Evaluation of Planning Options to Alleviate Traffic Congestion and ...

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$MATH 209, Lab 5$

20 Chapter 1 INTRODUCTION 1.1 General Cities are the powerhouses of economic growth for any country. According to Bartone et. al. (1994), around eighty percent of GDP growth in developing countries is expected to come from cities. For the purpose of economic activities, it is imperative to facilitate movements. Transportation system provides the way for movements and medium for reaching destinations. Inadequate transportation system hampers economic activities and creates hindrances for development. In most of the developing countries, which are overburdened by huge population and extreme poverty, increasing economic activities and opportunities in the cities result in rapid increase in urban population and consequent need for transportation facilities. Authorities in these countries often fail to cope with the pressure of increasing population growth and economic activities in the cities, causing uncontrolled expansion of the cities, urban sprawl, traffic congestion and environmental degradation. The backbone of urban activities is the urban transportation network. The transportation network of an urban area is usually designed to accommodate the transportation activities of urban people. With growing population and diversified landuse activities, transportation system needs to be updated or readjusted. Any lag between growing transportation demand and network capacity results in traffic congestion, thereby economic loss and environmental degradation. Major reasons of such urban dilapidation are the inability of understanding the factors causing problem and lack of proper planning to improve the situation. To cope with the situation, it is imperative to ensure proper use of available facilities and develop infrastructure through optimum utilization of resources. It is particularly true for developing countries like Bangladesh that because of scarcity of resources, planning provides scope for optimum utilization of available facilities and resources. For planning purpose, it is necessary to obtain quantitative visualization of the consequences of the planning and development policies for comparison among alternative options. Computer
21 based models facilitate such visualization and evaluation of future consequences of planning options. Although such computer applications have some general structures, the models should be strategic and specifically developed for the area of interest. The planners of developing countries are severely constrained by unavailability of such planning tools. The need for transportation model as a planning tool is particularly important due to the extent and characteristics of transportation systems. The demand for transportation is integrally related with economic activities, land-use, population and its distribution etc. Also transportation system development involves huge amount of money and substantial amount of time. Because of these reasons any decisions regarding transport sector needs adequate planning, which should be justified by analysis on the basis of transportation models. For effectively dealing with traffic congestion and associated environmental problems, transportation planners need a tool to get a greater visibility of current and projected condition and comparative benefit of potential system improvement alternatives. In principle, strategic transportation planning models provide the best means of satisfying these requirements. With accurate database and careful specifications, such models are capable of affording planning insights that may not be obvious to the common sense. This study is devoted to develop an Urban Transportation Modeling System (UTMS) for Metropolitan Dhaka, then analyze baseline situation of traffic congestion and consequent environmental degradation, at last evaluation of some alternative planning options to improve the conditions. 1.2 Motivation of the Research Dhaka, with a population of over 10 million, is among the top ten mega cities of Asia. With the prediction of a faster urbanization, the city will have to accommodate future influx of population. To what extent will Dhaka be able to meet the challenge of rapid urbanization and continue to offer a conducive environment for further economic development is a burning question for the planners, engineers and decision makers. Striving for an efficient transportation system is a crucial requirement of the urban development strategy for Dhaka city. Any constraints or bottleneck in this regard will
Page 1 and 2: 1 Evaluation of Planning Options to
Page 3 and 4: 3 CANDIDATE’S DECLERATION It is h
Page 5 and 6: 5 TABLE OF CONTENTS Title Declarati
Page 7 and 8: 7 3.4 Evaluation of Transportation
Page 9 and 10: 9 7.1.1 Findings of the Study 117 7
Page 11 and 12: 11 Table 6. 12: Table 6. 13: Table
Page 13 and 14: 13 Figure 5. 14: Relationship betwe
Page 16 and 17: 16 ACKNOWLEDGEMENT The author wishe
Page 18 and 19: 18 Congestion Index (RCI), Volume C
Page 22 and 23: 22 seriously affect the economic po
Page 24 and 25: 24 The specific objectives of the s
Page 26 and 27: 26 Literature Review Development an
Page 28 and 29: 28 Dhaka. In that study it was foun
Page 30 and 31: 30 structural improvement of road t
Page 32 and 33: 32 adequate to provide a comprehens
Page 34 and 35: 34 Young (1986) investigated comput
Page 36 and 37: 36 2.4.2 Comments on Transportation
Page 38 and 39: 38 assigned to modes and routes on
Page 40 and 41: 40 motor car, truck, auto rickshaws
Page 42 and 43: 42 The changing focus in transport
Page 44 and 45: 44 trips, Auto Rickshaw Shares 13%
Page 46 and 47: 46 stagnant for long time on roads.
Page 48 and 49: 48 amount, which is 26% of total da
Page 50 and 51: 50 congestion and consequent air po
Page 52 and 53: 52 Development of an Urban Transpor
Page 54 and 55: 54 travel time etc. should be direc
Page 56 and 57: 56 Due to the lack of availability
Page 58 and 59: 58 The modal split analyses are bas
Page 60 and 61: 60 Under the assumption that ξ n i
Page 62 and 63: 62 assignment. Three widely used me
Page 64 and 65: 64 equal to the total number of DCC
Page 66 and 67: 66 Tertiary types are Professional,
Page 68 and 69: 68 3.4.1 Way to Quantify Congestion
Page 70 and 71:
70 coefficients are not clear. Neve
Page 72 and 73:
72 RC = the maximum volume of traff
Page 74 and 75:
74 3.3 Summary This chapter describ
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76 4.2 Components of DUTM The DUTM
Page 78 and 79:
78 4.2.2 Trip Distribution The trip
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80 4.3 Model Calibration 4.3.1 Cali
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82 4.3.3 Calibration of Link Volume
Page 84 and 85:
84 1.8 1.6 1.4 MAD r a t i o 1.2 1
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86 Chapter 5 BASELINE ANALYSIS AND
Page 88 and 89:
88 5.2.2 Impact on Peak Period Volu
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90 % of Total Link Length with Peak
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92 individual traveling in a partic
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94 4 Volume Capacity Index (VCI) 3.
Page 96 and 97:
96 Peak period NO 2 emission in ton
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98 1.4 1.2 y = 0.0053x - 0.0714 R 2
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100 free flowing urban traffic at a
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102 influencing the time of or need
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104 tenth (CSI; 226.51 to 23.17) of
Page 106 and 107:
106 3000 280 2500 230 1000 Vehicle-
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108 % of Total Link Length Wiht Pea
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110 % of Present Amount to be Incre
Page 112 and 113:
112 6.4.3 Impact on Demand for Othe
Page 114 and 115:
114 Roadway Congestion Index (RCI)
Page 116 and 117:
116 % of Present Amount to be Incre
Page 118 and 119:
118 network reduces sudden upslope
Page 120 and 121:
120 3 10.5 Roadway Congestion Index
Page 122 and 123:
122 rickshaw and car are 3, 0.5, 0.
Page 124 and 125:
124 of bus is calculated individual
Page 126 and 127:
126 Peak Period RCI, TRI and VCI 5
Page 128 and 129:
128 6.7 Incorporation of Intra-city
Page 130 and 131:
130 reduction of air pollution is l
Page 132 and 133:
132 increased the demands of other
Page 134 and 135:
134 and auto-rickshaws improved bot
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136 findings and recommendations fo
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138 only be possible if the total a
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140 access to rail service was very
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142 REFERENCES Ahsan, H.M. (1990).
Page 144 and 145:
144 Flavin and Christopher (1994),
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146 NCHRP Report 398, (1997); “Qu
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148 Yi-Chin Hu and Paul Schonfeld (
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150 APPENDIX-A FIGURE - I: Map of R
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FIGURE - III: Map of Road Network o
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154 APPENDIX-B TABLE-I: Employment
Page 156 and 157:
156 TABLE-III: Employment Shares of
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