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Dhaka, the capital of Bangladesh and the nation’s gateway, has now been turned into the 26th Mega city and 10th most populous city in the world. The development processes of Dhaka city rapidly increased with tremendous growth of population and physical expansion, over 30 and 20 times respectively within the period of 1951 to 2001. Unfortunately, th...
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... This relentless ailment undermines individuals' capacity to execute everyday tasks, profoundly impacting their quality of life and productivity and frequently necessitating escalated healthcare utilization [2].In regions where resources are constrained and physical demands are arduous, such as the Rajshahi Division in Bangladesh, the repercussions of CLBP are notably pronounced. Within this context, rickshaw operators represent a substantial and susceptible demographic, grappling with the dual hardships of physically demanding labor and inadequate access to healthcare services [3]. ...
Background: Chronic low back pain (CLBP) is a prevalent musculoskeletal condition that significantly affects individuals' daily lives worldwide. In resource-limited settings like Rajshahi Division, Bangladesh, rickshaw drivers, engaged in physically demanding work constitute a vulnerable population susceptible to CLBP. This study aimed to investigate the prevalence of prescription drug abuse, specifically non-steroidal anti-inflammatory drugs (NSAIDs), among 162 rickshaw drivers suffering from CLBP and assess its potential impact on renal function. Objective: The primary objective was to determine the prevalence of prescription drug abuse, particularly NSAIDs, among rickshaw drivers with CLBP in the Rajshahi Division and evaluate its association with renal dysfunction. Methods: A cross-sectional survey involving 162 rickshaw drivers was conducted in Rajshahi Division using a structured questionnaire. Blood and urine samples were collected to measure renal function markers, including serum creatinine and urinary albumin-to-creatinine Ratio (ACR). Data analysis encompassed descriptive statistics, chi-square tests, and logistic regression. Results: A total of 162 rickshaw drivers participated in the study (mean age: 35.4 ± 6.2 years). Most participants were male (98.8%), with an average duration of rickshaw driving experience of 8.7 ± 2.3 years. The study revealed a distressing prevalence of prescription drug abuse, notably NSAIDs, among rickshaw drivers with CLBP, with 72% self-reporting regular use without medical guidance. Logistic regression analysis demonstrated a significant correlation between prolonged NSAIDs use and elevated ACR, indicating potential renal dysfunction. Conclusions: The findings underscore the alarming rate of prescription drug abuse, particularly NSAIDs, among 162 rickshaw drivers afflicted with CLBP in Rajshahi Division. This misuse may have adverse consequences on renal function. Urgent interventions, including education campaigns targeting rickshaw drivers, are imperative to increase awareness of the risks associated with prescription drug abuse and the importance of seeking professional medical advice for CLBP management. Collaborative efforts from public health initiatives and healthcare providers are essential to mitigate the hazards related to prescription drug abuse in this context.
... In the recent past, researchers have conducted numerous studies in Dhaka to investigate the factors that contribute to traffic congestion. These investigations have particularly focused on identifying and analyzing the effects of on-street parking and the presence of roadside objects [2], [5], [16], [17]. Chowdhury et al., point out ways of reduction of congestion by studying existing roadway conditions and show that on-street parking is one of the most important causes of traffic congestion [2]. ...
... The total space occupied by the roads and streets of Dhaka Metropolitan City is only 9% of its total space, while that of other mega cities covers approximately 25%. Furthermore, though 9% of the city comprises road area, as can be seen in Table 1, pavement area is only 6% of total area (Mahmud, 2009). The less prioritized urban walkways in a mega city like Dhaka create concerns that little thinking has been implemented on behalf of the walking community. ...
A viable pedestrian movement has always been a challenging for the urban planners and designers. The modern perception is to create a mobility towards pedestrian environment and at the same time limiting the dependency on vehicular movement. Pedestrians plays an important key role on reshaping nodes and the streets. The mental mapping of a pedestrian guides him to mobilize from one point to another and creates a pattern of an individual. When hundreds of points are created by the pedestrians a new order of network has created and different functions are intervened often to support them. These changes are responsible for the urban fabric to create a certain dimension and a vibrant network of movement. Dhaka, the capital city of Bangladesh is thriving on vehicular dependency movement but majority of the population are still pedestrians and depends only on public transports. Pedestrian population is dramatically increased due to constant migration of labor incentive market, better employment and fast moving lifestyle. But although the pedestrians are responsible for the vibrant environment due to their mobility pattern, a major upheaval also occur for the unplanned and haphazard street functions on nodal points to serve the pedestrians. In this paper, evaluates the causes of pedestrian movement pattern, illustrate the problems and ineffective functions that creates a node. And finally on the basis of analysis, an outcome of urban node principle has been proposed, serving more effective movements and holistic kind of functional urbanism.
... For freight transport, there are some other extended routes along the circular waterway. Almost 60 percent of that stations have not any functional connectivity (Mahmud, 2009). Lack of spike or radial connectivity by waterway as well as roadway is the major constraint of the unpopularity of the circular waterway. ...
This research paper has been prepared aiming to find out connectivity and some geometric features of the proposed Dhaka Circular Railway which will be connecting Tongi – Dhour – Uttara – Birulia - Dhaka National Zoo – Gabtoli – Sankar – Nawabgonj – Babubazar – Sadarghat – Shyampur – Fatulla – Chasara - Choudhury Bari – Shiddhirgonj – Demra – Kayetpara – Beraid – Purbachal Road and Termuk.
To adapt the Dhaka city through the increasing traffic demand, proper planning, construction and implementation of new transportation facilities adequate for the operation of multi-modal transportation system is very necessary in the present state. Due to absence of a circular bypass infrastructure in Dhaka city, traffic entering the city from seven national highways and inter-district roads mainly imposes heavy demand. To manage the severity of congestion, the Government of Bangladesh has proposed to construct a Circular Railway along the Dhaka city mainly using the current flood protection embankment of the Turag, Burigonga and Balu River.
An MRT was first planned in this route by the ShanklandCox Partnership at 1980 as an integrated urban development plan. JICA also insisted on construction a circular road in the RSTP. In this study, an attempt was made to identify some benefits from the connectivity of the proposed Dhaka Circular Railway and some problems associated with the connectivity.
A brief study was also carried out to find some geometric features of the proposed infrastructure. Google Maps software was used extensively for collecting the aerial topographic information. A site visit and reconnaissance survey was also carried out to find out the necessary information. After analyzing the collected data, it was found that in three positions the proposed alignment was not suitable due to some problematic conditions. It was also found that, the current embankment width across the alignment was not enough to house the proposed infrastructures. Besides, there was no embankment form Demra to Tongi across the Balu river.
In this study, a better alignment has been proposed for the Dhaka Circular Railway which will alleviate the problems associated with the original alignment and some anticipated benefits of the proposed infrastructure was briefly described.
... For freight transport, there are some other extended routes along the circular waterway. Almost 60 percent of that stations have not any functional connectivity (Mahmud, 2009). Lack of spike or radial connectivity by waterway as well as roadway is the major constraint of the unpopularity of the circular waterway. ...
This research paper has been prepared aiming to find out connectivity and some geometric features of the proposed Dhaka Circular Railway which will be connecting Tongi – Dhour – Uttara – Birulia - Dhaka National Zoo – Gabtoli – Sankar – Nawabgonj – Babubazar –
Sadarghat – Shyampur – Fatulla – Chasara - Choudhury Bari – Shiddhirgonj – Demra – Kayetpara – Beraid – Purbachal Road and Termuk.
To adapt the Dhaka city through the increasing traffic demand, proper planning, construction and implementation of new transportation facilities adequate for the operation of multi-modal transportation system is very necessary in the present state. Due to absence of a circular bypass infrastructure in Dhaka city, traffic entering the city from seven national highways and inter district roads mainly imposes heavy demand. To manage the severity of congestion, the Government of Bangladesh has proposed to construct a Circular Railway along the Dhaka city mainly using the current flood protection embankment of the Turag, Burigonga and Balu River.
An MRT was first planned in this route by the ShanklandCox Partnership at 1980 as an integrated urban development plan. JICA also insisted on construction a circular road in the
RSTP. In this study, an attempt was made to identify some benefits from the connectivity of the proposed Dhaka Circular Railway and some problems associated with the connectivity.
A brief study was also carried out to find some geometric features of the proposed infrastructure. Google Maps software was used extensively for collecting the aerial topographic information. A site visit and reconnaissance survey was also carried out to find out the necessary information. After analyzing the collected data, it was found that in three positions the proposed alignment was not suitable due to some problematic conditions. It was also found that, the current embankment width across the alignment was not enough to house the proposed
infrastructures. Besides, there was no embankment form Demra to Tongi across the Balu river.
In this study, a better alignment has been proposed for the Dhaka Circular Railway which will alleviate the problems associated with the original alignment and some anticipated benefits of the proposed infrastructure was briefly described.
... Immense densification and mushrooming development of residential, commercial and other infrastructure, trim down the opportunity to construct new road infrastructure or introduce modern system for taming overall transportation system. Incomplete understanding of the inherent weakness of the city, the authority is providing piecemeal solution without a long term vision which is becoming an extra burden on the overall system of the city and the city is developing without a decent growth (Mahmud, S.M. Sohel, 2009). The road traffic system of Dhaka Metropolitan City is in the worst phase now. ...
The widespread commercial, industrial, government, private and other activities have encouraged migration of people from outside resulting in abnormal growth of vehicular population in Dhaka city. The rapid growth of vehicular population is causing an enormous effect on traffic system. At present the traffic signal system in Dhaka city cannot manage this traffic. The traffic density has exceeded saturation level in most of the arterial roads. Kakrail and Shapla Chattar intersections have been used in this research study. In order to assess delay incurred at the junction as well as to make the junction operation by signal, in this study attempt has been made to determine control delay by different formulas. On the basis of average delay Level of Service of different approaches of these intersections at different peak time periods has been determined according to Highway Capacity Manual. Worst case scenario has been observed at evening peak period for both Kakrail and Shapla Chattar intersections and LOS is F and D respectively. From this research huge impact of heterogeneity as well as random lane changing behaviour on control delay has been found. Low level of service from longer delay incurred in these intersections can be improved by providing separate lane for NMV movements and lane based traffic circulation.
... Immense densification and mushrooming development of residential, commercial and other infrastructure, trim down the opportunity to construct new road infrastructure or introduce modern system for taming overall transportation system. Incomplete understanding of the inherent weakness of the city, the authority is providing piecemeal solution without a long term vision which is becoming an extra burden on the overall system of the city and the city is developing without a decent growth (Mahmud, S.M. Sohel, 2009). The road traffic system of Dhaka Metropolitan City is in the worst phase now. ...
The establishment of schools or other educational institutes near the intersection of an urban road is generally prohibited in developed, well planned cities. However, in developing countries like Bangladesh, there are many schools close to the intersections which contribute to considerable trip attraction during morning and evening peak. A questionnaire survey on school students reveal that 33% of the students use non-motorized transports and 28% of them use private car/taxi to make their school commuting trips. From video survey and manual counting method Maximum length of queue has been observed during 12:30 to 12:45 which is actually due to the school induced traffic and control delay at the approach near Wills Little Flower School is 51.492 sec/veh which is greater than delay of other time of the day. An effective school zoning policy including provisions for establishment of schools at a certain distance away from intersections can provide a long-term solution. Short-term solution can involve effective enforcement such as imposing case against illegal on street parking in front of school.
... There are several other studies identified to have attempted to incorporate and quantify the effects of different frictional elements on road networks of urban areas [1,7,8,14,15]. Highway capacity manual (HCM) developed by the transportation research board of USA provides some procedure to introduce to Transportation Engineering to determine level of service [17]. ...
Reduction of effective road width is a common problem in everywhere of the world and in Dhaka city; it's a major problem for its huge traffic volume. This study includes an investigation to find out the cause of reduction of effective roadway width due to side friction is Dhaka city. The specific objectives of the study were to identify the factors which contribute in the Reduction of roadway width for measure the total wide loss. Reduction of roadway width due to side friction is a major problem for the people transport system. The pedestrian face many problem to walk on footpath due to site friction. When footpath is blocked for various side friction likes tea stall, shirt pant stall, paper stall, Fruit stall etc. the pedestrian tense to effective roadway width for that reason traffic jam occurs. For rapid economic, industrial and cultural growth of any county a good system of transportation is very important. As transportation comprise road ways, railways, waterways, and airways mankind has to think of a convenient and easy way for movements and this may probably be the beginning of modern roads since roadway can be width and free from side friction.
... The institutional and organizational arrangements are required to handle and administer the functions and performance of transportation system. From 1901 to 2001, Dhaka's area grew by 30 fold and its population by over 100 fold (Mahmud, 2009). Many service delivery organizations were created to deal with this tremendous growth. ...
... However, this type of organization is not suitable for mega city like Dhaka. If it earns money then it becomes a property developer not authority (Mahmud, 2009). ...
... RAJUK prefers to build residential and commercial developments, which give quick returns or the investment. This is an act, which creates transportation problems for the newly developed areas (Mahmud, 2009). ...
The proper institutional and organizational arrangements are required to handle and administer the functions and performance of transportation system. From 1906 to 1991, Dhaka's area grew by 58 fold and its population by more than 35 fold. Many organizations were formed to deal with this tremendous growth. There are about 51 organizations under four ministries related directly (viz. DCC, RAJUK, DMP) or indirectly (viz. BR, RHD, DESA, WASA) with transportation system of Dhaka City. Inadequate and inappropriate policies, lack of a vision, overlapping jurisdiction of different agencies/ departments/ institutions, absence of public and private participation, undefined role of private sectors are also the major institutional weakness of the city which are deteriorating the existing land use and transportation situations as well as overall condition of the city. This paper is particularly discussed the organizational/institutional weaknesses which are directly or indirectly related to transportation system with particular emphasis on policy and functional issues and their consequence impact on land use and the transportation system in Dhaka Metropolitan City. Finally, a set of recommendations have been put forward to improve the performances and effectiveness of the existing organizations/institutions as well as overall transport system of the city.
... Most of the improvement initiatives are undertaking considering mainly the short term need without any long term vision, which often becomes an extra burden or constraint for the city's overall transport infrastructure development potential as well as a great threat for the sustainability and efficient disaster management system. This paper forms part of a broader study (Mahmud, 2009) on identifying the deficiencies of landuse-transport development in Dhaka city. The main objectives of the paper are to highlight the development pattern and consequent transport problems of Dhaka Metropolitan city and to provide some of the forthcoming challenges for sustainable development and disaster management. ...
... On the other hand, for the lack of proper plan and regulation (though 3 plans and 7 construction and improvement acts have been developed since 1952, no completed master plan yet) the city has developed almost unguided and unplanned way. Due to inadequate government intervention and major share by private sector entrepreneur in the physical development of the city as well as for the absence of proper implementable legislation and guidance by the concerned authorities, serious system deficiencies have been observed in the landuse pattern of the city (among the 90 wards of the Dhaka City Corporation (DCC) only 15 wards are partially pre-planned which covered only 27 percent of DCC area and 10 percent of the Dhaka Metropolitan areas) (Mahmud, 2009). ...
... There are altogether 133 pumps in different places of the city. Every year almost 810 lacks Taka is required to spend only for the operation and maintenance of these pumps (Mahmud, 2009). These pumps act as cathedra for survival of the city and it will have to continue for everlasting of the city. ...
Dhaka, the capital of Bangladesh and the nation's gateway as well as the economic, business, political, administrative, social, cultural hub of the country, has now been turned into the 26th mega city and 10th most populous city in the world. The city experiences rapid growth of scattered and unplanned development (73% fully unplanned) without appropriate guidance resulting in immense landuse and transport problems. Lack of buildable land (75% are below the natural water level and 95% within 5 to 7 meters flood level), huge densification (around 45 thousands per sq.km) and mushrooming development of residential (62%), commercial (8%) area and other infrastructure trimmed down the opportunity to construct new roadway infrastructure or to introduce modern system for improving overall transportation system. Indeed, there are only 1286 km road in the DCC area including 52 percent inaccessible road for motorized vehicles which covered around 6.5 percent of the city area but actually the functional road is only 2 percent of the city area. Buses are the main player of the mass transit system in Dhaka city but the total road length of bus operating route is only 120 km including 22 east-west links which is covering only around one third of the metropolitan areas. The possibility of augmenting roadway capacity and functionality by introducing low cost traffic management measures is also very limited. On the other hand, the continuous focus on road based transport system has weakened the potentialities and attractiveness of other types of transportation system. There has no integration between different modes and sub-modes, whereas one is depriving others. The interchange or interface facilities between different modes and sub modes are also very poor and at present condition it is almost very difficult to introduce well defined fully functional multi-modal transport system in the city. This paper deals with the development pattern and their consequence on the transport system of Dhaka city. Also an attempt has been made to point out the inherent problem of Dhaka Metropolitan city in particular relation to transportation system and identifies some of the forthcoming challenges for sustainable development and disaster management.
