Abstract:

Saheed Captain Mansur Ali Sarani(SCMAS) is one of the major arterials of Dhaka city
connected with the national highways. Many complicated intersections have made this arterial
critical for traffic and pedestrians. The intersection of SCMAS and Old Elephant Road (OER) is one
of the most conspicuous intersection because of having more than 20 educational institutions and
many government establishments (i.e. - State guest House, Minister’s Residences, Police Head
Quarter) nearby. This noticeable number of set ups contains lots of population. Still many more big
construction projects for government officials are taking place. These establishments will add many
more vehicles and people in near future. The scenario of this intersection has been changed
remarkably after the establishment of Moghbazar-Mouchak Flyover. A four legged foot over bridge
was removed due to the flyover at Moghbazar intersection. Vast number of population used that foot
over bridge in regular basis. So those huge portions of the pedestrians were forced to use the
intersection of SCMAS & OER for the establishment of that flyover. The intersection of SCMAS &
OER was signalized and cross traffic and pedestrian’s movement was allowed there. Due to the
installation of the flyover the signal removed and cross traffic flow stopped by a divider. So
pedestrians started facing difficulties to cross that intersection. On the other hand the car users feel
comfortable to fly through this flyover to have an interruption free ride. So the number of pedestrians
as well as the vehicle has increased tremendously because of the flyover. This study focused on the
safety and the operational issues of vehicle & pedestrians through vehicular and pedestrian are counts
and a pedestrian survey. It has found that a foot over bridge with elevator can improve the level of
safety and the operational issues at this intersection. Introduction:
Background of the Problem:
Saheed Captain Mansur Ali Sarani (SCMAS) one of the major arterial of Dhaka city (Fig.1)
which never experienced so much traffic as now before the installment of Moghbazar- Mouchak
Flyover. The intersection of SCMAS and Old Elephant Road (OER) is one of the most problematic
intersection and was not created over night. Many distinguishable changes took place on its
surroundings which has tremendous impact on that intersectionbut the utmost reason is the
installment of the Moghbazar Mouchak fly over.

Figure 1 Study intersection is on One of the Five Major Figure 2 institutions nearby the intersection
Arterials of Dhaka City

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 The intersection of SCMAS & OER is bounded by nearly 17 educational institutions within
half a kilometer range having approximately 20,000 students (figure 2).
The numbers of the students are increasing day by day and also the complexity of that area
due to increasing number of car users. But that intersection contains no signals, so the probability of
happening accidents is 69% [1].Setting up of the “ProbashiKallayanVaban” has increased the
pedestrians on the study intersection as everyday lots of people come there with many issues. Still the
big construction projects are ongoing for future settlement which will create more problems in near
future.
Previously Moghbazar intersection was one of the most critical point for traffic jam in Dhaka
City [2].Before installation of the Moghbazar-Mouchak flyover there was a four legged over bridge at
Moghbazar intersection (Figure) which was used by pedestrians to have a safe crossing.

Figure 3 past (left) and Present (right) situation of Moghbazar intersection

Now the foot over bridge has removedwith flyover considering the vehicular movement
issues but without considering the safety issues of the pedestrians. It is very difficult for the
pedestrians cross that intersection as the intersection is covers large area with multiple vehicular
direction. So, the problem of traffic jam has replaced by creating another problem for the pedestrians.
Some of the pedestrians are now feel safer to cross the study intersection rather than this.
1.2 Description of the Study Area:
The study intersection is situated in one of the most VIP area in Dhaka city having many
important institutions nearby. No public bus are allowed on this intersection except some govt. ones.
Previously this intersection was open in west to east direction (Old Elephant Road) and U turn was
allowed in every direction (Figure 2).So pedestrians could come by walking using 10’ wide
pedestrian crossing and sometimes by rickshaw to come from west to east.

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 Figure 4 Intersection with and without Divider Figure 5 Intersection with other intersections nearby

Now the signal posts are no more operational. So accidents takes place at a regular basis due
to the concurrent movement of the vehicle and pedestrians. As pedestrian’s need to change rickshaw
in both the side of the intersection, rickshaw pullers wait both the sides of OER covering car
movement areas.The rickshaw pullers are now taking the advantage by taking more fares than
previous rate and people need to pay twice as they need to change the rickshaw after crossing the
road.So the problem is no more limited on flow and safety issue but also economic issues.
At the north of the intersection, Moghbazar intersection is situated whereas at the south
SCMAS & Bailey Road intersection (figure-3). The west side of Old Elephant Road is connected
with KaziNazrul Islam Avenue whereas the North West part is connected with Moghbazar Wireless
and the south west part is connected with the bailey road.

1.3 Objectives of the Project

This project mainly focuses on the following objectives-
 To identify the pick vehicular and pedestrian movement hours
 To develop vehicle type distribution and pedestrian age group distribution
 To understand experiences of pedestrians based on questionnaire survey
 To investigate the traffic operations and pedestrian safety problems
 To provide traffic operation and pedestrian crossing solutions
1.4 Scope & Limitations
This study aims to find out the level of problem caused by the interruption of both traffic and
pedestrians concurrently at the intersection of SCMAS & OER.Data’s were taken and analyzed for
several days to come up with a solution. Regular users were interviewed with a questionnaire survey.
Different day’s data is used for counts and categorization of pedestrian and vehicle.Police force
working on the study intersection were not co-operative to share their experiences. Only a few of
them were interviewed. Local shopkeepers and people who live there for many years shared their
experiences about the intersection. Accidents data was not publicly available. Even the accidents
were not recorded properly by police.

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 Accidents data might made this research more strong. More data for pedestrians and vehicle
might make this research more precise. East side of OER was blocked due to Dhaka WASA work
which was a barrier to work. Drivers were excluded from questionnaire survey due to limited
stoppage facility.

Literature Review
2.1 Information from secondary sources
Ahsan and Rahman showed the complexity of road and percentage of accidents based on
specific reasons. The enormous impact of population growth and insufficient transport facility are
also showed. [1].
Several report on accidents published on the national dailies every day. On the daily star the
previous scenario of the Moghbazar intersection has showed specially the traffic jam [2].
According to Zhen Yang Li a properly designed and timed traffic signal can improve the
safety and the efficiency of a traffic signal. He also said that traffic signals are intended to offer
logical and reasonable traffic control at intersections [3]. But when the signals are not designed
properly like Shaheed captain Mansur Ali Sarani and Old Elephant Road, this causes many problems.
According to World Health Organization Pedestrians, cyclists, and motorcyclists are
vulnerable road users in the world and constitute nearly half the victims of road traffic accidents
worldwide. More than 270000 people lose their life on road each year where 22% are pedestrian.
From the pedestrians almost 35% are children. [4].
Road injuries are the leading cause of death among people aged between 15 and 29, and the
ninth leading cause of death overall, according to the WHO statistics [5].
In a survey Dhaka City Corporation (2006) showed the unwillingness to use the foot over
bridges of the pedestrians. [9].

In a master’s thesis Hasinae-Jannat gives idea about major problematic intersections of Dhaka
city including Moghbazar Intersection. [10].

Rubayet and Sultana found that more than 50% pedestrians do not use the Foot over Bridge in
Dhaka city [11]

S.K. Mitra et al. analyzed behavioral pattern of the pedestrian towards following traffic rule in
crossing a road [12]. According to N.M. Haque and H.M. Ahsan pedestrians are the most vulnerable
group for accidents in Dhaka city [13].

KIM & SUL analyzed pedestrian accidents and its type based on in vehicle real accidents
videos. They showed different situations responsible for the traffic accidents and also the time period
of the occurrence of the accident [14].
Oliveria and Sousa showed the aspect of traffic accidents with motorcycles and their
relationship to mortality. [15]. According to Accident Research Institute of BUET, 60 percent
accidents take place due to road user’s error [16].

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Chapter 3: Methodology
3.1 Choice of Methodology
A survey was conducted during (16-18) August 2017(Appendix) for data collection.
Previously field visit was made.

Figure 6 Methodology at a glance

100 respondents including local shopkeeper, police force and hawkers, student’s in a word
regular users of the intersection were interviewed with a questionnaire survey.
Three time slots according to the probability of getting the most reliable data were used for
the vehicular and pedesteian counts. The time slots are morning (7 am to 9 am), noon (12 pm to 3
pm), evening (5 pm to 8 pm). All data was taken concurrently.
3.2 Field Observation:
Field observation is the very first step of a project like this. At the very first stage of field
investigation we observed the intersection and its surroundings carefully and took several photos
from all the direction. So many issues along with the severity of the problem identified through field
visit. After the field visit, the study starts according to what was seen on the field.
During the observation it was found thatin the east to west direction the Old Elephant Road is
situated on the other hand Saheed Captain Mansur Ali Sarani is on the North- South direction (figure
5, 6). It is found from field visit and map of Dhaka city that Saheed Captain Mansur Ali Sarani is one
of the major arterials of Dhaka city. This can be considered as one of the top 5 roads of Dhaka City
(appendix). That road is directly connected with Gazipur through Mohakhali in the north and
Jatrabari and Keranigonj on the south. So the volume of cars passed through this intersection is huge.
On the other hand, the Old Elephant Road is a connecting road within the local areas of
Ramna Thana. On the East side this road is directly connected with Viquarunnisa Noon School &
College and some other connecting roads made a connection with 10 more educational institution
with this road. So, it was found that this road is a collector of pedestrians (mainly students and
parents). On the west part of this road many government institutions and Government oficer’s colony
found, specially the “ProbashiKallayanVaban”. This road connects with KaziNazrul Islam Avenue
(one of the 5 major arterials of Dhaka City) on the west.

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 Figure 7 present and past scenario of SCMAS & OER
To know the problem exactly and accurately several field visit (in group) were made. After taking
measurements a detailed drawing has completed using AutoCAD (figure 6).

Moghbazar intersection
KaziNazrul Islam Ave

Pedestrian
crossing Width 10’

Kakrail Road

Figure 8 Intersection view

Here in the direction of north to south is the major road which is Shaheed Captain Mansur Ali
Sarani and in the eastthe Old Elephant road. The width of the Old Elephant Road is nearly 12 feet and

6
another is almost 14 feet in each side. Normally vehicles flow in the SCMAS in three lanes according
to the size of the vehicle although officially it is a two-lane road.
Total Stopping Distance Calculation for Car:
Si 2−S f 2
Required Formulae: d = 1.47 *Si *t + [(-) is for negative Grade]
30(0.348−0.01G)
D= total stopping distance in feet;Si= initial Speed (mi/h); Sf = Final Speed (mi/h); t = reaction
time(s); G= Grade, %
a 11.2 ft /s2
Standard Frictional Factor F= = = 0.348
g 32.2 ft /s 2

For 30 km/h: d= 1.47*18.64*2.5+¿ ¿[ 30km/h= 18.64 mi/h]

= 84.896 feet < 210 feet
Similarly for 60 km/h Breaking distance ‘d’ = 140.50 feet < 210 feet

From this calculation we can see that the minimum breaking distance is not exceeded as the
minimum breaking distance is less than the point from where the pedestrians are seen first. It is
observed that the pedestrians are seen first from a point of 210 feet from the intersection (figure)

Figure 9 Intersection Visibility distance for drivers

3.3 Data Collection:

Traffic (Vehicular) counts:

Table 1 Average of Hourly Traffic Volume for Three Days

Time Period A D C B E F
7am -8am 2353 3188 135 301
8am -9am 2762 2826 This turn This turn 143 459
9am-10am 3311 2928 was blocked was blocked 172 438
due to due to
12pm-1pm 3146 2945 drainage drainage 85 310

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 1pm-2pm 2814 2764 work work 92 239
2pm-3pm 3169 3079 87 337

5pm-6pm 2641 3219 101 412

6pm-7pm 2675 3207 120 401
7pm-8pm 2756 3104 113 397

Vehicle Categorization:
A survey of three hours was conducted around one hour in the morning (AM), one hour in the
Mid-day (MD) and another one hour in the evening(PM) for vehicle categorization.

South Bound Movement in AM South bound movement in MD South Bound Movement in PM

Private car Private car Private car

5%6% Motor Bike Motor Bike
13%
Motor Bike
15% 6%7%
48% CNG CNG
5% CNG 19% 49% Heavy
14% 26% Heavy
57% Heavy Vehicle Vehicle
11% Vehicle 18%
Non Non
Non Motorized Motorized
Motorized

Vehicle Categorization for South Bound movement ( Heading to Kakrail) on SCMAS

North Bound movement in AM North Bound Movement in MD North Bound Movement in PM

Private car
Private car
Private car
Motor Bike
5%8% 5%6% Motor Bike 6%7% Motor Bike
CNG CNG
18% 13% CNG 44%
52% 48% 21%
Heavy Heavy
Vehicle Heavy
Vehicle Vehicle
17% 28%
Non 22%
Non Non
Motorized Motorized
Motorized

Vehicle Categorization for North Bound Movement (Heading to Moghbazar) on SCMAS

Figure 10 Vehicular distribution in SCMAS in Different Hours of the Day

Categorizing the vehicle while thinking of a safety solution for any intersection is a very
important part as accidents depends on the type of vehicle. In the table it is clear that most of the
vehicles are private cars. But the concerning matter is that the second largest amount is occupied by
motor bikes. Most of the accidents happened in urban areas are occupied with motorcycles [15].
Timing is important for accidents as accidents that involved children and the elderly happened more
frequently in the day, whereas those that involved grown-ups happened more frequently at night [14].

Pedestrian volume:
This is the average of hourly volume of three days. Here the direction P and R are heading
towards the west (KaziNazrulIslam Avenue) on the contrary the Q and S is heading towards Ramna
model Thana.

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 Table 2 Pedestrian Counts on Hourly Basis

Time P Q R S
Period
(7 -8)am 517 167 77 148
(8 -9)am 437 171 128 163
(9-10)am 324 157 98 154

(12-1)pm 373 229 137 168

(1-2)pm 403 201 112 162
(2-3)pm 426 165 141 166

(5-6)pm 487 228 111 189

(6-7)pm 469 171 127 178
(7-8)pm 428 192 101 160

Pedestrian’s Categorization:

Pedestrian Categorization in AM Pedestrian Categorization in MD Pedestrian Categorization in PM

Mature Mature Mature

7% 7% 10%
Child 20%
8%
22% Child Child
(Bellow (Bellow (Bellow
14) 14) 14)
71% 73% 82%
Old (60+) Old (60+) Old (60+)

Figure 11 Pedestrian Categorization Chart

The traffic roadway system context is more complex where a mixed road user environment
prevails and greater perceptual and cognitive demands are placed on the road users [1].To explains
the complexity the vehicular and pedestrian distribution scenario is a must.
The table above is showing the categorization of the pedestrians according to their age.
Mainly the age structures are selected mainly based on the feasibility of the pedestrians. As the 60+
aged persons and the children are not the perfect users of foot over bridge they must be think of with
some alternative solution. So their categorization was must.
Here we see that in the school starting time AM thenumbers of children are 216 which is
almost 22% of the total pedestrians. In the mid-day this value changes in 18% whereas in the PM that
is 7%. No safety solution can be implemented ignoring this large portion of children. On another part
we see that the numbers of old people in the morning are 67 which are almost 7% of the total road
users and in the mid-day (MD) 6% and in the PM that contains almost 9% of the total pedestrians.

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 Though the lion’sshares of the pedestrians are mature and able to use the foot over bridge or
other solutions the old and the children must be considered while choosing the safety solution.

Accidents Data:
The intersection of SCMAS & OER is in use rapidly from last year after the installment of the
Moghbazar-Mouchak fly over. Accidents are taking place from then. As is has already mentioned that
most of the users didn’t cross this intersection this frequently before. It is suspected that police even
didn’t record the accidents during the last one year. So, ARI and other organization don’t have any
accidents data.
Informally we talked to local shopkeepers and others who stay there all the day long, and find
out that many accidents take place at our intersection every day and that is not recorded at all. They
added that most of the accidents take place mostly at night. Normally police don’t stay at the
intersection after 8 pm and then the vehicle and the pedestrians move without any safety measures.
Many shopkeepers said that they didn’t saw or hear about any death during the last one year but many
small accidents took place there.
According to the local community opinion, motor bikes are the most safety hazard on that
road. Bikers always has a tendency to move even having a small space and the collision takes place
when the bikers want to go fast without decreasing the speed.

Questionnaire survey:
Overall 100 respondent were interviewed through questionnaire survey (table 3) moving from
all the direction. All types of regular users are surveyed.
Table 3 Questionnaire survey Paper Format
1. Respondent category
Male Female Transgender
2. Age category of the Respondent
Child (0-13) Mature (13-60) Aged (60+)
3. Intersection crossing frequency
Once Twice More
4. Safety level according to pedestrian
Dangerous Average Moderately safe
5. What pathway will you use if this intersection is completely blocked?
Moghbazar SCMAS & OER DMP HQ Other
6. Expected safety solution on this (SCMAS & OER) intersection
Foot Over Bridge Underpass Signal Other

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 Interviewee Category Age Categroy of the interviewee Frequency of Using the Intersection

Aged (60+
10% yr) Once
Male 10%10%
20% Twice
Youth (40- 30%
45% Female 60) More
40% 40%
45% Transgen Young (18-
der 40) 50%
Teen (>13)

Alternative Pathway for users if study Safety Level According To the Expected safety solution by
intersection is blocked Pedestrians Pedestrians

Overpass
Moghbazar very
11% Dangerous 12% Underpass
8% 20% 12%
17% Officers Other
Club Average
DMP HQ 76%
55% 89%
Other

Figure 12 Outcome of the Questionnaire Survey

Description of the Questionnaire survey:
[1] The first graph is showing the distribution of the respondent. As all types and age groups use this
intersection frequently, male, female and transgender all are considered while choosing the
respondents.
[2]The selection of the people according to age category was preplanned as it was found that most of
the users are young and youth so 80% young and youth were chosen for questionnaire survey.
[3] About 50% respondents use this intersection twice a day whereas 30% cross more than twince in
a day. 20% cross the study intersection once in a day as they use another road to come back or to go
in the desired destination.
[4]55% from total respondent will use the intersection of Officers club intersection as already a foot
over bridge exists there. But a noticeable portion argued because if they want to pass through that
intersection they have to cross two more roads which are still not safe. Many of the respondents(20%)
want to use Moghbazar intersection as all types of vehicle is available there.About 17% of the total
user want to use the intersection adjacent to DMP (Dhaka Metropolitan police) headquarter.
[5]The lion’s share of the graph is saying that this intersection is very dangerous to pass. Though
11% of the total respondents say that the safety level is average, most of them (89%) mark this
intersection as very dangerous. So they are crossing this just because they don’t have any alternative.
[6] Most of the respondent (78%) choose overpass as a safety solution whereas only a tiny portion
(10%) want to have underpass. Only (12%) asked some other solution. As overpass is widely used
and less costly than any other solution, good portion of people suggested to have overpass
Intersection Comparison:

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State UNSIGNALIZED INTERSECTION SIGNALIZED INTERSECTION
Guest
House
Officers
517 club
229 97
Ramna Police 123
Station VNS&C

189 141
Ramna 39
Shopping 41
complex Siddes-
hwari
Girls
DMP Over Bridge College
HQ

SCMAS & OER intersection SCMAS & Bailey Road intersection

Figure 13: Comparison between the Study intersection &the Nearby Intersection
The figures above are comparing the two important signal of Saheed Captain Mansur Ali
Sarani. The first one is the study intersection which is situated at the intersection of SCMAS & OER.
On the second figure the intersection represents the SCMAS and Bailey Road intersection.
Here it is clear that 1076 pedestrian crosses the first intersection at the pick hour but there is
no over bridge On the contrary 300 pedestrian crosses the second intersection having foot over
bridge. Most of the pedestrians are likely to cross using signal even though there is no specialized
signal for the pedestrians (figure 12). For utilization of a foot over bridge law enforcement is must.

Figure 14 Unutilized Foot Over Bridge at SCMAS & Bailey Road

Intersection

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 The second intersection is a signalised intersection. Though that is controlled by traffic police
manually, pedestrians get enough opportunity to cross that intersection safely. Noticeable thing is
that, there is no rickshaw or any other facility for the general people. On the west side of Bailey Road
lies on the VVIP area (Ministers Colony), so no public transport is allowed over there.
On the contrary, the study intersection (first figure) has no signal. Huge amount of people
cross that intersection and people get public transport including rickshaw. Even that has no foot over
bridge. So it is threading to pass that intersection.

Figure 15 Google Earth indicating study intersection and others

Secondary Data:
For the betterment of the paper as well as to maintain proper quality some secondary sources
like- journal, website, books, newspaper articles etc. were cited.ASCE journal and other international
conferences as well as the PhD thesis got the most priority
Result Analysis
In the AM pick hours it is observed that the numbers of pedestrians are 517. According
AASHTO warrant this intersection was supposed to have a signal. But unfortunately there is none.
Number of pedestrian in the north side of SCMAS is maximum because most of the
pedestrian come there by rickshaw and stopped on the left side of old elephant road. It is found
through questionnaire survey that most of the people cross this intersection twice or more than twice
in day. Their opinion about the safety level is very unsatisfactory as 89% of the respondents think this
intersection as very dangerous. When they were said that if this intersection is completely blocked
what will be their next choice to cross the road, 55% said they will use officers club intersection.
Many of them also want to use Moghbazar intersection as regular vehicles are available over there.
Finally, the pedestrian expect to have an overpass (76%) as a safety solution where many of
them (disabled) suggested having a signal.

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Conclusions and Recommendations
SCMAS & OER is a critical intersection which is threatening to both pedestrians& drivers.
Driver’s behavior seriously affected due to the continuous interruption of the pedestrian.
Undisciplined movements of the pedestrians are interrupting the vehicular movement badly which is
a barrier for the drivers to meet the speed limit. So the impact of the pedestrians on the vehicular
movement is enormous.
According to pedestrians this is a dreadful intersection especially for school going children
and old people. So, it is high time to ensure safety for users of that intersection.
Signal will interrupt vehicular movement whereas underpass is not feasible due to space
shortage, waterlogging & many other issues. Conventional overpass (foot over bridge) is difficult to
use for children and old people. An overpass with an elevator can be best possible solution. This is
user friendly and elevator might pay attention of the users who are not willing to use.
Recommendations for Future Work
For the future researcher who will be interested to work on this area must be permitted by Ramna
Police Station due to its significance. Concurrent data for vehicle and pedestrian for a week can be
analyzed in closest signals.
References
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