Speed Management and Safe Crossing on Dhaka-Sylhet Highway (N2) in Bangladesh

Report on 

<strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on 

Dhaka-Sylhet Highway (N2) in Bangladesh 

Centre for Injury Prevention <strong>and</strong> Research, Bangladesh 

<strong>Safe</strong> <strong>Crossing</strong>s, The Netherl<strong>and</strong>s 

Roads <strong>and</strong> Highways Department, Bangladesh 

r e s e a r c h c e n t r e 

Road Traffic Injury Research Centre 

Report on <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on Dhaka-Sylhet Highway (N2) in Bangladesh 2

Report on 

<strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on 

Dhaka-Sylhet Highway (N2) in Bangladesh 

Editorial board 

Engr. Arif Uddin 

Dr. Kamran ul Baset 

Mr. Jasper Vet 

Dr. Martijn Thierry 

Mr. Kazi Burhan Uddin 

Engr. Mehedi Rabbil 

Dr. Salim Mahmud Chowdhury 

Advisory Board 

Prof. Dr. Md. Mazharul Hoque 

Prof. Dr. AKM Fazlur Rahman 

Donor 

<strong>Safe</strong> <strong>Crossing</strong>s, The Netherl<strong>and</strong>s 

Implementer 

Centre for Injury Prevention <strong>and</strong> Research, Bangladesh (CIPRB) 

Top supervision 

Roads <strong>and</strong> Highways Department, Bangladesh (RHD) 

Publication Year 

September 2016 

Contact 


House- B/162, Lane- 23, New DOHS, Mohakhali, Dhaka-1206 

Phone: +880-2-58814988, Fax: +880-2-58814964 

Website: www.ciprb.org, E-mail: roadsafety@ciprb.org 

Report on <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on Dhaka-Sylhet Highway (N2) in Bangladesh 

3

Foreword 

Road traffic crashes are a major problem in low <strong>and</strong> middle-income countries (LMICs). Over 

90 percent of the world’s road traffic deaths occur in LMICs. Low-income countries (LICs) 

bear a disproportional risk; with only 1% of the world’s registered motorized vehicles, 

LICs have 12% of the world’s road traffic deaths. Around 60% of road traffic deaths in 

LICs are vulnerable road users. Pedestrians <strong>and</strong> cyclists are especially at risk of an injury 

as a result of excessive vehicle speeds (WHO, 2013). 

Bangladesh has over 100 road traffic deaths per 10,000 motor vehicles, one of the 

highest rates in the world. Many crashes occur at ‘black spots’, concentrated areas with a 

high road crash burden <strong>and</strong> about 70% of crash fatalities occur in rural areas. 

This pilot demonstration project <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on N2 Highway in 

Bangladesh’ has been implemented at three locations (Nilkuthi, Namapara <strong>and</strong> Kunderpara) 

of Dhaka-Sylhet (N2) highway of Bangladesh. This road has many black spots <strong>and</strong> a high 

number of pedestrian fatalities. The pilot is innovative in both the selection of implemented 

interventions (a combination of effective <strong>and</strong> relatively low-cost measures) <strong>and</strong> in the 

approach to monitor pre- <strong>and</strong> post-intervention data. 

Our interventions, which consisted of small scale infrastructural measures for traffic 

calming, education to vulnerable road users <strong>and</strong> an active community involvement have 

resulted in a reduction of more than 60% in road crashes, traffic fatalities <strong>and</strong> traffic 

injuries at the selected spots. Moreover, estimated social economic return at 6000 % for 

this project which is tremendous. 

This program shows the enormous impact that can be made by investing in road safety. 

Achieving the target set by Bangladesh government to make the number of road fatalities 

half by 2020 is possible if the Bangladesh government acts now. The project has got an 

extensive coverage in leading both electronic <strong>and</strong> print media. Moreover, its being presented 

in the Netherl<strong>and</strong>s, Brazil, China, where it’s being praised as a perfect demonstration of 

evidence based intervention project. 

We would like to acknowledge the Ministry of Road Transport <strong>and</strong> Bridges, Roads <strong>and</strong> 

Highways Department, Narsingdi Roads Division <strong>and</strong> other local stakeholders for the 

extensive support during the implementation of the project. We are very much looking 

forward to work with Bangladesh government on a roll out of this successful program to 

other high-risk corridors within the road network in Bangladesh. 

Prof. Dr. AKM Fazlur Rahman 

Executive Director, CIPRB 

Dr. Martijn Thierry 

Director, <strong>Safe</strong> <strong>Crossing</strong>s 


Contents 

Title 

Page 

Abbreviation............................................................................................................ 6 

Executive Summary.................................................................................................. 8 

Chapter 1: Introduction........................................................................................... 9 

Chapter 2: Project <strong>Management</strong>............................................................................ 13 

2.1 MoU between <strong>Safe</strong> <strong>Crossing</strong>s <strong>and</strong> CIPRB..................................................................................... 14 

2.2 Project team.............................................................................................................................................. 14 

2.3 RHD cooperation.................................................................................................................................... 16 

Chapter 3: Impact Measurement............................................................................ 17 

3.1 Spot <strong>and</strong> intervention selection........................................................................................................ 18 

3.2 Baseline <strong>and</strong> endline study.................................................................................................................. 20 

Chapter 4 : Highway Intervention Program.......................................................... 23 

4.1 Salient features of the project.......................................................................................................... 24 

4.2 Activities .................................................................................................................................................. 25 

4.3 Summary of work progress of the project.................................................................................. 28 

4.4 Concluding comments............................................................................................................................ 30 

Chapter 5: Awareness, Communit y Involvement <strong>and</strong> Education Program......... 31 

5.1 Road safety committee........................................................................................................................ 32 

5.2 Warning sticker stitching..................................................................................................................... 32 

5.3 Communicative materials (Leaflet).................................................................................................. 32 

5.4 <strong>Safe</strong> child pedestrian training (SCPT)............................................................................................ 33 

5.5 Video show................................................................................................................................................ 33 

5.6 CNG drivers’ orientation.................................................................................................................... 33 

5.7 <strong>Safe</strong> crosser.............................................................................................................................................. 34 

5.8 Challenges................................................................................................................................................. 34 

5.9 Concluding comments........................................................................................................................... 34 

Chapter 6: Project Outcomes.................................................................................. 35 

6.1 Travel speed.............................................................................................................................................. 36 

6.2 Crash reduction...................................................................................................................................... 38 

6.3 Conflict observation (DOCTOR) using video recordings...................................................... 40 

6.4 Traffic count before <strong>and</strong> after.......................................................................................................... 41 

6.5 Hourly variation of crash.................................................................................................................... 43 

6.6 Benefit cost ratio of the project....................................................................................................... 43 

Chapter 7: Conclusion <strong>and</strong> Recommendations................................................... 44 

Chapter 8: References............................................................................................ 46 

Annexure A: Gallery................................................................................................ 48 

Annexure B: ACE Tables.......................................................................................... 60 


Abbreviation 

BHIS 

GoB 

GRSP 

LMIC 

MRTB 

LGED 

MoHFW 

NGO 

WHO 

ACE 

ARI 

BCC 

BR AC 

BRTA 

BUET 

CIPRB 

CNG 

DOCTOR 

HI 

KMPH 

Bangladesh Health <strong>and</strong> Injury Survey 

Government of Bangladesh 

Global Road <strong>Safe</strong>ty Partnership 

Low <strong>and</strong> Middle Income Country 

Ministry of Road Transport <strong>and</strong> Brigdes 

Local Government Engineering Department 

Ministry of Health <strong>and</strong> Family Welfare 

Non Government Organization 

World Health Organization 

Awareness, Community Involvement <strong>and</strong> Education 

Accident Research Institute 

Behavioral Change Communication 

Bangladesh Rural Advancement Committee 

Bangladesh Road Transport Authority 

Bangladesh University of Engineering <strong>and</strong> Technology 


Converted Natural Gas 

Dutch Objective Conflict Technique for Operation <strong>and</strong> Research 

Highway Intervention 

Kilo Meter Per Hour 

N2 National Highway 2 

RHD 

RK 

RSC 

RTIRN 

ToT 

VDP 

DALY 

Roads <strong>and</strong> Highways Department 

Record Keepers 

Road <strong>Safe</strong>ty Committee 

Road Traffic Injury Research Network 

Training of Trainer 

Village Development Program 

Disability-Adjusted Life Year 


6

List of tables 

Title 

Page 

Table 2.1: Advisory board Bangladesh……...……………………………………………….................... 15 

Table 2.2: Advisory board the Netherl<strong>and</strong>s…………………………………………………................. 15 

Table 2.3: CIPRB team………………………………………………………………………….............................. 15 

Table 2.4: <strong>Safe</strong> <strong>Crossing</strong>s team………………………………………………………………......................... 16 

Table 3.1: Location details………………………………………………………..…………….......................... 18 

Table 3.2: ACE detailed activity………………………………………………………………….................... 20 

Table 4.1: Salient feature of the project…………………………………………………….……............. 24 

Table 4.2: Work progress made by the contractor…………………………………………….......... 28 

Table 4.3: Test results of aggregates at site during the construction period…………… 29 

Table 6.1: Nilkuthi: before <strong>and</strong> after speed data…………………………………………………....... 37 

Table 6.2: Namapara: before <strong>and</strong> after speed data……………………………………………….... 37 

Table 6.3: Kunderpara: before <strong>and</strong> after speed data……………………………………………..... 37 

Table 6.4: Estimated reduction in fatalities using formulas……………………………………...... 38 

Table 6.5: Number of crashes, injuries, <strong>and</strong> fatalities ……………………………...…………….... 38 

Table 6.6: Crash statistics for the three intervention locations combined…….................. 39 

Table 6.7: Pedestrian count before-after ……................………................…................................... 41 

Table 6.8: Traffic count before-after (measured over 4.5 hours in daytime)................... 41 

List of figures 

Title 

Page 

Figure 2.1: Total project management………………………………………………………...................... 14 

Figure 2.2: Program opening ceremony……………………………………………………...................... 16 

Figure 3.1: Expert visit at project location………………………………………………………............. 18 

Figure 3.2: Expert visit at project location (<strong>Speed</strong> measurement)…………….………………. 19 

Figure 3.3: Overview of infrastructural measures at Nilkuthi…………………………………... 19 

Figure 3.4: DOCTOR training…………………………………………………………………......................... 21 

Figure 3.5: Snap of traffic analysis video………………………………………………………............... 21 

Figure 3.6: Collecting speed during baseline study…………………………………………............. 22 

Figure 3.7: Beneficiary survey data collection……………………………………...…........................ 22 

Figure 4.1: Preparation of site for construction activities in Kunderpara………………… 25 

Figure 4.2: Highway intervention activities schedule…………..……………………..................... 27 

Figure 4.3: Namapara after construction…………………………………………………...................... 30 

Figure 6.1: Cumulative distributions of speed (km/h) for before <strong>and</strong> after……………… 36 

Figure 6.2: Relation of speed with crash reduction ……………………..………………….............. 38 

Figure 6.3: Total number of crashes, injuries <strong>and</strong> fatalities by month <strong>and</strong> before-after.. 39 

Figure 6.4: Nilkuthi <strong>and</strong> Kunderpara- total number of serious conflicts before-after......... 40 

Figure 6.5: Hourly variation of crashes ………………………………..…………………....................... 43 


Executive Summary 

Around 90% of the world’s road traffic deaths occur in low <strong>and</strong> middle income countries 

(LMIC). Bangladesh has over 100 road traffic deaths per 10,000 motor vehicles, one of the 

highest rates in the world. Most of the crashes occurring at ‘black spots’ <strong>and</strong> about 70% of 

crash fatalities occur in rural areas. This pilot demonstration project has been implemented 

on the Dhaka-Sylhet (N2) highway of Bangladesh. This road has many black spots <strong>and</strong> a high 

number of pedestrian fatalities. The pilot is innovative in both the selection of implemented 

interventions (a combination of effective <strong>and</strong> relatively low-cost measures) <strong>and</strong> in the approach 

to monitor pre- <strong>and</strong> post-intervention data. 

The intervention program combines small-scale infrastructural measures for traffic calming 

(e.g., using speed humps, signs, <strong>and</strong> marking) with practical training (e.g., to school children) 

<strong>and</strong> active community involvement. Three methods are used for monitoring: development of 

own crash database with local record keepers, speed analysis, <strong>and</strong> conflict observation study 

using video (DOCTOR). 

The demonstration project reveals some new knowledge <strong>and</strong> the precise causes of crashes <strong>and</strong> 

conflicts. Buses are involved in 71% of dangerous road situations. <strong>Speed</strong>ing <strong>and</strong> overtaking 

are the main risk-enhancing factors. The project has been fruitful in reducing excessive speed 

of the vehicles to moderate one <strong>and</strong> hence improving overall crash situation 

After implementation of the pilot, the crash database showed a 63% reduction in the number 

of crashes <strong>and</strong> a reduction of over 70% in the number of people killed <strong>and</strong> injured. 

An additional advantage of the integrated speed management program is that it can be 

implemented relatively quickly (in 6 to 12 months) <strong>and</strong> that the cost-effectiveness is very high. 

Moreover, estimated social economic return at 6000 % for this project which is tremendous. 

It’s clear from the study findings that speed management interventions can be effectively 

implemented on existing dangerous roads in Bangladesh to improve road safety. Furthermore, 

the concept should also be an integral part of the design of new infrastructure. This speed 

management project can be implemented in many more risky locations along the highway, 

both in rural settings as well in urban areas. Investing in effective, low cost speed management 

programs will significantly reduce the number of crashes <strong>and</strong> makes the roads much safer 

<strong>and</strong> therefore we recommend the Government to invest more in these programs. We strongly 

recommend that the respective government agencies act now with decisive actions in order to 

reduce the death in road by 50% within 2020. 


8

Chapter 1: 

Introduction 

Report on <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on Dhaka-Sylhet Highway (N2) in Bangladesh

Introduction 

Road traffic crashes - the leading cause of death by injury <strong>and</strong> the tenth leading cause of all 

deaths globally - now make up a surprisingly significant portion of the worldwide burden of 

ill health. Eighty eight countries have reduced the number of deaths on their roads – but the 

total number of road traffic deaths remains unacceptably high at 1.24 million per year (WHO, 

2013). The fatality rate is considerably increasing in developing countries than the developed 

countries. And, if present trends continue, road traffic injuries are predicted to be the fifth - 

leading contributor to the global burden of disease <strong>and</strong> injury by 2030 (WHO, 2013). 

Road Traffic Injury (RTI) is one of the leading health burdens for children aged over 

five years in LMICs. Every year, around 80,000 children aged 5-14 in LMICs lose their 

right to education for a single tragic reason, that of RTIs <strong>and</strong> it is the leading cause 

of death for young people aged 15–29. However, Bangladesh still has a very 

low level of motorization compared to other neighboring countries but its RTI 

rate is high, almost 100 times greater than Norway <strong>and</strong> Sweden. 

In economic terms, the cost of road crash injuries is also estimated at roughly 1% of gross 

national product in low income countries, 1.5% in middle income countries <strong>and</strong> 2% in 

high-income countries (WHO, 2004). This shows that RTIs are not limited to developing 

nations but are also universal phenomena. Globally, the annual economic burden of RTI is 

estimated to be approximately US$ 518 billion <strong>and</strong> the total annual cost of RTIs for LMICs 

is estimated to be approximately US$ 65 billion, which is more than the amount received 

through developmental assistance. In Bangladesh, annual cost of RTIs is estimated to be 

approximately BDT 45 billion (US$ 76 million). 

According to official police statistics 3,160 road traffic deaths were reported in 2003 while 

BHIS reported a number of 13,000. In 2015 the reported number by the police (2012) was 

2,538 while WHO estimated the number of road traffic deaths to be 21,316. Underreporting 

by the police happens due to poor data collection system <strong>and</strong> because the police mainly records 

cases where legal action is required. Terrible losses of these lives <strong>and</strong> injuries with consequent 

property damages resulting from road traffic crashes have now emerged as serious issues in 

Bangladesh affecting the community personally, socially <strong>and</strong> economically. 

Investigation reveals that significant numbers of crashes are highly concentrated at few 

locations. Such locations with abnormally high concentration of road crashes are identified as 

‘Hazardous Road Locations’ (HRL). About 43 percent of national highway crashes concentrated 


on 5 percent of the total length, demonstrating that crashes are highly clustered at few sections 

<strong>and</strong> they are amenable to targeted <strong>and</strong> site specific treatments (Hoque, 2006). 

This road safety demonstration project is one of the first to consider small-scale measures 

for traffic calming in rural areas of a LMIC. In high-income countries, traffic calming measures 

that reduce vehicle speeds in areas with concentrated numbers of pedestrians <strong>and</strong> cyclists 

are proven effective in reducing road traffic injuries (WHO (2013)). Especially vulnerable 

road users (VRUs) can survive a crash with motorized traffic more likely when the impact 

speed is reduced (Rósen et al., 2011). The Conchrane review in 2007 (Perel et al. (2007)) 

found no road safety trials in LMICs on traffic calming by infrastructural measures. Since 

then a few studies have been published. Afukaar (2008) evaluates the use of traffic calming 

interventions in at black spots along truck roads in Ghana that pass through settlement 

areas. He concludes that traffic calming is an effective measure for most of the treated black 

spots. Hyden <strong>and</strong> Svensson (2009) have done a before-study on the possibilities of traffic 

calming in an urban setting in India <strong>and</strong> evaluated the use of speed humps. He recommends 

introducing st<strong>and</strong>ardized traffic calming measures that ensure low speeds <strong>and</strong> organized 

traffic at intersections. 

Specific focus was on small-scale infrastructural adaptations for traffic calming that are 

low cost <strong>and</strong> can be implemented <strong>and</strong> evaluated locally relatively quickly in a local setting. 

In terms of the evaluation methodology, main focus is on observational methods with which 

traffic measures can be evaluated quickly at relatively low cost. 

Supported by leading expert in the Netherl<strong>and</strong>s <strong>and</strong> Bangladesh, <strong>Safe</strong> <strong>Crossing</strong>s, the 

Netherl<strong>and</strong>s <strong>and</strong> Centre for Injury Prevention <strong>and</strong> Research, Bangladesh (CIPRB) have 

developed this integrated approach that could be implemented on the main roads <strong>and</strong> 

will improve the safety situation without hampering the main role of the road i.e. efficient 

transportation on the road. 

To introduce the collaboration in short, <strong>Safe</strong> <strong>Crossing</strong>s is a charity registered in The 

Netherl<strong>and</strong>s with the objective to improve road safety in low <strong>and</strong> middle income countries. 

CIPRB is a Non-Government Organization (NGO) in Bangladesh <strong>and</strong> is working in the field 

of injury prevention since 2005. 

For the pilot, Dhaka-Sylhet (N2) highway had been chosen. Three busy junctions in Narsingdi, 

along this highway were selected upon verifying certain criteria. 


The selection of the intervention locations happened in the following way. The team (<strong>Safe</strong> 

<strong>Crossing</strong>s <strong>and</strong> CIPRB) had heard from people in Bangladesh <strong>and</strong> also read in an article in 

the newspaper the Guardian (Kelly, 2012) that the N2 highway had a poor reputation in 

terms of road safety. In the first months of 2014 team went on a trip by car on the highway, 

starting from Dhaka. At that time, the team did not possess any quantitative information on 

the number <strong>and</strong> severity of road crashes at any of the intervention locations. During this trip 

team stopped at sites where there was an absence of road safety measures, a village with a 

school nearby, <strong>and</strong> a presence of a main ‘conflict zone’ between motorized traffic <strong>and</strong> VRUs 

that is limited in space. 

Pedestrians were the main focus because they accounted for 63% of all fatalities in the 

Before Period. For all road users combined, prior to installing the interventions, the three 

intervention locations combined had, on average, per year: 110 serious crashes, 12 deaths, 

<strong>and</strong> 240 injured people. The program did not only reduce the number of fatalities for 

vulnerable road users but also for other road users. The number of fatalities as a result of 

head-on-collisions has been decreased significantly. Thus, the program increased the road 

safety for all road users. 

A comprehensive plan including low cost engineering measures, training, education <strong>and</strong> 

community engagement process had been designed for these locations. A comprehensive beforeafter 

study was done using three methods with 3 control locations for speed measurement. 

Firstly, a st<strong>and</strong>ardized method for conflict observation called DOCTOR was used. Secondly, 

the speed of passing motorized traffic was measured. Using known relationships, the results 

were translated into a predicted improvement in road safety. Thirdly, we created our own 

crash database to monitor the number of crashes, traffic fatalities <strong>and</strong> injuries. 

The predicted pattern was that traffic calming would reduce the speed of motorized traffic. 

This in turn would reduce the number <strong>and</strong> severity of conflicts <strong>and</strong> crashes. Using the models 

of Elvik (2009) <strong>and</strong> Nilsson (1982), we can translate a reduction in the measured conflicts 

into reductions of fatal crashes <strong>and</strong> crashes with severe injuries. Assuming a reduction 

in average speed from 70 km/hr to 50 km/hr, the models of Elvik <strong>and</strong> Nilsson predict a 

reduction in fatal crashes of 75%. 

The results may well affect the health <strong>and</strong> transport policy in Bangladesh. Taking into account 

the positive results of this study, the logical next step would be to implement a similar program 

across Bangladesh. 


Chapter 2: 

Project M anagement 


Project <strong>Management</strong> 

The project is a joint effort of CIPRB <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong>s with the continuous support from 

Ministry of Road Transport <strong>and</strong> Bridges <strong>and</strong> NGO affairs bureau. Experts from Bangladesh 

<strong>and</strong> the Netherl<strong>and</strong>s played key role with all sorts of technical expertise. Project officials 

from different professional sector were recruited prior to starting the activities. After getting 

necessary permission from Government of Bangladesh, the project was initiated in field with 

crash recording <strong>and</strong> baseline survey. Through rigorous field visit by experts <strong>and</strong> project team 

on site, the intervention plan was developed <strong>and</strong> implemented in field. Following figure 2.1 

illustrates the total project management in brief. 

2.1. MoU bet ween <strong>Safe</strong> <strong>Crossing</strong>s <strong>and</strong> CIPRB 

International 

Experts 

Technical 

Advisory Group 

Figure 2.1 : Total project management 

An MoU between CIPRB <strong>and</strong> 

<strong>Safe</strong> <strong>Crossing</strong>s was signed on 

02 June 2014 in CIPRB Office. 

The objective of this MoU was 

to formalize a non-exclusive 

framework of cooperation <strong>and</strong> to 

facilitate collaboration between 

<strong>Safe</strong> <strong>Crossing</strong>s <strong>and</strong> CIPRB to 

promote the road safety program 

that would save lives <strong>and</strong> generate 

wider community benefits, both in 

the area of health <strong>and</strong> in the area 

of economic development. The 

initial focus of the program is on 

the N2 highway between Dhaka 

<strong>and</strong> Sylhet. The program may subsequently be implemented on other Highways of Bangladesh if 

both parties agree to do so. 

For this pilot project, <strong>Safe</strong> <strong>Crossing</strong>s provided all necessary funds along with technical expertise 

while CIPRB arranged all the activities to implement the program. The activities included 

tendering, contractor selection, providing assistance in construction supervision, quality control 

<strong>and</strong> quality acceptance of materials <strong>and</strong> management works for highway intervention program 

<strong>and</strong> arranging training <strong>and</strong> education program, ACE in short for creating safe road user. 

2.2 Project team 

The team was guided by independent advisory board including nationally <strong>and</strong> internationally 

renowned road safety experts <strong>and</strong> researchers. Both CIPRB <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong>s team acted 

as partner during planning <strong>and</strong> implementation of the activity. Team members are as follows. 

2.2.1 Advisory board 

The following Experts are voluntarily helping the project through providing all sorts of 

technical support. 

<strong>Safe</strong> 

<strong>Crossing</strong>s 

Implementation 

partner 

CIPRB 

Roads <strong>and</strong> 

Highways 

Department (RHD) 

Research 

Support Team 

International 

Experts 


Table 2.1: Advisory board Bangladesh 

Sl. No Name of advisor Personal description 

1 Prof. Dr. Md. Mazharul Hoque 

Dean, Faculty of Civil Engineering <strong>and</strong> 

Professor, Dept. of Civil Engineering, BUET 

2 Engr. Kazi Muhiuzzaman Ex. Advisor, World Bank 

3 Engr. Habibur Rahman Road <strong>Safe</strong>ty Specialist, Ex. SE, RHD 

4 Engr. Zakir Hossain Road <strong>Safe</strong>ty Specialist, Ex. ACE, RHD 

Table 2.2: Advisory board the Netherl<strong>and</strong>s 

Sl. No Name of advisor Personal description 

1 Prof. Dr. Fred Wegman 

Professor, Road <strong>Safe</strong>ty, Delft University 

of Technology; Advisor, World Bank 

2 Drs Peter Blom CEO, Triodos Bank 

2.2.2. CIPRB team 

The following Personnel are engaged for the project for whole project duration from CIPRB side. 

Table 2.3: CIPRB team 

Sl. No. Name of personnel Designation 

1 Prof. Dr. AKM Fazlur Rahman Executive Director 

2 Dr. Kamran ul Baset Team Leader 

3 Engr. Arif Uddin Deputy Team Leader 

4 Mr. Kazi Burhan Uddin Manager, ACE 

5 Engr. Mehedi Rabbil Assistant Engineer 

6 Md. Anwarul Islam Trainer, Awareness <strong>and</strong> Education 

7 Mr. Abdul Hai Supervisor, Awareness <strong>and</strong> Education 


2.2.3 <strong>Safe</strong> <strong>Crossing</strong>s team 

The following Personnel are engaged from <strong>Safe</strong> <strong>Crossing</strong>s team. They are providing all sorts 

of financial <strong>and</strong> technical support where required. 

Table 2.4: <strong>Safe</strong> <strong>Crossing</strong>s team 

Sl. No. Name of personnel Designation 

1 Dr. Martijn Thierry Founder <strong>and</strong> Director 

2 Mr. Jasper Vet Founder <strong>and</strong> Director 

3 Mr. Siemon van den Berg Director 

4 Mrs. Sylvie Kroef Marketing <strong>and</strong> Communication 

2.3 RHD cooperation 

Roads <strong>and</strong> Highways Department (RHD) actively supported <strong>and</strong> helped in all aspects of project 

activities. Technical services wing of RHD monitored all activities <strong>and</strong> provided necessary 

technical support during the implementation. Narsingdi Roads Division acted as a top supervisor 

in all along the activities. Their active role <strong>and</strong> extreme support in quality control aspect <strong>and</strong> in 

local involvement really made a significant difference positively in project implementation. 

Figure 2.2: Program opening ceremony 


16

Chapter 3: 

impact measurement 


Impact Measurement 

3.1 Spot <strong>and</strong> Intervention selection 

Through detailed field study <strong>and</strong> crash record analysis, three spots have been selected on 

Dhaka-Sylhet (N2) Highway. The location details is being reflected on table 3.1. 

Table 3.1: Location details 

Name of Location Union Upazila District Chainage 

Kunderpara Baghabo Shibpur Narsingdi 61 km 

Nilkuthi Mirzapur Raipura Narsingdi 80 km 

Namapara Mirzapur Raipura Narsingdi 82 km 

The criteria for selecting these sites were: high risk of road crashes, high number of vulnerable 

road users, high speed of motorized traffic – often above 80 km/hr, absence of road safety 

measures, <strong>and</strong> presence of a main ‘conflict zone’ between motorized traffic <strong>and</strong> vulnerable 

road users that is limited in space. Over 2,000 pedestrians <strong>and</strong> 5,000 motorized vehicles pass 

through each of these black spots daily. 

The initial concentration was in the locations where first traffic mixed with slow traffic 

with significant road side development. After the analysis of crash data, previous black 

spot list, rigorous field visit, stakeholder analysis, road user interview, the spots <strong>and</strong> the 

intervention were selected. 

Another main consideration 

during intervention selection 

was the dem<strong>and</strong> of local 

road user. The design 

was replicated in all three 

locations <strong>and</strong> evaluated later 

with baseline data. 

Two major parts of the 

intervention were 

1. Highway Intervention (HI) 

<strong>and</strong> 

2. Awareness, Community 

Involvement <strong>and</strong> Education 

(ACE) Program 

Renowned road safety 

experts from home <strong>and</strong> 

Figure 3.1: Expert visit at project location 


Figure 3.2: Expert visit at project location 

(<strong>Speed</strong> measurement) 

abroad contributed highly in 

all along the process. 

The infrastructural measures 

for speed management were 

designed following Dutch 

road design guidelines, 

applied to the specific 

situation of the locations in 

Bangladesh, <strong>and</strong> have been 

validated by road safety 

experts in Bangladesh. Figure 

3.3 shows the measures 

for Nilkuthi, one of the 

3 intervention locations. 

The measures in all three 

intervention locations are 

similar <strong>and</strong> include: speed 

humps that reduce speed 

of motorized traffic to an 

expected 50 km/h, lateral rumble strips, one or two pedestrian crossings, signs <strong>and</strong> lining, 

<strong>and</strong> a bus bay on both side of the road. 

Figure 3.3: Overview of infrastructural measures at Nilkuthi 


The intervention for ACE activities will be as the following table 3.2. 

Table 3.2: ACE detailed activit y 

Activit y 

Education 

Awareness building 

Enforcement 

Community involvement 

Sub activit y 

Practical training for school children on road safety 

Provide orientation to: 

• CNG drivers 

• Community leaders 

Leaflet distribution to: 

• Bus passengers <strong>and</strong> 

• Pedestrians 

Provide awareness through video show to: 

• School children 

• General people 

<strong>Safe</strong> Crossers help to vulnerable road users <strong>and</strong> manage 

traffic system 

Road safety committee acts as community platform for 

road safety solution 

3.2 Baseline <strong>and</strong> endline study 

To measure the impact of the intervention in improving overall road safety situations on these 

area, a detailed before-after study was designed prior to start the project. The detailed study 

consisted of crash data recording, analysis of near crash (DOCTOR), speed measurement <strong>and</strong> 

beneficiary survey. The before study (baseline) done approximately 1 month before the start of 

the small-scale traffic calming program at the site. The baseline was the official kick off of this 

project in Bangladesh. It took nearly 2 months to finish all the baseline activity. The after study 

(endline) done months after completion of the small-scale traffic calming program. For control 

purposes, we measured the speed of passing motorized traffic at 3 control locations. Given the 

logistical complexity, <strong>and</strong> cost involved, we will not record conflicts or analyze behavior in the 

control locations. 

3.2.1 Crash recording 

One of the major challenges in road safety is the less availability of proper crash data, 

whereas most of the crash record are being underreported at large margin. To develop road 

crashes database as well as to check road crash pattern in the project locations, six record 

keepers (RK) has been appointed from June 2013 till date. The keepers are those local people 

who have business close to the road. Before that, a comprehensive checklist, highlighting 

some key variables, was developed <strong>and</strong> provided to the RKs for this purpose. Orientation 

session has been arranged on process for filling the checklist <strong>and</strong> other related issues for all 


the record keepers prior to 

crash recording. Data 

is being collected <strong>and</strong> 

entered to the computer on 

monthly basis. 

3.2.2 DOCTOR 

observation 

Field observation had been 

done on the spots by two 

trained human observers, 

backed-up by unobtrusive 

video recording. The total 

observation per black spot 

were at least 18 hours, 

divided into 6 blocks of 3 

hours. This is a st<strong>and</strong>ard 

Figure 3.4 : DOCTOR training 

period for DOCTOR. The 6 

blocks included 3 blocks with busy traffic <strong>and</strong> many interactions with VRUs, <strong>and</strong> 3 blocks with 

limited traffic <strong>and</strong> relatively few interactions with VRUs. The video recording a total of 9 days 

(day + night). This helped to also analyze periods <strong>and</strong> events that had not been captured by 

human observers. For all measuring periods, Representative traffic counts has been conducted 

to analyze the data from the recorded video. 

3.2.3 <strong>Speed</strong> measurement 

The speed distribution of each 

type of motorized traffic was 

being measured (buses, trucks, 

cars, minivans, motorcycles), 

when they entered the 

‘crossing conflict zone’, i.e., 

where most pedestrians <strong>and</strong> 

other vulnerable road users 

cross. Only the speed of freeriding 

<strong>and</strong> passing traffic 

was measured. For each 

type of motorized traffic 

at least 200 objects were 

recorded. As measurement 

tools, a laser gun, backed-up 

by speed measurements from 

video was used. 

Figure 3.5 : Snap of traf fic analysis video 


During the speed 

measurement, it was 

confirmed that the 

approaching vehicles 

were not noticing the 

recording as it seemed 

they tend to reduce 

speed after getting 

informed about speed 

recording. Careful 

attention was given 

in placing the speed 

gun as it might cause 

error on recoding it 

stays too far from the 

approaching vehicle. 

Figure 3.6: Collecting speed during baseline study 

3.2.4 Beneficiary survey 

To know the existing road crash situation of the project locations, perception <strong>and</strong> recommendation 

of the community stakeholders, beneficiary survey was conducted in all the project location. A 

detailed questionnaire, 

developed by the 

renowned expert 

used in this survey. 

Experienced program 

personnel conducted 

this in three days (one 

day in each area) The 

interviewee was picked 

r<strong>and</strong>omly from local 

pedestrian. Proper 

consent was taken from 

them prior to interview. 

The participant was 

found so enthusiastic in 

answering all questions. 

Figure 3.7: Beneficiary survey data collection 


Chapter 4: 

Highway Intervention 

Progr a m 


Highway Intervention Program 

The traffic calming adaptations were based on best-practices, applied to the specific situation of 

the black spots in Bangladesh. After consultation with international experts it was concluded that 

the first priority was to significantly reduce the speed of fast-moving motorized traffic. To achieve 

this goal, the selected measures in the program (speed humps, rumble strips, supplemented by signs 

<strong>and</strong> markings) were the most effective measures that are at the same time relatively low-cost <strong>and</strong> 

sustainable. Installing a footbridge for example would have been quite costly <strong>and</strong> it is questionable 

how many pedestrians would have used the foot over bridge. 

The design of the small-scale infrastructural measures was made by leading road safety experts in 

Bangladesh with the help of Grontmij, a leading engineering company in the Netherl<strong>and</strong>s. 

4.1 Salient features of the project 

The summarized project activities are as follows in table 4.1 

Table 4.1: Salient feature of the project 

SI no Particulars Description 

1 Name of the project 

2 Employer of the project 

3 Procuring entry name 

Road <strong>Safe</strong>ty Demonstration Project: <strong>Speed</strong> <strong>Management</strong> 

<strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on N2 Highways 

Centre for Injury Prevention <strong>and</strong> Research, 

Bangladesh (CIPRB) 

Executive Director, Centre for Injury Prevention <strong>and</strong> 

Research, Bangladesh (CIPRB) 

4 Engineer of the project Project Coordinator, Road <strong>Safe</strong>ty, CIPRB 

5 Name of the contractor M/S Taher Enterprise. 

6 Finance of the project <strong>Safe</strong> <strong>Crossing</strong>s, the Netherl<strong>and</strong>s 

7 

Length of the 

intervention area 

1500 m. ( 500 m each location) 

8 Contract value TK. 60,43,277.60 

9 Date of award 11th September 2014 

10 Date of commencement 29th September 2014 

11 Defects liability period 3 Months 

12 Date of completion 15th May 2015 

13 Project liability ended 15th August 2015 


4.2 Activities 

4.2.1 Approval from ministry 

The Project has got approval from the ministry of road transport <strong>and</strong> bridges on 26th May 

2014. Prior to that approval there were several meetings held in RHD Technical service wing 

<strong>and</strong> ministry for discussing the design <strong>and</strong> other aspects of the project. The meeting participants 

checked the feasibility of the design <strong>and</strong> effectiveness in the highway. All of the participants 

were made assured by local <strong>and</strong> foreign expert that the project would be highly beneficial for 

the country. The ministry gave the final confirmation with a condition of not using any name of 

CIPRB or <strong>Safe</strong> <strong>Crossing</strong>s in project locations which was followed very strictly later on. 

4.2.2 Mobilization 

The contractor was awarded of the contract on 11th September 2014 <strong>and</strong> the contractor 

has started preparatory works for mobilization of their resources. Significant progress in the 

procurement of materials <strong>and</strong> hiring equipment was being made in time. Road Side unauthorized 

shop were being removed with the help of RHD on 16th September 2014. All site was being 

cleared <strong>and</strong> made ready for intervention. Required Equipment’s (viz. excavator, soil compactor, 

Figure 4.1: Preparation of site for construction activities in Kunderpara 


oller) were being arranged on site. All construction materials (viz. S<strong>and</strong> <strong>and</strong> Brick) <strong>and</strong> for test in 

LGED lab prior to use on site. Palaciding in Namapara finished by 01st October, 2014. 

4.2.3. Physical work plan by contractor 

M/S Taher Enterprise, the contractor submitted a work schedule for the project before 

starting construction. Necessary preparation <strong>and</strong> deployment of resources for the ensuing 

best construction organized prior to construction. 

4.2.4 Road inspection <strong>and</strong> condition survey 

For better Construction <strong>and</strong> project sustainability, several road inspections done with the 

help of RHD, local <strong>and</strong> foreign expert. 

4.2.4.1 Survey by CIPRB & RHD 

For proper estimation <strong>and</strong> quality control, a survey was conducted with the help of Narsingdi 

RHD in all project location through level machine. The construction estimation was made 

based on this survey report. 

4.2.4.2 Road inspection by CIPRB & <strong>Safe</strong> <strong>Crossing</strong>s 

For road condition survey, a two days exclusive road side inspection survey was done with 

the presence of representative of <strong>Safe</strong> <strong>Crossing</strong>s <strong>and</strong> CIPRB representative. It helped to get 

proper underst<strong>and</strong>ing of local feature <strong>and</strong> required action to make safer road for traffic. 

4.2.4.3 Design layout marking by CIPRB <strong>and</strong> Taher Enterprise 

After completing all pre-requisite activities for contractor selection, layout of the proposed 

design was being established in all three locations with the association of representative 

from Taher Enterprise. It was helpful to get proper underst<strong>and</strong>ing of the intervention items. 

4.2.5 Top supervision <strong>and</strong> monitoring by RHD 

According to project management plan, Roads <strong>and</strong> Highways Department (RHD) acted as a 

top supervisor. They were actively involved in design verification, intervention modification, 

field survey, quality control of construction, cooperation in community involvement <strong>and</strong> 

construction safety assurance. 

Their overall participation <strong>and</strong> strong support in all phase of implementation ensured better 

site management <strong>and</strong> ownership creation among the stake holders. The contribution for RHD, 

especially from Narsingdi Roads Division is highly appreciating <strong>and</strong> a pioneer role from a 

government agency. 


4.2.6 Progress of highway intervention 

The plan for the achieved task done <strong>and</strong> shown in Figure 4.2 

Time period (Month) 

Activities 

Sep 

14 

Oct 

14 

Nov 

14 

Dec 

14 

Jan 

15 

Feb 

15 

Mar 

15 

Apr 

15 

May 

15 

Jun 

15 

Jul 

15 

Aug 

15 

Bus bay palaciding 

Nilkuthi 

Namapara 

Kunderpara 

Rumble strip 

Nilkuthi 

Namapara 

Kunderpara 

<strong>Speed</strong> hump 

Nilkuthi 

Namapara 

Kunderpara 

Bus bay 

Nilkuthi 

Namapara 

Kunderpara 

Road sign installation 

Nilkuthi 

Namapara 

Kunderpara 

Road paint 

Nilkuthi 

Namapara 

Kunderpara 

Project liability period 

Nilkuthi 

Namapara 

Kunderpara 

Figure 4.2: Highway Intervention activities schedule 


4.3 Summary of work progress of the project 

4.3.1 Progress by the contractor 

The work progress made by the Contractor is summarized as follows in Table 4.2 

Table 4.2 Work progress made by the contractor 

Sl. no. Description of activities Location Remarks 

1 Contractors accommodation All Completed 

2 

a) Excavator 

b) Steel vibrating roller 

c) Soil compactor 

All 

Mobilized <strong>and</strong> worked properly 

in the project location 

3 

Bus bay construction 

a) Improved sub grade 

b) Sub base layer 

c) Base layer 

d) Dense bituminous surface 

All 

All were completed in time with 

proper quality 

4 

Survey works 

Chainages markings <strong>and</strong> 

design layout along the length 

of the existing highway on 

both sides 

Adjacent 

Highway in 

all location 

Completed 

5 

Procurement of materials 

Brick (picket) <strong>and</strong> S<strong>and</strong> 

Project 

location 

Bought <strong>and</strong> sent to test prior to 

construction 

6 

Laboratory test 

FM, Gradation, ACV Test, CBR. 

LGED 

Laboratory 

Tests were conducted for 

source approval 

4.3.2 Implementing partner activities 

The implementing partner has conducted the following activities: 

• Regular inspection visits 

• Observed that the contractor crushed brick aggregate <strong>and</strong> s<strong>and</strong> in their site location. 

• Monthly review meeting in CIPRB office in Dhaka. 

• Gradation, CBR, ACV, FM for S<strong>and</strong> <strong>and</strong> Brick were conducted by CIPRB <strong>and</strong> TE for 

source approval in LGED Lab. 

• A safety workshop on “Construction <strong>Safe</strong>ty” held on October 22 in the Narsingdi 

RHD rest house in presence of RHD, CIPRB, <strong>Safe</strong> <strong>Crossing</strong>s, TE representative along 

with construction workers <strong>and</strong> supervisors. 

• Pre-section <strong>and</strong> road side inspection survey work had been completed. 


4.3.3 Source approval 

Sample of brick aggregate <strong>and</strong> local s<strong>and</strong> sent to Narsingdi LGED lab in presence of representative 

of CIPRB, <strong>Safe</strong> <strong>Crossing</strong>s <strong>and</strong> Taher Enterprise for testing. Source was approved for up to DBS 

layer construction of bus bay upon satisfactory result from test. 

4.3.4 Materials test results 

Since the mobilization of the materials at site, a number of tests had been carried out on the 

LGED laboratory as per direction <strong>and</strong> recommendation of the CIPRB team. For the purpose 

of ascertain the design requirements of asphalt concrete, test results on material properties 

are summarized in Table 4.3 

Table 4.3: Test results of aggregation at site during the construction period 

Sl no Materials Test 

Test 

designation 

No 

of test 

Remarks/Limit 

1 Picket CBR 1 No For Bus bay, result was satisfactory 

2 Picket ACB 2 Nos For Bus bay, result was satisfactory 

3 Picket Gradation ASTM C127 2 Nos For Bus bay, result was satisfactory 

4 S<strong>and</strong> FM ASTM C128 1 No For Bus bay, result was satisfactory 

4.3.5 Monthly review meetings 

Several monthly review meetings for monitoring the progress of the project were held 

at CIPRB head office. The advisory board, CIPRB team <strong>and</strong> contractor were present <strong>and</strong> 

discussed different aspects of the Project <strong>and</strong> the progress of the construction activities. 

4.3.6 Important correspondences 

Exchange of important correspondences between CIPRB, MRTB, RHD, TE are attached to 

Appendix- A. 

4.3.7 Important discussions regarding the work progress 

Key decision during the working time was as follows: 

• Limited tendering method used to find the appropriate contract for this 

demonstration project. 

• Project liability period would be three months after completion. 

• Total Construction safety should be assured by selected contractor. 

• Construction material would be tested in local LGED lab in Narsingdi 

• Local s<strong>and</strong>, brick <strong>and</strong> boulder stone, 60-70 grade bitumen would be used for the 

construction activities. 

• The road marking should be retro reflective thermoplastic paint <strong>and</strong> road sign should 

be retro reflective. 


• Contractor would get their first payment after completion of 30% total project 

activity, rest would be on dem<strong>and</strong> 

• Prior to payment, the advisory board would visit all three locations for payment 

certification. 

• RHD should be the top supervisor <strong>and</strong> owner of the project. The project should be 

h<strong>and</strong>ed over to them after completion. 

• Total project should be properly documented for future purpose. 

4.4 Concluding comments 

The chapter summarizes the progress of highway intervention for the whole project period. 

Contractor was selected through tendering. Site has been h<strong>and</strong>ed over in time. Necessary 

resource deployment <strong>and</strong> mobilization works were on time. Transportation, logistics <strong>and</strong> 

procurement of the construction materials were done in time. Condition survey, topographical 

survey <strong>and</strong> pre-sections survey works on the project were completed before construction. 

Necessary material test were in regular progress for quality control aspect. <strong>Safe</strong>ty precaution 

taken by the contractor was satisfactory. However due to weather condition <strong>and</strong> adverse 

socio -economic condition, the activity required more time than planned to be completed. 

Figure 4.3: Namapara af ter construction 


Chapter 5: 

Awareness, Communit y 

Involvement <strong>and</strong> 

Education Progr a m 


Awareness, Communit y Involvement 

<strong>and</strong> Education Program 

ACE Program is the best tools to create safe road user <strong>and</strong> to confirm project sustainability 

through creating strong local ownership <strong>and</strong> commitment from local stakeholders. It has been 

observed that without community involvement <strong>and</strong> proper training of road user, engineering 

intervention did not perform at its best. Hence, with the joint participation <strong>and</strong> contribution 

from the expert of home <strong>and</strong> abroad, this comprehensive plan has been prepared <strong>and</strong> 

implemented. The key activities will be highlighted in this chapter. 

5.1 Road safet y committee 

Formation of Road <strong>Safe</strong>ty Committee was one of the major components of the project that 

involved local community in all steps of the program. The committees are responsible for 

ensuring proper utilization of the project intervention by the road users as well as to provide 

overall help in any aspect related to the project. 

The committee was consisting of 11 key members of the local community. Chairman of the local 

union parishad is chairperson of the committee, where record keepers, other local government 

representatives, school teacher, local market committee member, religious leader, member of 

local CNG driver association <strong>and</strong> other influential community are also acting as general member. 

Routine meeting is ongoing on some prefixed agenda such as updating of project activities, 

upcoming activities, responsibilities of the committee members, their behaviour on road, 

issues the committee members faced from the community <strong>and</strong> look for solutions etc. Since 

formation, 11 meetings in Nilkuthi <strong>and</strong> 10 each in Namapara <strong>and</strong> Kunderpara have been 

conducted. However, it will be continued till next October, 2016. 

5.2 Warning sticker stitching 

To ensure safety of the passengers, pedestrians <strong>and</strong> construction workers, comprehensive 

precautionary measures were taken before starting of construction activities that includes 

attaching sticker on high speedy buses in larger bus st<strong>and</strong>s at Dhaka <strong>and</strong> central bus st<strong>and</strong> in 

Bairab. Sticker was stitched on buses before 7-10 days of starting construction work. 

Along with the sticker, letters were issued to the owner of the major bus companies. Sticker 

was stitched in two phases. 250 in the first phase <strong>and</strong> 160 in second phase. After completion 

of first phase, a short assessment was conducted <strong>and</strong> based on that assessment, second 

phase was completed. 

5.3 Communicative materials (Leaflet) 

To make community people aware on road safety, leaflet with six key pictorial messages 

were distributed to the local stakeholders. Proper messages were selected <strong>and</strong> illustrated, 

considering the simplicity <strong>and</strong> visiting the project locations. Leaflet were distributed to all 

road users from person to person in the project area. For better underst<strong>and</strong>ing, the officials 

helped the villagers to make them underst<strong>and</strong> the messages. 


5.4 <strong>Safe</strong> child pedestrian training (SCPT) 

<strong>Safe</strong> child pedestrian training is a practical training for the young children for using road 

safely. Training was conducted for grade I <strong>and</strong> II students in some selected primary schools, 

close to the project locations. 

Training was conducted by volunteer teachers. Training was conducted in two major parts. First 

one was 10-15 minutes classroom discussion on flip chart <strong>and</strong> then 15-20 minutes practical 

demonstration on road. A batch of four children was formed by the trainer. At least four sessions 

were conducted with each batch for making the trainee children graduate. Considering the 

challenge <strong>and</strong> risk of training on the highway, village road was used for practical demonstration 

with demo zebra crossing. 

Day long training of trainers (ToT) was organized for the volunteer teachers. Necessary 

materials <strong>and</strong> logistics like flip chart, training manual, safety vest for teachers <strong>and</strong> students 

were distributed before starting the training. This activity was conducted on May-June 

2015. Total eligible children were 181 in all the selected schools <strong>and</strong> among them, 116 

(64% overall) were completed the training successfully. 

5.5 Video show 

As an indispensable part of awareness <strong>and</strong> education program, interactive popular theatre (video 

show) was conducted for the school children. Focusing some key road safety messages, a 20 minutes 

video clip was developed. This is a very effective method for providing messages <strong>and</strong> making the 

young children aware to be a safe road user. Students of grade IV-VIII were the target group. 

Around project locations, there are 7 primary <strong>and</strong> 1 combined (primary <strong>and</strong> secondary) schools. 

Around 1200 students are enrolled in those school. Through conducted 20 number of shows, all 

the targeted students were covered. Using multimedia projector <strong>and</strong> digital sound system, shows 

were conducted in the classroom while generator ensured uninterrupted power supply. 

Introductory discussion, knowledge assessment through pre- <strong>and</strong> post-test, displaying of 

show <strong>and</strong> post show discussion was the major activities of the video show. 

5.6 CNG drivers’ orientation 

Baseline findings revealed that CNGs are directly involved with more than half of total road 

crashes in the project locations. Based on this findings, project organized orientation for the 

CNG drivers. The events included displaying pictures <strong>and</strong> videos of some crashes <strong>and</strong> near 

crashes <strong>and</strong> participatory discussion on 10 basic safe lessons on road safety. 

CNG drivers were identified from the drivers’ associations close to project locations who were 

selected by the secretary of the association. 120 Drivers were r<strong>and</strong>omly selected from different 

four associations (Nilkuthi, Taluk K<strong>and</strong>i, Baroicha <strong>and</strong> Narayanpur). Current drivers who were 

running their CNG were participated in the orientation. Each group consisted of 10 members. 

The event conducted in two phase. In the first phase, some pictures <strong>and</strong> videos of crashes <strong>and</strong> 

near crash' were illustrated. Making pledge by the drivers for become a safe driver was the topic 

of second phase. 


5.7 <strong>Safe</strong> crosser 

<strong>Safe</strong> crossers are one of the effective components of the project. They were helping 

vulnerable road users during crossing the road. For better road capacity, they were also 

responsible for managing traffic, close to the crossing. 

After completion of intervention on road, comprehensive observation directed appointing 

<strong>Safe</strong> Crossers for better traffic management. They briefed the road users about safe 

behaviour <strong>and</strong> proper utilization of the provided intervention. Twelve members of Ansar 

VDP was deployed for this purpose. Four persons in each location were providing duty in 

shift basis. Two persons were in each shift where shift divided by day <strong>and</strong> evening. Day shift 

started from 6 am to 2 pm <strong>and</strong> evening shift was up to 10 pm from 2 pm. 

Major activities of safe crossers are to instruct bus drivers for using the bay, not to park 

vehicles on road <strong>and</strong> close to crossing, maintaining discipline on the intersection <strong>and</strong> help 

vulnerable road users to cross the road etc. 

5.8 Challenges 

Some challenges were being faced by project personnel to manage this cost effective awareness 

<strong>and</strong> education activities in rural settings. The challenges are as follows: 

Regarding village road safety committee, at initial stage, there was a plan for conducting 

committee meeting twice a month but it was not possible. Less attending tendency by the 

members, members' business with their own job <strong>and</strong> country's political situation are the main 

obstacles in this regard. 

Regarding sticker attaching, sometimes bus companies were refused to stick the messages 

for fear of damaging vehicle colour. 

Regarding Leaflet distribution, literacy rate <strong>and</strong> level of education of the general people 

varies. Sometimes uneducated villagers were unwilling to learn <strong>and</strong> project staff managed 

them by describing the messages which was time consuming. 

Regarding school education program, routine examination in the schools, teachers’ assignment 

with regular school activities, special holidays <strong>and</strong> country's unrest political situation were 

the main challenges for training <strong>and</strong> video show. 

In CNG orientation, Drivers were busy on driving CNG then attending the program. Hence, 

making them convenient with their preferable time <strong>and</strong> location were challenging. 

Regarding <strong>Safe</strong> Crosser, the major difficulties faced on that time were: less response on instructions 

of supervisor, unnecessary quarrel with drivers <strong>and</strong> negligence on duty at less supervision, 

unwillingness on wearing reflective safety vest; risky road crossing attitudes from newly recruited 

persons etc. were the main challenges. Moreover, local people were creating pressures to recruit 

themselves as safe crosser were also the mentionable challenge from the community. 

5.9 Concluding comments 

In addition to the engineering activities, the program consisted of education activities <strong>and</strong> activities 

to involve the local community. It has been the combination of all three activities that has caused the 

success of the program. 


Chapter 6: 

Project Outcomes 


Project Outcomes 

The project has been fruitful in reducing excessive speed of the vehicle to moderate one <strong>and</strong> 

hence improving overall crash situation. The following section will highlight the achievements of 

the project in brief. 

6.1 Travel speed 

During baseline survey <strong>and</strong> previous crash pattern analysis, it has been proved that inter <strong>and</strong> 

intra district Bus, Car <strong>and</strong> Truck were the main causes of crash whereas slow <strong>and</strong> vulnerable road 

user like pedestrians <strong>and</strong> slow motorized vehicles are the worst victims of these killer vehicles. 

Reduction of operating speed in the project areas are illustrated in following figures 6.1. 

Figure 6.1: Cumulative distributions of speed (km/h) for before <strong>and</strong> af ter 

Figure 6.1 Cumulative distributions of speed (km/h) for the three intervention locations 

before <strong>and</strong> after by type of road user (bus, truck <strong>and</strong> car) - relates to speed measurements 

on endline (November 2015) 


The detailed speed difference is being presented in the following tables for each locations in 

Table 6.1, 6.2, 6.3 respectively which are showing good example of speed calming without 

hampering the major function of the road 

Table 6.1: Nilkuthi: before <strong>and</strong> after speed data 

Nilkuthi Baseline <strong>Speed</strong> (km/h) End line(km/h) Dif ference(km/h) 

Bus 68.7 54.6 14.0 

Truck 53.8 40.3 13.5 

Car 75.3 55.3 20.0 

Combined 65.9 50.1 15.9 

Table 6.2: Namapara: before <strong>and</strong> after speed data 

Namapara Baseline speed (km/h) Endline (km/h) Dif ference (km/h) 

Bus 67.3 55.4 12.0 

Truck 50.6 40.4 10.2 

Car 70.4 55.3 15.1 


Table 6.3: Kunderpara: before <strong>and</strong> after speed data 

Kunderpara Baseline <strong>Speed</strong> (km/h) End line(km/h) Dif ference(km/h) 

Bus 72.3 58.5 13.7 

Truck 53.2 39.3 13.9 

Car 75.7 54.6 21.1 


It is accepted practice in the scientific community to select control areas in order to correct 

for any influencing factors that have nothing to do with the road safety program but can 

affect the outcome of the study. 

Gabtoli Bus st<strong>and</strong>, the control location of Nilkuthi <strong>and</strong> Gashirdia, the control location of 

Kunderpara showed nearly same traffic behaviour as before which proved the success of 

the intervention in reducing the speed of heavy vehicles on the pilot locations. 


Based on the reduction 

in speed reduction 

after construction, the 

estimated reduction in 

fatalities using Nilsson’s 

<strong>and</strong> Elvik’s formula’s 

combining two locations 

combined, the average 

estimated reduction 

in fatalities is 59% 

using Nilsson’s formula 

<strong>and</strong> 60% using Elvik’s 

formula ( Table 6.4 <strong>and</strong> 

Figure 6.2 ) 

Figure 6.2: Relation of speed with crash reduction 

Table 6.4: Estimated fatalities reduction using Nilsson’s (1982) <strong>and</strong> 

Elvik’s (2009) formulas 

Estimated reduction in fatalities Nilsson’s formula Elvik’s formula 

Nilkuthi 57% 58% 

Kunderpara 61% 62% 

Average for 2 locations 59% 60% 

6. 2 Crash reduction 

The Crash data collected in all three locations during before construction period ranges 

from June 1st 2013 to December 31st 2014 (19 months) <strong>and</strong> the after construction period 

from May 1st 2015 to January 31st 2016 (9 months). Table 6.5 shows the total number of 

crashes, injuries, <strong>and</strong> fatalities in the before <strong>and</strong> after periods. The numbers shown are the 

combined totals for the 3 intervention locations. 

Table 6.5: Number of crashes, injuries, <strong>and</strong> fatalities in before <strong>and</strong> af ter period 

Total for period 

(3 locations combined) 

Before 

(19 months) 

Af ter 

(9 months) 

Number of crashes 175 28 

Number of injuries 377 48 

Number of fatalities 19 3 

Analysis shows the fatalities in the before period in all three intervention locations, categorized 


y type of road crash. Pedestrians account for 63% of all <strong>and</strong> motorbikes for 16% where buspedestrian 

crashes accounted for relative most fatalities. 

Since the completion of the speed hump, there have been 3 fatalities in the intervention locations 

till March 2016. All three fatalities resulted from a bus-passenger crash. In the first fatality 

(August 2015), an adult man jumped off a bus that was still driving <strong>and</strong> his clothes got caught 

under the wheels of the bus. In the second fatality (October 2015), a bus hit young boy who 

was crossing the highway. In the third fatality, a bus hit an adult who was crossing the highway 

(November 2015). 

Figure 6.3 shows the monthly totals for the number of crashes, the number of injuries, <strong>and</strong> the 

number of fatalities respectively. We have excluded the numbers for the months during which the 

speed humps were installed (Jan 2015 – April 2015). 

Before-After comparison (all locations) 

Construction period 

Figure 6.3: Total number of crashes, injuries <strong>and</strong> fatalities per month before-after 

Table 6.6 is representing the percentage of reduction in crash, mortality <strong>and</strong> morbidity 

comparing before –after data. 

Table 6.6: Crash statistics for the three intervention locations combined 

No of crash 

per month 

No of people died 


No of people injured 


Before interventions 9.2 1.0 19.8 

After interventions 3.1 0.3 5.3 

Reduction (absolute) 6.1 0.7 14.5 

Reduction % 66% 67% 73% 

Level of significance p< 0.01 p < 0.10 p < 0.01 


Comparing the average numbers per month for the before <strong>and</strong> after period. The table 

shows an average reduction in the number of crashes of 66%, in the number of people killed 

of 67% <strong>and</strong> in the number of injuries of 73%. For pedestrians, comparison between before 

<strong>and</strong> after period reveals a reduction in the average number of crashes of 65% while the 

average number of pedestrian injuries declined by 81%. 

6.3 Conflict observation (DOCTOR) using video recordings 

During the project, one of the major components was analysing the conflicts (near crash) 

through DOCTOR (Dutch objective of conflict technique observation <strong>and</strong> research) techniques. 

For analysing the traffic behaviour, the DOCTOR method requires a total conflict observation 

period of 18 hours. For the sampling of the recording for each location, 3 days with specific time 

block (4.5 hours each in Before-After per location) were selected to analyse the data. As we 

analysed these videos it became clear that slight conflicts according to the DOCTOR technique 

(severity category 1-2) are considered as more or less normal behaviour in the Bangladesh 

setting comparing with developed world. Therefore, we decided to focus our analysis on the 

severe conflicts (severity category 3-5) only. 

In Nilkuthi, 4.5h period analyses revealed that the number of serious conflicts was reduced 

from 56 in the before period to 38 in the after period (Figure 6.4). In addition, this also 

indicates a shift to the left in conflict severity, implying that the conflicts in the after period are 

less severe than in the before period with no conflicts of the highest level 5 anymore. Conflicts 

with severity 5 represented 12.5% of serious conflicts in the before period. 

In Kunderpara the number of serious conflicts was reduced from 73 to 22 in the after period 

(Figure 6.4), a larger reduction than in Nilkuthi. When we take the road user volumes into 

account by the number of conflicts/volume, we see a reduction in conflict risks of 67% 

(22/5.645 After versus 73/5.724 Before). 

 

Like in Nilkuthi, Figure 6.4 shows a shift to the left in conflict severity, implying that the 

conflicts in the After period are less severe than in the Before period with no conflicts in the 

most severe category anymore. This effect in Kunderpara was also stronger than in Nilkuthi. 

Severity of conflict 

Figure 6.4: Nilkuthi <strong>and</strong> Kunderpara total number of serious conflicts before-after 

(per severity) 


Analysis shows that, in Nilkuthi, buses represent the largest proportion involvement (34% 

Before, 30% After), followed by CNGs <strong>and</strong> cars. Pedestrians are represented in 6% <strong>and</strong> 8% 

of serious conflicts in the before <strong>and</strong> after period, respectively. 

Analysis shows that in Kunderpara, buses represent the largest proportion involvement in the 

After period (40.5% versus 25% in the Before period), followed by cars/microbuses with around 

25%. CNGs have a lower share in serious conflicts than in Nilkuthi. Pedestrians are represented 

in 6.5% <strong>and</strong> 12% of the serious conflicts in the before <strong>and</strong> after period, respectively. 

For the 2 locations together, the total number of serious conflicts (only DOCTOR scores 3, 4, 

<strong>and</strong> 5) was significantly reduced from 65 serious conflicts per location in a 4.5 hour period 

before to 30 serious conflicts in the after period, Besides, no conflicts of the highest severity 

category occurred in the after period. 

Table 6.7: Pedestrian count before-af ter 

Before Af ter Dif ference Dif ference (%) 

Nilkuthi 1495 1389 -106 -7% 

Kunderpara 2238 2372 134 6% 

Namapara 1274 1590 316 25% 

Total 5007 5351 344 7% 

6.4 Traf fic count before <strong>and</strong> af ter 

The table below shows the traffic count in the before <strong>and</strong> after situation for all types of 

traffic, measured over a period of 4.5 hours in the daytime. The data for the pedestrian 

numbers in the 3 locations is as follows: 

Table 6.8: Traf fic count before – af ter (measured over 4.5 hours in daytime) 

Location <strong>and</strong> 

vehicle t ype 

Nilkuthi 

Before (4.5 h) Af ter (4.5 h) 

Number Percent Number Percent 

Bus 458 7.6 488 8.7 30 

Truck 328 5.4 380 6.8 52 

Pick up/mini truck 289 4.8 391 7.0 102 

Car/Microbus 591 9.8 655 11.7 64 

CNG 2257 37.4 1502 26.8 -755 

Motorbike 293 4.9 278 5.0 -15 

Pickshaw/bicycle 320 5.3 523 9.3 203 

Pedestrian 1495 24.8 1389 24.8 -106 

Combined 6031 100 5606 100 -425 

Dif ference 

(Number) 


Table 6.8: Traf fic count before – after (measured over 4.5 hours in daytime) contd. 

Location <strong>and</strong> 

vehicle t ype 

Before (4.5 h) Af ter (4.5 h) 

Number Percent Number Percent 

Dif ference 

(Number) 

Kunderpara 

Bus 455 7.9 517 9.2 62 

Truck 428 7.5 385 6.8 -43 


Car/Microbus 713 12.5 727 12.9 14 

CNG 798 13.9 490 8.7 -308 

Motorbike 294 5.1 349 6.2 55 

Pickshaw/bicycle 645 11.3 379 6.7 -266 

Pedestrian 2238 39.1 2372 42.0 134 

Combined 5724 100.0 5645 9.2 -79 

Namapara 

Bus 523 8.8 539 9.0 16 

Truck 423 7.1 391 6.6 -32 


Car/Microbus 710 11.9 709 11.9 -1 

CNG 2173 35.8 1326 22.2 -811 

Motorbike 243 4.1 291 4.9 48 

Pickshaw/bicycle 383 6.4 671 11.3 288 

Pedestrian 1274 21.4 1590 26.7 316 

Combined 5966 100 5964 100 -2 


6.5 Hourly variation of crash 

After analyzing total crash record, recorded by local record keepers, showed that nearly 

86% of crashes happened between 10:00 to 20:00. The plotted crash variation is being 

represented in figure 6.5. 

Percent of crashes by hour 

Figure 6.5: Hourly variation of crashes 

6.6 Benefit cost ratio of the project 

Estimated social economic return at 6000% for this project which is tremendous. The 

total benefit of the project is in the order of Taka 780 Million due to avoided health cost, 

congestion, damage, production loss etc. Measured in another way, the ‘cost per DALY 

saved’ is below USD 100 which is also highly cos-effective. 


Chapter 7: 

Conclusion <strong>and</strong> 

Recommendations 


Conclusion <strong>and</strong> Recommendations 

The integrated program of speed reducing measures on Dhaka-Sylhet (N2) highway that 

passes through villages, combined with active community involvement <strong>and</strong> road user education 

has shown a reduction in travelling speeds in the villages <strong>and</strong> as a result a reduction in road 

traffic fatalities <strong>and</strong> injuries of at least 60%. The result is proving the effectiveness of the 

program. An additional advantage of the integrated speed management program is that it 

can be implemented relatively quickly (in 6 to 12 months) <strong>and</strong> that the cost-effectiveness is 

very high. Analysis suggests that a ‘cost per DALY saved’ of below USD 100. 

Active <strong>and</strong> prompt support of RHD in all aspect of project activity is highly appreciated. 

Efficient participation of local community <strong>and</strong> government agencies has made the project 

a perfect example of local ownership <strong>and</strong> involvement, which paved the implementation in 

various aspect. 

During the project, a perfect demonstration of construction safety had been showed as there 

is no single crash or injury all along the working days, which is highly appreciated by all. The 

strong commitment of the contractor to safety greatly contributed in this aspect. Moreover, 

the project introduces some new <strong>and</strong> innovative low cost intervention such as village road 

safety committee, crash record keeping at relatively faster <strong>and</strong> accurately, placement of 

road sign with better visibility, safe crosser on the highway etc. 

The project can be implemented in much more risky locations along the highway, even in the 

urban areas. Active <strong>and</strong> joint effort of the respective government agencies can make the 

highway much safer to reduce the death in road by 50% within 2020. We highly recommend 

the Government of Bangladesh to replicate this speed management project across the country. 

This can be done both on existing highways <strong>and</strong> included in the design of new highways. This 

project has clearly demonstrated that investing in road safety results in social, health <strong>and</strong> 

economic benefits for the country. 


Chapter 8 

References 


References 

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Continent: The first integrated speed management program benefiting VRUs in Bangladesh: 

Results <strong>and</strong> implications for LMI; Rio de Jenerio, Brazil (May 18, 2016) 

Afukaar, F.G. (2008). Evaluating Road <strong>Safe</strong>ty Interventions: The Case of Ghana. Symposium 

on Evaluating Road <strong>Safe</strong>ty Interventions for Health Outcomes (May7-8, 2008). RTIRN 

Bunn F, Collier T, Frost C, Ker K, Steinbach R, Roberts I, Wentz R; Published Online: October 

7, 2009, Cochrane Review 

Elvik, R. (2009). The Power Model of the relationship between speed <strong>and</strong> road safety: update 

<strong>and</strong> new analyses. TØI Report 1034/2009. Institute of Transport Economics TØI, Oslo. 

Hoque, Md M. (2013). Pedestrian <strong>Safe</strong>ty: The Bangladesh Context. Workshop on Effective 

Engineering Treatment to improve Pedestrian <strong>Safe</strong>ty. April 2-4 2013. GRSP/iRAP 

Horst, A.R.A. van der (2013). Manual Conflict Observation Technique DOCTOR (Dutch 

Objective Conflict Technique for Operation <strong>and</strong> Research. (Report RSFA 13-001). Voorburg: 

Foundation Road <strong>Safe</strong>ty for All. (English translation of Kraay, van der Horst & Oppe, 1986). 

Hyden, C., Svensson, A. (2009). Traffic Calming in India Report on the theory of Traffic 

Calming <strong>and</strong> empirical trials in the city of Jaipur. Lund Institute of Technology 

Kraay, J.H., Horst, A.R.A. van der, Oppe, S. (1986). H<strong>and</strong>leiding Conflictobservatietechniek 

DOCTOR (Rapport IZF 1986 C-6). Leidschendam: SWOV; Soesterberg: TNO. 

Nantulya, V.M., Reich, M.R. (2003). Equity dimensions of road traffic injuries in low- <strong>and</strong> 

middle- income countries. Injury Control <strong>and</strong> <strong>Safe</strong>ty Promotion. Vol 10. No 1-2. Pp13-20 

Nilsson, G. (1982). The effects of speed limits on traffic accidents in Sweden. In: Proceedings 

of the international symposium on the effects of speed limits on traffic accidents <strong>and</strong> transport 

energy use, 6-8 October 1981, Dublin. OECD, Paris, p. 1-8.82 

Perel, P., Ker, K., Ivers, R., & Blackhall, K. (2007). Road safety in low- <strong>and</strong> middle-income 

countries: A neglected research area. Injury Prevention, 13(4), 227. doi:10.1136/ 

ip.2007.016527 

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a function of car impact speed. In: Accident Analysis <strong>and</strong> Prevention, vol. 43, nr. 1, 25-33. 

WHO (2013). Global status report on road safety 2013: supporting a decade of action 


Annexure A: 

Gallery 


Project meeting 

Routine meetings with ministry, advisory board <strong>and</strong> other stakeholders were held 

during the project with the participants from Bangladesh <strong>and</strong> abroad 

Policy meeting in ministry 

Project presentation in secretariat 

Routine advisory meeting 

Meeting with partners <strong>and</strong> stakeholder 


Partnership buildup 

Prior to the start of the project partners were selected for a successful implementation 

Design discussion withTechnical Service Wing, RHD 

MoU between CIPRB <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong>s 

Contract signing with contractor 


Active participation by RHD 

Roads <strong>and</strong> Highways Department was actively involved in all project activities from the 

planning to the implementation including Design, Construction <strong>and</strong> evaluation phase. 

Project inauguration by Chief Engineer, RHD 

On site design explanation 

Construction supervision 


Construction safet y 

<strong>Safe</strong>ty of both road users <strong>and</strong> construction workers was a main focus during construction. 

<strong>Safe</strong>ty workshops <strong>and</strong> daily safety drills were held before <strong>and</strong> during the project 

Routine safety brief 

Workshop on construction safety 


Bus bay construction 

Bus bays were installed to ensure better visibility <strong>and</strong> reduce overtaking at the selected crossings. 

Palaciding work 

Excavation on site 

Laying asphalt of base layer 


Installing speed management devices 

Rumble strips <strong>and</strong> speed humps were installed as speed management devices whereas rumble 

strip form a warning for the drivers <strong>and</strong> speed humps reduce the speed of these drivers. 

Marking rumble strip 

Installing rumble strip 

Installing speed hump 

Sealing speed hump 


Installing road sign <strong>and</strong> markings 

To make the project visible at both day <strong>and</strong> night , retro-reflective road signs <strong>and</strong> markings 

were installed. 

Installing attention line 

Retro-reflective signs 

Installing hump markings 

Zebra crossings 


Active communit y involvement 

The local communities were actively involved in the project through village road safety 

committees, road safety training <strong>and</strong> various social events in the project locations. 

ToT for SCPT 

Celebration of UN road safety week 

Routine RSC meeting 


Awareness <strong>and</strong> education program 

Road safety training was provided to school children, CNG drivers <strong>and</strong> local road users. 

Class room video show 

Illustrating leaflet messages 

Real time road side training 


Project presentation 

The Project findings have been presented in various prestigious international events in the 

Netherl<strong>and</strong>s, Brazil, China <strong>and</strong> the Philippines. It has also been presented in RHD technical 

services wings. 

Presentation in Beijing, China 

Presentation in Rio-de-Jenerio, Brazil 

Presentation in Delft, the Netherl<strong>and</strong>s 

Presentation in ADB head quarter, Manila, Philippines 


Extensive media coverage 

The project has been featured in various national <strong>and</strong> international media, including The 

Guardian (UK) <strong>and</strong> BBC Bangla. 

ATN Bangla on 10 May 2015 

Dhaka Tribune on 15 May 2016 

Narsingdir bani on 14 May 2015 

BBC Bangla on 06 August 2015 

Theguardian, UK on 23 September 2016 


Annexure B: 

ACE Tables 


Annexure- B: ACE Tables 

Table- Annex B1: Status of road safet y committee meetings 

Activities 

Project locations 

Nilkuthi Namapara Kunderpara 

Number of meetings conducted 11 10 10 

Average participants 8 10 8 

Table- Annex B2: Details of sticker stitching 

Sl no. 

Name of Bus company 

Number of sticker 

stitching (1st phase) 

Number of 

sticker stitching 

(2nd phase) 

Total 

Distribution 

(Cumulative) 

01 ENA Transport 0 20 20 

02 UNIQUE 0 7 7 

03 Hanif 7 0 7 

04 Shohag 3 6 9 

05 Shyamoli 11 1 12 

06 Tisha Group 7 9 16 

07 Royal Coach 5 14 19 

08 Al- Mubaraka 8 0 8 

09 Diganta 5 1 6 

10 Mitali 5 7 12 

11 Bismillah 4 1 5 

12 Green Line 0 6 6 

13 Agradut 11 1 12 

14 Mamun 13 2 15 

15 BRTC 10 8 18 

16 Badsha 22 11 33 

17 Chalanbil 15 8 23 

18 Ananna 14 9 23 

19 Akota 3 0 3 

20 Jatayat 10 5 15 

21 Hour Express 10 2 12 

22 Taj 4 2 6 

23 Uttara 14 7 21 


Table- Annex B2: Details of sticker stitching (Contd..) 

Sl no. 

Name of Bus company 

Number of sticker 

stitching (1st phase) 

Number of 

sticker stitching 

(2nd phase) 

Total 

Distribution 

(Cumulative) 

24 Kajol Poribahan 6 1 7 

25 Ishakha 9 15 24 

26 Meghaloy 7 4 11 

27 Jamuna 2 0 2 

28 NP Paribahan 3 2 5 

29 Ahmed Paribahan 2 0 2 

30 Others 39 11 50 

Total 249 160 409 

Table- Annex B3: Details of leaflet distribution 

Project location Distribution date Number of leaflet distributed 

21-Mar-15 500 

Nilkuthi 

22-Mar-15 500 

23-Mar-15 500 

24-Mar-15 500 

31-Mar-15 500 

Namapara 

1-Apr-15 500 

2-Apr-15 500 

9-Apr-15 300 

10-Apr-15 400 

Kunderpara 

12-Apr-15 500 

13-Apr-15 500 

15-Apr-15 300 

Total 5000 


Table- Annex B4: Status of <strong>Safe</strong> Child Pedestrian Training (SCPT) 

Activities 

Name of schools 

Razu 

School 

Mamdabad 

School 

Machineghar 

School 

Kunderpara 

School 

Total 

Number of eligible students 27 43 49 62 181 

Number of students 

completed training 

00 36 32 48 116 

% achievement 0 83.7 65.3 77.4 64.1 

Table- Annex B5: Status of video show 

Show 

no 

School name 

Conduction 

date 

Grade 

(Section) 

# of 

Participants 

# of 

student 

given test 

1 Raju School 02 April VI - (A) 80 12 

2 Raju School 04 April VI - (B) 73 12 

3 Raju School 06 April VI - (C & D) 108 21 

4 Raju School 07 April VII - (A) 102 14 

5 Raju School 08 April VII - (B) 95 14 

6 Raju School 09 April VII - (C) 80 12 

7 Raju School 19 April VIII - (A) 71 12 

8 Raju School 20 April VIII - (B) 57 11 

9 Raju School 22 April VIII - (C) 40 08 

11 Fulkoli KG 23 April IV & V 22 04 

12 Medhashiri KG 06 May IV & V 19 04 

13 Mamdabad School 30 May IV 35 06 

14 Mamdabad School 10 May V 33 06 

15 Machineghar School 09 May V 55 10 

16 Machineghar School 14 May IV 54 08 

17 Kunderpara School 19 May IV 35 05 

18 Kunderpara School 19 May V 42 06 

19 Matrichhya KG 31 May IV & V 27 06 

Total 1028 171 


Table- Annex B6: Status of CNG driver orientation 

Location Date Batch no 

Number of 

participants/batch 

Number of participants 

(Cumulative) 

12-May 1 11 11 

Nilkuthi 

11-Jun 2 10 21 

11-Jun 3 10 31 

14-Jun 4 10 41 

1 10 51 

Taluk K<strong>and</strong>i 

15-Jun 

2 11 62 

3 11 73 

1 10 83 

Baroicha 

16-Jun 

2 10 93 

3 10 103 

Narayanpur 

17-Jun 

1 10 113 

2 10 123 

Table- Annex B7: Status of safe crosser activit y 

Activities 

Number of safe crosser 

in Phase-I 

Number of safe crosser 

in phase-II 

Name of location 

Nilkuthi Namapara Kunderpara 

2 0 0 

4 4 4 

Period of duty 01 Jun - 30 Nov 01 Jul - 30 Nov 01 Jul - 30 Nov 


“A pilot scheme introducing speed bumps <strong>and</strong> other basic safety measures to the Dhaka- 

Sylhet N2 highway has shown how simple infrastructure can save lives" theguardian 

Published on 23 September 2016” 

“This project is different from all the road safety work we have done before because 

we worked very actively with local communities who are affected by the N2” 

Prof. Dr. Md. Mazharul Hoque, BUET, Published on theguardian, UK on 23 September 2016 

“From training, we have been taught how to cross safely <strong>and</strong> we are feeling safer now than 

before” Faria Islam, Student, Class III, Kunderpara school 

r e s e a r c h c e n t r e 


House- B/162, Lane- 23, New DOHS, Mohakhali, Dhaka-1206 

Phone: +880-2-58814988, Fax: +880-2-58814964 

Website: www.ciprb.org, E-mail: roadsafety@ciprb.org

Speed Management and Safe Crossing on Dhaka-Sylhet Highway (N2) in Bangladesh

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