further used to study the of varition of traffic in the selected bus stops. The result is shown in Figure 6.4 and figure 6.5. Bus found the dominant mode of transport in all the selected bus stop except Gulshan-1 and Mirpur-1 bus stops (Figure 6.4). It indicates people using bus as the prime mode of transport for trip generation in the study area. Car volume was also found significant in numbers. The detail discussion is given below.

Bus stop wise variation of traffic 1200

1000

800 Bus /hour 600 Car/Jeep/Micro Bus Auto Rickshaw 400

Volume PCU Motor Cycle 200 Tempo 0 Rickshaw Cycle

Figure 6.4 Bus stop wise peak hour volume of traffic (PCU/hour) Source: Field survey, 2014

Gulshan-1:Gulshan-1 bus stop area differs from other bus stops as car and CNG auto rickshaw are the major mode of transport here.This is because public tranport is not adequate in this node. Huge flow of cars come from Farmgate, Niketon, Magbazar, Malibag, Rampura, Banasri, Motijheel and go to Mohakhali, Uttara, Mohammadpur, Mirpur etc. Only a single route tempo run here from Mohammadpur to Badda link road so the peak period average volume was found to be 9.42 PCU/hour. Average volume of cycle is 5.17 PCU/hour and average of rickshaws is only 26.13 PCU/hour (Figure 6.5).

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

Mohakhali: Car takes the second highest modal share of transport in Mohakhali bus stop area (Figure 6.5). After car volume of CNG Autorickshawas is remarkable. The avrage peak hour volumes of car and autorickshaw are 543.17 PCU/hour and 125.83 PCU/hour.

Nilkhet: There is a dominance of non motorized vehicles here in comparison to other bus stop. Study showed the volume of rickshaw in Nilkhet bus stop is 327.70 PCU/ which is very high . it indicates. A huge number of rickshaws operating here daily.Average of car volume is quite few compared to other bus stop and found to be 126.83 PCU/hour.

Mirpur-1: Like most other nodal points of the Dhaka city peak hour volume of car is leading here with an average of 491.83 PCU/hour. Volume of rickshaws and tempo are 240 PCU/hour and 36.50 PCU/hour which is highest than the other bus stops.

Mirpur-10:In after bus majority of car was noticed in Mirpur-10 bus stop area. The average volume is 486.83 36.50 PCU/hour. Average number of cycle is 12.40 PCU/hour which is highest from the other selected stop. Other volume of are auto rickshaw 31.92 PCU/hour, motorcycle 21.30 PCU/hour and tempo 16.67 PCU/hour

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

Figure 6.5 Peak hour modal share of traffic in the selected bus stop area.

Source: Field survey, 2014

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

6.2 Calculation of road capacity Road capacity is the major perquisites in order to investigate the transportation condition. The standard capacities for the sections are calculated with 1400 PCU/hour/lane as recommended in DITS (1994). It is to be noted that the capacity calculated is the effective capacity (capacity excluding encroachment) of the study sections. In general, the design capacity of urban arterial road is 1400 PCU/lane/hour according to DITS (1994). Total effective capacity of this immediate adjacent road of the selected bus stop has shown in Table 6.1.

Table 6.1 Standard capacity of the selected bus stops

Average Average Effective Standars Total Actual Effective Number of Name of the Bus Capacity Capacity Carriage Carriage Lanes(Assuming Stop PCU/Lane Per Lane Way Way 12' Per Lane /Hour PCU/Hour (Feet) (Feet) Width) Gulshan-1 30 24 2 2800 Mohakhali 60 51 4.25 5950 Nilkhet 30 25.5 2.125 1400 2975 Mirpur-1 40 37.5 3.125 4375 Mirpur-10 30 22.5 1.875 2625 Source: Calculated by author, 2014

Table 6.1 shows that Mohakhali and Mirpur-1 bus stop obtain the high capacity among all the other. Despite of encroachment existence of the broad carriageway (four lane) is the key reason of it. But the capacity could be increased more if all lanes were used properly only for vehicle movement. Often one lane is not using in Mohakhali, Mirpur-1 and Mirpur-10 bus stop. The least capacity found in Mirpur-10 bus stop where misuse of the actual carriageway was found in huge from the observation survey.

6.3 Speed study To know the congestion level or Level of service (LOS) of the selected bus stops speed survey was carried out. If the traffic is heavy then the road suffers from congestion with consequent loss of journey speed. To get the approximate journey speed in the selected bus stop, test vehicle (here bus) starting point was considered from the corresponding bus stop and closest next stoppage as the ending point. Arc GIS 10.1 was used to measure the distance of the two point. There is no signal point

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

between these two points and applicable for each bus stops. The collected data and calculation is attached in appendix VII.

Table 6.2 Direction wise average journey speed of the selected bus stops

Length l Mean Journey Bus stop Name Direction (km) speed(km/hour)

Gulshan-1 Gulshan-1 to Square pharmaceuticals 0.94 16.65 Mohakhali Amtoli to Mohakhali bus stop 0.32 12.32 Nilkhet Azimpur bus stop to Nilkhet bus stop 0.60 15.11 Mirpur-1 Mirpur-1 to Chinese bus stop 0.43 20.91 Mirpur-10 Al helal hospital to Mirpur-10 circle 0.54 7.50 Source: Calculated by author, 2014

From the table it is seen that the study area has the average journey speed maximum 20.91 kph, which is not satisfactory. Though the carriageway is about three lane in Mirpur-10 bus stop journey speed is lowest here. As there is no option of fixed delay, the reduction in average journey speed is mainly due to congestion, inadequacy of carriageway width, road side parking , continious lane changing, unexpected stopping in the carriageway for picking, dropping passangers, looking passangers etc .

6.4 Measuring traffic congestion through of Level of Service (LOS) using volume to capacity ratio and speed

By using the volume and effective capacity of each bus stop Level of Service has been measured.

Considering V/C ratio, it was found that all the bus stops except Mirpur-10 have V/C ratio less than 1 which indicate level of service “E”.(Kadiyali,2006). Simply which means minor disturbances resulting breakdown of the flow. The corresponding average journey speed at Mirpur-10 indicates LOS ‘E’ or almost unstable flow. But V/C ratio is LOS ‘A’. So it can be said that though the the traffic operating condition is efficient but unstable flow is responsible for congestion in Mirpur-10 bus stop area. In rest of the bus stops i.e Gulshan-1, Mohakhali, Nilkhet and Mirpur-1 operation condition become inefficient (LOS E) for traffic movement and

CHAPTER- 6 STUDY OF TRAFFIC CONGESTION

approaching unstable flow (LOS E to D) where drivers have little freedom to manoeuvre.

Table 6.3 Measuring traffic congestion through of Level of Service (LOS) using V/C ratio

Level Of Operating Bus Stop Total Volume Total Capacity Per Service Condition Name PCU/Hour Lane PCU/Hour V/C (Los) Gulshan-1 677.13 2800 0.24 <=1 E Inefficient Mohakhali 1931.33 5950 0.32 <=1 E Inefficient Nilkhet 895.28 2975 0.30 <=1 E Inefficient Mirpur-1 1350.93 4375 0.31 <=1 E Inefficient Mirpur-10 1378.08 2625 0.52 <=0.6 A Efficient Source: Calculated by author, 2014

Table 6.4 Measuring traffic congestion through of Level of Service (LOS) using speed

Bus stop Direction Speed KPH Level of Flow name service condition Gulshan-1 Gulshan-1 to Square pharmaceuticals 16.65 >=15 D Unstable flow Mohakhali Amtoli to Mohakhali bus stop 12.32<15 E Unstable Nilkhet Azimpur bus stop to Nilkhet bus stop 15.11>=15 D Unstable flow Mirpur-1 Mirpur-1 to Chinese bus stop 20.91>=15 D Unstable flow Mirpur-10 Al helal hospital to Mirpur-10 circle 7.5<15 E Unstable Source: Calculated by author, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Chapter 7 Provision of bus bay using GIS

7.1 Introduction:

The rapid spread of Dhaka city and growth of its population over the past decade has led to a massive demand for transportation. However, this increased demand for transportation has not been matched by providing sufficient investment in transport infrastructure, services and management (Rahman, 2008b). Thus, traffic and transport conditions of the Dhaka city have seriously deteriorated. The desirable goal of transportation generally considers moving more people in fewer vehicles and in respect of road transport, it can be attained by encouraging public transport modes like buses by assigning priority like dedicated bus bays (Arasan and Vedagiri, 2008). For a bus bay provision, existing condition of the selected bus stops and its impact is discussed in this chapter.

Transport environment of the city could be characterized by congestion and delays, inadequate traffic management, high accident rates, increasing air pollution problems, public transport crisis, and unaffordable and inaccessible public transport for many people (Rahman, 2007).Bus is the only mode of mass public transit available in Dhaka City. However, bus service of the city is in unsatisfactory condition due to lack of proper maintenance, planning and management, and uncontrolled development (Olsson and Thynell, 2004). Undoubtedly, bus plays the dominant role in providing public transport facilities carrying about 1.9 million passenger trips per day (Mahmud and Haque, 2008). Among the public transport modes available in Dhaka City bus is the cheapest, which also provides the highest passenger km travel of the city (STP, 2005; Rahman, 2007). STP data (the most comprehensive travel data source collected from Dhaka to date) modal share of bus of the city is 44% (STP, 2005). In a city inhabited by more than 12 million people, predominantly representing the middle and lower-middle class, a well- organized low cost bus transportation system is yet to emerge to resolve the city

CHAPTER- 7PROVISION OF BUS BAY USING GIS

transportation problems (Andaleeb, Haq and Ahmed 2007). It is estimated that there are around 7,100 buses operating on fixed routes in Dhaka; however, the current demand is more than that (STP, 2005).

In this context, provision of bus priority measures such as segregated bus lane, bus-bay at bus stoppage to pick up and discharge of passengers is an urgent issue to minimize congestion and delays, high accident rates and to improve traffic management. In chapter 4, photograph 5-8 and 11-17 clearly illustrated that the roads adjacent to bus stops are not proper functioned and are not fully operational with actual purposes. The space using for numerous side activities like passengers waiting for the bus on the carriageway instead of waiting inside the bus shelter, presence of auto rickshaws, vendors, etc. The situation can be different by a bus bay provision. Photograph 18: Bus bay at Kakoli bus stop Source: Observation study, 2014 It has been observed that areas where a bus bay is provided the flow of bus in main traffic stream has been diverted to that point for moments (for example Kakoli, Banani etc). This encourages the other traffic speeds up and reduce overflow. Photographs 18-20 are the pictures of the bus bay provision at Kakoli, Banani and Old Airport road bus stop area. These pictures illustrate temporary diverting of bus flow from the main street creates a discipline though there is always a heavy traffic flow. Photograph 19:Bus bay at Banani bus stop Source: Observation survey, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Considering the above fact, the selected bus stop was studied for a bus bay provision for improving the traffic congestion.

7.2 Proposed provision of bus bay in the selected bus stops: Analyzing the user opinion, traffic congestion, bus volume data, passenger volume, accident data and the present condition the study area requires a bus bay immediately. The provision of a bus bay in the best suitable site is further analyzed by GIS.

7.2.1 Criteria of selecting the optimal location of bus bay: Considering the literature review, the optimal location of a bus bay in the bus stop area was identified based on four criteria a. Minimum distance of 75 m from the major intersection b. Minimum 15.2 m of local street intersections c. 3m minimum space in width is available d. Minimum 18 m space in length is available

7.2.2 Steps followed in GIS for optimal location of bus bay provision:

For study, Detail Area Plan (DAP) shape file was collected from RAJUK, which provides the detail land use and road network of DMDP area. To identify the best-suited location for the provision of bus bay two analysis tools and a data management tool of GIS was used. These are

 Buffer  Erase  Multiple to Single part

Step 1: For a specific bus stop, at first a continuous line (Figure 7.1) was created between the two major intersections of the bus stop area.

Step 2: A 75 m buffer was created from the major intersection point near the bus stop and 15.2 m buffer was made from each minor intersection point of the local streets (Figure 7.2). The local streets were given an alphabetical name.

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Step 3: The buffer area was eliminated from the continuous line using erase from overlay tool (Figure 7.3) and

Step 4: Line excluded the buffer was divided into small segments by using multiple to single part tool (Figure 7.4) and length of these small segments was calculated by using geometry tool. The longest proximate segment of intersection with minimum available space was proposed for a bus bay provision.

Figure 7.1: Creating line between two major intersections Source: Author, 2014

Figure 7.2 Creating buffer using buffer tool Source: Author, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.3 Erasing buffer areas from the continuous line Source: Author, 2014

Figure 7.4 Breaking the line into parts Source: Author, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

7.2.3 Results and discussion After analysis, GIS database and map were prepared for each bus stop. The segment that has appropriate length and proximate to the major intersection and bus stop area was selected for bus bay provision. Bus stop wise detailed results are discussed below.

Mohakhali bus stop From GIS database segment b-c & c-d were found suitable considering the required length for a bus bay provision. From, these segment d-e was found the best as it has an existing bus stop, the 110.91 m length is available, it is proximate to the intersection and required bus bay width is available there (Figure 7.6)

Table: 7.1 Length of different line segment near Mohakhali bus stop area Segment Name Line length (Meter) Segment Length (Meter) a-b 267.02 14.00 b-c 267.02 36.11 c-d 267.02 14.79 d-e 267.02 110.91 Source: GIS database developed by author, 2014

Construction of a bus bay is highly appropriate and feasible at Mohakhali bus stop if the elimination of encroachment is done and the garbage throwing point is removed. It also requires the relocation of the light post adjacent to the bus stop for smooth entry of buses (Figure 7.5) Figure 7.5 Proposed location of bus bay at Mohakhali bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure7.6 Suitable location for a bus bay at Mohakhali bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Mirpur -1 bus stop: There exists a long distance (about 543 meter) between two intersection in Mirpur-1 bus stop area. So, several numbers of segment were found after extracting the buffer area. Except segment d-e, e-f, f-g all were found to be suitable considering the length but segment b-c was chosen suitable site as it is closer to the intersection also the existing bus stop area with minimum required width (Figure 7.8)

Table: 7.2 Length of different line segment near Mirpur -1 bus stop area Segment Name Line length (Meter) Segment Length (Meter) a-b 542.67 75.39 b-c 542.67 81.66 c-d 542.67 76.92 d-e 542.67 20.00 e-f 542.67 3.78 f-g 542.67 14.50 g-h 542.67 67.32 Source: GIS database developed by author, 2014

From the findings of the existing condition, Mirpur- 1 bus stop found not appropriate location wise. It can be best suited to the selected site along with a dedicated bus bay, which is 18 m away from the existing one. For a bus stop shelter, it will only require relocation of two telephone poles. (Figure 7.7) Figure 7.7 Provision of bus bay at Mirpur-1 bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.8 Suitable location for a bus bay at Mirpur-1 bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Nilkhet Bus Stop From the map prepared for Nilkhet bus stop area (Figure 7.10), the existing bus stop was found to locate in the coverage area of the nearest street intersection. Though the actual carriageway width is about 30 feet, it became narrow where the bus stop is located. So, the bus stops needs to be relocated. For this reason, segment a-b (Table 7.3) was not considered for providing a bus bay though it has enough length. Instead of it, 12 m space away from the existing one i.e. segment c-d was recommended as the best location for a bus bay provision considering both minimum required length, width along with proximity. Table: 7.3 Lengths of different line segments near Nilkhet bus stop area Segment Name Line length (Meter) Segment Length (Meter) 1 a-b 598.20 38.25 2 b-c 598.20 21.97 3 c-d 598.20 101.06 4 d-e 598.20 123.34 e-f 598.20 133.34 Source: GIS database developed by author, 2014

Figure 7.9 Provision of bus bay at Nilkhet bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.10 Suitable location for a bus bay at Nilkhet bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Gulshan-1 bus stop In case of Gulshan-1 bus stop area, the location of existing bus stop is within the coverage area of major and local street intersection. From GIS analysis, segment b-c (Table 7.4) was found to be appropriate for relocating the bus stop with a bus bay provision. But field observation found this land use as private commercial shopping place (Figure 7.11). At this place, bus stop with a bus bay is possible if the government acquires the land. Figure 7.11 Present status of segment b-c at Gulshan-1 Another option is if the part of the walkway near DCC market (maximum of which is encroached by street vendors) would have shifted a little behind and parking space of DCC market is would have adjusted with a little space for better traffic system (Figure 7.12). To get a bus bay provision at this space following conditions are required (Figure 7.13):  Removal of the encroachment (for example pucca structure, street vendors) from the walkway and relocation of the electric pole in front of the walkway  Using 5 feet of the parking space of the DCC market. Table: 7.4 Length of different line segment near Gulshan -1 bus stop area Segment Name Line length (Meter) Segment Length (Meter) a-b 787.94 64.85 b-c 787.94 65.57 c-d 787.94 36.03 d-e 787.94 119.03 e-f 787.94 119.23 f-g 787.94 115.81 g-h 787.94 60.32 Source: GIS database developed by author, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.12 Space required for a bus bay provision at Gulshan-1 bus stop

Figure 7.13 Bus bay provision at Gulshan-1 bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.14 Suitable location for a bus bay at Gulshan-1 bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Mirpur-10 bus stop In case of Mirpur-10, bus stop was found to be located within the 75 meter of the major intersection. The gap between two major intersections is huge which is about 1150.9 meter. Moreover, local street intersections are too frequent. So, the areas between the coverage areas were found too short to locate a bus stop with a bus bay. Segment c-d was the closest match to have one but it lacks in the required width for acceleration- deceleration. If the adjacent space that is using for commercial activities has been acquired, then a bus bay provision is possible here. Segment e-f possesses the second suitable length. But it is more than 100 meter far from the intersection, road became narrow here so the width is not enough for a bus bay For continuity of huge traffic flow in Mirpur-10 bus stop area bus stops should be increased in numbers. Figure 7.15 Inadequate spaces at Mirpur-10 bus stop Table: 7.5 Length of different line segment near Mirpur -10 bus stop area Segment Name Line length (Meter) Shape Length (Meter) a-b 1150.89016679000 11.56164512420 b-c 1150.89016679000 5.31247711104 c-d 1150.89016679000 27.68237074610 d-e 1150.89016679000 19.30954422400 e-f 1150.89016679000 36.30958219220 f-g 1150.89016679000 53.62856867680 g-h 1150.89016679000 58.26622205270 h-i 1150.89016679000 25.26138193490 i-j 1150.89016679000 11.77936791290 j-k 1150.89016679000 63.13049340340 k-l 1150.89016679000 56.39116758500 l-m 1150.89016679000 447.77927559800 Source: GIS database developed by author, 2014

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.16 Suitable location for a bus bay at Mirpur-10 bus stop

CHAPTER- 7PROVISION OF BUS BAY USING GIS

Figure 7.17 Proposed bus bay design

7. 3 Correlations between reducing traffic congestion and providing bus bay From the literature review, it was found that there is a strong correlation between traffic congestion minimization with bus bay provision. To bring a correlation between reducing traffic congestion and providing bus-bays, a bus stop was selected which already consist a bus bay provision. Banani bus stop which consist a bus bay provision. To analysis the correlation speed study was conducted and using speed level of service was analyzed for Banani bus stop. The outputs are given below

Table: 7.6 Measuring traffic congestion through Level of Service (LOS) using speed at Banani bus stop area

Length Mean Journey Level Of Flow Bus Stop Name Direction L (Km) Speed(Km/Hour) Service Condition B Stable Banani Kakoli to Amtoli 0.92 30.57>=30 flow Source: Field survey, 2014 Operating speeds found >=30 that indicate a free flow speed and increased level of service. Drivers will have reasonable freedom to select their speed and lane of operations which reduce congestion. So it can be said bus stop with a bus bay provision influencing less traffic on the carriage way as well as less congestion.

CHAPTER- 7PROVISION OF BUS BAY USING GIS

7.4 Impact of bus bay provision

The presence of such heterogeneity in the traffic mix increases travel time, congestion and pollution and road accidents. Bus stops are the selected places where passengers alight and board a public transport bus. These are the weakest links in a public transport network because passengers have direct contact with ongoing traffic at these stops. Bus bays consist of a dedicated zone on the side of the roadway for passenger loading and unloading and are commonly created through the restriction of parking and curb-side operations of other vehicles

Bus bays may be used for far-side, near-side, or mid-block stops. All bus bays require a deceleration zone, a stopping zone, and an acceleration zone. Depending on the location of the bus bay, the intersection may serve as the acceleration or deceleration zone. If conflicts with parked vehicles are encountered, bus bays may also be constructed using a ‘closed’ configuration, preventing encroachment by parked vehicles. If a bus bay is provided in Gulshan-1,Mohakhali, Mirpur-1 and Nilkhetbus stops the impact would be as follows. a. A bus bay will clearly define the bus stop Provision of a bus bay will make a bus stop specific. A bus driver cannot be expected to continuously look for intending passengers. A bus stop means that the driver only needs to look for intending passengers at the approach to each bus stop. This will be possible only when a bus bay is provided at suitable places. b. Lane discipline:

Provision of a bus bay in the selected bus stops will restrict buses on stopping middle of the road that will improve the poor lane discipline and loose traffic regulatory system. c. Improving capacity of road by reducing journey time and traffic congestion

Stopping buses near intersections create a temporary bottleneck to the traffic flow and when buses stop randomly places, they force the vehicles following the bus to change

CHAPTER- 7PROVISION OF BUS BAY USING GIS

their lanes. Due to this, the speeds of the vehicles following the bus and of those travelling in the adjacent lanes decrease.

Bus bay gives priority to buses and cut down on journey times where roads are congested with other traffic and speed up public transport. Bus bay provision will allow vehicles to proceed around the bus, reducing delay for other roadway traffic. d. Passenger loading and unloading may be conducted in a safer manner

Boarding passengers may at least have a glimpse of vehicles that pass the bus from left side, but for alighting passengers it is not the case as they do not happen to see the vehicles unless stepping down from the bus or standing at edge of the bus door. Thus passenger safety is severely compromised at bus stops. Passengers boarding and alighting the transport bus may face conflict. Bus bay at Mirpur-1, Gulshan-1 and Nilkhet will prevent passengers from trying to board or alight in hazardous situations at intersections where a bus is turning or not using the curb lane. Having bus bay requires passengers to group themselves prior to boarding, which reduces time spent at boarding. e. Minimizing the probability of a crash and accidents

Buses stopping on the carriageway to pick up or set down passengers will interfere with traffic flow and can be a cause of accidents. When buses stop suddenly at places, few vehicles pass the stopped bus from left side of the bus. Passengers boarding and alightingthe bus may face conflict with these vehicles. The severity of conflict depends on the number and speed of the approaching vehicles. A bus bay ensures safety as the passengers will no longer need to risk their lives by waiting in front of oncoming traffic. f. Reducing air pollution:

The city’s traffic problems have reached a crisis proportion, delays have tripled in the last three years and automobile related air pollution has become a major health problem such that these shortcomings seriously compromise the ability of the transport sector in the Dhaka metropolitan area to sustain economic growth and a reasonable quality of life (DTCB 2004). If a bus bay is being provided haphazard bus

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stopping and queue of other vehicle behind these stopped bus will minimized so that there will be less vehicle emission and air pollution. g. Save energy and fuel:

Bus bay in the form of reducing waiting and travelling timewill ensure smoother and faster bus rides and reaching destinations on time. Wherever people commuting to, will get there as quickly as possible. Therefore, can spend time doing the things that matter, be in family, work or play. The less travel time will less fuel consumption and save energy.

Bus bays prevent the need to block a travel lane during passenger loading and unloading. Bus bays have the potential to reduce rear-end collisions as buses pull out of the lane to come to a stop. However, merging back into the travel lane may be challenging during peak hours, increasing the potential for side-swipe or rear-end collisions on reentry. Bus bays also require the restriction of more on street parking.

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

Chapter 8 Conclusions and Recommendations

The traffic on the roads of Dhaka city is highly heterogeneous. Based on the available data from 2004, 63% of trips in the city are by foot, 20% by rickshaw (an estimated 400,000 rickshaws ply the city’s streets), 10% by bus, 3% by car, 2% by auto-rickshaw, and 1% by bike (Hossain and Susilo, 2011). Only 2% of Dhaka households own bicycles (Rahman, 2008a). Number of passengers in public transport has been increasing continuously during the last 20 years (Karim and Mannan, 2008). A study on transport infrastructure in the city revealed that only 37% of the observed roads had footpaths on both sides and more than half had no footpaths at all (ADB, 2012). Under the said heterogeneous traffic flow conditions, the buses, being relatively larger vehicles, find it difficult to maneuver through the mixed traffic and are subjected to frequent acceleration and deceleration leading to lower speed and discomfort to both the driver and passengers. This also results in enormous delay and uncertainty to bus passengers and consequently, the level of service of buses gets reduced considerably making bus a less attractive mode of transport. Nevertheless, in the context of rapid spread of Dhaka city and growth of its population there is no other alternative than depending on bus.

Dhaka city’s efficiency performance is affecting by the continuous deteriorating traffic congestion. Traffic congestion is also responsible for obstruction of economic growth and development, frustration among the residents. To make transportation infrastructure planning decisions, planners and engineers have to be able to bring the changes in the attributes of the people using the transportation system. (Bhat, C.R & Koppelman, na).In this study, the possibility of bus bay provision is successfully exploited using GIS approach.

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

8.1 Findings of the study a. General Findings  It was found that maximum respondents’ of the study area travel by bus 1-2 times in a day.  Majority of the users feel for a bus bay for safety, to have a fixed point and to avoid rush. 45% users think that a bus bay can assure safely during boarding and alignment.24% users need a bus bay as they need a fixed boarding and alignment point for saving time.15% users want a bus bay to avoid congestion and 13% of them need it to avoid rush.  In Dhaka City, travelling in buses is not safe at all. It is a common scene in Dhaka City that people are hanging with the handles of the buses resulting in increase in tile risk of accident  Gulshan-1 bus stop was found to be located within 75m from the intersection. Mirpur-10 bus stop, Nilkhet bus stop, Mirpur-1 bus stop are within the coverage area of local street intersections. Only Mohakhali bus stop location was found to be in the right place.  Repeated traffic or pedestrian accidents are present there. Mohakhali,New Market area and Mirpur intersection are top most hazardous intersection of the city for frequent accident. b. Major findings from observation and geometric survey

 In case of Right of Way, the minimum standard for urban major distributor road is 65 feet (Kadiyali, 2003). Minimum carriageway width was found 25 feet (left bound) in Gulshan-1 and maximum carriageway width was found 60 feet (Right bound) in Mohakhali bus stop area. The criteria has been satisfied by the each of the selected bus stops except in Mirpur-10 and Gulshan-1bus stop. But considering the actual carriageway width ROW go with the criteria.

 Average width of median or central reservation found 3.75 feet at all the bus stop area except Mirpiur-1 bus stop. The average sidewalk width found e in the study area i.e 6 feet. Maximum shoulder width found 3 feet in Mohakhali,

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

Nilkhet and Mirpur-1 bus stop area and minimum width found 2 feet in Gulshan-1 and Mirpur-10 bus stop area.  Despite of having adequate actual carriageway, all the lane of the carriageway is not using in full of its sense. Illegal on-street parking, encroachment by building materials, occupancy of street vendor was found common in the study area.

c. Major findings from transport studies  For a bus bay provision one of the crucial conditions are peak hour average traffic volume should be 500 vehicle/hour and bus volume should be 10 or more per peak hour. The number exceeds in each of the bus stops. Bus found the dominant mode of transport in all the selected bus stop except Gulshan-1 and Mirpur-1 bus stops

 The average peak hour traffic volume found lowest in Gulshan-1 bus stop (675.08 PCU/hour ) and highest in Mohakhali bus stop (1931.33PCU/hour)

 At each of the bus stops boarding frequency is much higher i.e. >40. Boarding frequency in Gulshan-1 and Nilkhet bus stops is not as much because boarding and alighting is continuous there in several point rather than in specific bus stops.

 The study area has the average journey speed found maximum 20.91 kph at Mirpur-1 bus stop and lowest 7.50 at Mirpur-10 , which is not satisfactory. As there is no option of fixed delay, the reduction in average journey speed is mainly due to congestion, inadequacy of carriageway width, road side parking , continious lane changing, unexpected stopping in the carriageway for picking, dropping passangers, looking passangers etc

 If the road side activities can be removed the capacity can be increased. In the Mirpur-10 bus stops of the study area, the Level of Service of volume capacity ratio is “A” but Level of Service of journey speed is “E” which is below marginal level caused mainly due to frequent stopping of the buses on

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

the busy carriageway to pick up and drop passengers. In case of the bus stops i.e Gulshan-1, Mohakhali, Nilkhet and Mirpur-1 operation condition become inefficient (LOS E) for traffic movement and approaching unstable flow (LOS E to D) where drivers have little freedom to manoeuvre which is an indicator of congestion.

 Right-of-way width is 120.75 feet, which is adequate to construct a bus bay, but huge space that is about 9 feet (starts from in front of katcha bazar) is misusing by illegal parking or street shops in Mohakhali bus stop area.. Mohakhali bus stop is the only study area that need not relocation to construct a bus bay. If the elimination of encroachment is done and garbage is removed, the light post adjacent to the bus stop is relocate the bus bay provision can be done immediately.

 Through the GIS study, it was found that Gulshan-1 bus stop is within the coverage area of major and general intersection. But the suitable area found through GIS is unsuitable to immediate construction of a bus bay as it lacks enough space and need acquisition . Gulshan-1 bus stop might have a bus bay if the part of the walkway that encroached by street vendors was shifted a little behind. It is possible only when the parking space of DCC market is adjusted with a 5 feet space for better traffic system.

 Right-of-way width is 60.75 feet and traffic flow both MT and NMT continuous and huge. Moreover, the so-called bus stop is using by the street vendors and about 5 feet Row using either as walkway or for parking. For lack of enough space and huge traffic pressure, a bus bay provision found difficult in this stop even far away from the intersection in spite of meeting every criteria for the construction most prominently. If the adjacent space which is using for commercial activities is acquired then a bus bay provision is possible here.

 Right-of-way width is 100 feet which is adequate to construct a bus bay.12.5 feet ROW from walkway is occupied by the street vendors or using for parking or keeping construction material atMirpur-1 bus stop. Instead of a dedicated bus

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

bay ROW has been temporary separated by bamboo for buses picking and dropping passengers where buses are randomly boarding and aligning passengers from the intersection in a two or more line. Relocation of bus stop is require there and it can have the best bus bay with all bus stops amenities as there exist huge space

 Right-of-way width is 65.25 feet and there exists a space about 4.5 feet separated from the main ROW but it has been using for parking tempos. If the space is possible to utilized, there may be a hope to construct a bus bay. The existing bus stop was found locating within the coverage area of the nearest local street intersection. Moreover, average ROW became narrow where the bus stop is located. So the bus stops recommended to relocate.

8.2 Recommendations a. General recommendation  Area adjacent to the bus stop should be restored from illegal infrastructure, parking and street vendors. Dhaka city does not have enough capacity to provide road facility for the excess vehicles and as a result traffic congestion is a common scenario. It is not possible to enlarge the width the roads due to road side constructions like buildings, offices, markets, etc.. A significant portion is occupied by construction materials and waste-containers of the City Corporation. As a result, vehicles do not get sufficient space to move on. Such roadside activities creating problem for the traffic should be controlled.

 Change stops to far side of the intersection where feasible, as it ensures a lower risk for obstructed view crashes.

 Restrict on-street parking that will ensure through movement of traffic without getting hinder by parking vehicles. Therefore, off-street parking needs to be created and at the same time, restriction on on-street parking should be strictly enforced for certain periods of the day, and on certain days of the week.

CHAPTER- 8 CONCLUSIONS AND RECOMMENDATIONS

 Drivers and users should be trained about the importance of a bus bay and its use

 New bus stop should be in the optimum space including a bus bay and far from intersection. Provision of adequate space for buses at stops, to accommodate the ability of buses to dock at the curb can affect in reducing congestion. Bus bay amenities should also be provided on the bus stops.

 Continuous monitoring should ensure the proper use of ROW.

 Government should be strict in policy and legal action should take for not using

specific bus stop. Even with sufficient bus bays, the situation will not improve unless the unruly bus drivers are forced to use the bus bays in a disciplined way and prevented from racing with other buses.

 Bus stop capacity is dependent on the frequency of bus arrival and the dwell time at the stop. The following table (Table 8.1) is provided as a guideline to the number of spaces required. But bus volume/peak hour in the study area exceeds the range. Table: 8.1 Bus stop capacity is dependent on the frequency of bus arrival

Buses passing stop in busiest hour Number of bus spaces

Up to 15 1 30 -45 2 60 – 75 3 75 – 90 4 90-120 5 120-180 6 Source: TRB, 1996 To ensure the highest performance of bus service bus stop location should be at a interval of 400m with bus bay as much as possible. So that the huge route of buses can use the different stoppage for picking and dropping passengers instead of stopping although the road. It is also recommended to bring the buses in a schedule.

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 Bus bay should be provided in the bus stop area along with the following amenities: Shelters: Provide a place of comfort for waiting passengers, protection from sun, glare, wind, rain, help identify the transit system, can provide a venue for establishing lighting at a site, can provide a space to install route and schedule information. Benches: Provide comfort for patrons, help identify the stop Lighting: Increase visibility, increase perceptions of comfort and security by patrons, discourages after hours use of bus stop facilities by indigent Trash receptacles: Provide place to discard trash, keep bus stop clean Route or schedule information: Useful to the rides, can communicate general system information

Photograph 21: Bus stop amenities Source: Mayor of London, 2006

Photograph 22: 3D view of a bus bay Source: National Transport Authority, 2011

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 Government should encourage data acquisitions in digital format and transport database through adequate funding.  Safety first in anything, the guidelines for locating stops should be followed to reduce the risk at the interchange  More study about the need of bus bay at bus stops in Dhaka city should be encouraged by the government.

In summary, Figure. 8.1 shows the major recommendation based on our findings from our research conducted in this thesis.

Figure 8.1 Major Recommendations

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b. Specific recommendations for the selected bus stops  Actual bus stop site should be free from illegal infrastructure; street vendors and parking in case of Gulshan-1 bus stop. Government should consider the huge parking area of the DCC market along with the unused carriageway found in the study to make a efficient bus bay. Removal of the encroachment i.e. pucca structure on walkway, relocation of the electric pole in front of the walkway will make the site suitable for a bus bay construction.  An immediate step should be taken to construct a bus bay in suitable location at Mohakhali and Mirpur-1 bus stop, as there got adequate space. What it needs now removal of street vendors and parking, relocation of the light post in case of Mohakhali and telephone poles in case of Mirpur- 1 and proper use of the carriageway. The congestion will be reduced and a disciplined traffic flow will be established.  The width of the carriageway in front of Nilkhet bus stop is quite narrow compared to the other part of the road. Moreover, the bus stop is located too near to the intersection point. The best could be possible if the bus stop could be relocated 12m away from the existing bus stop with a dedicated bus bay.  Mirpur-10 bus stop consists of a nonstop flow of huge traffic flow both MT and NMT every day. The road is so busy so that it may not possible to construct a bus bay in this mix modal overcrowded place for an immediate but the efficiency of the bus stop can improve by removing and legal occupancy and control of mix modal share.

8.3 Conclusions Metropolitan Dhaka’s population has escalated to more than doubled since 1991 and the city remains among the most rapidly growing on the planet. Total population is expected to reach 22-25 million people by 2020, which would make it fourth largest (Brinkhoff, 2012; City Mayors, 2012) city in the world. Dhaka is the economic and political capital of Bangladesh, and somewhat more protected than the other low- lying parts of the densely populated, climatically vulnerable, country. Transportation system of Dhaka city is under huge challenge of managing growing number of private cars and non-motorized vehicles. Traffic congestion had become an everyday scenario of this city. Traffic congestion is obstructing trade and commerce. The city

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dwellers are scheduling their activities accordingly keeping adequate lead time in their hand to face and overcome the traffic jam. Passenger travel time is stretching to such limit where national economy is suffering due to losses of hours on the congested road. In Dhaka, the traffic congestion cost is US$3 billion a year and the city losses over 8 million work hours daily (Osman, 2011). Vehicle over-crowding affects comfort, safety, security (Katz and Rahman, 2010), and equity. Rahman (2008a) suggests that older adults, women and children often cannot board buses during rush hour, since these groups avoid having to fight the crowding. Enam and Chowdhury (2011) find women are less likely to consider public transport as a travel choice.

Despite the crucial function of public buses plying in developing countries, their roles are disrupted for different reasons. Buses are the major mode of transport, the choice for the majority of community and are the only means of mobility that can be affordable by the urban poor. Due to absence of fixed point of picking up or dropping passengers ,unlimited bus stopping time at bus stops, boarding and aligning in the middle of the road traffic congestion is encouraged and safety of the passengers is falling down. A bus bay can be a solution for increasing the efficiency of a bus stop and a contributor in reducing traffic congestion of Dhaka City.

Six government agencies have control in regulating Dhaka’s bus operations. The Dhaka Transport Coordination Authority (DTCA) is the lead agency, tasked to plan and coordinate a long term city transport strategy. The Bangladesh Road Transport Corporation (BRTC) operates a small share of the buses in the city, the Bangladesh Road Transport Authority (BRTA) regulates public transport vehicles, the Road Transport Committee (RTC) awards route permits, the Dhaka Metropolitan Police (DMP) enforces regulations, and the Dhaka City Corporation (DCC), which split into two bodies in late 2011, is responsible for overall municipal governance and administration (World Bank, 2009). The system suffers from poor quality buses, low service standards, high pollution, over-crowding, on-street competition for passengers, little adherence to schedules, and weak fare control – problems

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attributable to ineffective regulation and little accountability, causes which have proven to be resistant to political changes (World Bank, 2009).

Again, roads are also not well constructed and regularly repaired. City Corporation, DESA, WASA, BTCL excavate the roads randomly without any integrated and central plan. It is reported (DTCA, 2014) that bus stops in Dhaka practically inexistent and can usually be identified by the ticket booths of different bus companies. These are mostly placed on sidewalk and passengers queue to purchase the ticket and boarding the buses, sometimes invading road lanes. However, the non company-based buses do not bother to use fixed stops. They stop everywhere and anywhere (even in the middle of the road) for picking up and dropping off the passengers. In many occasions the buses just slow down to pick-up/drop-off passengers, without completely stopping. Another issue for several bus stops is the vendor activities that develop in the sides of the streets. These usually result in loss of curbside lane and footpath width to the vendors. This results in occupation of number of lanes by buses in most stops

Lots of sporadic initiatives have been taken so far in the city to make the life a bit easier: separate lane in major roads for the slow moving transports like rickshaws; separate lane for the three wheelers in the VIP road, over-bridges at the high traffic points, making footpaths, closing road openings on high traffic points and divert traffic to other direction, increasing the number of public buses and lot more assolution in most cases. But provision of bus bays has been neglected.

Bus bay provision is an obvious to improve the overall traffic congestion.But in Dhaka city at most bus stop there is no provision for bus bays boarding and alighting passengers, surprisingly all are done on the main streets and other vehicles have to wait which leads to congestion, and passengers have to wait on the street for buses taking risk of life. Buses are loading and unloading almost on the middle of the roads. Without the absence of loading bays on the roads it would be difficult for the authority to ensure a free road for running vehicles. Even when buses stop on the road sides to load and unload passengers it squeezes the space of

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the road at that place making a bottleneck for other running vehicles. However, now there are some bus bays specially on the airport road but buses seldom use the bays. Passengers also do not wait at the bay; instead they wait on the roads (not even on the wallways) as per their convenience.If there is no passenger at the stop then their waiting time is the highest. So, in effect a commuter is serving each and every stoppage on its way, when it should have served the stop where there is need to pick or drop passengers. Within the city, vehicles are loading/unloading passengers, goods etc in any places; whereas they are supposed to do so only in the

DCC specified stands.

For this reason, the study aimed to exploretheprovision of bus bays at major points according to the requirements with the help of GIS. Mirpur-10 bus stop, Mirpur-1 bus stop, Mohakhali bus stop, Gulshan-1 bus stop and Nilkhet bus stops studied as study area as they are located in the busiest areas in Dhaka city, haphazard stopping of buses on the streets without bays blocks traffic stream seriously.

To achieve the optimum result three type of survey has been conducted in this study by systemic approach for this purpose. Classified traffic volume counts was done by manual counting method to determine the number of traffic and volume of bus during peak hour traffic volume at the selected bus stops. A structured both end questionnaires was designed to explore the bus users’ opinion for bus bays at study area. Passenger opinions for bus bay from a representative sample carried out the data of passenger journeys by public bus, number of journey in a day, passengers’ problems facing during peaking and dropping etc. The boarding passengers were surveyed. Previous accident data from Accident Research Institute (ARI), BUET.Published books, reports, journals, websites. Lot of photographs was used to illustrate the situation.

The study found in all cases ROW is not using properly and encroachment is everywhere. The bus stops of Mirpur-1 bus stop, Gulshan-1 bus stop, Mohakhali bus stop and Nilkhet bus stops are capable to have a bus bay near the bus stop area.GIS demonstrated traffic survey data, measuring ROW width simply and easily. GIS also

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made possible to identify the exact location of the bus stop, minimum distance from the intersections and general intersection, availability of require length in selecting suitable site for bus bay provision.Therefore application of Geographic Information Systems for conducting transportation study thus help to research go smooth and efficient.

As there is no study has been conducted concentrating on bus bay provision at bus stops the outcome might be helpful to study the scope of a bus bay provision at other bus stops in Dhaka city for now or future. Once it has known the way of the study, the planners can put on more to transportation study and the decision makers can escalate bus bay provision. It can also possible to identify the scope of a bus bay in other busiest bus stops like Motijheet, Shahbagh, New market, Press club etc.

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Mahmud, S. M. S. and Haque, M. S. 2008. Deficiencies of Existing Road Network in Dhaka Metropolitan City, Proceedings of 10th Summer Institute of Pacific Regional Science Conference Organization (PRSCO), Dhaka, Bangladesh.

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Mayor of London, Transport for London: Accessible bus stop design guidance, Bus Priority Team technical advice note BP1/06, (2006)

Morris, M., S. Ison, and M. Enoch. 005. The role of UK local authorities in promoting the bus. Journal of Public Transportation8 (5): 5–40

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Nabi, N.2010, “The influence of bus service on the choice of residential location” MURP thesis, Department of Urban and Regional Planning, BUET, Dhaka

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Appendix-I Questionnaire for User Opinion Survey

BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY, DHAKA Department of Urban and Regional Planning Title: Provision of bus bay near bus-stops to reduce traffic congestion in Dhaka city using GIS

Sir/Madam, I, from the Department of Urban and Regional Planning, Bangladesh University of Engineering and Technology, am doing a research on “Provision on Bus Bay Near Bus- Stops to Reduce Traffic Congestion in Dhaka city Using GIS”. In this regard, I am seeking for some general information and valuable opinions about a few vital factors. Your kind co-operation will be very useful for my research. You need not to mention your name. The data will be used only for research purpose and will be kept secret.

1. Bus stop name : Date:

2. Name of the interviewer …………………………………………………………

3. Age: 0-14 15-29 30-45 46-60 60+

4. Sex: [M] [F]

5. Occupation: Services Business Housewife Student Worker (all type) retired others.

6. How many bus journeys do you make in a day? 1-2 3-4 5-6 7-8 9-10 11+

116

7. What is your resons behind travelling by bus? low cost lesstravel time Safety and comfort Proximityto origin No other altenatives

8. What is the main purpose of your trip today?

Work Recreation Shopping Visit friends or relatives Got to or from school Personal emergency Other (specify)…

9. If yes rank the reason according to high preference

For safety

To avoid rush

To maintain a discipline

To avoid congestion

To have a fixed boarding and alighting point

Thank you for your valuable time and kind co-operation.

117

Appendix-II Field Data Sheet of Traffic Volume Survey

BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY Department of Urban and Regional Planning Name of the bus stop: ……………….. Date: …………………... Form number: …………………… Road direction: ……………..

Vehicle Bus Minibus Car Autoricks Motor Rickshaw Temp cycle haw cycle o Time

:00- :00

:00 :00

118

Appendix-III Field Data Sheet of Speed Survey(Moving observer method)

Bus Stop Name:

Direction

Run Journey Number Time Same Direction (min) Opposite Direction Traffic Traffic

axi/

cycle cycle Over Over

cycle Tempo Tempo Mini bus Mini bus

Rickshaw Rickshaw taking taken Large bus Large bus Micro bus bus Micro Motor Auto Rickshaw Car/Jeep/T vehicles vehicles 1 2

Total flow PCE PCU Total Average

119

Appendix-IV List of official bus & mini Bus routes within the study area Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop Gulshan-1 6 Pirjangi Natun Kamalapur,Fakirapul,Kakrail,Malibagh,Mogb Gulshan 50 23 27 50 Mazar Bazar azar,Banglamotor,Farmgate,Amtali,Gulshan- Express/Motij 1,Badda Link Road heel Banani Transport Co. Ltd. 18-A Azimpur Kuril ScinceLab,Kalabagan,Russel Diph Bangla 20 8 0 8 Square,Panhtopath,Sonargaon,Rainbow Paribahan Ltd crossing,Satrashtamore,Nabisco,Amtoli,Gulsh an-1,Badda. 19-F Saver Badda Gabtoli,Mohakhali,Gulshan-1, Baishakhi 20 19 0 19 Paribahan Ltd. 25-D Savar Banashri Gabtali,Technical,Kallaynpur,Shisu Bengal Motors 45 43 0 43 Mela,Agargaon,Mohakhali,Gulshan-1,Badda Link Road,TV Centre 03-C Azampur Kuril Mogbazar,Panthopath,Satrasta,M ohakhali, Winner 30 30 0 30 Amtoli,Gulshhan-1,Badda Link Road,Natun Transport. Bazar,Pragati Sarani Nilkhet 18-A Azimpur Kuril Scince Lab,Kalabagan,Russel Square, Diph Bangla 20 8 0 8 Panhtopath,Sonargaon,Rainbow crossing, Paribahan Ltd Satrashtamore,Nabisco,Amtoli,Gulshan- 1,Badda.

01-R Duaripara Dhakeshari Mirpur-11 1/(Anik Plaza),Mirpur-10 Bihanga 15 3 5 8 Golchakkar, Kazipara,Shawrapara,Manik Mia Paribahan Avenue, Sukrabad,Dhanmondi,Newmarket,Azimpur, Palasi.

120

Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop 27-D Tongi Azimpur House building, Azampur, Airport, Kakoli, Anik 28 28 0 28 (Cherag Scince Lab, New Market. Paribahan Ali) 3-A Palashi Uttara Azimpur, Newmarket, Kalabagan, Manikmia Suchana 100 43 0 43 (Baniajuri) Ave, Khamarbari, Shahin school, Mahakhali, Associates Khilkhet, Airport, Rajlaxmi, Azampur, House Bevco (AC Building. Bus) 7 Gabtali Vicktoria AsadGate,Newmarket,Azimpur,Palashi More Various 115 4 76 80 01-E Pallabi Narayngan Baikali Hotel,Mirpur-11, Mirpur-10 Bikalpa 48 11 37 48 g Golchakkar, 07-B Gabtali Azimpur College Gate,Sukrabad,Azimpur,Palashi. Various 9 0 9 9 Operator 29 Fantassy Azimpur House Building, Merul Badda, Malibag, Falgun,8 40 40 0 40 Kingdom Shahbag. Mohakhali 3 Abdullapur Fulbaria Azampur, Airport, Khilkhet, Biswaroad, Kakoli, Metro Classic 225 24 216 240 (House Mohakhali, Farm Gate, Shahbag, Press Club. Transport Ltd/. Building) 03-B Tongi Demra Abdullahpur, Azampur, Airport, Khilkhet, Bishwa Rd, Eleven Gold 20 3 0 3 Bridge Crossing Kakoli, Mohakhali, Nabisco, Satrashta, Malibagh, Transport Fakirapul, B. Bank, Joykali Mandir, Sayedabad.

04-B Uttara Kamalapur Azampur, Airport, Mohakhali, Satrasta, Moghbazar, Sino Dipan 28 21 0 21 Malibagh, Pirjangi Mazar

04-C Uttara Motijheel Airport ,Kakoli, Mohakhali, Farm 20 0 0 0 (A/C Bus Gate,Shahbagh,Press club . Service) 06-A Pirjangi Natun Bazar, Kamalapur,Bangladesh Various Operator 50 45 3 48 Mazar Bank,Stadium,Paltan,Kakrail,Malibagh,Mogbazar,Sa trashta,Nabisco,Mohakhali,Titumir College,Gulshan- 1.

121

Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop 10-A Circular Mohakhali Kuril Bishaw Road,Natun Bazar,Rampura, Dibanishi 15 15 0 15 Road 12- I Mohammad Uttara Tajmahal Road,Asadgate,Khamarbari,Farm Megacity 27 20 0 20 pur(Geneva (Baniajuri) Gate,Shahin College,Mohakhali,Kakoli,Staff Road. Passenger Camp) Service Ltd.

19-F Saver Badda Gabtoli,Mohakhali,Gulshan-1, Baishakhi 20 19 0 19 Paribahan Ltd. 25-D Savar Banashri Gabtali,Technical,Kallaynpur,Shisu Bengal Motors 45 43 0 43 Mela,Agargaon,Mohakhali,Gulshan-1,Badda Link Road,TV Centre 26-A Gazipur Kamalapur Abdullahpur, Mohakhali, Farm Gate, UBL Crossing, Metro Classic 20 0 0 0 (Board Gulistan. Bazar) 27-A Tongi Dhakeshwari Azampur, Mohakhali, Farm Gate, Manikmia, City Dul Dul and 30 6 24 30 (Cherag Ali) College, Nilkhet, Etimkhana. Individual. Operator. 28-C Gazipur Chiriakhana Abdullapur, Airport, Mohakhali, Shaymoli, Mirpur-1. Bengal Motors 30 24 0 24

29-A Nandanpar Kamalapur House Building, Khilkhet, Mohakhali, Nabisco, Manjil Pvt. Ltd. 23 23 0 23 k Moghbazar,Kakali, 31 Fulbaria Kapasia Paltan, Moghbazar, Mohakhali, Kakali, Airport, Provati Bansree 75 9 32 41 Azampur, Tongi. Paribahan Ltd.

31-C Fulbaria Gazipur Shapla Chattar, Mogbazar, Mohakhali, Kakali, Gazipur 244 15 213 228 Airport, Azampur. paribahan/ Individual. Operator

32 Sayedabad Gazipur Mogbazar, Nabisco, Mohakhali, Kakali, Airport, Balaka Links/ 103 0 91 91 Azampur. Balaka Service/ Individual. Operator

32-A Sayedabad Gazipur Mogbazar, Mohakhali,Uttara,Tongi, Board Bazar. Dhaka 50 0 50 50 (Tok) Paribahan

122

Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop 32-C Sayedabad Narayngonj Jatrabari,Jurain,Postagola. BorakParibahan 45 13 27 40 38 Chankharp Ghorashal Golapshah Mazar, Nabisco,Mohakhali, Kakali, Kaliganj 20 0 16 16 ul Ferryghat Airport. Transport 40-A Jagganath Chandra Fulbaria, Paltan, Kakrail Church, Mogbazar, Glory Exclusive 30 16 0 16 University Mohakhali, Airport, Tongi, Chowrasta, Shakhipur.

40-B Jagganath Chandra Fulbaria, Paltan, Mohakhali,Kakali, Airport Azmeri 30 15 0 15 University Transport Mirpur-10 1 Kulsi Sginboard Mirpur-12Mirpur-11,Mirpur-10,Kazipara, Shikar 122 7 108 115

01-B Pallabi Baikali Hotel,Mirpur-11,Mirpur-10,Kazipara, Silk City 20 3 15 18

01-C Pallabi(Mirp Bangabandh Mirpur-11,Mirpur-10,Mirpur-2,Mirpur-1, Pallabi Super 43 3 65 68 ur u 01-E Pallabi Narayngang Baikali Hotel,Mirpur-11, Mirpur-10 Golchakkar, Bikalpa 48 11 37 48

01-H Pallabi Demra Ghat Mirpur Stadium,Mirpur-10,Shawrapara, Best 45 14 11 25

01- J Pallabi Notordam Mirpur 11 1/2,Baikali Hotel,Mirpur-11,Mirpur-10, Bikalpa Auto 36 10 26 36

01- K Pallabi Zeropoint Mirpur-10,Kazipara,Shawrapara,Agargaon, Individual 40 5 1 6

01-L Pallabi Jatrabari Mirpur-11,Mirpur-10,Kazipara,Shawrapara, Shikar 40 11 26 37

01-P Kamalapur Pallabi(Mirpu Pirjangi Mazar,Malibagh,Mogbazar,Bangla Motor, Modomoti 26 16 0 16 r-

01-R Duaripara Dhakeshari Mirpur-11 1/(Anik Plaza),Mirpur-10 Golchakkar, Bihanga 15 3 5 8

01-S Duaripara Victoria Park Mirpur-11 1/2(Anik Plaza),Mirpur-10 Golchakkar, Bihanga 25 10 15 25

01-T Kulsi(Mirpur Motijheel(Sh Mirpur-10Mirpur-2,Mirpur-1,Technical,Kallaynp Eratan Parib 30 10 0 10 - ap

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Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop 01-W Mirpur-12 Motijheel Mirpur-10,Farmgate Ena Transport 30 30 0 30 01-X Mirpur-12 Signboard Mirpur-11 1/2,(Anik Plaza),Mirpur- Choice 50 0 2 2 (Ceramic) 10,Kazipara,Shawrapara,Farmgate,Pressclub,Gulish Transport Ltd tan,Ahadbox,Sayedabad,Janapath,Jatrabari,Rayerb agh

12-K Dhopkhola Mirpur-14 Motijheel,Press Club,Shahbagh,Kataban,New Nisharga 20 15 0 15 Market,Asad Gate,Shisu Mela,Passport Paribahan Office,Agargaon,Shawrapara,Kazipara,Mirpur-10,13

19 Pallabi(Mirp Sadargat Mirpur-10,1 ,Asadgate,Kalabagan,Newmarket Mirpur 50 0 12 12 ur-12) Paribahan Service 19-B Pallabi Abdullapur Mirpur-10,Shawrapara,Agargaon Taltala, Mahakhali, Newdesh Bangla 20 20 0 20 (Mirpur Kakoli,Nikunja,New Airport,Uttara. Section 12) 19-G Mirpur-12 Chandra Mirpur-10,1,Mazar Road,Dhaour,Ashulia,Fantasy Alif Enterprise 20 9 0 9 Kingdom,Nandan Park,

39 Pallabi Keranigonj Mirpur-10,Kazipara,Farm Gate,Golapshah Mazar, Mirpur 30 1 29 30 Paribahain Service. Mirpur-1 01-E Pallabi Narayngang Baikali Hotel,Mirpur-11, Mirpur-10 Golchakkar, Bikalpa Paribon. 48 11 37 48 (Mirpur -12) Link Road Mirpur-1,Nilkhet,Azimpur,Palashi,Kataban, Jatrabari,

01-F Pallabi Jatrabari Mirpur-11 1/2,Kulsi Road More,Mirpur-11, Mirpur- Bikalpa Paribon. 26 25 0 25 (Ceramic) 6,Prashika More,Mirpur-1,Ansar Camp, Bangla Service College,Technical,Farm Gate,Motijheel

01- I Pallabi Gulistan Mirpur-1,Kallaynpur,Asadgate,Sukrabad, Ashirbad 20 20 0 20 (Duaripara) BUET,Bangabazar Paribahan pvt. Ltd

124

Name of Route From To Stoppages Operators Maximum Bus Mini Total the bus No allowed bus stop 01- J Pallabi Notordam Mirpur 11 1/2,Baikali Hotel,Mirpur-11,Mirpur-10, Bikalpa Auto 36 10 26 36 (Cerimic) College Kazipara,Farm Gate,Paltan. Service

01- K Pallabi Zeropoint Mirpur-10,Kazipara,Shawrapara,Agargaon, Individual 40 5 1 6 (Mirpur-12) Khejurbagan,Farmgate,Bangla Motor,Shabag, Operators Purana Paltan.

01-V Pallabi Dhakarshari Mirpur-10,Mirpur-1,Darussalam,Asadgate, Mirpur Super 50 5 19 24 Mandir Newmarket. Link Ltd. 19 Pallabi Sadargat Mirpur-10,1 ,Asadgate,Kalabagan,Newmarket Mirpur 50 0 12 12 (Mirpur-12) Paribahan Service 19-B Pallabi Abdullapur Mirpur-10,Shawrapara,Agargaon Taltala, Mahakhali, Newdesh Bangla 20 20 0 20 (Mirpur Kakoli,Nikunja,New Airport,Uttara. Section 12) Source:DTCA,2014

125

Appendix-V Traffic Accident Statistics Traffic Accident by Police Station Traffic Accident by Police Station (2007-2011) Name of the police Station Number of Accidents Percentages (%) Adabor 18 0.662 Airport 143 5.257 Badda 79 2.904 Bongshal 7 0.257 Cantonment 58 2.132 Chawk Bazar 2 0.074 Darus Salam 55 2.022 Demra 18 0.662 Dhanmomdi 69 2.537 Dokkhin Khan 4 0.147 Gendaria 7 0.257 Gulshan 202 7.426 Hazaribagh 13 0.478 Jatrabari 236 8.676 Kafrul 94 3.456 Kamrangichar 3 0.11 Khigaon 55 2.022 Khilkhet 97 3.566 Kodomtoli 12 0.44 Kolabagan 2 0.074 Kotwali 32 1.176 Lalbagh 22 0.809 Mirpur 133 4.89 Mohammadpur 108 3.971 Motijheel 80 2.941 New Market 17 0.625 Pollabi 83 3.051 Poltan 69 2.537 Ramna 132 4.853 Rampura 11 0.404 Shah Ali 25 0.919 Shahbagh 75 2.757

126

Traffic Accident by Police Station (2007-2011) Name of the police Station Number of Accidents Percentages (%) Shyampur 45 1.654 Sher e Bangla 54 1.985 Shilpanchal 97 3.566 Shobujbagh 72 2.647 Sutrapur 49 1.801 Tejgaon 210 7.721 Turag 50 1.838 Uttara 182 6.691 Uttar Khan 0 0 Source: Clean Air and Sustainable Environment(CASE)project, 2012

127

Appendix-VI Most Accident-Prone Roads in Dhaka Metropolitan Area Table:Traffic Accident Scenario of Different Roads/Corridors of Dhaka City (2007)

Road or Corridor Name Fatality or injury Dhaka-Mymensing Road 0 Airport Road 3 Mirpur Road 3 Dhaka Chittagong Road 3 Beribadh Road 4 Begum Rokeyasarani 6 PragatiSarani 6 ShahidTajuddinSarani 6 OtishDopankar/Biswa Road 7 Sayedabad- Jatrabari-Gulistan Road 8 KaziNazrul Islam Road 9 Circular Road 9 Dhaka-Narayanganj Road 10 Dhaka-Ashuliya (Tongi) Road 10 Dhaka-Aricha(Gabtoli Road) 11 DIT Road 13 Dhaka-Demra Road 17 Darus-Salam Road 17 Finix Road 19 North-South Road 22 MawlanaVasani Road 23 Siideswari Road 24 VIP Road 29 Bangabandhu (BB)Avenue 32 Mazar Road 32 New Elephant Road 36 Shat Masjid Road 46 Captain Mansur Ali Sarani 48 Panthopath Road 49 Johnson road 92 Source: Clean Air and Sustainable Environment(CASE)project, 2012 * Here, the figures (numbers) indicate the total number of causalities (fatality or injury) of pedestrian and occupants. Moreover, one accident can cause more than one causalities, fatalities or injuries at the same time.

128

Appendix-VI Most Accident-Prone Roads in Dhaka Metropolitan Area Table:Traffic Accident Scenario of Different Roads/Corridors of Dhaka City (2008)

Road or Corridor Name Fatality or injury Dhaka-Mymensing Road 0 Airport Road 1 Mirpur Road 1 Dhaka Chittagong Road 1 Beribadh Road 1 Begum Rokeyasarani 1 PragatiSarani 1 ShahidTajuddinSarani 2 OtishDopankar/Biswa Road 2 Sayedabad- Jatrabari-Gulistan Road 2 KaziNazrul Islam Road 3 Circular Road 4 Dhaka-Narayanganj Road 7 Dhaka-Ashuliya (Tongi) Road 9 Dhaka-Aricha(Gabtoli Road) 9 DIT Road 9 Dhaka-Demra Road 13 Darus-Salam Road 16 Finix Road 20 North-South Road 22 MawlanaVasani Road 23 Siideswari Road 23 VIP Road 25 Bangabandhu (BB)Avenue 25 Mazar Road 25 New Elephant Road 34 Shat Masjid Road 36 Captain Mansur Ali Sarani 39 Panthopath Road 40 Johnson road 77 Source: Clean Air and Sustainable Environment(CASE)project, 2012 * Here, the figures (numbers) indicate the total number of causalities (fatality or injury) of pedestrian and occupants. Moreover, one accident can cause more than one causalities, fatalities or injuries at the same time.

129

Appendix-VI Most Accident-Prone Roads in Dhaka Metropolitan Area Table:Traffic Accident Scenario of Different Roads/Corridors 0f Dhaka City (2009)

Road or Corridor Name Fatality or injury Dhaka-Mymensing Road 0 Airport Road 0 Mirpur Road 0 Dhaka Chittagong Road 1 Beribadh Road 1 Begum Rokeyasarani 3 PragatiSarani 4 ShahidTajuddinSarani 5 OtishDopankar/Biswa Road 5 Sayedabad- Jatrabari-Gulistan Road 5 KaziNazrul Islam Road 6 Circular Road 6 Dhaka-Narayanganj Road 6 Dhaka-Ashuliya (Tongi) Road 6 Dhaka-Aricha(Gabtoli Road) 6 DIT Road 8 Dhaka-Demra Road 11 Darus-Salam Road 11 Finix Road 12 North-South Road 15 MawlanaVasani Road 19 Siideswari Road 20 VIP Road 20 Bangabandhu (BB)Avenue 21 Mazar Road 22 New Elephant Road 23 Shat Masjid Road 23 Captain Mansur Ali Sarani 30 Panthopath Road 37 Johnson road 75 Source: Clean Air and Sustainable Environment(CASE)project, 2012 * Here, the figures (numbers) indicate the total number of causalities (fatality or injury) of pedestrian and occupants. Moreover, one accident can cause more than one causalities, fatalities or injuries at the same time.

130

Appendix-VI Most Accident-Prone Roads in Dhaka Metropolitan Area Traffic Accident Scenario of Different Roads/Corridors 0f Dhaka City (2010)

Road or Corridor Name Fatality or injury Dhaka-Mymensing Road 0 Airport Road 0 Mirpur Road 0 Dhaka Chittagong Road 0 Beribadh Road 1 Begum Rokeyasarani 1 PragatiSarani 1 ShahidTajuddinSarani 1 OtishDopankar/Biswa Road 1 Sayedabad- Jatrabari-Gulistan Road 1 KaziNazrul Islam Road 2 Circular Road 2 Dhaka-Narayanganj Road 2 Dhaka-Ashuliya (Tongi) Road 2 Dhaka-Aricha(Gabtoli Road) 2 DIT Road 2 Dhaka-Demra Road 4 Darus-Salam Road 7 Finix Road 7 North-South Road 7 MawlanaVasani Road 7 Siideswari Road 8 VIP Road 12 Bangabandhu (BB)Avenue 13 Mazar Road 13 New Elephant Road 13 Shat Masjid Road 21 Captain Mansur Ali Sarani 22 Panthopath Road 29 Johnson road 100 Source: Clean Air and Sustainable Environment(CASE)project, 2012 * Here, the figures (numbers) indicate the total number of causalities (fatality or injury) of pedestrian and occupants. Moreover, one accident can cause more than one causalities, fatalities or injuries at the same time

131

Appendix-VI Most Accident-Prone Roads in Dhaka Metropolitan Area Traffic Accident Scenario of Different Roads/Corridors 0f Dhaka City (2011)

Road or Corridor Name Fatality or injury Dhaka-Mymensing Road 3 Airport Road 4 Mirpur Road 5 Dhaka Chittagong Road 5 Beribadh Road 7 Begum Rokeyasarani 8 PragatiSarani 8 ShahidTajuddinSarani 9 OtishDopankar/Biswa Road 9 Sayedabad- Jatrabari-Gulistan Road 11 KaziNazrul Islam Road 12 Circular Road 12 Dhaka-Narayanganj Road 14 Dhaka-Ashuliya (Tongi) Road 18 Dhaka-Aricha(Gabtoli Road) 19 DIT Road 28 Dhaka-Demra Road 30 Darus-Salam Road 35 Finix Road 37 North-South Road 38 MawlanaVasani Road 46 Siideswari Road 52 VIP Road 53 Bangabandhu (BB)Avenue 57 Mazar Road 57 New Elephant Road 61 Shat Masjid Road 84 Captain Mansur Ali Sarani 85 Panthopath Road 89 Johnson road 169 Source: Clean Air and Sustainable Environment(CASE)project, 2012 * Here, the figures (numbers) indicate the total number of causalities (fatality or injury) of pedestrian and occupants. Moreover, one accident can cause more than one causalities, fatalities or injuries at the same time

132

Appendix-VII Passenger Volume Survey

Peak Period Boarding Frequency of the Study Area (8.00am-9.00 am)

Boarding Frequency Bus Stop Name 8.00am-9.00 am

Mirpur 1 45 Mirpur 10 62 Mohakhali 53 Gulshan 1 40 Nilkhet 45 Total 245

Boarding Frequency 8.00am-9.00 am 70

60 62

50 53

45 45 40 40 Boarding Frequency 8.00am- 30 9.00 am

0 Mirpur 1 Mirpur 10 Mohakhali Gulshan 1 Nilkhet

133

Appendix-VII Passenger Volume Survey

Peak Period Boarding Frequency of the Study Area (9.00am-10.00 am)

Boarding Frequency Bus Stop Name 9.00am-10.00 am

Mirpur 1 70 Mirpur 10 60 Mohakhali 68 Gulshan 1 48 Nilkhet 40 Total 286

Boarding Frequency 9.00am-10.00am

Nilkhet Mirpur 1 14% 24% Gulshan 1 17%

Mirpur 10 21% Mohakhali 24%

134

Appendix-VII Passenger Volume Survey

Peak Period Boarding Frequency of the Study Area (5.00am-6.00 am)

Boarding Frequency Bus Stop Name 5.00am-6.00 am

Mirpur 1 112 Mirpur 10 40 Mohakhali 72 Gulshan 1 66 Nilkhet 60 Total 350

Boarding Frequency 5.00am-6.00am

Nilkhet

Gulshan 1

Mohakhali Boarding Frequency 5.00am- 6.00am

Mirpur 10

Mirpur 1

0 50 100 150

135

Appendix-VII Passenger Volume Survey

Total Peak Period Boarding Frequency of the Study Area

Bus Stop Name Total Boarding Frequency Mirpur 1 112 Mirpur 10 40 Mohakhali 72 Gulshan 1 66 Nilkhet 60 Total 350

Total Boarding Frequency

Total Boarding Frequency 300

200

100

136

Appendix-VIII User Opinion Survey

Respondents Occupation

Respondents Occupation Bus Stop Busines House Worker Grand Name Service s wife Student (all Type) Retired Total Mirpur 1 14 3 0 2 1 0 20 Mirpur 10 11 5 1 2 1 0 20 Mohakhali 13 3 0 3 0 1 20 Gulshan 1 9 5 2 4 0 0 20 Nilkhet 12 2 2 4 0 0 20 Total 59 18 5 15 2 1 100

Frequency of Bus Journey

Frequency of Respondents Daily Number of Bus Bus Stop Journey Grand Name 1-2 3-4 5-6 Total Mirpur 1 18 2 0 20 Mirpur 10 15 5 0 20 Mohakhali 15 4 1 20 Gulshan 1 17 1 2 20 Nilkhet 18 2 0 20 Total 83 14 3 100

Reasons for Travelling by Bus

Number of Respondents Less Safety Bus Stop Low Travel And Proximity No Other Grand Name Cost Time Comfort To Origin Alternative Total Mirpur 1 8 4 3 2 3 20 Mirpur 10 13 2 4 0 1 20 Mohakhali 10 2 1 3 4 20 Gulshan 1 12 1 4 0 3 20 Nilkhet 9 0 5 6 0 20 Total 52 9 17 11 11 100

137

Appendix-IX Traffic Volume Survey Peak Period Traffic Volume of Gulshan-1Bus Stop

Weekday Weekend

Time: 8.00 Time: 9.00 Time: 8.00 Time: 9.00 Time: 5.00 e am- 9: 00 am- 10.00 Time: 5.00 am- 9: 00 am- 10.00 pm- 6: 00 type type am am pm- 6: 00 pm am am pm Vehicle

Total Total Total U/peak hour U/peak hour PCU factor factor PCU Vehicle PCU PCU PCU PCU PCU PCU PCU Total Total Vehicl Total /hour /hour /hour /hour /hour /hour /hour Count Count Count Count Count Count PC PC 1 Large Bus 2.5 31 77.5 27 67.5 26 65 84 70 24 60 35 87.5 15 37.5 74 61.67 2 Mini Bus 2 6 12 2 4 3 6 11 7.3 10 20 5 10 16 32 31 20.67 Car/Jeep/ 13 3 Micro Bus 1 350 350 481 481 494 494 25 441.67 454 454 356 356 498 498 1308 436 rized rized Auto 31 4 Rickshaw 0.5 100 50 81 40.5 137 68.5 8 53 173 86.5 200 100 230 115 603 100.5 Moto Motor 31 5 Cycle 0.3 85 25.5 98 29.4 131 39.3 4 31.4 118 35.4 253 75.9 135 40.5 506 50.6 6 Tempo 0.5 17 8.5 21 10.5 18 9 56 9.33 14 7 26 13 17 8.5 57 9.5 7 Rickshaw 0.8 46 36.8 37 29.6 12 9.6 95 25.33 35 28 43 34.4 23 18.4 101 26.93

rized 8 Cycle 0.2 17 3.4 25 5 31 6.2 73 4.87 32 6.4 21 4.2 29 5.8 82 5.47

Non 563. 667. 22 697. 755.

Moto Total 652 7 772 5 852 697.6 76 642.93 860 3 939 681 963 7 2762 711.33

Average Volume PCU/hour 677.133

138

Appendix-IX Traffic Volume Survey Peak Period Traffic Volume of Mohakhali Bus Stop Weekday Weekend Time: 8.00 Time: 9.00 Time: 5.00 Time: 8.00 Time: 5.00

am- 9: 00 am- 10.00 pm- 6: 00 am- 9: 00 Time: 9.00 pm- 6: 00 am am pm am am- 10.00 am pm Vehicle Vehicle Vehicle

hour hour hour hour PCU factor PCU factor Vehicle type Total Total PCU PCU PCU PCU PCU PCU /hour /hour /hour /hour /hour /hour /hour Count Count Count Count Count Count Count Count Total PCU/peak PCU/peak Total PCU/peak Total 512. 447. 26 544. 387. 547. 1 Large Bus 2.5 205 5 179 5 9 673 653 17 155 5 219 5 244 610 618 515.00 30 102 680. 2 Mini Bus 2 345 690 366 732 9 618 0 0 250 500 312 624 397 794 959 639.33 Car/Jeep/ 75 192 642. ed ed 3 Micro Bus 1 589 589 586 586 3 753 8 67 329 329 357 357 645 645 1331 443.67 Auto 133. 102. 27 124. 119.

Motoriz 4 Rickshaw 0.5 267 5 205 5 3 137 745 17 239 5 248 124 278 139 765 127.5 Motor 13 48. 5 Cycle 0.3 76 22.8 107 32.1 5 40.5 318 31.8 77 23.1 104 31.2 162 6 343 34.3 17.5 6 Tempo 0.5 32 16 41 20.5 32 16 105 0 38 19 41 20.5 36 18 115 19.17 7 Rickshaw 0.8 29 23.2 0 0 0 0 29 7.73 24 19.2 0 0 52 20 76 20.27 ed 8 Cycle 0.2 32 6.4 45 9 55 11 132 8.80 38 7.6 41 8.2 20 52 99 6.60

Non 152 193 18 224 493 205 140 1712 183 232 1805.8

Motoriz Total 1575 1993 9 0 26 8 0 6.83 1150 4.9 1322 .4 4 6.6 4306 3 Average Volume 1931. PCU/hour 33

139

Appendix-IX Traffic Volume Survey Peak Period Traffic Volume of Nilkhet Bus Stop

Weekday Weekend Time: 8.00 Time: 9.00 Time: 5.00 Time: 8.00 Time: 9.00 Time: 5.00

am- 9: 00 am- 10.00 pm- 6: 00 am- 9: 00 am- 10.00 pm- 6: 00 am am pm am am pm Vehicle Vehicle Vehicle

hour hour hour PCU factor PCU factor Vehicle type Total Total PCU PCU PCU PCU PCU PCU /hour /hour /hour /hour /hour /hour /hour Count Count Count Count Count Count Count Count Total PCU/peak PCU/peak Total PCU/peak Total 101.6 1 Large Bus 2.5 93 233 71 178 31 78 195 162.5 48 120 30 75 44 110 122 7 185.3 2 Mini Bus 2 184 368 159 318 97 194 440 293.33 87 174 92 184 99 198 278 3 ed ed Car/Jeep/Mi 11 12 19 142.3 3 cro Bus 1 190 190 183 183 132 132 505 168.33 1 111 5 125 1 191 427 3

Motoriz Auto 5 Rickshaw 0.5 28 14 41 20.5 35 18 104 17.33 34 17 38 19 65 32.5 137 22.83 9 Motor Cycle 0.3 41 12 49 14.7 26 7.8 116 11.6 27 8.1 34 10.2 26 7.8 87 8.7 6 Tempo 0.5 28 14 15 7.5 10 5 53 8.83 14 7 11 5.5 10 5 35 5.83

37 45 364. 47 383. 131 7 Rickshaw 0.8 355 284 312 250 479 383 1146 305.6 6 300.8 6 8 9 2 1 349.6 torized 8 Cycle 0.2 7 1.4 19 3.8 26 5.2 52 3.47 11 2.2 15 3 23 4.6 49 3.27 70 80 786. 93 932. 244 819.5 Total 926 1116 849 975 836 822 2611 971 8 740.1 1 5 7 1 6 7 Non Mo Average Volume 895.2 PCU/hour 8

140

Appendix-IX Traffic Volume Survey Peak Period Traffic Volume of Mirpur -1 Bus Stop

Weekday Weekend

Time: Time: Time: 5.00 e Time: 8.00 Time: Time: e 8.00 am- 9.00 am- pm- 6: 00 am- 9: 00 9.00 am- 5.00 pm- type type 9: 00 am 10.00 am pm am 10.00 am 6: 00 pm

Total Total Total U/peak hour U/peak hour PCU factor factor PCU Vehicle PCU PCU PCU PCU PCU PCU PCU Total Vehicl Total Vehicl Total /hour /hour /hour /hour /hour /hour /hour Count Count Count Count Count Count PC PC 222 227 247. 157 1 Large Bus 2.5 89 .5 91 .5 99 5 279 232.5 60 150 69 173 63 .5 192 160 2 Mini Bus 2 131 262 155 310 115 230 401 267.3 115 230 136 272 166 332 417 278 Car/Jeep/Micr 151 505.6 143 3 o Bus 1 498 498 532 532 487 487 7 7 444 444 489 489 501 501 4 478 rized rized Auto 4 Rickshaw 0.5 152 76 162 81 125 62.5 439 73.17 148 74 144 72 150 75 442 73.67 Moto 27. 35. 26. 32. 36. 5 Motor Cycle 0.3 91 3 118 4 135 40.5 344 34.4 87 1 108 4 121 3 316 31.6 34. 36. 33. 32. 6 Tempo 0.5 69 5 73 5 86 43 228 38.00 78 39 67 5 65 5 210 35 238 250. 228.2 279 251.7 7 Rickshaw 0.8 245 196 298 .4 313 4 856 7 311 249 284 227 349 .2 944 3 rized rized 8 Cycle 0.2 33 6.6 24 4.8 51 10.2 108 7.20 27 5.4 38 7.6 45 9 110 7.33 Non 130 132 145 146 141 1371 417 1386. 121 133 130 146 142 406 1315. Moto Total 8 3 3 6 1 .1 2 53 1270 7 5 6 0 3 5 33 1350. Average Volume PCU/hour 93

141

Appendix-IX Traffic Volume Survey Peak Period Traffic Volume of Mirpur -10 Bus Stop

Time: 8.00 Time: 9.00 Time: 5.00 Time: 8.00 Time: Time: 5.00

am- 9: 00 am- 10.00 pm- 6: 00 e am- 9: 00 9.00 am- pm- 6: 00 e am am pm am 10.00 am pm type type

hour hour hour hour PCU factor factor PCU Vehicle Total Vehicl Total Vehicl Total Count Count Count Count Count Count Count Total PCU/peak PCU/peak Total PCU/peak Total PCU /hour PCU /hour PCU /hour PCU /hour PCU /hour PCU /hour PCU 202. 272. 187. 237. 252. 225. 1 Large Bus 2.5 81 5 109 5 101 252.5 291 242.5 75 5 95 5 101 5 271 83 641.3 21 2 Mini Bus 2 328 656 302 604 332 664 962 3 221 442 2 424 227 454 660 440 Car/Jeep/ 148 495.3 49 143 478.

rized rized 3 Micro Bus 1 487 487 535 535 464 464 6 3 415 415 3 493 527 527 5 33 Auto 24.6 Moto 4 Rickshaw 0.5 71 35.5 82 41 82 41 235 39.17 44 22 59 29.5 45 22.5 148 7 Motor 5 Cycle 0.3 88 26.4 65 19.5 62 18.6 215 21.5 45 13.5 93 27.9 73 21.9 211 21.1 6 Tempo 0.5 41 20.5 38 19 37 18.5 116 19.33 26 13 30 15 28 14 84 14 7 Rickshaw 0.8 37 29.6 49 39.2 26 20.8 112 29.87 49 39.2 54 43.2 41 32.8 144 38.4 13.4 rized rized 8 Cycle 0.2 51 10.2 45 9 74 14.8 170 11.33 51 10.2 84 16.8 67 13.4 202 7 Non 118 146 122 1539 117 358 1500. 114 11 128 133 315 125 Moto Total 4 8 5 .2 8 1494 7 4 926 2.4 20 6.9 1109 8 5 5.8 Average Volume PCU/hour 1378

142

Appendix-IX Traffic Volume Survey Peak Period Total Traffic Volume of the Study Area

Weekday Weekend Bus Stop Name Total volume PCU/hour Total Traffic PCU/hour Total Traffic PCU/hour

Gulshan-1 640.73 709.43 677.13

Mohakhali 1160.47 932.13 1931.33 Nilkhet 804.60 591.70 895.28 Mirpur-1 1311.73 1231.93 1350.93 Mirpur-10 1499.17 1266.93 1378.08

Peak Period Total Bus Volume of the Study Area

Bus stop name Large bus Minibus Total bus volume PCU/hour Gulshan-1 65.83 14.00 79.83 Mohakhali 529.58 659.67 1189.25 Nilkhet 132.08 239.33 371.42 Mirpur-1 196.25 272.67 468.92 Mirpur-10 234.17 540.67 774.83

143

Appendix-X Speed Study Speed Study by Moving Observer Method (Gulshan-1 bus stop)

Direction : Gulshan-1 to Square pharmaceuticals Opposite Direction Traffic Same Direction Traffic

Run axi/ Number Journey cycle cycle Time cycle cycle Tempo Tempo

(min) Mini bus Over taking Over taken Rickshaw Rickshaw Large bus Large bus Micro bus bus Micro Motor Auto Rickshaw

Car/Jeep/T vehicles vehicles 1 3.3 12 2 85 44 19 8 21 5 23 11 2 4.01 16 0 115 53 23 6 14 8 16 8 Total flow 28 2 200 97 42 14 35 13 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 70 4 200 48.5 33.6 2.8 10.5 6.5 Total 7.31 375.9 39 19 Average 3.6550 187.95 19.5 9.5

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 207.1 10 2.145 3.66 37.43 0.267158 3.39 0.94 16.647766

144

Appendix-X Speed Study Speed Study by Moving Observer Method (Gulshan-1 bus stop)

Direction : Square pharmaceuticals to Gulshan-1

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1 2.09 16 3 90 23 35 8 13 7 17 10 2 2.2 22 0 127 36 19 9 24 11 24 9 Total flow 38 3 217 59 54 17 37 18 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 95 6 217 29.5 43.2 3.4 11.1 9 Total 4.29 414.2 41 19 Average 2.145 207.1 20.5 9.5

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 187.95 11 3.6550 2.145 34.301724 0.32068359 1.8243164 0.94 30.9157

145

Appendix-X Speed Study Speed Study by Moving Observer Method (Mohakhali bus stop)

Direction : Amtoli to Mohakhali bus stop

Run Number Journey Time Run (min) Opposite Direction Traffic Same Direction Traffic Number

o o

bus cro Auto cycle cycle Over taking Over taken Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

xi/Mi vehicles vehicles 1 1.8 16 29 88 44 13 6 12 10 54 14 1 2 2.6 6 13 120 53 26 11 17 8 61 11 2 Total flow 22 42 208 97 39 17 29 18 Total flow PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCE PCU 55 84 208 48.5 31.2 3.4 8.7 9 PCU Total 4.4 447.8 115 25 Total Average 2.2000 223.9 57.5 12.5 Average

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 202.5 45 1.33 2.20 70.11 0.641818 1.56 0.32 12.322054

146

Appendix-X Speed Study Speed Study by Moving Observer Method (Mohakhali bus stop)

Direction : Mohakhali Rail Crossing to Amtoli

Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1.27 9 15 75 28 18 6 15 2 34 6 1.39 15 22 108 46 23 9 24 5 41 15 24 37 183 74 41 15 39 7 2.5 2 1 0.5 0.8 0.2 0.3 0.5 60 74 183 37 32.8 3 11.7 3.5 2.66 405 75 21 1.33 202.5 37.5 10.5

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 223.9 27 2.2000 1.33 71.076487 0.37987246 0.9501275 0.32 20.2078

147

Appendix-X Speed Study Speed Study by Moving Observer Method (Nillkhet bus stop)

Direction : Azimpur bus stop to Nilkhet bus stop

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

Auto cycle cycle

Tempo Tempo Over taking Mini bus bus Mini Rickshaw Rickshaw Rickshaw Large bus Large Car/Jeep/Ta Motor cycle Motor

xi/Micro bus vehicles Over taken vehicles 1 2.5 17 14 41 27 41 16 17 4 24 14 2 2.43 13 21 59 23 35 13 29 7 15 8 Total flow 30 35 100 50 76 29 46 11 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 75 70 100 25 60.8 5.8 13.8 5.5 Total 4.93 355.9 39 22 Average 2.4650 177.95 19.5 11

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 496.6 8.5 2.445 2.47 102.87 0.082627 2.38 0.6 15.110985

148

Appendix-X Speed Study Speed Study by Moving Observer Method (Nillkhet bus stop)

Direction : Nilkhet bus stop to Azimpur Bus stop

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1 2.33 15 26 61 36 67 11 18 9 13 7 2 2.56 24 28 73 27 62 17 13 6 24 11 Total flow 39 54 134 63 129 28 31 15 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 97.5 108 134 31.5 103.2 5.6 9.3 7.5 Total 4.89 496.6 37 18 Average 2.445 248.3 18.5 9

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 177.95 9.5 2.4650 2.445 38.177189 0.24883969 2.1961603 0.6 16.3922

149

Appendix-X Speed Study Speed Study by Moving Observer Method (Mirpur-1 bus stop)

Direction : Mirpur-1 to Chinese bus stop

Run Number Journey Time Run (min) Opposite Direction Traffic Same Direction Traffic Number

o o cycle

bus cro Auto cycle cycle Over taking Over taken Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor Car/Jeep/T

xi/Mi vehicles vehicles 1 1.29 18 36 42 33 51 18 28 14 22 11 1 2 1.43 26 41 57 47 49 13 15 11 28 15 2 Total flow 44 77 99 80 100 31 43 25 Total flow PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCE PCU 110 154 99 40 80 6.2 12.9 12.5 PCU Total 2.72 514.6 50 26 Total Average 1.3600 257.3 25 13 Average

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 257.3 12 1.465 1.36 95.33 0.125882 1.23 0.43 20.905617

150

Appendix-X Speed Study Speed Study by Moving Observer Method (Mirpur-1 bus stop)

Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1.55 23 39 84 23 37 11 37 14 44 21 1.38 16 29 67 32 43 9 25 18 37 15 39 68 151 55 80 20 62 32 2.5 2 1 0.5 0.8 0.2 0.3 0.5 97.5 136 151 27.5 64 4 18.6 16 2.93 514.6 81 36 1.465 257.3 40.5 18

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 257.3 12 1.465 1.36 95.33 0.125882 1.23 0.43 20.905617

151

Appendix-X Speed Study Speed Study by Moving Observer Method (Mirpur-10 bus stop)

Direction : Al helal hospital to Mirpur-10 circle

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o

Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1 5.09 22 29 124 39 32 19 22 8 42 31 2 4.48 27 33 104 52 44 16 32 13 34 16 Total flow 49 62 228 91 76 35 54 21 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 122.5 124 228 45.5 60.8 7 16.2 10.5 Total 9.57 614.5 76 47 Average 4.7850 307.25 38 23.5

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 252.95 14.5 3.775 4.79 31.24 0.464087 4.32 0.54 7.4984148

152

Appendix-X Speed Study Speed Study by Moving Observer Method (Mirpur-10 bus stop)

Direction : Mirpur-10 circle to Al helal hospital

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

o o Auto cycle cycle Temp Mini bus Mini bus Rickshaw Rickshaw Rickshaw Large bus Large bus Motor cycle Motor Car/Jeep/T

bus xi/Micro Over taking vehicles Over taken vehicles 1 4.04 14 25 82 40 28 13 30 16 35 12 2 3.51 16 30 115 55 21 9 31 13 6 24 Total flow 30 55 197 95 49 22 61 29 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 75 110 197 47.5 39.2 4.4 18.3 14.5 Total 7.55 505.9 41 36 Average 3.775 252.95 20.5 18

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 307.25 2.5 4.7850 3.775 36.185748 0.06908797 3.705912 0.54 8.74279

153

Appendix-X Speed Study Speed Study by Moving Observer Method (Banani bus stop) Direction : Amtoli to Kakoli

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

Auto cycle cycle Tempo Tempo Mini bus bus Mini Rickshaw Rickshaw Rickshaw Large bus Large Micro bus bus Micro Motor cycle cycle Motor

Car/Jeep/Taxi/ Over taking vehicles Over taken vehicles 1 1.44 9 22 113 44 7 5 21 5 12 31 2 1.52 16 25 100 53 4 2 14 8 18 44 Total flow 25 47 213 97 11 7 35 13 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 62.5 94 213 48.5 8.8 1.4 10.5 6.5 Total 2.96 445.2 30 75 Average 1.4800 222.6 15 37.5

Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 216.85 -22.5 1.525 1.48 64.68 -0.34789 1.83 0.92 30.198747

154

Appendix-X Speed Study Speed Study by Moving Observer Method (Banani bus stop)

Direction : Kakoli to Amtoli

Run Number Journey Time (min) Opposite Direction Traffic Same Direction Traffic

cycle cycle Tempo Tempo Mini bus bus Mini Rickshaw Large bus Large Micro bus bus Micro Motor cycle cycle Motor Car/Jeep/Taxi/

Auto Rickshaw Over taking vehicles Over taken vehicles 1 1.55 14 15 121 23 3 6 13 7 21 45 2 1.5 13 17 122 36 6 6 24 11 22 36 Total flow 27 32 243 59 9 12 37 18 PCE 2.5 2 1 0.5 0.8 0.2 0.3 0.5 PCU 67.5 64 243 29.5 7.2 2.4 11.1 9 Total 3.05 433.7 43 81 Average 1.525 216.85 21.5 40.5 Speed Calculation

min Length, Mean Journey l (km) Speed = KPH PCU/min PCU/min 222.6 -19 1.4800 1.525 67.753744 -0.2804273 1.8054273 0.92 30.5745

155

Appendix-X Speed Study Direction Wise Calculated Average Journey Speed of the Selected Bus Stops

Length l Mean Journey Bus stop Name Direction (km) speed(km/hour)

Gulshan-1 to Squar pharmacetucals 0.94 16.65 Gulshan-1 Squar pharmacetucals to Gulshan-1 0.94 30.92 Amtoli to Mohakhali bus stop 0.32 12.32 Mohakhali Mohakhali Rail Crossing to Amtoli 0.32 20.21 Azimpur bus stop to Nilkhet bus stop 0.60 15.11 Nilkhet Nilkhet bus stop to Azimpur Bus stop 0.60 16.39 Mirpur-1 to Chinese bus stop 0.43 20.91 Mirpur-1 Chinese bus stop to Mirpur-1 0.43 20.84 Al helal hospital to Mirpur-10 circle 0.54 7.50 Mirpur-10 Mirpur-10 circle to Al helal hospital 0.54 8.74

156