YANGON TECHNOLOGICAL UNIVERSITY

DEPARTMENT OF CIVIL ENGINEERING

ROUTE CHOICE AND ROAD NETWORK ANALYSIS TO EVALUATE

TRAFFIC CONGESTION BETWEEN TWO ROUNDABOUTS

BY
MA LIN ZARNI WIN
CTE-1 (JUNE 2016)

(M.E. THESIS)

JANUARY 2019
YANGON
 YANGON TECHNOLOGICAL UNIVERSITY
DEPARTMENT OF CIVIL ENGINEERING

ROUTE CHOICE AND ROAD NETWORK ANALYSIS TO EVALUATE

TRAFFIC CONGESTION BETWEEN TWO ROUNDABOUTS

MA LIN ZARNI WIN

CTE-1 (JUNE 2016)

A THESIS
SUBMITTED TO THE DEPARTMENT OF CIVIL ENGINEERING
IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR
THE DEGREE OF MASTER OF ENGINEERING
(CIVIL)

JANUARY 2019
YANGON
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ACKNOWLEDGEMENTS

First of all, the author wishes to acknowledge her gratitude to Dr. Myint
Thein, Rector of Yangon Technological University, for a chance to carry out this
thesis.
The author would like to thank Dr. Nyan Myint Kyaw, Professor and Head of
the Department of Civil Engineering of Yangon Technological University, for his
skillful guidance.
The author would also like to extend her sincere appreciation to her
supervisor, Daw Kyaing, Associate Professor of the Department of Civil Engineering
of Yangon Technological University, for her skillful guidance, encouragement, and
effort.
The author especially thanks her co-supervisor, Daw Nandar Tun, director of
NCMI Co., Ltd, the kind advisor, who assisted her since the first time of the
beginning till the end of this thesis.
The author has great pleasure in expressing her gratitude to her external
examiners, U Than Win and U Win Naing Tun, Visiting Associate Professors of the
Department of Civil Engineering of Yangon Technological University, for their
invaluable guidance, various suggestions, and recommendations.
The author has great pleasure in expressing her gratitude to one of the member
of board of examiners, U Htay Win, Associate Professor of the Department of Civil
Engineering of Yangon Technological University, for his invaluable guidance,
various suggestions, and recommendations.
The author would like to thank to Dr. Ko Ko Lwin, Assistant Professor,
Institute of Industrial Science (IIS) from the University of Tokyo for his incredible
support, precious suggestions and recommendations and also thank to Dr. Yoshihide
Sekimoto, Associate Professor, Institute of Industrial Science (IIS) from the
University of Tokyo, for his support, kindness and suggestions. And I also thank to
SATREPS project for giving chance to touch new experiences.
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Finally, the author would like to express her gratitude to her beloved parents
who care and support her life with love up to this point.
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ABSTRACT

Nowadays, traffic congestion problems become serious and route choice of

road users create more complicated route alternatives as the population and traffic
demands have significantly increased in Yangon City. The rapid development
challenges the operation management of the whole transportation system of the city.
Route choice behavior is one of the most important questions in travel demand
forecasting analysis and core of the traffic assignment.
The main aim of this study is to evaluate the traffic congestion and to analyze
the route choice behavior of the road users between two roundabouts, the most traffic
congested area in Yangon City. This study used the roadside interview survey around
one thousand vehicles to collect their origin-destination, route choice, travel time and
trip purposes. This study also collected existing road characteristics between two
roundabouts to measure Level of Service (LOS) based on Highway Capacity Manual
(HCM 2000). After that, this study converted our roadside paper- based traffic survey
data into geospatially enabled traffic survey data by utilizing Geographic Information
System (GIS) road network data model and geocoding method. This study used this
geospatially enabled traffic survey data to measure travel distance, road usages and
then compute link count or volume for the individual road segment. Finally, this study
analyzes drivers’ route choice behaviors and traffic congestion by road segments.
These information are used in finding the alternatives routes rather than U Htaung Bo
road which is extremely congested almost all the time. This study hopes that this
study will help to solve current traffic congestion problems and support future
transport planning in Yangon City.
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TABLE OF CONTENTS
Page
ACKNOWLEDGEMENTS i
ABSTRACT iii
TABLE OF CONTENTS iv
LIST OF FIGURES vii
LIST OF TABLES ix
LIST OF ABBREVIATION x

CHAPTER TITLE

1 INTRODUCTION 1
1.1 Background 1
1.2 Statement of Problems 2
1.3 Aim and Objectives of the Study 4
1.4 Study Area 4
1.5 Scopes and Limitations 5
1.6 Outline of the Study 6
2 LITERATURE REVIEW 8
2.1 General 7
2.2 Definition of Congestion 7
2.2.1 Congestion in Transport Studies 7
2.2.3 Volume 8
2.2.4 Capacity 8
2.2.5 Volume-to-Capacity Ratio 11
2.2.6 Level of Service 13
2.3 Modern Roundabouts Level of Service 13
2.4 Origin Destination Surveys 13
2.4.1 Roadside Interview 14
2.4.2 License Plate Mail-out Surveys 15
2.4.3 Telephone Survey 15
2.4.4 Mail Surveys 16
2.4.5 GPS Receiver 16
2.4.6 Online Survey 16
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2.5 GIS Network Model in Transportation 16

2.6 A GIS Network Model 18
2.7 Cordon Line 20
2.8 Floating Car Technique 21
2.9 Route Choice Analysis 22
3 METHODOLOGY 24
3.1 Introduction 24
3.2 Framework of Methodology 24
3.3 Data Collection 25
3.3.1 Manual Counting Method 25
3.3.2 Roadside Interview Survey Method 26
3.3.3 Floating Car Method 27
3.4 Data Analysis 27
3.4.1 Converting Interviewed Data to Geospatial Data 27
3.4.2 Congestion Level of Road Segment on All Chosen
Roads 28
3.5 Analysis of Route Choice Behavior 28
4 RESULTS AND DISCUSSIONS 30
4.1 Analysis of Traffic Congestion level 30
4.2 Origin and Destination of the Road Users between Two
Roundabouts 31
4.3 Analysis of Route Choice Behaviours 35
4.4 Evaluation of Congestion Level on Most Used Roads 37
4.5 Trip Purpose and Travel Distance 38
4.6 Trip within Cordon Line 39
4.7 Level of Congestion of the Routes Travelled from
Cordon Line 40
4.7.1 Pyay Road 41
4.7.2 Kyeemyindaing Road 41
4.7.3 U Wisara Road 41
4.7.4 Baho Road 41
4.7.5 Kabaraye Pagoda Road 44
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4.7.6 Kanyeithar Road 45

4.7.8 Zoological Garden Road, Alanpya Pagoda Road 45
4.8. Alternative Routes for the Highest Origin Trips
from Questionaries’ Survey 46
5 CONCLUSIONS AND RECOMMENDATIONS 49
5.1 Conclusions 49
5.2 Recommendations 50
REFERENCES 50
APPENDICES 52
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LIST OF FIGURES

Figure Page

1.1. Modal Split in Yangon (Excluding Walking Trips), 2013 2

1.2. Population and Registered Vehicles Trend in Yangon 3
1.3. Traffic Condition in Downtown Area of Yangon 3
1.4. Location Map of Study Area 5
2.1. Conceptual Design of a Simple GIS Network Model 20
2.2. Cordon Line Survey 21
3.1. Flowchart of Methodology 25
3.2. Roadside Origin and Destination Survey 27
3.3. Conversion of Interviewed Data to Geospatial Data by Using
ArcGIS Application 28
4.1. Origin and Destination of the Road Users between Two Roundabouts
from Northern Region 32
4.2. Origin and Destination of the Road Users between Two Roundabouts
from Eastern Region 33
4.3. Origin and Destination of the Road Users between Two Roundabouts
from Southern Region 34
4.4. Origin and Destination of the Road Users between Two Roundabouts
from Western Region 34
4.5. Route Choice of Road User from Northern Region 35
4.6. Route Choice of Road User from Eastern Region 35
4.7. Route Choice of Road User from Southern Region 36
4.8. Route Choice of Road User from Western Region 36
4.9. LOS Comparison of Roads Used by Vehicles Entering the Study
Area 38
4.10. Percentage of the Trip Purpose 38
4.11. Travel Distance 39
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4.12. Travel Desires within Cordon Line 40

4.13. Amount of Trips, Travel Time and Level of Congestion of Pyay
Road Originated Routes 42
4.14. Amount of Trips, Travel Time and Level of Congestion of
Kyeemyindaing Road Originted Routes 43
4.15. Amount of Trips, Travel Time and Level of Congestion of U Wisara
Road Originated Routes 43
4.16. Amount of Trips, Travel Time and Level of Congestion of Baho
Road Originated Routes 44
4.17. Amount of Trips, Travel Time and Level of Congestion of Kabaraye
Pagoda Road Originated Routes 44
4.18. Amount of Trips, Travel Time and Level of Congestion of Kanyeithar
Road Originated Routes 45
4.19. Amount of Trips, Travel Time and Level of Congestion of Zoological
Garden and Alanpya Pagoda Roads Originated Routes 46
4.20. Alternative Routes Based on Travel Time and Distance 47
4.21. LOS Comparison after Assigning in Alternative Routes 48
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LIST OF TABLES

Table Page

2.1. Constant Variations of Lane Width 9

2.2. Constant Variations of Shoulder Width 9
2.3. Constant Variations of Cars and Buses, Trucks Ratio 10
2.4. Constant Variations of Inbound and Outbound Ratio 10
2.5. Relationship between Volume by Capacity Ratio and Level of Service 13
3.1. Sample Interview Question Form 26
4.1. Volume, Capacity and Level of Service of the Study Roads 31
4.2. Existing Peak Hour Capacity Analysis – Level of Service Results 37
4.3. Routes of High Origin Trips within the Cordon Line 47
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LIST OF ABBREVIATIONS

GPS Global Positioning System

GIS Geographic Information System
FCD Floating Car Data
YRTA Yangon Region Transport Authority
OD Origin - Destination
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CHAPTER 1
INTRODUCTION

1.1. Background
Country development greatly depends on how good their transportation
system is. Transportation plays a vital role for nation’s important sectors especially
economic sector. Transportation infrastructures such as roads, highways, railways,
airports, bridges, waterways, canals and terminals play important roles in the
transmission of materials and the flow of population during urban agglomeration and
diffusion. Transportation infrastructure is a kind of large-scale public work which has
the importation influence on countries’ politics, economy, society, science,
technology development, environmental protection, public health and national
security. Vehicle ownership for developing country is much lower than developed
country.
However, traffic congestion and air pollution problems are more servere in
developing countries. By the 21st century, drivers would spend about 3 times more
time in congestion as they did in the later part of the 20th century. According to the
2014 population and household census data, there are 5.24 million people in Yangon.
Motorization is skyrocketing and population is increasing and stretching the limited
infrastructure capacity. Roadway transportation is the most usage type with 96.1% if
compared to other types of transport. Thus, it can causes accumulations of vehicles on
the road and service of roadway is more than its capacity. Traffic congestion has
seriously affected to the environment at to people’s daily activities.
Knowledge of the travel patterns or roadway network is an important aspect in
transportation planning. The patterns may include vehicle classifications, trip
purposes, travel time, age differentiation, lifestyles, and vehicle occupancy among
others. The information can be used for different purposes, including traffic impact
studies, corridor and area planning, zoning, master plans, traffic projection, and traffic
assignments. Road Networks are an important part of our everyday movement from
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place to place and analysis of these networks improves the movement of people,
goods, services and the flow of resources.

Figure 1.1. Transportation Mode in Yangon (Excluding Walking Trips), 2013

Source: [1]
As modern traffic road network develops, there are often multiple routes to
choose when travelling from one place to another. Modelling and forecasting are the
route choice behaviours of individuals. Route choice (RC) is one of the key questions
in travel demand analysis and at the core of traffic assignment. Route choice models
(RCMs) aim at predicting the route that a given traveller would take to go from the origin of
her trip to the destination. Drivers may make different route choices in different
considerations. For example, expected time cost is one of the most dominant factors.
Geographic Information System (GIS) technology is more useful in
management functions and decision support systems which are more helpful in the
planning process of urbanization. The various applications of GIS can be used for
identification of road network area and change detection in the road. These
applications of GIS can be used in traffic control to generate the traffic control
mechanism that provides the fastest route. Since there is a lack of systematic
information and management plan for the road network, new approaches have to be
used in identifying, analysing and planning for future urban transport planning.

1.2. Statement of Problems

Yangon region ranked as first in population density (720/km2) and
motorization have skyrocketed since 2011 due to the changed car import police.
Registered vehicles have increased from 74,000 vehicles in 1990 up to 260,000
vehicles in 2013. Nowadays, over 500,000 private vehicles are running in Yangon.
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Since the time that import restriction of vehicle was liberalized, traffic
congestion has rapidly worsened especially in the Central Business District (CBD)
and adjacent urbanized areas. Time, energy and Human resources are losing due to
traffic congestion. Moreover, it can create environmental pollution and can adversely

Figure 1.2. Population and Registered Vehicles Trend in Yangon

Impact to public health. Most of the metropolitan city in the world are facing
this kind of problems. Although it proves the improvement of civilization,
government and professions always have to find the solution for this problem.
Yangon government is also trying to reduce traffic congestion of Yangon by
cooperating with foreign experts and local experts. They implemented the whole new
bus operating system of Yangon in 2016 and is now improving the circular railway in
terms of public transportation. Moreover Traffic Control Centre (TCC) was being
built and is now fully operating with the traffic experts. This centre installed over one
hundred CCTVs at the intersections of the whole city and watches and controls the
daily traffic operation. However, traffic congestion is still a hot issue.

Figure 1.3. Traffic Condition in Somewhere of Yangon

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1.3. Aim and Objectives of the Study

The main objective of this study is to analyze drivers’ route choice behaviors
and traffic congestion.
Specific objectives are as follow:
1. To investigate road capacity and level of service of selected intersection,
2. To analyze origin-destination trips of vehicles which are passing the study
intersection area,
3. To analyze the route choice behavior of vehicles entering between two
roundabouts by using GIS road network model.

1.4. Study Area

Yangon is located in Lower Burma (Myanmar). Yangon is the second capital
city and largest city in Myanmar. According to the 2014 census data, 5.24 million
people live in Yangon and city's area is 598.75 square kilometers. Population
increased from 4.9 million in 2002 to 5.24 in 2014. Yangon has a 4,456-kilometre
(2,769 miles) road network of all types. The survey intersection is the southern Shwe
Dagon Pagoda intersection where U Htaung Bo Road, Ar Zar Ni Road, and
Shwedagon Pagoda Road met with each other and it is located between Uwisara and
U Htaung Bo roundabouts (Figure1.4). Roads to be analyzed in the study area are:
1. Ahlone Road,
2. Bahan Road,
3. U htaung bo Road,
4. Natmauk Road,
5. Kabaraye Pagoda Road,
6. Baho Road,
7. Zoological Garden Road,
8. Shwe Dagon Pagoda Road,
9. Kan YeikThar Road,
10. Kyee Myindine Kanner Road,
11. Dhammazadi Road and
12. Uwisara Road.
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1.5. Scopes and Limitations

Although there are many congested area that should also be analyzed, this
study forecast on the selected area due to limitation of time and human resources.

33 Township in Yangon City

Survey Point

Figure 1.4. Location Map of Study Area

study area is always congested even at the weekend as this is one of the main routes
that connects the central business district (CBD) area and other townships. In other
countries, roadside interview survey is conducted by asking to stop the vehicles off
the roadside that are passing through the survey station. In this country, it is not
possible to perform. So, the surveyor must go to the intersection and deliver the
question when traffic signal is at red light. Because this is dangerous and takes time
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to perform, it was quite challenging when deciding the sample size. Also this study
cannot use modern trip assignment software like Vissim which is very expensive to
buy license version. So, this study used floating car method in evaluating the
alternative routes for the road users so that they can avoid choosing the congested
study route.

1.6. Outline of the Study

The study was organized in five chapters. Chapter one focuses on the general
introduction to the work, the statement of the problem, objectives of the study, study
area and organization of the study. Chapter two concentrates on the review of relevant
researches. Chapter three describes the data collection procedure and method of
analysis. Chapter four shows an analysis and results, and Chapter five provides the
implications of these findings, concludes and implication of this research. A
discussion of the research limitations and ideas for future research is also presented in
this chapter.
.
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CHAPTER 2
LITERATURE REVIEW

2.1. Introduction
This chapter provides a brief literature review of definition, causes,
quantification, consequences about traffic congestion and its relationship to the route
choice of the drivers. Some literature reviews on practical usage of applied GIS for
road network analysis and how to build road network model is presented. Finally, it
describes the approaches to the analysis of the route choice behavior of the drivers,
which is the main objective of this study, based on the previous researches of similar
studies.

2.2. Definition of Congestion

The word congestion founds it roots on the Latin “congest” that refers to
overfill and overcrowd [2].

2.2.1. Congestion in Transport Studies

In National Cooperative Highway Research Programme (NCHRP) Report
(463), traffic congestion is defined as “a condition of traffic delay (when the flow of
traffic is slowed below reasonable speeds) because the number of vehicles trying to
use the road exceeds the traffic network capacity to handle them [3]. The Handbook
of Transportation explains the road traffic congestion as a phenomenon resulted when
vehicles complete or demand for the available road space and the demand reaches or
exceeds the capacity. Traffic congestion is dependent on the perception of the road
user’s and gives two definitions for “Congestion” and “Unacceptable Congestion”.
Accordingly, “Congestion” was defined as a travel time or delay in excess of what
normally incurred under light or free flow travel condition and “Unacceptable
Congestion”, as travel time or delay in excess of an agreed upon norm. However, the
later definition involves a subjective aspect and is difficult to demark in between.
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Hence, many researches and reports use the first definition in quantifying traffic
congestion.

2.2.2. Volume
The total number of vehicles that pass over a given point or section of a lane
or roadway during a given time interval; volumes can be expressed in terms of annual
daily, hourly periods. The total number of vehicles can be collected by man power,
data collector or both ways [4].

2.2.3. Capacity
Capacity is defined as the maximum number of vehicles, passengers, or the
like, per unit time, which can be accommodated under given conditions with a
reasonable expectation of occurrence [4]. Some of the observations that are found
from this definition can be now discussed. Capacity is independent of the demand. It
speaks about the physical amount of vehicles and passengers a road can afford. It does
not depend on the total number of vehicles demanding service. On the other hand, it
depends on traffic conditions, geometric design of the road etc. For example, a curved
road has lesser capacity compared to a straight road. Capacity is expressed in terms of
units of some specific thing (car, people, etc.), so it also does depend on the traffic
composition. In addition, the capacity analysis depends on the environmental
conditions too. Capacity is a probabilistic measure and it varies with respect to time
and position. Hence it is not always possible to completely derive analytically the
capacity. In most cases it is obtained, through field observations.

Capacity = Capacity of peak hour volume*F1*F2*F3*F4*F5 Equation 2.1

Peak Hour Volume for Classification of Road
1. Freeway = 2000 (ideal case)
2. Expressway = 1200
3. Arterial Road
(i) Major Arterial Road = 900 (6 lanes and above, lane width 12 ft)
(ii) Minor Arterial Road = 800 (within 4 and6 lane, lane width 11 ft)
4. Collector Road = 600 (Link to Arterial road, lane width up to
10~12ft)
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(i) Major street (Link to Arterial road)

(ii) Minor street (Dead end street, Cul-de-sac)

Factor – 1 (F1) depends on Lane width as shown in Table 2.1. The Lane width
adjustment factor accounts for the negative impact of narrow lanes on saturation flow
rate and allows for the increased flow rate on wide lanes. Standard lane widths are
11.8ft. The lane width factor may be calculated with caution for lane widths greater
than 15.75m or an analysis using two marrows lanes may be conducted. The use of
two narrows lanes will always result in a higher saturation flow rate than a single
wide lane, but in either case, the analysis should reflect the way in which the width is
actually used or expected to be used. In no case should the lane width factor be
calculated for widths less than 2.4m.
Table 2.1. Constant Variations of Lane Width
Lane width (ft) Factor-1 (F1)
12 1.00
11 0.95
10 0.90
9 0.80

Factor – 2 (F2) depends on shoulder width as shown in Table 2.2. Shoulders

placed adjacent to travel lanes accomplish several functions including emergency stop
and pull off, recovery area for driver error, and pavement edge support. The use of
shoulders to provide an area where a vehicle could stop poses an additional hazard
since past research has shown that 11% of fatal freeway crashes are related to vehicles
stopped on shoulders. Standard shoulder width should not be more than 4ft and less
than 1 ft.
Table 2.2. Constant Variations of Shoulder Width

Shoulder width (ft) Factor – 2 (F2)

≥4 1.00

<4 but ≤1 0.94

0 0.88
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Factor – 3 (F3) depends on the ratio of cars and buses, trucks as shown in
Table 2.3. The presence of heavy vehicles in the traffic stream decrease the capacity
of the road, because at base conditions the traffic stream is assumed to consist only of
passenger cars-a rare occurrence. In CBD area, 100% of private car without public
transportation is almost impossible. Therefore, traffic volumes must be adjusted to an
equivalent flow rate expressed in passenger cars per hour. Adjustment for the
presence of heavy vehicles in the traffic stream applies two types of vehicles: trucks
and RVs. Buses should not be treated as a separate type of heavy vehicle but should
be included with trucks. Adjustment factor must be computed to correct the all heavy
vehicles in the traffic stream.
Table 2.3. Constant Variations of Cars and Buses, Trucks Ratio (F3)
Cars and buses, ratio Factor – 3 (F3)
100/0 1.00
99/1 0.90
98/2 0.85
97/3 0.82
96/4 0.80
95/5 0.70
Double parking to bus 0.70

Factor – 4 (F4) depends on imbalanced flow as shown in Table 2.4. Inbound

traffic and outbound traffic volume should not be very differ. If the ratio of inbound
and outbound is very different, roadway capacity will reduce.
Table 2.4. Constant Variations of Inbound and Outbound Ratio (F4)
Inbound and outbound ratio Factor – 4 (F4)
1 1.00
1.5 0.94
2.3 0.86

Factor – 5 (F5) depends on friction factor. Friction is a composite variable

describing the degree of interaction between the traffic flow and activities along the
sides and sometimes across or within the travelled way. They affect the speed flow
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characteristics, reduce the capacity of roads and are detrimental to the safety of
commuters and other road users. Friction factors to be considered are as follow:
1. Signalized, non-signalized at intersection,
2. Pedestrians friction,
3. Bicycle, Trishaw,
4. General disturbances,
5. Weather condition (Flooding, Snow, etc),
6. Visibility,
7. Up Gradient and
8. Road Surface Condition.
The minimum friction factor, F5 = 0.9
The medium friction factor, F5 = 0.8
The maximum friction factor, F5 = 0.7.

2.2.4. Volume - to - Capacity Ratio

A measurement of the operating capacity of a roadway or intersection where
the number of vehicles passing through is divided by the number of vehicles that
could theoretically pass through when at capacity. If vehicles (v) divided by capacity
(c) is less than one the facility has additional capacity. If v/c is greater than one, it is
likely that the peak hour will elongate into a peak period.

2.2.5. Level of Service

Level of Service (LOS) is a qualitative measure used to relate the quality of
motor vehicle traffic service. LOS is used to analyze roadways and intersections by
categorizing traffic flow and assigning quality levels of traffic based on performance
measure like vehicle speed, density, congestion, etc. Relationship between Volume by
Capacity ratio and Level of Service is shown in following Table 2.5. The following
section pertains to North American highway LOS standards as in the Highway
Capacity Manual (HCM), using letters A through F, with A being the best and F being
the worst, similar to academic grading.
A: free flow. Traffic flows at or above the posted speed limit and motorists
have complete mobility between lanes. The average spacing between vehicles is about
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550 ft (167 m) or 27 car lengths. Motorists have a high level of physical and
psychological comfort. The effects of incidents or point breakdowns are easily
absorbed. LOS A generally occurs late at night in urban areas and frequently in rural
areas.
B: reasonably free flow. LOS A speeds are maintained, maneuverability
within the traffic stream is slightly restricted. The lowest average vehicle spacing is
about 330 ft(100 m) or 16 car lengths. Motorists still have a high level of physical and
psychological comfort.
C: stable flow, at or near free flow. Ability to maneuver through lanes is
noticeably restricted and lane changes require more driver awareness. Minimum
vehicle spacing is about 220 ft (67 m) or 11 car lengths. Most experienced drivers are
comfortable, roads remain safely below but efficiently close to capacity, and posted
speed is maintained. Minor incidents may still have no effect but localized service
will have noticeable effects and traffic delays will form behind the incident. This is
the target LOS for some urban and most rural highways.
D: approaching unstable flow. Speeds slightly decrease as traffic volume
slightly increase. Freedom to maneuver within the traffic stream is much more limited
and driver comfort levels decrease. Vehicles are spaced about 160 ft (50m) or 8 car
lengths. Minor incidents are expected to create delays. Examples are a busy shopping
corridor in the middle of a weekday, or a functional urban highway during commuting
hours. It is a common goal for urban streets during peak hours, as attaining LOS C
would require prohibitive cost and societal impact in bypass roads and lane additions.
E: unstable flow, operating at capacity. Flow becomes irregular and speed
varies rapidly because there are virtually no usable gaps to maneuver in the traffic
stream and speeds rarely reach the posted limit. Vehicle spacing is about 6 car
lengths, but speeds are still at or above 50 mi/h (80 km/h). Any disruption to traffic
flow, such as merging ramp traffic or lane changes, will create a shock wave affecting
traffic upstream. Any incident will create serious delays. Drivers' level of comfort
become poor. This is a common standard in larger urban areas, where some roadway
congestion is inevitable.
F: forced or breakdown flow. Every vehicle moves in lockstep with the
vehicle in front of it, with frequent slowing required. Travel time cannot be predicted,
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with generally more demand than capacity. A road in a constant traffic jam is at this
LOS, because LOS is an average or typical service rather than a constant state. For
example, a highway might be at LOS D for the AM peak hour, but have traffic
consistent with LOS C some days, LOS E or F others, and come to a halt once every
few weeks.
Table 2.5. Relationship between Volume by Capacity Ratio and Level of Service

V/C Ratio LOS

V/C ratio 0 to 0.5 Level of Service A

V/C ratio 0.51 to 0.6 Level of Service B

V/C ratio 0.61 to 0.7 Level of Service C

V/C ratio 0.71 to 0.8 Level of Service D

V/C ratio 0.81 to 0.9 Level of Service E

V/C ratio 0.91 to 1 or more Level of Service F

2.3. Modern Roundabouts’ Level of Service

The 2000 HCM provides skeleton coverage of modern roundabouts, but does
not define LOS: the measure of effectiveness is the quotient of the volume to the
capacity. A modern roundabout in the United States is a roundabout in which traffic
inside the circle always has priority. Entering traffic is controlled by a yield sign. The
capacity models of roundabouts divide into two main categories: the regression
analysis model and the gap acceptance model. The former model is typically
established through the regression relationship between the entry capacity and the
conflict volume, relying on field data. Meanwhile, the latter model is built by
analyzing the entry capacity by means of gap acceptance theory. The former relies on
large amounts of local data, leading to poor transferability. Meanwhile, the latter can
depict the complex relationships among traffic streams through gap acceptance theory
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but becomes more complicated and has worse applicability under certain traffic
conditions.

2.4. Origin Destination Surveys

Origin destination surveys collect data regarding trip patterns and can be used
with other information to help transport planners to understand the needs of an area
and develop appropriate transport solutions.
Many different survey methods can be used for data collection in origin
destination surveys. Some ways of collecting data such as roadside interviews and
telephone surveys are quite labor intensive. Roadside interviews have a high response
rate but tend to cause traffic disruption. Telephone surveys do not disrupt the traffic
but may have a low response rate. Mail and internet surveys are also used for origin
destination studies [6].
ANPR technology is increasingly used to collect license plate information.
This has the advantage of collecting large amounts of data and needing fewer
personnel, making it a less expensive survey method with no associated traffic
disruption. Using Bluetooth, WiFi and mobile phone signals can be even cheaper, but
these may have lower sample rates, reduced accuracy and introduce greater privacy
concerns [6]. Origin Destination survey methods for data collection includes roadside
interview survey, License plate Mail-out Survey, Telephone Survey, Internet Survey
and Mail Surveys.

2.4.1. Roadside Interview

Interviewing 100 percent of the traffic for origins and destinations requires a
great amount of time, cost and personnel. One scheme to reduce the size of these
items would be a desirable sampling method in which accuracy and reliability are
retained. In conducting an origin-and destination survey by sampling traffic, one
should know the resulting probable error in the number of trips between given pairs of
origin-and destination zones or tracts which would result from the chosen size of
sample. Statistical analysis of a known universe can be used as a means of estimating
the probable error of a proposed sampling scheme if applied to a traffic stream of
similar character. If correct conclusions are to be reached, the sample must be
 15

representative of the total trips. Statisticians have developed satisfactory methods of

sampling to gather maximum information. But with samples, however, one faces the
possibility that the result obtained may depart from the total population sampled.
Fortunately, the uses or origin-and-destination traffic data are such that high degrees
of exactness are not essential. Traffic between pairs of origin-and destination zones
varies in volume, time distribution, composition, trip purposes, and directional peak
hours. One pair of zones may have its peak periods at 7 a. m., 11 a. m., and 4 p. m.
while another pair may lag an hour. It is apparent that a sample must be drawn
throughout the day in order that it will be representative and reasonably accurate.
Peak-hour traffic is composed of a more homogeneous form of trip, while the off-
peak-hour trips are somewhat more variable in origin and destination. Statisticians
have developed satisfactory methods of sampling to gather maximum information.
The taking of a larger percentage size of sample during off-peak hours than during
peak hours may be desirable for two reasons: (1) the nonhomogeneity of the traffic
may require a larger sample, and (2) the interview personnel may be kept working at a
constant rate to eliminate idle time.

2.4.2. License plate Mail-out Surveys

The license plate mail-out survey involves recording license plate numbers of
vehicles on a selected roadway, tracing vehicle ownership, and mailing a survey to
owners. There are different methods for tracing the license plate number: taking a
photo/video or manually recording the tag on vehicles. Photo/video are often used for
high volume highways. Labour requirements are more for tracing the ownership of
vehicles and also may be less accurate but no disruption of traffic occurs.

2.4.3. Telephone Survey

A telephone survey is one of the survey methods used in collecting data either
from the general population or from a specific target population. In this type of
survey, appropriate vehicle owners are contacted on phone and are interviewed
through a series of short questions. No disruption of traffic occurs but has high
personnel requirements as compared to mail surveys. Some other advantages are low
investments. This method has many disadvantages also like: appropriate sampling is
 16

difficult, low responses may create biased data and there is poor coverage of vehicles
licensed in other states and areas. Since telephone surveys may interrupt the personal
time of the respondents, interviews via phone are to be conducted no longer than 15
minutes.

2.4.4. Mail Surveys

In this type of survey, there is no disruption of traffic and also low investments
are required. But obtaining trip details is difficult and also response rates are low
which may create a biased data. Sampling is also difficult.

2.4.5. GPS Receiver

Cell phone tracking provides data on phone (owner’s) movements as cell
phone transitions from one cell tower to another. But widespread utilization of GPS
receivers for O-D data collection is currently cost prohibitive, especially for large
rural and urban areas. Though there is no disruption of traffic, it requires very high
equipment cost. This method is limited to samples only in the study area and also
information regarding trip purpose is limited.

2.4.6. Online Survey

Web-based surveys as compared to other surveys provide more valuable
information less expensively. Response rate of these surveys can be very high if
proper incentives are provided as the money saved for data input and validation can
be used to boost up the response. Out of all Origin Destination survey methods, these
surveys provide ideal solution for information gathering because of their fast
turnaround and can cover very large sample size. Sampling is difficult in this method
though the response rate is very high and no disruption of traffic occurs.

2.5. GIS Network Model in Transportation

The planning and management of a huge network in the country has been
primarily done at two levels i.e. national and local level. The national level planning
in the country is broad based and is done using some macro level data like area, gross
domestic product etc., whereas local level planning is problem specific and confined
 17

to a vicinity of a few metropolitan cities. The road network planning based on the
travel demand requirements in the country could not be adopted merely due to lack of
relevant data needed for it.
The major planning in different aspects of road network can be attributed to
the lack of availability of large volume of data required for this purpose. Even if this
data is made available, the next problem is how to manage and access that data. The
valuable information related to existing transport infrastructure is scattered all over
the country at different organizations. The attribute data of NH, SH and MDR
network is available in pieces in different organizations of the state level system, and
it is rarely utilized effectively by planners. At present any exercise on sufficiency of
the existing network in the regional context or nationwide plan generation for primary
network like expressway cannot use any of the existing data. Thus practically the
present available data at a large number of locations in all possible formats are waste
and resources spent for collection and maintenance of this data is draining the
economy as a routine ritual and not fulfilling the objectives.
Highway networks face deterioration problem due to the lack of funds for
infrastructure. The adoption of newly emerging technologies such as Geographic
Information System (GIS) can help to improve the decision making process in this
area for better use of the available limited funds. Geographical Information System
(GIS) are becoming more widely used in transportation planning agencies, especially
among metropolitan transportation organizations. In many developed countries,
highway maintenance management is becoming a critical issue. Many more
authorities are now able to use GIS for Highways and transport management, due to
falling costs and GIS increasing overfriendliness. GIS offer transport planners a
medium for storing and analyzing data on population densities, land uses, travel
behavior, etc. The most important objectives for using GIS are map/display and data
integration. Agencies must identify potential issues that can be addressed through a
GIS application more efficiently and effectively, and more economically than with
prevailing methods. Federal, state and local agencies are using GIS information to
develop transportation policy and planning.
The use of GIS for transportation applications is widespread. Typical
applications include highway maintenance, traffic modelling, accident analysis, and
 18

route planning and environmental assessment of road schemes. A fundamental

requirement for most transportation GIS is a structured road network. Additional
information concerning general topography, land cover and land use is pertinent to the
consideration of the impact of construction. The lack of appropriate data for GIS
remains a chronic problem. GIS describes a world in terms of longitudes and latitudes
and other projection systems consisting of a hierarchical structure of graphical
objects. The typical GIS represent the world as a map. The major requirements and
issues surrounding GIS management technology are building and maintaining a
database, selecting and upgrading hardware and software, using the technology to
solve problems, funding, networking, providing access, and others. Standard GIS
functions include thematic mapping, statistics, charting, matrix manipulation, decision
support system, modeling and algorithms and simultaneous access to several
databases. Geographic Information Systems (GIS) provides theory and methods that
have the potential to facilitate the development of spatial analytical functions and
various GIS data models. There are several network models in GIS, such as river
networks, utility networks and transportation networks or road networks. Among
them, GIS road network data models are important for solving the problems in urban
areas such as transportation planning, retail market analysis, accessibility
measurements, service allocation and more. Understanding the road network patterns
in urban areas is important for human mobility studies, because people are living and
moving along the road networks. Network data model allows us to solve our daily
solutions such as finding the shortest path between two locations, look for closest
facilities within specific distance, and estimate drive time. Although many network
models are conceptually simple, they are mathematically complex and require
computational resources to model the problem [5].

2.6. A GIS Network Model

A network is referred to as a pure network if only its topology and
connectivity are considered. If a network is characterized by its topology and flow
characteristics (such as capacity constraints, path choice and link cost functions), it is
referred to as a flow network. A transportation network is a flow network representing
the movement of people, vehicles or goods. Nevertheless, a common representation of
 19

a network is a set of nodes and a set of links. A network is an interconnected set of

points and lines that represent possible routes from one location to another. For
example, an interconnected set of lines representing a city streets layer is a network.
Therefore, the elements of a network are nodes and links. Nodes represent points of
change and intersections within a coverage. Links are linear features made up of two
or more nodes (from and to) that represent features such as roads, streams, and
railroads [6]. Attributes of nodes and links are stored in tables and assigned with
unique identification number (Key Field) known as relational database which shown
in Figure 2.1.
After these two tables (i.e. node and link) are relationally linked, a basic
topology can be constructed such as connectivity and shimbel matrix. Moreover,
additional attribute fields can be inserted to restrict the model such as one way or two
way traffic, speed limitations, greenness score, etc. Many efforts have been made to
create comprehensive transportation network databases to address a wide variety of
transportation problems ranging from public transit to package distribution. Initially,
these efforts were undertaken within transportation network optimization packages
(e.g. EMME/2, TransCAD) which created topologically sound representations. Many
of these representations were however geographically inaccurate and had limited
visual and geocoding capabilities. Using a network data model for the purposes of
cartography, geocoding and routing requires further developments [7]. In fact, a GIS
network data model is based on Graph Theory which is a mathematical expression
used to represent the nature such as rivers, roads, subways, utilities and so on.
However, a GIS network model is more than a graph, it represents not only the
representation of the nature in abstract idea, but also stores, retrieves, modifies,
analyzes and displays the real world structure as a graphic. A GIS network model
includes topology, which is the arrangement of nodes and links in the network, and
the information about “what links are connected to which nodes and to other links”.
The ArcGIS Network Analyst software incorporates an advanced connectivity
model to accurately represent real world multimodal networks. Integration of other
attribute information to the GIS network model allows us to analyze more complex
real world solutions, such as incorporating elevation information to each node gives to
retrieve information of flow direction, bridges, tunnels, overpass and underpass high-
 20

Figure 2.1. Conceptual Design of a Simple GIS Network Model

Source: [15]
ways. A network can have a set of weights associated with it. A weight can be used to
represent the cost of traversing an element in the logical network. For example, in a
water network, a certain amount of pressure is lost when traveling the length of a
transmission mainly due to surface friction within the pipe. In transportation planning,
the weighted factor could be speed limitation, traffic volume, etc. Network weights
apply to all elements in the network. Weight values for each network element are
derived from attributes on the corresponding feature The ArcGIS software constructs
the network dataset by having points and lines in two separate layers (i.e., layer-based
approach) and creating additional layers for analysis such as a route analysis layer, a
closest facility analysis layer, and a service analysis and OD cost matrix analysis layer
(origins and destinations). Network analysis layers are composite layers in ArcMap
that store inputs, parameters, and results of a network analysis. A network analysis
layer acts as an in-memory workspace for each type of input as well as the result, all
of which are stored as in-memory feature classes. The analysis parameters are stored
as properties of the analysis layer [5].

2.7. Cordon Line

The imaginary line representing the boundary of the study area, is termed as the
 21

'external cordon'. The area inside the external cordon line determines the travel pattern
to a large extent and as such is surveyed in great detail as shown in Figure 2.2. In
planning, a count of vehicles and people across a designated (cordon) line to
determine the total flow (people and vehicles by mode and time period) into and out
of the study area and the accumulation (people and vehicles) within the cordon area
by time of day.

Figure 2.2. Cordon Line

Source: [13]

The selection of the external cordon line for an urban transportation study
should be done carefully due to the following facts. The external cordon lines should
circumscribe all areas which are already built-up and those areas which are considered
likely to be developed during the period of study. The external cordon line should be
compatible with previous studies and the area of studies planned for the future. The
external cordon line should be continuous and uniform in its course so that movement
crosses it once. The line should intersect roads where it is safe and convenient to carry
out traffic surveys [13].

2.8. Floating Car Technique

Floating car technique have two type of data collection method. One which
requires test vehicle and another method without test vehicle. In the former method,
the test car is driven by an observer along the test section so that the test car float with
 22

the traffic. The driver of the test vehicle attempts to pass as many vehicles as those
that pass his test vehicle. The time taken to transverse the study section is recorded.
This is repeated and the average time is recorded as the travel time.
Real time data collection in traffic engineering is crucial for better traffic
corridor control and management. In the literature, many data collection methods
have been used such as; magnetic loops, road tube counters, piezo sensors, radars,
Bluetooth etc. to estimate the link occupancy, average speed or density of a corridor.
More recently, Floating Car Data (FCD) has become another important traffic data
source and has an increasing usage due to its lower cost and higher coverage despite
its reliability problems. FCD obtained from GPS equipped vehicles moving in the
traffic can provide speed or travel speed data for many segments for even 1-min
intervals in real-time. Though not totally diverse providing more than one of the
traffic flow parameters, measuring the effectiveness of this extensive data source in
detecting some critical urban traffic states is the ultimate goal of this study. As a case
study, 1-min interval FCD for an urban arterial in Ankara has been collected during
the morning peak hour for 2 months. Average speed values were transformed into a
qualitative 4-scale state parameter based on the Level of Service (LOS) definitions for
urban roads. Pattern searches over consecutive segment states using different search
length (i.e. 2 segments, 3 segments, etc.) showed that FCD is capable to detect
recurrent congestion or bottleneck locations, and even have an idea about the length
of queue formed before the bottlenecks [8].

2.9. Route Choice Analysis

Route choice models play an important role in many transport applications, for
example, intelligent transport systems, GPS navigation and transportation planning.
The route choice problem is particularly difficult to analyze because it involves the
modeling of choice behavior in large transportation networks. Several issues need to
be addressed in order to obtain an operational model. First, trip observations in their
original format rarely correspond to link-by-link descriptions of chosen paths and they
therefore need to be matched to the network representation used by the modeler. This
involves data processing that can introduce bias and errors. Second, the actual
alternatives considered by the travelers are unknown to the analyst. Since there is a
 23

large, possibly infinite, number of feasible paths in the network, individual specific
choice sets of paths need to be defined. Third, alternatives are often highly correlated
due to physical overlap between the paths (shared links). Models with flexible
correlation structure are complex to specify and to estimate. Simple models are
therefore often used in practice even tough the associated assumptions about
correlation are violated. Fourth, most route choice models assume that the decision is
performed pre-trip. Their application in a context where drivers receive real-time
information about traffic conditions is questionable [16].
 24

CHAPTER 3
METHODOLOGY

3.1. Introduction
In this chapter, methodology of the study, collection of primary data is firstly
presented. After the data collection is made, data analysis for origin and destination
trips and route choice between them are proposed as next step. The final research
process is focused on evaluating of alternative routes to reduce the traffic congestion.
Effectiveness of using alternative routes over old routes are finally analysed by
comparing level of service of the roads of the routes.

3.2. Framework of Methodology

Figure 3.1 shows the procedure to compete the objective of the research. First
data collection of the existing traffic volume is carried out between U Wisara
roundabout and U Htaung Bo roundabouts to measure Level of Service (LOS) based
on Highway Capacity Manual (HCM 2000). Number of sample size for the interview
survey is determined depending on the existing traffic volume. Interview survey
method is used in order to analyze the route choice behavior of the road user who
entered the congested study area. The interview questionnaires include Route choice,
origin, and destination of the road user, their trip purpose, and travel time. Among
various Origin and Destination survey methods, a roadside interview survey method is
used in this research. Next step, it is necessary to convert the interviewed data to
geospatial data by utilizing GIS road network data model and geocoding. GIS
application is required to demonstrate the trip patterns, origin and destination of the
collected survey. These results are then used in analyzing the route choice behaviors
of the drivers within study area. Congestion level of the most used roads were
evaluated after inputting all the interviewed route choice of the road users into the
GIS software. After that alternatives routes to reduce the traffic congestion are
evaluated with free flow travel time by using floating car technique. The congestion
level of alternatives routes are then compared with existing routes resulted from
 25

interviewed survey. Finally conclusions and recommendations are carried out in order
to compete the objective of research.

Data Collection

Traffic Volume at Southern Volume Reduction for

Shwedagon Pagoda Intersection Roadside Interview Survey

Analysis of LOS Origin-Destination Survey

Analysis of Route Choice Behaviour by Using

GIS Method

Enclose Cordon Line

Travel Time and Distance by

Floating Car Method LOS within Cordon Line

New Route Choice

Result and Discussion

Conclusion and Recommendation

Figure 3.1. Flowchart of Methodology

3.3. Data Collection

3.3.1. Manual Counting Method
Manual traffic counting method is used in collecting of existing traffic
volumes due to the lack of high tech traffic counting equipment. Moreover manual
counting can cover all the legs and directions at the same time. Traffic volume is
collected at the intersection of Arzarni Road, Shwedagon Pagoda road, Ahlone Road
and U Htaung Bo Road. Data collection period is one week. Data is collected for
morning peak, off peak (afternoon) and evening peak on Wednesday and Thursday.
 26

For the morning peak, the time interval is between 8:00 A.M to 9:00 A.M. From
12:00A.M to 13:00 P.M for off peak and evening peak is between 5:00 P.M to 6:00
P.M. Data is collected with 15 minutes interval. Four surveyors for four legs is needed
to complete the data collection.

3.3.2. Roadside Interview Method

Among various Origin and Destination survey methods, like (postcard survey,
registration number survey, taxi survey, and roadside survey), roadside survey method
is used in this study. Roadside interviews were recorded from 8:00 A.M to 6:00 P.M
at the intersection of Arzarni Road, Shwedagon Pagoda road, Ahlone Road and U
Htaung Bo Road. This intersection is located between U Wisara Roundabout and U
Htaung Bo Roundabout. Study intersection is shown in Figure 3.2. The interview
questionnaires include Origin and Destination of Trips, Route Choices between origin
and destination, Travel Time and Trip Purpose. Table 3.1 shows sample of detail
description of O-D survey. Survey period is three weeks and collected only on
Wednesday and Thursday. Sample size for origin and destination interview survey is
one thousand vehicles which is thirty percent of existing traffic volume per hour.
Table 3.1. Sample Interview Question Form
Travel Vehicle
No Origin Destination Purpose
Time classification
1 Sanchaung Pabaedan W 30 Taxi

2 Bahan Wardan Street W 20 PC

3 Hlaing 50 st W 40 PC

4 9mile Yawmin Gyi W 60 Taxi

5 MyayniGone Pabaedan W 10 Taxi

6 South Okkalapa 32 St W 75 PC

Shwedagon
7 Tawmwe W 15 PC
pagoda

8 Hlaing Than zay S 60 PC

9 shwedagon Sulay W 25 Taxi

10 Yankin Botahtaung W 45 PC
 27

Figure 3.2. Roadside Origin and Destination Survey

3.3.3. Floating Car Technique

Floating cars are used to measure the travel time, distance and shortest paths
between origin and destination of trip within the cordon line.

3.4. Data Analysis

3.4.1. Converting Interviewed Data to Geospatial Data
The interviewed O-D survey data were encoded in Microsoft Excel. Step by
Step data encoding by using ArcGIS software is shown in Figure 3.4. The encoded
data include origin of the trip, destination of the trip, route choice between origin and
destination of the trip, travel time and trip purpose. ArcGIS application was used to
demonstrate the interviewed data. Firstly, google map and road network are added
into GIS and create shape point file for the origin trips and destination trips and route
data. After that route choice of the road users were analyzed. In order to visually
analyze the route choice of the road users, this converting process by using ArcGIS
application is very important. After encoding and visualizing the interviewed data, it
is supposed to produce the alternative route by inputting only origin and destination
However, Yangon road network database is lack of travel time data, the model can
provide only shortest path. Therefore, another method to support this lack is needed
and it will be mentioned later.
 28

Figure 3.3. Conversion of Interviewed Data to Geospatial Data by Using ArcGIS

Application

3.4.2. Congestion Level of Road Segment on All Chosen Roads

To access the traffic situations of street and road segments, volume capacity
ratio is one of the most used parameters. Roadway capacity equation described in
section 2.2.3, Equation 2.1 is used to calculate the capacity of road and street
segments after collecting the roadway characteristics data.

3.5. Analysis of Route Choice Behavior

Observed routes for various purpose of trips collected from Passenger cars and
taxi between U Wisara and U Htaung Bo Roundabouts are used in the analysis.
Interviewed data are demonstrated by using routing application called ArcGIS. These
results are then used in analyzing the route choice behaviors of the drivers within
study area. And then Congestion level of all road and street of the interviewed
vehicles were observed. Finally, the alternative route or routes were forecasted by
enclosing the cordon lines. Finally, comparison of the routes from the interviewed
survey and alternative routes from Floating Car Method (FCM) are carried out. This
will advanced the reducing of traffic congestion for the study area of Yangon
especially between U Wisara and U Htaung Bo roundabouts. This study could help
important transportation planning like urban planning, re-assign road directions to
 29

mitigate congestion or providing of new route to access very high demand places.
Final stage of this research will be mentioned the conclusion of all data analysis result
and the recommendations of future researches.
 30

CHAPTER 4
RESULTS AND DISCUSSIONS

This chapter first described the traffic congestion level of the roads between
the two roundabouts. Later, Origin and destination of the road users between two
roundabouts are analyzed. And also road choice behavior of the road users between
two roundabouts is analyzed by using ArcGIS application with road network input.
The main objective of this study is to analyze drivers’ route choice behaviors and
traffic congestion. The survey intersection is the southern Shwe Dagon Pagoda
intersection where U Htaung Bo Road, Ar Zar Ni Road, and Shwedagon Pagoda Road
met with each other and it is located between Uwisara and U Htaung Bo roundabouts.
After these analysis, this study evaluated the congestion level of the highly demanded
roads. Comparison of two most used routes among all the collected routes via
interviewed data and via floating car method are described. Finally the cordon line
was enclosed, surrounding the study area and suggested alternative routes to reduce
the use of congested road.

4.1. Analysis of Traffic Congestion Level

This section discusses the congestion level of the U Htaung Bo road, Azarni
road and Shwedagon Pagoda road which approach the U Wisara roundabout and U
Htaung Bo roundabout. . In order to identify the congestion level of roadway section,
capacity of the roadway and existing traffic volumes of the roadway is needed to find
out. Roadway capacity is calculated by using the Equation 2.1. Table 4.1 shows the
volume, capacity, v/c ratio and level of service of study intersection. As shown in
Table 4.1, level of service of roads for all directions showed “F” and it shows the
roads are severely congested. Among all roads, U Htaung Bo eastbound and U
Htaung Bo westbound roads are highly demanded roads. Their volume by capacity
ratio is significantly higher than Pagoda northbound road and southbound roads. This
road is one of the main roads that connects the cities of high attraction places like
whole sale markets, hospitals, private offices.
 31

Table 4.1. Volume, Capacity and Level of Service of the Study Roads

Volume Capacity Volume/Capacity LOS

Pagoda(NB) 339 507.5 1.11 F

U Htaung bo (EB) 1349 834.4 1.61 F

Pagoda(SB) 521.00 424.7 1.23 F

U Htaung bo (WB) 2469 1462.60 1.68 F

4.2. Origin and Destination of the Road Users between Two Roundabouts
The main objective of this study is to analyze the route choice behavior of
vehicles which are entering between the two highly congested roundabouts. In order
to evaluate the causes of traffic congestion between two roundabouts, it is needed to
understand the travel behavior of the road users who are entering between study area.
After analyzing the route choice behavior of the drivers, this study will explore the
alternatives routes for the congested routes. So in this section, after calculating the
congestion level of the roads between two roundabouts, collect the information about
origin place, destination place and route choice of the drivers, this study used
interview survey method at the study area. Vehicles entering the survey station are
being interviewed by the surveyors for about a couple of minutes. Most of the drivers
have willingness to answer the questions.
For the northbound direction of the study area, as shown in Figure 4.1, it can
be seen that Dagon, Bahan and Mayangone townships produce the highest amount of
trips. South okkalapa, North Okkalapa Insein, Thingangyun and Hlaing townships
produce moderate amounts of trips.Townships in suburban area like Mingalardon,
Mhawbi, Teikgyi Township produce only small amounts of trips. The rest of the
townships except from the townships described earlier produce only small amounts of
trips or no trips. Most of the trips are destined for Kyaukdata, Lanmadaw, Latha,
Botahtaung, Pabedan, Pazundaung townships which are defined as Central Business
District (CBD) area. Most of their trip purpose is the work trips like government
official, private official and trading of goods from wholesale market. 13% of trips are
destined to Dagon townships. According to the survey results, it can be seen that
 32

Dagon Township has high production and attraction trips. This is because this
township is located near the study area and so the trips in this northbound directions
are occupied by Dagon Township.
Origin and destination of the drivers in the east bound direction are shown in
Figure 4.2. Red colour shows the highest amount of trips, yellow colour show the
moderate amount of trips and green colour represents the smallest amount of trips.
This colour format is same for all the origin and destination figures. Most of the origin
trips are from Bahan and Tarmwe townships as this township have the mixed land use
of residential and commercial places. Thingangyun, Thekata and Mayangone have
moderate amounts of trips. Townships which are located far from CBD area like
Insein, North Okkalapa, south Okkalapa and Yankin produce small amounts of traffic.
Ahlone, Sanchaung and Dagon townships are highest attraction townships. 20% of the
trips are destined to the Hlaing tharyar, Insein, Hlaing, Mayangone, Kamaryut,
Kyeemyindine. Trips purposes of the townships like Insein and Hlaingtharyar are
retail shoppings.

Figure 4.1. Origin and Destination of the Road Users between Two Roundabouts from
Northern Region
 33

It is surprising that around 10% of trip for eastbound and westbound directions
are for the hospital use. Ahlone, Bahan and Tarmwe townships have lots of private
and government hospitals.
Origin and destination trips of the southbound direction are described in
Figure 4.3. Pabedan township produces highest amount of trips. Latha, Lanmadaw,
Botahtaung, Pazundaung townships also occupied most of the trips. It can be seen that
some of the townships which are not located in southbound direction are also included
in origin trips of southbound direction. The reason is that they travel from one place to
another the whole day and southbound is not their origin place. Most of this kind of
trips are found in this direction. Almost 50% of the trips are destined for Dagon
township as Shwedagon Pagoda is located in this township. Bahan townships have
second most trips and Insein, Mayangone, Thingangyun, Tarmwe townships have less
attraction trips. Among all the direction this direction and northbound direction have
the low amount of trips because this route is always congested and they tends to
choose other route.

Figure 4.2. Origin and Destination of the Road Users between Two Roundabouts from
Eastern Region
Origin and destination trips of the westbound direction are described in Figure
4.4. Westbound direction produces highest amount of trips compare to the rest
bounds. This is because this direction connect the townships of high attraction places
like wholesale markets, hospitals, recreational parks and offices. Most of the origin
 34

trips are from Ahlone, Sanchaung, Kyeemyindine, Lanmadaw and Latha townships.
Moderate amount of trips are produced from Hlaingtharyar, Mayangone and Hlaing
and Dagon townships. Among than most of the purpose of the trip from Hlaingtharyar
township are for retail shopping. Most of the trip are destined for the Bahan and
Tarmwe because these townships have private and public hospitals. Also
Mingalartaung Nyut have high attracted trips as wholesale market and shopping
centers are located in this township. South okkalapa and Yankin have moderate
amount of trips as destination. North Okklapa, Mayangone, Kyaykdata and Thaketa
townships have low trips as this township have not much attraction places.

Figure 4.3. Origin and Destination of the Road Users between Two Roundabouts from
Southern Region

Figure 4.4. Origin and Destination of the Road Users between Two Roundabouts from
Western Region
 35

4.3. Analysis of Route Choice Behaviours

In this section, driver’s route choices are showed by using road network data
and GIS application. As in Figure 4.5, Pyay Road, Kabaraye Pagoda Road,
Shwegonedaing Road are mainly used to travel to CBD area. Within CBD area, the
road user mainly use Shwedagon Pagoda Road, Bogyoke Aungsan Road and Maha
Bandula Road.

Figure 4.5. Route Choice of Road User from Northern Region

As in Figure 4.6, Kabar Aye Padoga Road, Kanpet Road, Pyay Road and Baho
Road are mostly used.

Figure 4.6. Route Choice of Road User from Eastern Region

 36

As in Figure 4.7, People mainly used Maha Bandula Road, shwegondaing

Road, Kabaraye Pagoda Road.

Figure 4.7. Route Choice of Road User from Southern Region

In Figure 4.8, Most used roads are Kabar Aye Padoga Road, Kanpet Road,
Pyay Road ,Baho Road and Insein Road.

Figure 4.8. Route Choice of Road User from Western Region

 37

4.4. Evaluation of Congestion Level on Most Used Roads

Table 4.2 shows the congestion level of roads that were used by the road users
who were passing through the study area. Results of the existing operations analysis
indicate that all of the roads currently operate at an overall LOS F. Most of the roads
have insufficient efficiency as they have to carry the over loads of traffic almost
through the day. Congestion level on Banyardala road is significantly high. This is
because one of the largest wholesale market in Yangon like Mingalar market and
Yuzana Plaza market are located on this road. Although the road is six lanes with two
directions, one lane on both side of the road is impossible to use due to the illegal taxi
parking. Moreover, lot of vendors are placed on the platform and so people have to
walk on the road. Due to the above condition, traffic congestion is really servere on
Banyardala road. Also Congestion level on U Htaung Bo road is really bad, because
this is one of the main East-West roads that connects the high residential area and
commercial areas. Only Ahlone road, Zoological garden road and Set Yone road have
comparably low LOS.

Table 4.2. Existing Peak Hour Capacity Analysis – Level of Service Results

Road Name Volume Capacity V/C LOS

Ahlone 1046 1267 0.83 E

Bahan 1748 1858 0.94 F

U htaung bo 1961 1191 1.65 F

Natmauk 1108 988 1.12 F

Kabaraye Pagoda 1595 1560 1.02 F

Baho 1650 1090 1.51 F

Zoological Garden Road 1703 1836 0.93 E

Shwe Dagon Pagoda Road 1017 1106 0.92 F

Kan YeikThar 1243 1132 1.10 F

Kyee Myindine Kanner Road 1491 1509 0.99 F

 38

LOS Comparision
1.80
1.60
1.40
1.20
V/C 1.00
0.80
0.60
0.40
0.20
0.00

Roads

Figure 4.9. LOS Comparison of Roads Used by Vehicles Entering the Study Area

4.5. Trip Purpose and Travel Distance

As shown in Figure 4.10, the main purpose of the trip using this route is for
work trip with 65% of total trips while 26% were used for shopping and 9% for
recreational purpose.

Trip Purpose

65 26 9

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
work shopping recreation

Figure 4.10. Trip Purpose

Travel distance travelled by the road users are shown in Figure 4.11. They
travelled at least 2.5km and up to 30km. This travel distance can be used in future re-
assigning of route or new route planning.
 39

Figure 4.11. Travel Distance

4.6. Trip within Cordon Line

In this section, amount of trip and routes that are entering the cordon line are
presented. Most of them are main roads and some are arterial roads. The following 9
roads were contacted to the cordon lines:
1. Pyay Road,
2. Kyeemyindine Road,
3. Uwisara Road,
4. Baho Road,
5. Ahlone Road,
6. Kabaraye Road,
7. Kanyeikthar Road,
8. Zoological Road and
9. Alanpya Pagoda road.
 40

H
W

Figure 4.12. Travel Desires within Cordon Line

Figure 4.12 shows the amount of trips in each segments within the cordon line.
Cordon line is represented by yellow line and amount of trips, by red line with line
width. Road users are mostly origined and destined at the east side of the city because
there are so many attraction places like wholesale markets, private hospitals, public
hospitals and private schools. Pyay Road prodces highest amount of trips and
followed by Kanyeikthar Road. Alan Pya Pagoda Road and Zoological Garden Road
produce less amount trips because trips from this road can choose the different roads
other than the roads within the cordon lines which have high changes to be congested.

4.7. Level of Congestion of the Routes Travelled from Cordon Line

After collecting the routes that are entering the cordon line, the congestion
level of all routes are prepared. The reason is to find the routes that are travelling to
 41

the less congested area and define that route is a solution. Congestion level of some
routes was taken from google map due to the lack of data. The following figures show
the congestion level of each individual routes that entered the study area.

4.7.1. Pyay Road

Figure 4.13 shows the Congestion level of the routs that are entering the
cordon area by using Pyay road. Pyay-Ahlone-UHtaung Bo-Bahan-Natmauk route
produce hightest amount of trips and second highest is the Pyay-Ahlone-UHtaung Bo-
Kanyeikthar- Upper Pazundaung route. Third highest amount of trips was produced
by the Pyay-Ahlone-UHtaung Bo-Bahan-Natmauk-U Phoe Sein-Kyeik Ka San-
Banyar Da La route. U Wisara-U Htaung Bo-Kabaraye Pagoda-University Avenue
route produce fourth highest amount of trips.Regardless of the amount of trips,
vehicles are destined to the various area. There are some routes that are destined to the
less congested area within cordon line. Pyay to Zoological garden with travel time 9
minute and Pyay to Upper pazundaung road with travel time 12 minutes.

4.7.2. Kyeemyindaing Road

Figure 4.14 shows that Kyeemyindaing road produces 25 trips and these trips to
the Naut Mauk road whose congestion level is very bad. Travel time is 27 minutes.

4.7.3. U Wisara Road

Figure 4.15 shows that U Wisara road produces 64 trips and these trips are
destined to the Kanyeikthar road whose congestion level is “F” and it take 13 minutes.
Travel time from U Wisara Road to Kabar Aye Pagoda Road is 15 Minutes and this
route also leads to the congested area.

4.7.4. Baho Road

According to the Figure 4.16 Baho road produces 40 trips. 12 of them are
destined to the Thein Phyu road and 28 of them are destined to the zoological garden
road. So Baho-Pyay Ahlone-U Htaung Bo-Zoological route are considered to be good
route to choose.
 42

Figure 4.13. Amount of Trips, Travel Time and Level of Congestion of Pyay Road
Originated Routes
 43

Figure 4.14. Amount of Trips, Travel Time and Level of Congestion of

Kyeemyindaing Road Originated Routes

13
Travel time=12

Figure 4.15. Amount of Trips, Travel Time and Level of Congestion of U Wisara
Road Originated Routes
 44

Figure 4.16. Amount of Trips, Travel Time and Level of Congestion of Baho Road
Originated Routes

4.7.5. Kabaraye Pagoda Road

Figure 4.17 shows the traffic condition of Kabaraye Pagoda Road. It is a road
that connects north and south bounds which have less amount of trips, compared to
the east/west bounds. However this route is destined to the less congested area.

Figure 4.17. Amount of Trips, Travel Time and Level of Congestion of Kabaraye
Pagoda Road Originated Routes
 45

4.7.6. Kanyeithar Road

According to the Figure 4.18, there are 97 trips from Kanyeikthar Road which
is second highest trips produced road attached to the cordon line. 29% of trips are
destined to the Lower Kyeemyindaing Road which condestion level is “F” and it takes
30 minutes. From Kanyeikthar Road to Pyay Road and to U Wisara Road , each
produce 35% of total trips. The former is destined to the slightly congested area and it
takes 14 minutes to the destination. The latter is attracted to the UWisara Road which
have good traffic condition and travel time is 6 minutes.

Figure 4.18. Amount of Trips, Travel Time and Level of Congestion of Kanyeithar
Road Originated Routes

4.7.7. Zoological Garden Road and Alanpya Pagoda Road

Figure 4.19 shows the congestion level of Zoological Garden road, U Htaung
Bo Road,Ahlone Road, Upper pazundaung Road and Alan Pya Pagoda Road.
According to the cordon line survey results, there are 20 vehicles travelled by using
Zoological Garden Road to Upper Pazundaung Road and travel time is 22 minutes.
Alan Pya Pagoda Road produces 17 trips and these trips destined to the Ahlone Road
Which is a less congested area and travel time is 17 minutes. Traffic condition of this
route is not very bad compare to other routes.
 46

17

Travel time = 17

Figure 4.19. Amount of Trips, Travel Time and Level of Congestion of Zoological
Garden Road and Alanpya Pagoda Road Originated Routes

4.8. Alternative Routes for the Highest Origin Trips from Questionaries’ Survey
After analysing the congestion level of all routes from 530 trips, which is
within the cordon line, this study evaluates the alternative routes for the highest origin
trips and assigns these trips into the alternatives routes. And consequently, after
assigning the alternatives routes, are evaluated again, which the congestion level of U
Htaung Bo road and roads, include in the alternative routes. Travel time are mainly
consider in determining the alternatives routes.
Table 4.3 shows the highest origin trips that are entering the cordon line. Total
trips within the cordon line and using the U Htaung bo road is 530 trips. Among them
pyay road has the highest originated trips with 99 trips and so alternative route for this
trips is considered in priority. However, kan Yeik Thar to Bogyoke route is one route
 47

Table 4.3. Routes of High Origin Trips within the Cordon Line
Routes Number of Trips
Pyay-Upper Pazundaung 60
Pyay-Nautmauk 39
Baho-Junction City 28
Kan yeik thar-Uwisara-Bogyoke 20
Alanpya-Ahlone 17
Total 144 (Excluded Kan Yeik Thar Road)

that existing route is more appropriate that its alternative route. It is Anawyahtar road
and this road is well known for its high congestion level and also in terms of travel
time and distance. Although it produces high origin trips. Total 144 trips is excluded
from existing 530 trips to evaluate the alternative routes.

Figure 4.20. Alternative Route Based on Travel Time and Distance

According to the Figure 4.20, it can be seen that amount of trips from Pyay
road to Upper Pazundaung road is 60 and they travelled by using U Htaung Bo road.
Despite longer distance of the alternative route 4.8km, compared to the existing which
is 4km, travel time for the alternative route is 12 minutes, compared to the 15 minutes
with exising routes. Second largest trips is produced in Pyay road to Naut Mauk road
and travel time and distance while using U Htaung Bo road is 14 minutes and 3.9km.
 48

Alternative route for this trips is to use Dhammazadi road and it only takes 11 minutes
and travel distance is also shorter with 3.5km. Alternative route for Baho to Junction
city is to use UWisara road rather than U Htaung Bo road because by this, this
alternative route travel will be reduced from 13 minutes to 8 minutes although they
have same travel distance. Ahlone to Alan Pya Pagoda route have similar alternative
routes and they both show to use the streets within the Alone township. According to
the result of the alternative routes, it can be seen that drivers seem to choose the U
Htaung Bo road which is well known road rather than there are so many less
congested optional routes.

Comparison of LOS After Assigning Trips in Alternative

Routes
2.00

1.50
LOS

1.00

0.50

0.00
U htaung bo Bahan Dhammazadi Uwisara
Road

LOS of Existing Road LOS after Assigning Trips to Alternative Routes

Figure 4.21. LOS Comparison after Assigning in Alternative Routes

It can be seen that congestion level on U Htaung Bo road in existing condition
is 1.65, which is the highest among the study roads. After assigning the high
originated trips to the alternatives routes than U Htaung Bo road, its congestion level
drops from 1.65 to the 1.19 and this means that 27% of the congestion level on U
Htaung Bo road is reduced. Later, congestion level of roads that are being assigned is
evaluated and LOS on Bahan road changed from 0.94 to 1.05. Existing LOS on
Dhammazadi road is 1.05 and it is increased to 1.13 and 0.98 to 1.12 in U Wisara. So,
congestion level on alternative routes after assigning the new trips is not significantly
changed while level of congestion on U Htaung Bo road is dropped dramatically.
 49

CHAPER 5
CONCLUSIONS AND RECOMMENDATIONS

5.1. Conclusions
This study analyses traffic congestion of the existing condition, route choice
and origin-destination (O-D) of the daily travellers, by interviewing where they are
originated, which routes they choose and what the purposes of the trip are and also
includes the use of GIS technology. It integrates the geodatabase, network analyst
tool, and includes base maps.
According to the results of this study, Levels of Service for all the roads
within the study intersection area show “ F ” ,which is the severest traffic condition
.Work trips occupied most of daily commuter’s trips according to the questionnaires
survey. It can be inferred that work trips are primarily responsible for the peaks. So,
the study area is more likely to be always congested. Westbound direction have
highest traffic volumes because they mainly connect the cities of high production and
attraction places. In order to find the routes that are travelling to the less congested
area and define that route as a solution, this study collected the routes that are entering
the cordon line. After that this study find out the congestion level and travel time of
all routes that pass though the cordon line.
Congestion levels of some routes are taken from google map due to
insufficient data. Congestion levels of the roads are most “F” except from few roads
such as zoological garden road, Ahlone road. There are 9 roads that pass the cordon
line and spread over20 routes. Among them, Pyay road has the highest demand which
alone produces 7 routes. Four alternative routes are evaluated to reduce the trips on
UHtaung Bo road based on travel time and distance. They are Pyay-Dhammazadi-
Bahan- Naut Mauk, Pyay-Dhammazadi-Bahan- Kanyeik Thar-Upper Pansoedan,
Ahlone-Thantamhan-U Wisara and Ahlone-Pyihtaung Su-UWisara-Pantra routes.
After assigning the high originated trips to the alternatives routes than UHtaung Bo
road, its congestion level drops from 1.65 to the 1.19 and this means that 27% of the
congestion level on U Htaung Bo road is reduced. This study could help the planners
 50

in important transportation like urban planning, re-assign road directions to mitigate

congestion or providing of new route to access very high demand places.

5.2. Recommendations for Future Research

Finally, further efforts should be directed towards implementing some
motorists to choose alternative routes rather than U Htaung Bo road, which is
extremely congested almost all the time by using some route choice models.
Concerning with the research presented, it will be helpful to find out the scale of the
problem that is being caused by traffic congestion and to give awareness to the
people, including government, policy makers, traffic engineers and road users.
 51

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APPENDICES
 APPENDIX A
QUESTIONNAIRES SURVEY RESULTS

Table A.1. Roadside Interview Questionnaires Form

No Origin destination Purpose Travel Vehicle
time classification
1 Sanchaung Pabaedan work 30 Taxi

2 Bahan Wardan Street work 20 PC

3 Hlaing 50 st work 40 PC

4 9mile Yawmin Gyi work 1 Taxi

5 Myaynigone Pabaedan work 10 Taxi

6 South Okkalapa 32 st work 1;15 PC

Shwedagon pagoda
7 Tawmwe work 15 PC
Rd
8 Hlaing Than zay shopping 1 PC

9 shwedagon Sulay work 25 Taxi

10 Yankin Botahtaung work 45 PC

11 Tawmwe Thein Gyi Zay shopping 25 Taxi

12 Thanhlin YG Hospital work 1 PC

13 North Dagon Pabaedan work 1:45 Taxi
14 Kyauk Da Ta 36 st work 30 PC
15 Thamine 42 st work 1 PC
16 Insein 34 st work 1:45 Light Truck
17 Lanmadaw Kyaukdata work 1 PC
18 Thanhlin 23 st work 40 Taxi
19 shwedagon Pansodan work 1:30 Taxi
20 Bahan Anawyahtar Rd work 1 PC