a study on efficiency of foot overpass and underpass … · 2018-03-12 · underpass at dhaka city...

A STUDY ON EFFICIENCY OF FOOT OVERPASS AND

UNDERPASS AT DHAKA CITY

Khaled Mahmud Rana1, Ahmed Sajid Hasan2

1Lecturer, Department of Civil Engineering, World University of Bangladesh,

[email protected]* 2Lecturer, Department of Civil Engineering, World University of Bangladesh,

[email protected]

Abstract

In the time of technological revolution, Dhaka, the most densely populated city in Bangladesh

experiences a rapid economic growth where most people need to use city road network for

various purposes. The rate of accident during pedestrian’s frequent crossing on busy highway

avoiding foot overpass and underpass is increasing day by day. So the efficiency of overpass and

underpass at Dhaka city is now under question whether it may provide service to pedestrian

properly or not. This study aims at determining the existing efficiency of foot overpass and

underpass at Dhaka city, the percent of male, female and children who use overpass and

underpass, the causes for avoiding overpass and under pass and providing sustainable solution to

improve efficiency. The pedestrian flow at the overpass and underpass has been surveyed at ten

major overpasses and underpass of Dhaka city. After research, it has been determined that

existing efficiency of foot overpass and underpass at Dhaka city is about 60% which indicates that

more than half of the total pedestrian use overpass and underpass while crossing roads. The

results indicate that, 66.5%, 25.4% and 8.1% of the users are male, women and children

respectively. It has been found that the most efficient overpass is Farmgate overpass where the

pedestrian passing rate is 94% while the minimum rate of pedestrian passing is 17% at Gulistan

underpass. Most of the pedestrians who avoid and who use overpass think that the existing

serviceability of overpass and underpass is not satisfactory. This study has found that 88.45%,

87.8% and74.9% pedestrian avoid overpass or underpass for a long walk, taking more time and

step slope respectively. Along with these problems, 71.8%, 66.9% and 58.5 % pedestrian who use

foot overpass and underpass think that existing overpass is congested, occupied by hawker and

has poor entry excess respectively. Analyzing this situation, recommendation for sustainable

solution to increase efficiency of foot overpass and underpass has been provided.

Keywords: foot overpass; foot underpass; pedestrian; efficiency; sustainable solutions

INTRODUCTION

Bangladesh is a very densely populated low lying country with 168 million inhabitants

living in an area of 147 570 sq. km. Dhaka, the capital city of Bangladesh, has a population of

over 14 million with a growth rate of 8% per annum. The vast majority of trips in Dhaka are done

by foot, rickshaw, or public bus. Within the Dhaka City Corporation (DCC) area, 38.7% of

primary trips are made by rickshaw, 28.5% by public bus, and 19% by foot. In the greater Dhaka

Metropolitan Area (DMA) excluding the DCC itself, walking is the main form of transport,

accounting for 37.2% of trips, followed by rickshaws (28.5%) and public bus (24.4%). In both

areas, the percentage of trips taken by private car is very low: 5.2% in DCC and 3.8% in DMA.

As Dhaka’s commercial streets depend on high levels of foot traffic, designing communities that

facilitate walking will benefit local businesses, supporting and building pedestrian‐friendly

environments will encourage people to choose walking as a regular mode of travel, creating lively

streets and making the city more livable. In other words, walk able communities are livable

communities. Trips made on foot could reduce the risk of diseases and their high social and

economic costs. However, walking safely requires a safe walking space. In Bangladesh,

pedestrians are the main victims of road accidents. The Bangladesh Health and Injury Survey

estimated there were approximately 13,200 reported road traffic deaths in the country and

403,000 injuries; 54% of the dead were pedestrians. In Dhaka, the proportion of road deaths that

1st International Conference on Research and Innovation in Civil Engineering (ICRICE 2018), 12 –13 January, 2018, Southern University Bangladesh (SUB), Chittagong, Bangladesh ISBN: 978-984-34-3576-7

are pedestrians is even higher, at 86%. Almost half of pedestrian‐related accidents occur while

people are waiting for a bus or walking along the roadway. The most common cause of accident is

cross the road without using the foot over bridge, walk on the roads instead of using foot path.

However, in Dhaka city, about 60% trips are making on foot but the pedestrians are

facing many problems while using the walkways. A lot of research works are going on for

assessing the pedestrian’s level of services in the developed nations but in developing countries

like Bangladesh, it is not a significant one for the transport planners. It is because; the transport

planners or researchers are always emphasizing the problems of the motorized vehicles. Besides,

budget allocation is not sufficient to continue research in the field of pedestrians. To provide safe

and sustainable crossings, those providing technical assistance to local government and

communities need simple, easily applied guidelines on the selection and construction of effective

road crossings. A footbridge is usually a considerable undertaking, particularly for communities,

and it is essential to make sure that it is really needed and is a top priority and commitment for the

communities involved. In many places people are forced to use foot over bridges for road

crossings. Such bridges increase trip time and inconvenience for all pedestrians, and can create

serious obstacles for many groups including small children, the disabled, the sick, and those

carrying children or heavy items.

Not long ago, zebra crossings were present in most of the streets of the city but those

were later destroyed. Now more foot over bridges is constructed, and administrative power is

exercised to force people to use them. Such inconvenience to pedestrians is obviously only

tolerated because of the perceived benefits to car drivers. On the other hand, presently most of the

footpaths are in bad condition and sometimes they are used as parking places for private cars

which affect the free flow of pedestrians and most of the foot over bridges and under pass of the

city was dirty and going the space for hawkers, beggars. This study aims at determining the

existing efficiency of foot overpass and underpass at Dhaka city, the percent of male, female and

children who use overpass and underpass, the causes for avoiding overpass and under pass and

providing sustainable solution to improve efficiency

METHODOLOGY

Following methods were adopted to achieve the perspective objectives described: At the

very beginning of the research work an extensive literature review has been conducted to know

the conditions, types, nature, limitations, recommendations etc. of previous research, project

reports conducted in home and abroad on and pedestrians’ flow characteristics in Dhaka

metropolitan has been analyzed to acquire knowledge for the basic understanding on that topic.

Then objectives have been formulated to identify the factors which contribute in efficiency of foot

overpass and underpass. After that selection of study area which is selected based on accidental

data at the site. Considering this commercial area is preferred. The following foot overbridge and

underpass were selected: Gulistan Underpass, Kawran Bazar Underpass, Gabtoli Underpass and

foot over bridge of Sahabag (Shishu Park, National Museum, BASMU), Banani foot overpass.

Farmgate Foot Overpass, Polton Foot Overpass (North Gate of Baitul Mukarom Masque)

Then relevant data which were related to foot overpass and underpass of the Dhaka city

were collected from secondary sources like DCC, RAJUK, RHD, DMP previous research survey

report and internet browsing. Relevant data also collected from print media and electric media. At

the same time of secondary data has been taken field observation and field data taken procedure

also started. Both primary and secondary data have been analyzed and manipulated with a view to

achieve the objective which is set out in the introductory chapter. Primary data has been used to

identify and categorized the side friction factors also to calculate the reduction of effective

pavement width. However, secondary data has been used to overview the present Dhaka city

condition. Finally, in line with research findings, the relevant guidelines, policies, regulations,

have been proposed for realistic and affordable short and long-term actions to improve the

physical pavement condition.


RESULTS AND DISCUSSIONS

As described earlier, in this study, different types of data have been collected from

different sources applying different methods and techniques. For data collection, observations and

survey were carried out during different days of month and different time of the day in different

roads. Data has been collected mainly at peak and off pick hour to exact pedestrian crossing

characteristic. Overall city has been observed to find out an overall view of the study area within

the whole study period both in a systematic and random nature. It also gives an outlook to the

geographical extent of the city. An overall idea of the present development condition of the study

area (could also be found through this observation. The number of pedestrian who use foor over

bridge and underpass has been given in table 1

TABLE 1: Foot over bridge & Underpass User and Non-user at Pick & Off -Pick Hours

It has been found that pedestrians are facing many problems while they using foot over

bridge for that most of them are willing to use foot over bridge. We found that 46.6% of

pedestrian’s are using foot over bridges or underpasses and 53.4% of pedestrian’s are not

using foot over bridges or underpasses. After analyzed the thesis topic it has been seen

Figure1: Efficiency of foot overpass and underpass

Foot Over Bridge &

Underpass Location

Pick Hour

(8am to 10 am)

Pick Hour

(5 am to 7 am)

Off-Pick Hour

(1 am to 3am)

Overpass/

underpass

User

Overpass/

underpass

Non User

Overpass/

underpass

User

Overpass/

underpass

Non User

Overpass/

underpass

User

Overpass/

underpass

Non User

Gulisthan 2520 14560 2863 13980 2736 11943

Polton 760 1140 600 1200 720 936

Sahabag

(Beside Shishu Park)

61 360 60 270 53 240

Sahabag

(Beside National Museum)

1929 1711 1230 1620 1390 1558

Sahabag

(Beside Bardem)

1912 1425 2045 1273 1359 1014

Kawran Bazar 4950 1533 4379 1703 3970 1263

Banglamotor 3088 1663 2964 1741 2160 1296

Farmgate 18942 1425 19105 1205 12509 1340

Banani 4981 1168 5236 1477 2812 714

Gabtoli 1472 145 1423 291 468 60


that the most efficient overpass is Farmgate overpass where the pedestrian passing rate is

94%. On the other hand the minimum rate of pedestrian passing is 17% which is

Gulisthan underpass that has been graphically presented at figure 1.The most preferred

foot over bridge for male is polton foot over bridge, children for framgate foot over

bridge where most female selects Banani foot over bridge as shown in figure 2. So it can

be said that security for female and children is a significant issue for Bonani and framgate

foot over bridge.

Figure 2: Percentage of male, female and children passing over the foot overpass or underpass

A questionnaire survey has been conducted over 500 people to realize the actual service quality of

foot over bridge and underpass and their valuable recommendations were pointed as percentage

that can show the way of sustainable solutions for the present problem for not using foot overpass

and underpass at Dhaka city. From figure 3, it has been found that. 88.45%, 87.8% and 74.9%

pedestrian avoid foot overpass or underpass for a long walk, taking more time and steep slope

respectively. 66.4%, 47.8% and 64.4% pedestrian who use foot overpass and underpass think that

existing overpass is congested, occupied by hawker and poor entry excess.

Figure 3: Pedestrian’s opinion on the Service Quality of Foot Over-bridge and underpass


Figure 4 clarifies the significant factors that should be taken into consideration with priority.

About 94% pedestrians think that public awareness is the key factor to attract people for using

foot over bridge and underpass for securing safety while crossing. Hawkers on foot over bridge

has already been very irritating issue in the recent time at Dhaka city that hampers the

pedestrian’s flow at a great scale. About 90% pedestrian thinks that hawkers should be strictly

removed. A major portion of pedestrian has recommended to install escalator that can provide

facility for all type of pedestrians; including physically disable people.

Figure 4: Recommendation of pedestrian

CONCLUSIONS

The aerage efficiency of foot overpass and underpass at Dhaka city is about 60%.The most

efficient foot overpass is Farmgate foot overpass where the pedestrian passing rate is 94% while

the minimum rate of pedestrian passing is 17% at Gulistan underpass. 88.45%, 87.8% and 74.9%

pedestrian avoid foot overpass or underpass for a long walk, taking more time and steep slope

respectively.66.4%, 47.8% and 64.4% pedestrian who use foot overpass and underpass think that

existing overpass is congested, occupied by hawker and poor entry excess.

RECOMMENDATIONS

Security system should be increased for woman, children and girls in Polton and Sahabag Sishu

Park foot overpass. Bus stops should be clearly demarcated and the buses must not pick

passengers from pedestrian intersections. Removal Hawkers and Drugs addicted person from

Farmgate, Polton, Sahabag Sishu Park foot overpass and Kawran Bazar underpass should be

imposed as early as possible. Installation Escalator at Sahabag BIRDEM foot overpass where

most of the pedestrians are patients.

.

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BRTA (2011) „National Road Safety Strategic Action Plan‟ (2011-2013).Ministry of

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Hofstede et al.(2010) „Cultures and Organizations: Software of the Mind‟, 3rd ed.

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a study on efficiency of foot overpass and underpass … · 2018-03-12 · underpass at dhaka city...

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