PEDESTRIAN SAFETY PROBLEM, EXISTING FACILITIES AND REQUIRED

STRATEGIES IN THE CONTEXT OF DHAKA METROPOLITAN CITY

S.M. Sohel Mahmud1, Mohammad Mahtab Hossian1, Dr. Shamsul Hoque2, Dr. Md. Mazharul Hoque3
1
Research Assistant, Accident Research Centre (ARC), Bangladesh University of Engineering and Technology
(BUET), Dhaka-1000, Bangladesh.
2
Associate Professors, Department of Civil Engineering, Bangladesh University of Engineering and Technology
(BUET), Dhaka-1000, Bangladesh.
3
Professor and Head, Department of Civil Engineering & Director, Accident Research Centre (ARC), Bangladesh
University of Engineering and Technology (BUET), Dhaka-1000, Bangladesh.

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)

AVERAGE DAILY PEDESTRIAN FLOW

As shown in Figure 1 pedestrian volumes of 10,000 to 20,000 per day are common and reach as high as 30,000 to
50,000 per day in the Old City area. During the hour of highest volume (peak hour), pedestrian counts of 1,000 to
3,000 per hour are common and reach as high as 5,000 in the Old City area. The DITS confirms that children largely
(85 per cent) walk, followed by the elderly over 59 years (65 per cent). 0nly women between 15 to 59 years walk for
less than half of their trips.

Figure1: Average Daily

Pedestrian at Different
Locations of Dhaka
City
Source: Strategic
Transport Planning
(STP) for Dhaka

S. b
agh
Jo n
M a -Ab d so n R
ul
lib
d
G
ag
Ma h-R ani R
am
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pu d
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arg
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A
a
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ra
asn
M.
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To
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To
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iv
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tra
n
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M. indra Rd
To
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S.
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(R
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S
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O
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B. ld Ai n Rd
Ba
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ni- irpor
Gu
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an
2R
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Ne Min t
wA oR
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irp
ort
Rd

Number of Ped'n

Average Daily Pedestrian in Different Points of Dhaka City

70000
60000
50000
40000
30000
20000
10000
0

Road Name

40

PURPOSE OF WALKING IN DHAKA

In Dhaka City, pedestrians are walking for different purposes.
Among them, going to the workplace is the most important
purpose. Afterwards, people prefer to walk for shopping. The
most important matter is that walkers also walk for saving time
and money due to heavy congestion in the central part of city.

Percent

30
20
10
0

n
io
at
ol
re
ho
ec
sc
rr
to
fo
ng
e
oi
rg
im
t
fo
g
in
ey
av
on
rs
m
fo
g
in
it
av
ns
rs
tra
fo
pl
g
in
rk
ak
wo
rt
to
fo
g
in
go
ng

r
Fo

r
Fo

Figure 2: Pedestrians Purpose of walking in Dhaka City

Source: Khan Rubayet Rahaman

sh

i
op

THE CONTEXT OF PEDESTRIAN SAFETY PROBLEMS

HIGHLIGHTS OF PEDESTRIAN ACCIDENT FINDINGS

Purpose of Walking
A recent analysis of total 5836 reported road accidents which
occurred in metropolitan Dhaka during the period January 1998 to December 2004 has provided some characteristics
of the pedestrian accidents. There were 2726 pedestrian accidents in metropolitan Dhaka in seven years which is 48
percent of total accidents. During this period, trend of fatal pedestrian accidents increased markedly, 60 percent in
1998 to 78 percent in 2004 (Table 1). Same trends prevailed with injury accidents. The percentage of all road
accident fatalities for the pedestrians is disproportionately high which represent the overall safety condition of the city.
Table 1: Comparison of pedestrian accident with all accident in DMP
No. of Accidents
No. of fatalities
No. of injuries
Total Casualties
Year
All
Pedestrian
All
Pedestrian
All
Pedestrian
All
Pedestrian
1998
1202
498 (41)
420
254 (60)
1136
304
1556
558 (36)
1999
892
388 (43)
314
218 (69)
765
199
1079
417 (39)
2000
851
384 (45)
301
223 (74)
645
190
946
413 (44)
2001
519
249 (48)
259
172 (66)
364
106
623
278 (45)
2002
876
441 (50)
414
312 (75)
492
175
906
487 (54)
2003
828
445 (54)
402
306 (76)
521
169
923
475 (51)
2004
668
391 (59)
381
299 (78)
342
125
723
424 (59)
Total
5836
2796 (48)
2491
1784 (72)
4265
1268
6756 3052 (45)
Note: Figures in brackets represent pedestrian percentage. Source: MAAP data base
403
358

Accident
Fatality
205

189
155

114
56

63

72

58

211

134
101
45

21

78
36

15

n
M
ot a
ijh
e
el
Sa
bu
jb
Su ag
tr
ap
u
K r
ot
wa
l
De i
m
ra
La
Dh lba
g
an
m
on
d
M Tej i
oh
g
a m a on
m
ad
pu
r
M
ir
pu
G
r
ul
Ca sa h
nt
n
on
m
en
t
Ut
ta
ra
Pa
l la
bi
Ba
dd
a
K
af
K rul
hi
l
H ga o
a
n
K jar
a m ib
ra agh
ng
ic
Sh ha r
ya
m
pu
r

Number

Figure 3: Distribution of Accidents and Fatalities

in Different Thanas

Distribution of Accidents and Fatalities in Different Thanas

450
400
350
300 259
250
177
200
150
100
50
0

Ra
m

PEDESTRIAN ACCIDENT SEVERITY IN

DIFFERENT THANA
The distribution of accidents by accident severity
levels varies considerably between the areas.

Thana Name

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
24 24
18 18

20

12 12

10
1

0
Cross

T/Jun

StagX

Round

RailW

Other

Junction Type

Figure 4: Pedestrian Accidents and Casualties in Different Junctions

PEDESTRIAN CASUALTIES IN DIFFERENT LOCATION AND ACTION
Accident type is regarded as of primary importance, because accident reduction countermeasures should be aimed at
to reduce specific accident type (s). Examination of the distribution of casualties over pedestrian location and action
types is shown in Table 2 & 3.
Table 2: Pedestrian Casualties in Different Road Location
Table 3: Pedestrian Casualties in Different Action
Percent
Percent
Percent
Location
Fatalities
Injuries
Casualties
Pedn-Crossing
3.31
2.681
3.05
Percent
Percent
Percent
Action
Fatalities
Injuries Casualties
50m-within
0.50
0.631
0.56
Pedn Crossing
No action
16.14
31.39
22.48
Divider/Island
0.22
0.552
0.36
Crossing road
46.08
33.75
40.96
On Road
47.20
37.85
43.32
Walking along on
1.07
0.789
0.95
road
Foot Path
0.67
1.498
1.02
Walking along on
Road Side
47.65
55.91
51.08
35.54
33.6
34.73
road edge
Bus Station
0.45
0.868
0.62
Play on road
1.18
0.473
0.88
Total
100.00
100
100
Total
100
100
100
Source: MAAP data base
From the Table it can be seen that considering all severity level, the highest frequency casualties was the pedestrian
location at road side (51%) and then on road (43%). Most of the causalities occurred at the time of crossing of road
(41%). It is followed by walking along the road side (35%) and only standing on road (22%) accidents. These three
groups accounted for 98 percent of total causalities. Crossing of road is the most dangerous which accounted nearly 46
percent fatalities and 34 percent injuries.
16
14
12
10
8
6
4
2
0

Accident

/0
1
2/
3
4/
5
6/
7
8/
9
10
/1
1
12
/1
3
14
/1
5
16
/1
7
18
/1
9
20
/2
1
22
/2
3

Fatality

00

Percent

Hourly Distribution of Accidenta and Casualities

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)

Figure 5: Hourly Distribution of Pedestrian Accidents

EXISTING PEDESTRIAN FACILITIES IN DHAKA CITY
A summery of different types of pedestrian facilities available in Dhaka city is presented below:
FOOTPATHS

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

No statistics is found from literature and DDC

Most of the newly geometrically improved intersections are
with this facility
20 nos. concrete footbridges and 15 steel footbridges
3 nos. in the city

LIMITATION AND DEFICIENCY OF EXISTING PEDESTRIAN FACILITIES IN DHAKA CITY

In the recent years, it is seen that some growing awareness of the need for adequate pedestrian facilities. Dhaka City
Corporation has been improving the condition of footpaths, delineating zebra crossings, installing channelized islands
at wide junctions, constructing overpasses and underpasses etc. These improvements of pedestrian facilities are not
sufficient for the 13 million peoples mega city Dhaka. Besides these, there is so much deficiency in the existing
facilities of the city which is described below:
INADEQUATE AND INDISCRIMINATE USE OF FOOTPATH
The existing footpaths of the Dhaka city are being improved physically in the
recent years. New footpaths are also being constructed. Instead of the concrete
walkways, recently geometrically and aesthetically improved walkway is
constructed and the older ones are improved. Sand spar blocks and tiles are
used for the improvements which provide extra beauty of the walkways and
acts as attracting power to the pedestrians to use these. But there are many
kilometers of roads without walkway facility.
Moreover, there are a lot of problems relating use of footpaths by the
pedestrians. The most serious problem is the retailer traders and hawker
problem. Most of the Footpaths in commercial areas are encroached by them.
Vendors spread their treads on the footpath and eventually reduce the effective
width of footpath. In many areas almost all the footpath width is encroached by
Illegal Use of Road and Road Side
them. For this type of problem, pedestrians are forced to walk along the road rather than the
footpath creating serious safety hazards.
Other causes of reduction of effective width of footpath are found as building materials on
road and footpath, rickshaw stands, rent-a-car service parking, garages etc. Encroachment of
footpath by building materials is a common picture in almost all over the city. Another
problem exists in the city for the people seeking a living on the footpath. This number is
increasing rapidly day by day. But a few regulatory measures are taken by the police force
which is very much inadequate.
There are a lot of big size dustbins on the streets close to the footpath in many areas of the
Dhaka city. These dustbins cause problems to pedestrians when the garbage stored inside
these overflow on the streets and footpaths.
Road Side Dustbin

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.

Vehicle on Zebra Crossing

Uncontrolled Pedestrian Crossing

GUARD RAILS & MEDIAN BARRIERS

Footpath barriers are mainly found near the intersections and at some high pedestrian
activities areas (like Farmgate). A large percentage of the length of footpaths is
without the facility. The physical condition of the footpaths is improved in the recent
years but the provision of pedestrian barriers is still neglected. For this reason, the
Open Slab of Drain under Footpath
effectiveness of the footpaths is greatly reduced.
Most of barriers were made of grill type railing and some are of New Jersey type. But in the recent years, due to the
beautification of Dhaka city, most of the grill type railing barriers is replaced by the temporary median barriers
(bamboo framework). Another type of median barrier is also used in the city which is of steel frame and this type is
more stable than the bamboo framework barrier. Due to this reason, there are a lot of spaces in the broken median
barriers to give access the pedestrians to cross the roadway at mid-block.
LACK OF BUS LAYOUT ON ROAD SIDE AND DANGEROUS ALIGHTING AND BOARDING
There is very few designated place for bus stoppage in road side of Dhaka city. Most of the buses stop in road side
haphazardly and alighting and boarding passenger dangerously. This makes always crowed on road side and
influence pedestrian to move on road.
CUTTING AND FILING OF ROAD AND FOOTPATH
WASA, PDB and T&T department of the city create another type of problem for the pedestrians. The agencies dig up
roads for laying pipes and cables without any coordination among themselves. For this reason, these three departments
take a long time of a year for such improvements. It has been observed that when the work of improvement is done,
they do not always care to level up the roads promptly.

SUMMERY OF MAJOR PROBLEMS IN DIFFERENT AREA (FIELD SURVEY)

There are lot of problems have been found in the study area regarding the pedestrians convenience. Some of them are
show in Figure 6 according to the person response in major busy area of Dhaka city:

Figure 6: Pedestrians problems and responses

from the walkers in Dhaka
Source: Khan Rubayet Rahaman
Besides, there are many other problems have been
found at the time of field visit. Physical, social
and economical problems on pedestrian ways or
sidewalks have been observed in the study area
too.

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.