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

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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) Report on <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on Dhaka-Sylhet Highway (N2) in Bangladesh 40
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) Report on <strong>Speed</strong> <strong>Management</strong> <strong>and</strong> <strong>Safe</strong> <strong>Crossing</strong> on Dhaka-Sylhet Highway (N2) in Bangladesh 41
Page 2 and 3: Report on Speed <s
Page 4 and 5: Foreword Road traffic crashes are a
Page 6 and 7: Abbreviation BHIS GoB GRSP LMIC MRT
Page 8 and 9: Executive Summary Around 90% of the
Page 10 and 11: Introduction Road traffic crashes -
Page 12 and 13: The selection of the intervention l
Page 14 and 15: Project Management
Page 16 and 17: 2.2.3 Safe <strong
Page 18 and 19: Impact Measurement 3.1 Spot <strong
Page 20 and 21: The intervention for ACE activities
Page 22 and 23: During the speed measurement, it wa
Page 24 and 25: Highway Intervention Program The tr
Page 26 and 27: oller) were being arranged on site.
Page 28 and 29: 4.3 Summary of work progress of the
Page 30 and 31: • Contractor would get their firs
Page 32 and 33: Awareness, Communit y Involvement <
Page 34 and 35: 5.7 Safe crosser <
Page 36 and 37: Project Outcomes The project has be
Page 38 and 39: Based on the reduction in speed red
Page 42 and 43: Table 6.8: Traf fic count before -
Page 44 and 45: Chapter 7: Conclusion and</
Page 46 and 47: Chapter 8 References Report on <str
Page 48 and 49: Annexure A: Gallery Report on <stro
Page 50 and 51: Partnership buildup Prior to the st
Page 52 and 53: Construction safet y Safe</
Page 54 and 55: Installing speed management devices
Page 56 and 57: Active communit y involvement The l
Page 58 and 59: Project presentation The Project fi
Page 60 and 61: Annexure B: ACE Tables Report on <s
Page 62 and 63: Table- Annex B2: Details of sticker
Page 64 and 65: Table- Annex B6: Status of CNG driv

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

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