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ABSTRACT: Pedestrians form the largest single road user and most vulnerable road user group is manifest by data
from police report showing that more than 48 percent of reported road accidents and 72 percent of reported fatalities
were pedestrians in the context of Dhaka Metropolitan City. In addition, pedestrian population is dramatically
increased for huge number of urban migration for by the establishment of so-called labor intensive many garment
industries, all head offices, business, better communication, better employment, good and higher educational
opportunities, health facilities and higher income etc. But there are very lacks of pedestrian facility and which are
available that are not proper use for the cause of enormous deficiency. In this paper, try to evaluate the causes of
pedestrian generation, problem (safety and moving) and lack of existing facility of the city. Finally, on the basis of
analysis measure have been proposed which should be required immediately for safe, efficient and appropriate
movement of huge number of pedestrian in Dhaka city.
INTRODUCTION
Dhaka is a metropolis of 1528 square kilometers (BBS report, 1998). Population density in Dhaka is over 10,000 per
square kilometer in the city area. Being the capital, Dhaka is one of the least motorized cities in the world. About 60%
of trips are on foot while almost half of the remaining trips are on non-motorized vehicles (Shafiqul and Mannan et.
al). Though urbanites of Dhaka are depending highly on foot, any significant improvement of the walkways did not
notice for the last decade. Road traffic accident is one of the most important and critical problems arising from this
urbanization process coupled with rapid increase in the motorization level. The degree of risk to lives from road
accidents has increased considerably with increasing number of road deaths, largely as consequences of population,
motorization and urbanization. The situation has worsened particularly in metropolitan Dhaka, one of the mega cities
of the world today.
The reported road accident and casualty statistics over the past seven years for Bangladesh have showed significant
fluctuations. Pedestrians are now making up about 72 percent of road accident fatalities, 45 percent of casualties and
are involved in about 48 percent of all reported accidents in Dhaka Metropolitan city [MAAP5]. Indeed, with fatal
accidents 70 percent was pedestrian-motorized vehicle collisions. From the stated figures, one can simply
understand the severity of the condition prevailed in the city relating with pedestrian traffic. Such unsafe conditions
and losses as prevailing in roads and streets of metropolitan Dhaka dictate urgent need for research and investigations
aimed at alleviating pedestrian distresses and improving overall traffic safety.
PEDESTRIAN TRAFFIC GENERATION IN DHAKA METROPOLITAN CITY
In the context of Bangladesh, pedestrians form the largest single user group. This is primarily because of the lack of
sufficient transportation facilities and poor economic condition of the people. Besides these, day-by-day the pedestrian
traffic of city is increasing rapidly due to the following reasons:
Improvement transport facilities with other districts are generating huge number of floating people especially lowincome people for whom walking is must.
Severe inadequacy of public transport services has further constrained the modal choice, especially of the lowincome groups and adding more burdens on walking.
Lack of female-friendly public transport system is literally forcing many women workers, commuters to become
pedestrians.
Land use densification in the form of mushrooming of high rise buildings in the core areas is also increasing
pedestrian density.
Unplanned city development especially uncontrolled multistoried shopping complexes and autonomous residential
area development are continuously changing the city's land use configuration and thereby inducing more pedestrian
in the transportation system.
Last but not the least, increasing traffic congestion is forcing many passengers to become pedestrian. (Source:
Waresh)
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It can be seen (Fig: 3) that in the Demra thana the largest number (403, 15%) of accidents pertains to injury accidents
while in the Kamrangichar and Hajaribagh areas the majority 1 and 15 of accidents occurred respectively.
Considering the distribution of accidents of each severity level across the sub-regions, it can be further seen that 16
and 13 percent of fatalities are in the Demra and Tejgaon Thana.
Percent of Pedestrian Accidents and Casualitties in Different Junctions
50
42 44
Accident
40
Percent
PEDESTRIAN
ACCIDENT
IN
DIFFERENT POSITIONS
The general distribution of accidents of
intersections is shown in Figure 4. It is
seen that nearly 66 percent of accidents
are link accidents while 34 percent
occurred at intersections. The ratio of
fatal accidents to injury and collision
accidents at links are 1 to 1.15 to 0.41.
While at intersections the ratio was 1 to
1.62 to 0.75. However, different
distributions
for
intersection/link
accidents exist for different areas.
30
Casuality
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TEMPORAL CHARACTERISTICS
Accidents vary considerably by hour of day. The distribution of
accidents was 70 percent day (6.00 am to 6.00 pm) and the
remaining 30 percent at night (6.00 pm to 6.00 am). The peak of
accidents occurred during 9.00 am to 12.00 pm. Accidents
tended to be much above the average during 6.00 am to 6.00 pm.
The accidents during 5 hours from 12.00 am to 5.00 am were
found negligible (Approx. 14%). The distribution of accidents by
time of the day is shown in figure 5.
Time (hour)
Footpath is major and crucial component of pedestrian walking. Roadside facilities for pedestrian include footpath
overpass, underpass, zebra crossing etc.
The DITS surveyed approximately 460 kilometers of road that
Number
Total
Percent
Average FP
included 167 kilometers of footpath. The survey further
of
Meters
W/FP
Width
determined that there are 2231 kilometers of paved footpath in
Lanes
Dhaka Metropolitan City. The survey result of footpath
1-2
24594
6.8%
2.28
inventory is provided below in table 4
3-4
10166
54.8%
3.56
5-6
6762
76.1%
5.07
Table 4: Footpath inventory in Dhaka Metropolitan City
7-8
3439
96.8%
4.73
Source: DITS
9-10
753
100%
4.62
11-12
123
100%
7.50
OTHER FACILITIES:
Others facility which are available in the city like Zebra
14-15
145
100%
6.30
Crossings, Signalized Pedestrian Crossings, Overpasses, and
Underpasses etc. are shown below in Table 5
Table 5: Summaries of Different Types of Pedestrian Crossing Facilities Available in Dhaka City
Serial No.
Type of Pedestrian Facility
Quantity
167 km based on DITS report. According to DDC source, at
1.
Walkways
present 210 km new footpath is newly constructed.
2.
3.
4.
5.
Source: DITS
Zebra Crossings
Signalized Pedestrian Crossings
Overpasses
Underpasses
At many areas of the city, people use the footpaths for toilet purpose creating problems in walking. This problem
eventually forces the pedestrians to move on the roads rather than on the footpaths. But no regulatory measure is seen
at all.
In the streets of the Dhaka city, another serious threat to the safety of the pedestrian is posed by the traps of death.
This refers to the open manholes on the roadways as well as on the footways.
POOR ZEBRA CROSSINGS
In the metropolitan Dhaka city, many zebra crossings are found on the roadways but
the physical condition and visibility of them are very poor. In most of the zebra
crossings, the pavement marking is not enough visible to make attentive the motor
drivers for safer pedestrian crossing. Maintenance works are done periodically but
the frequency is not suited with the deterioration rate of marking.
UNCONTROLLED SIGNALIZED JUNCTION
Due to the high congestion, the motor drivers have a tendency to cross the junctions
quickly. At such moments, some of the late coming vehicles attempt to ignore the
road signal. Even immediate after the starting time some vehicles practice this
approach. But at that time, pedestrians get the green light to cross the road.
Eventually this condition causes serious safety hazards for the pedestrians.
Another problem in crossing the roads at intersections is created by the motor
vehicles. The vehicles do not stop beyond the stop line at intersections. They attempt
to go as far as possible in the leg of the intersections and occupy the pavement
marking for pedestrian crossing.
PROBLEM IN OVERPASS & UNDERPASSES
The overpasses in this city are not also free from problems. Some of the overpasses
are encroached by the hawkers. The aesthetic condition of the overpasses is also not
good enough.
The underpasses of the city possess serious safety hazards especially at night time.
Various unsocial and criminal activities take place in the underpasses at night time
although there are lighting facilities. Generator service is also provided for the time
of load shedding. But at many times, it does not work.
REQUIRED MEASURES
1. ENGINEERING MEASURES
1.1 For safer crossing facility
Crossing is the most dangerous action of pedestrian. About 41 percent casualties occurred in Dhaka city at the time of
crossing. So improvement of crossing facility should be taken as first priority.
1.1.1 At mid block or link:
Space separation means grade separated facility with self-enforcement restrictive measure like stable and
unbreakable continuous median guard rail should be provided i.e. New Jersey type should be given preference
over any regulatory measure.
In connector or residential road where low volume of traffic mainly in front educational institute, traffic
calming measure like speed hump, raised and staggered pelican crossing facility may be provided and advanced
warning pavement marking from 7 to 25 m upstream should be install.
1.1.2 At intersection:
Time separation means separate phase should be provided (all red for pedestrian) with high visible zebra
crossing and diagonal crossing pavement marking.
In the multilane street intersection raise median should be used which can apply as a place of pedestrian refuge
and install a turning vehicles yield to pedestrians sign within the cone of vision of left-turning drivers.
As pedestrians are not always clear about the meaning of pedestrian signal indicators mainly children, guidance
for pedestrians at crossing may serve to alleviate situations that could reduce the conflicts or incidents with
motor vehicles. Pedestrian flag may be effective mainly for school children crossing.
1.2 For Walking Along Road
About 35 percent of accidents are occurred at the time of walking along the road and 22 percent of accidents are
occurred standing or alighting and boarding on vehicle for the lack of sufficient walking and riding facility on the
road. For this regard, following measure should be taken:
1.2.1 Footpath
Attractive and user friendly footpath facility must be ensuring by eliminating retailer traders and hawker
gradually. Besides this, it will be geometrically and aesthetically improved for increasing attraction and
comfort, as pedestrians are encouraged to use footpath in lieu of carriage way.
Haphazard parking on road side, illegal use of footpath like garage, building material should be eradicated.
Install pedestrian fencing or other barrier types on the approaches and departures from signalized and other
pedestrian facilities, to encourage pedestrians to cross at these devices, rather than in the nearby zones of
high risk;
1.2.1 Alighting and boarding
Designated bus stoppage with properly designed layout at appropriate place should be provided and the
attitude of back and forth bus stop as well as alighting and boarding must be controlled.
2. EDUCATIONAL MEASURES:
Sustained road safety and educational campaign is very essential to aware, motivate, educate and above all to change
mindset of our people regarding traffic rules and regulation and inhibition of not using grade-separated facilities.
Proper road behavior instructions, with focused messages should be broadcast through mass median and separate
topics may add on traffic rules and regulation in the institutional academic book mainly for children.
Develop high profile publicity programs to educate road users of the hazards to pedestrians crossing Dhakas roads,
particularly in shopping and commercial environments. Target programs should be arranged for high risk pedestrian
and driver groups;
Pedestrian volume and accident data is fundamental for the analysis of pedestrian facility needed. Therefore, for
monitoring, collecting authentic data, analysis, evaluation of problem and scientific proposal, comprehensive
research work is very essential. Besides this, further study is highly required for the analysis of effectiveness of
imposed facility and for more effective as well as specific suggestion.
3. ENFORCEMENT MEASURES:
Traffic police should apply force to compel pedestrians to use their designated facilities.
Climb up violator of median barrier should be caught and punished.
4. POLICY MEASURES
Most of the unsafe situation occurred in the road for the competition attitude of the drivers to gather more passengers
etc. So, for safe, reliable and friendship movement, all of the mass transit may be offered by one or two larger
company.
Detail land use master plan must be established and proper implementation should be ensured.
Establishment of any new garments industry should not permit in the city area and which have already exist should
be gradually relocated out side the city area.
Corner point development of junction must be restricted and sufficient left merging space should be provided.
Road side base multi-storied commercial development should be controlled as it attract pedestrian.
Sufficient bus services for officials, workers and students should be provided by the concerned authorities of offices,
industries and schools as well as segregation of working hours may be introduce.
CONCLUSIONS
From the above study, pedestrian accidents are clearly the greatest problem with significant lack of pedestrian facility.
There is specific need and much scope for road environmental improvements and pedestrian accidents reduction aimed at
correcting the most common deficiencies through wider application of suggested approaches. Priorities should be placed on
the principles like space and time separation to provide facilities for crossing of road for the most vulnerable users i.e.
pedestrians.
If proper steps are not implemented immediately, the city's traffic system would experience increasing woes in near future.
Road accidents would be unfortunate outcome.
REFERENCES
Khan Rubayet Rahaman, [2005] Design and Safety of Pedestrian Facilities in Dhaka City, Bangladesh, BUET,
Dhaka
2. Tarek Haider, Pedestrian overpasses in Dhaka city: A study, the Daily Star (April 12, 2002)
3. OFlaherty, C.A. [1974], Highways and Traffic, Vol. 1. Second Edition, Edward Arrold (Publishers), U.K.
4. Pedestrian and Bicycle Information Centre [2004], walkinginfo.org, U.S. Department of Transportation
5. Federal Highway Administration, Pedestrian Facilities Users Guide-Providing safety and Mobility, Publication
No. FHWA-RD-01-102, U.S. Department of Transportation.
6. Waresh, M.A. [2001], Effect of Pedestrian Underpasses on Traffic flow characteristics in Metropolitan Dhaka,
Thesis Paper, Bangladesh University of Engineering and Technology.
7. Hoque, M.M., Understanding Road Traffic Accident Problems, Research report, Accident Research Centre, BUET.
8. Hoque, M.M.; Jobair, B.A., Strategies for Safer and Sustainable Urban Transport in Bangladesh, Research report,
Accident Research Centre, BUET.
9. Hoque M.M.; Jobair, B.A., Road Traffic Accident Problems: The Characteristics in Bangladesh, Research report,
Accident Research Centre, BUET.
10. DITS Report [1994], Working Paper Vol-11, Bangladesh Planning Commission, Dhaka.
11. AASHTO, [1994], A Policy on Design of Urban Highways and Arterial Streets, Washington, USA.
1.