Post on 20-Feb-2023
Safer Motorcycling and Safer Road
SAFER MOTORCYCLING AND SAFER ROADS: THE CONTEXT OF
BANGLADESH
Dr. Md. Mazharul Hoque
1, M S Hossain
2, M A Rahman
3and S M A B A Islam
4
1 Professor, Department of Civil Engineering and
Founding Director, Accident Research Institute (ARI)
Bangladesh University of Engineering and Technology (BUET), Dhaka
Email: dirarc@gmail.com ; mazharul@ce.buet.ac.bd 2 Department of Civil Engineering
Bangladesh University of Engineering and Technology (BUET), Dhaka
Email:shazzad.buetce07@gmail.com 3 Manager (Technical), FERBA Instrumentation Logistics, Dhaka
Email: ashifur.rahman@outlook.com 4 Department of Civil Engineering
Bangladesh University of Engineering and Technology (BUET), Dhaka
Email: opu_civil@yahoo.com
ABSTRACT
The staggering increase in number of motorcycles especially in Asia is leading towards significant increase in
number of crashes and therefore costing enormously in terms of losses occurred by consequent deaths and
injuries. In Bangladesh motorcycle crashes are a growing problem resulting from massive increase of
motorcycles. There are over 1.1 million registered motorcycles in Bangladesh, representing nearly 57% of total
registered motor vehicles. Motorcycles are increasing at an astonishing rate, around 500% during 1998-2013
with fleet growing at a much faster rate than other vehicles. Motorcycle crashes are claiming over 200 deaths
annually and are predominantly a rural problem (nearly 70%), mostly attributable to effects of speeding.
Predominant crash types are head-on, hit-pedestrian and rear-end, which together account for around 83%.
Nearly three quarters of motorcyclist fatalities are attributed to non-wearing of safety helmets. Many factors
contribute to motorcycle crashes with the dominance of hazards associated with road infrastructure. Recent
iRAP (International Road Assessment Programme) assessment of 1400 km of highways in Bangladesh indicated
the severity of road safety hazards for motorcyclists as the assessment revealed that 71% of assessed highways
are 2-star or less (out of possible 5-star) indicating a relatively high level of risk of deaths and injuries.
Addressing the safety of motorcycles and the riders is therefore an enormous challenge to transport engineering
professionals. There is an urgent need to strengthen efforts for implementing a rage of cost effective
countermeasures within the principles of safe system approach. This paper discusses the current motorcycle
situation, motorcycle crash characteristics, challenges and opportunities of improving motorcycle safety in
Bangladesh. The paper argues that the engineering safety on roads is clearly a priority issue particularly for
achieving the goals and targets of the Decade of Action and motorcycle crashes and injuries cannot be prevented
until safety treatments are built on the road infrastructure.
Keywords: Motorcycle Crashes, Safer Motorcycling, Safer Roads, Motorcycle Risk Assessment, Safe System.
1. INTRODUCTION
Motorcycle has become a popular mode of transport especially in Asian countries and people are
becoming more interested in motorcycle as an alternative to car travel and public transport for its easy
accessibility to reach any destination. The staggering increase in number of motorcycles especially in
Asia is leading towards significant increase in number of crashes and therefore costing enormously in
terms of losses occurred by consequent deaths and injuries. Statistics shows that the world‟s total
number of motorcyclist‟s deaths in 2010 was 300,000; seventy-eight percent of which occurred in
Asian countries (WHO, 2013). In Bangladesh motorcycle crashes are a growing problem resulting
from massive increase of motorcycles. Despite their relative importance in traffic stream, little effort
has been made to provide special facilities to cater for the need of motorcycles and consequently they
are much more vulnerable. The risk of motorcycles has been reflected in the recent iRAP
Safer Motorcycling and Safer Road
(International Road Assessment Programme) road infrastructure assessment which indicated that
majority of the assessed length of more than one third of national highway network in Bangladesh has
been rated as highly hazardous for the motorcyclists. This paper discusses the current motorcycle
situation, motorcycle crash characteristics, challenges and opportunities of improving motorcycle
safety in Bangladesh. The paper reviews the global motorcycle safety situation highlighting the role of
road infrastructure and speed factors in motorcycle crashes and concerns with the motorcycle safety
improvement options in terms of road infrastructure, enforcement and behavioural approaches.
2. THE CONTEXT OF ROAD TRANSPORT IN BANGLADESH
Bangladesh is a very densely populated country in South Asia with nearly 160 million inhabitants
living in an area of about 0.15 million square kilometer. The transportation system in this country is
predominately road based with different types of motor vehicles viz. motorcars, jeeps, micro buses,
taxis, buses, minibuses, trucks, 3-wheelers, motorcycles and non motorized vehicles like pedal
bicycles, cycle-rickshaws, vans etc. Being a riverine country, road transport plays an important role in
catering for the increasing travel demand both for freight and passengers in Bangladesh. As an
estimation of 2005, 79% of total passengers and 73% of total freight were carried by roadways.
Road traffic crashes in Bangladesh result in an unacceptably in high socio-economic toll that has been
growing due to rapidly growing motorization combined with inadequate attention and under-
investment in safety. According to World Health Organization (WHO), more than 20,000 deaths from
road traffic crashes are estimated to occur annually in Bangladesh, while around 4000 deaths are
officially reported. Nearly 70 percent of road traffic fatalities are attributed to Vulnerable Road Users
(VRUs) - pedestrians, bicyclists, motorcyclists and users of informal and unsafe motorized and non-
motorized transport. Nearly three quarters of the road fatalities occur in rural areas including rural
section of national and regional highways. Crashes are so clustered that about 40% of the reported
fatal crashes are concentrated on 2% of total highway network. The analysis of crash data reveals that
death rates on the highways in Bangladesh are up to 10 times higher than that of Australian highways
and Britain‟s most persistently high risk roads. The road environmental factors are particularly
prevalent with major roadway defects in design and layout unregulated private/business access to
inter-urban highways leads to endless linear settlements resulting in high risks for VRUs particularly
pedestrians, bicyclists and motorcyclists.
3. WORLDWIDE MOTORCYCLE USE AND CRASHES
An extensive review of motorcycle safety in Asian countries has been provided by Nguyen (2013).
The significant growth in motorcycling has occurred during the last decades in most parts of the world
(Haworth, 2012), resulting in the motorcycles gradually becoming a true mobility tool, attracting an
increasingly vast and varied population. Motorcycles are becoming very popular due to some notable
factors like great maneuverability, accessibility, ease of operation (Grava, 2003); despite the risk of
motorcycle riding is extremely high. Motorcycles as one of the most affordable motorized vehicle in
many parts of the world and, for a major portion of the world‟s population especially in Asia and
some African region, they are also the most common type of motor vehicle. The use of motorcycles
continues to grow globally each year in conjunction with multiple economic and social factors
contributing to their expansion worldwide. According to WHO (2013), 455 million motorcycles are in
use worldwide in 2010 which is about 69 motorcycles per 1,000 people whereas around 782 million
cars which means 118 cars per 1000 people. Statistics showed that in the period (2002-2010) the rate
of increase per 1000 population in motorcycles (from 33 in 2002 to 69 in 2010) has rapidly grown to
surpass the rate of car growth (from 91 in 2002 to 118 in 2010). Most of the world‟s motorcycles and
motorcycle fatalities are in Asia accounting for nearly 80 percent (Nguyen, 2013) . Figure 1 shows the
Safer Motorcycling and Safer Road
top ten countries in Asia which have greatest percentage of motorcycles per thousand people. Vietnam
and Malaysia are two countries in Asia have more than one motorcycle for every three people.
Indonesia and Thailand have approximately one motorcycle for every four people. By comparison,
Bangladesh has one motorcycle of around every twenty people.
Six Asian countries (Bangladesh, Cambodia, Lao, Thailand, India, and Myanmar) have motorcyclists
death rate higher than the average rate of Asia ( 6.5 motorcyclist deaths per 10,000 motorcycles), in
which Bangladesh has the death rate found to be nearly 4 times greater than the Asia and World‟s rate
per 10,000 motorcycles ( 6.5 motorcyclist deaths per 10,000 motorcycles). Figure 2 shows the top ten
countries in Asia which have the greatest percentages of motorcyclist deaths per 10,000 motorcycles
(Nguyen, 2013; WHO, 2013).
4. MOTORCYCLE GROWTH AND CRASHES IN BANGLADESH
In Bangladesh, around 300 new motorized vehicles are coming on to road every day. The number of
registered motorized vehicle grew from 552,003 in 1999 to 2,055,990 in 2013. There is an enormous
change in the number of registered motor vehicles over the years with nearly over 1.1 million
motorcycles in 2013. Trends of motor vehicle growth are shown in Figure 4 illustrating a drastic
increase in the share of motorcycles from 42% in 1999 to 57% in 2013. The number of motorcycle
grew from 215,670 in 1998 to 1,164,374 in 2013, an astonishing increase of around 440% with fleet
growing at a faster rate than other vehicles.
Figure 3: Registered Motor Vehicles by Types in Bangladesh (BRTA, 2013)
With the increasing number of motorcycles, the problem of deaths and injuries as a result of
motorcycle crashes is also growing. The involvement of motorcycles in crashes has increased quite
considerably from 4% in 1998 to more than 12% in 2011. Figure 5 illustrates the increasing trends of
motorcycle registrations and crashes in Bangladesh.
0
500000
1000000
1500000
2000000
2500000Motor Car
Jeep
Taxi
Bus
Minibus
Truck
Auto Rickshaw
Motorcycle
Others
TOTAL
Figure 1: Asian Countries with Greatest
Number of Motorcycles per 1,000 People
(WHO, 2013)
Figure 2: Asian Countries with Greatest
Motorcyclist Deaths per 10,000 Motorcycles
Safer Motorcycling and Safer Road
Figure 4: Trends of Motorcycle Registrations and Crashes in Bangladesh by Year (BRTA, 2011)
5. MOTORCYCLE CRASH CHARACTERISTICS IN BANGLADESH
Significant under-reporting of crashes limits proper crash analysis to be carried out towards
determining the actual societal and humanitarian impacts of road traffic crashes. A study from 2002
estimated that only 49% of the fatal crashes were reported while WHO has estimated it to be several
times higher. The data shortcomings are a considerable problem for carrying precise and accurate
analysis of crashes involving motorcycles and for taking effective road safety countermeasures.
Nevertheless, based on the police reported crash database some striking features of motorcycle crash
characteristics are briefly discussed.
5.1 Motorcycle Crashes and Casualties
The trends of motorcycle
crashes and casualties are
shown in Figure 5. The number
of motorcycle fatalities in 2012
was 187 which are nearly three
times of deaths in 1998.
However the actual number of
deaths should be much higher at
least four times the number
officially reported.
Figure 5: Reported Motorcycle Crashes and Casualties in Bangladesh
5.2 Distribution of Motorcycle Crashes by Locations
Motorcycle crashes are predominantly a
rural problem in Bangladesh, nearly 70%
(see Figure 6) in rural area and the
remaining 30% in urban area. Distribution
of motorcycle crashes by road class is
shown in Figure 6. Around 33% of crashes
occurred in national highways, 17% in
regional highways, 19% in feeder roads,
16% in city roads and 15% in rural roads.
Motor cyclist fatalities are over-involved in
national highways which are indicative of
0
20
40
60
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
% of Registered Motorcycles
% of Motorcycle Crashes
33
.41
17
.25
18
.37
14
.47
16
.50
44
.80
18
.24
17
.76
9.4
8
9.7
2
National Regional Feeder Rural City
% of motorcycle Crash
% of Motorcyclists Fatalities
Figure 6: MC Crashes and Fatalities by Road Class
0
100
200
300
400
500
19
98
19
99
20
00
20
01
20
02
20
03
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
No. of Motorcycle Crashes No. of Death No. of Injury
Safer Motorcycling and Safer Road
excessive speeding. Nearly 70% motorcycle crashes occurred on links or mid-blocks and the
remaining 30% crashes occurred at intersections (T-junctions 10%; cross junctions 5%; staggered-X
junctions 2%; roundabout 1%; and others 12%).
5.3 Motorcycle Crashes by Collision Types
Distribution of motorcycle crashes by
collision types is shown in Figure 7.
The predominant type of motorcycle
crashes is head-on collision (29%),
followed by hit pedestrians (28%),
rear-end (25%) and side swipe (10%).
Study also reveals that head-on and
rear-end accidents are over involved
compared with other vehicular crashes
and in many cases; it results in deaths
or very serious injuries.
Motorcycle crashes are spitted as 35%
single vehicle and 65% multi-vehicles. Of the total fatal single vehicle crashes, the share of
motorcycles is 5.6% and for fatal multi-vehicle crashes, their share is nearly doubled (11%). This
indicates that the risk of motorcyclists being killed by other vehicles, particularly heavy vehicles is
much higher and could well be the lack of visibility factor. Indeed, the most common types of
vehicles that hit motorcyclists are buses and trucks, accounting for nearly 80%.
5.4 Motorcycle Crashes by Age and Hourly Distribution
Distribution of motorcycle crashes among different age groups is shown in Figure 8. Fatal crashes
have steep peak at around age 26-30, clearly the most vulnerable group and the age groups 21-40 are
accounting for nearly 70% of the motorcycle crashes. Figure 9 presents of motorcycle crashes by the
hours of the day. Motorcycle crashes peaked during the period of 10 am to 1 pm and later at 4 pm to 5
pm in the day time coinciding with the higher level of motorcycle flow. Crashes occur more
frequently in the day time (6.00 am to 6.00pm) which is around 84% of total motorcycle crashes and
the remaining 16% crashes occur at night time.
Figure 8: Age Distribution of Motorcycle Victims Figure 9: Hourly Motorcycle Crashes
5.5 Non-compliance in Motorcycle Helmet Use
According to crash database, nearly 90 percent of motorcyclist fatalities are perhaps attributed to non-
wearing of safety helmets. A survey on the compliance of the use of motorcycle helmet was
Figure 7: Motorcycle Crashes by Type of Collisions
(1999-2011) in Bangladesh
Safer Motorcycling and Safer Road
conducted by Rahman (2012) among 300 motorcyclists (100 from capital city Dhaka, 100 from
district city Mymensingh, and 100 from rural community Gouripur). The survey revealed that the
point prevalence of helmet use was 45.3%, however only 53% of them were regular safety helmet
users. The non-compliance in helmet use among rural motorcyclists was 13 times higher than
motorcyclists of metropolitan city (Rahman, 2012).
6. ROAD INFRASTRUCTURE SAFETY ASSESSMENT FOR MOTORCYCLES
6.1 Motorcyclist Safety Assessment Results
The International Road Assessment Program (iRAP) - Bangladesh Pilot Project (iRAP 2010) which
provided the first comprehensive infrastructure risk assessment of the N2 and N3 highways showed
that hazards and deficiencies associated with road infrastructure and roadside environment are major
contributors to motorcycle crashes. The safety ratings of these two major highways are mostly (92%)
2-star or less (out of possible 5-star) for motorcyclists - indicative of serious road infrastructure and
environmental deficiencies. Further assessment of around 1400 kilometres of highways revealed that
81% of highway sections are 2-star or less for motorcyclists. The results of both assessments are
presented in Table 1.
Table 1: Infrastructure Risk Assessment Results in terms of Star Ratings for Motorcycles
Star Ratings N2 and N3 Highways (2010) 1372 km National Highways (2013)
Length (km) Percentage Length (km) Percentage
5-Star 1 0% 0 0%
4-Star 17 5% 3 0%
3-Star 8 3% 262 19%
2-Star 194 61% 295 22%
1-Star 99 31% 810 59%
Not rated 0 0% 2 0%
Total 319 100% 1372 100%
6.2 Typical High Risk Section for Motorcyclists
Figure 10 illustrates a typical rural roadway sections which has poor star rating (1-Star and 2-Star) for
motorcyclists indicating a very hazardous condition for motorcycle safety. The characteristics that led
to poor motorcycle rating observed in those particular sections of highways are briefly discussed
below:
Figure 10: Typical High Risk Sections for Motorcyclists: 1-Star Section on R880 Highway (left),
2-Star Section on N5 Highway (right)
Safer Motorcycling and Safer Road
There is a significant number of illegal parking along the carriageway within the bazaar and near
the junction thus resulting in a congested road network that creates various hazards for vehicles
travelling.
The presence of street vendors and parked vehicles restricts the use of the shoulder drop off.
There are a number of advertising and commercial signs placed along the approach to the bazaar
makes the road signs inconspicuous.
There is no dedicated sidewalk or cross walk facilities for pedestrians and absence of
regulatory/warning signs or signals.
High speed, high occupancy through traffic mostly commercial vehicles very often have conflicts
with local low speed operated minibuses, tempos and other non-standard vehicles, particularly
NMVs.
The volume of motorcycle traffic is very high and most of the riders don't use safety helmet which
makes them one of the prime vulnerable road user groups.
Uncontrolled frequent access and endless linear settlements create hazards along the highways.
Figure 11: Unsafe Motorcycle Riding in Bangladesh
6.3 Some Examples of Devastating Motorcycle Crashes in Bangladesh
Case 1: Bus Kills 4 Motorcyclists in Munshiganj (16 December 2012, 8.15 PM )
A head-on collision between a bus and a motorcycle was occurred at Srinagar upazilla in
Munshiganj district in Dhaka-Mawa Highway (N8) and resulted in four motorcyclists‟ death.
None of the motorcycle rider and the pillion passengers was using any safety protection.
Overriding and lack of conspicuity at night are the reasons for the head collision.
Case 2: A Family of 4 people Die on Naogaon Road Crash (1 December 2012, 3:45 PM)
All four members of a family were killed as a result of a head-on collision between a Naogaon-
bound bus and a motorcycle at Matindor intersection on Naogaon-Porsha Road (R547). All the
victims were motorcyclists - the male motorcycle rider and three female pillion riders. This crash
illustrates the necessity of special attention of motorcycle flow at intersections.
Case 3: Two Motorcyclists Killed in Road Crash (15 December 2012, 12.00 PM)
Two motorcyclists were killed as a truck collided with a motorcycle at Sherpur, Bogra in Dhaka-
Bogra Highway (N5). According to police, the motorcycle, trying to overtake an overloaded by a
fertilizer-laden truck, was side-swiped by the truck. Due to easy maneuvering of motorcycle, its
overtaking tendency is quite common scenario in Bangladesh. This crash necessitates the physical
segregation of motorcycles from other motorized vehicles.
Case 4: Two Motorcyclists Killed in Bogra Road Crash (14 September 2011, 7.00 AM)
Two teenage boys were killed in motorcycle skidded off the road at Borogola in Bogra in Dhaka-
Bogra Highway (N5). Poor roadway condition and inexperienced driving were the important
factors which contributed to this crash. Rider was under aged to get a motorcycle license and
Safer Motorcycling and Safer Road
presumably he didn‟t have a license. It clearly indicates lack of enforcements in implementation
of driving license policy.
The non-wearing of helmets, poor roadway and visibility, speeding, aggressive driving and
inexperience are among the factors contributing to above motorcycle crashes.
7. IMPROVING THE SAFETY OF MOTORCYCLING
With rapidly increasing motorcycles, safety of motorcycling poses as a serious challenge in
Bangladesh where there is very little safety expertise available to deal with the problem holistically.
Understanding of the underlying factors associated with motorcyclists‟ risk is a critical step in
developing strategies, policies and effective measures and thereby making motorcycling a more viable
and safe mode of transportation in Bangladesh. For motorcycle safety improvements, a series of
remedial measures are needed by the combination of engineering, enforcement and behavioural
measures across four areas of Safe System. The Safe System action areas are Safe roads and
roadsides, Safe speed, Safe vehicles and Safe road use. Bangladesh needs strengthening its efforts in
these areas by developing strategic measures. Of course the following priority measures are of
paramount importance to improve safety of motorcyclists in Bangladesh.
Road infrastructure improvement targeting
high risk sites
Speed management initiatives
Increase helmet use by tightening
enforcement
Initiatives to raise the skill and competence
of motorcyclists
Increased conspicuity and improved
visibility of motorcyclists
There is an urgent and obvious need for
developing priority safety programs giving
special attention to hazards on highways and
streets with high motorcycle crash experiences
and risks. Road safety engineering can play a significant role to cater for the need for safety and
mobility of the motorcyclists.The most effective countermeasure for motorcycle safety could be
separation of motorcycles from other vehicles by “Segregated Path” or “Dedicated Lane” for
motorcycles and these facilities have been successfully implemented in many countries. Other
intervention strategies like transport planning, exposure and speed controls, intersection treatments
including channelization,widespread helmet wearing, lane maintaining, proper enforcement,
educational programs and publicity campaign are also play much more important role for safe
mobility of motorcycle.
Indeed, motorcycle-friendly design should be sought with wider lanes and segregated paths used with
proper enforcement of usage. Sealing shoulder and improvement of delineation can be an effective
low-cost improvement for enhancing motorcyclists‟ safety. As motorcycle safety is insufficiently
catered for in traditional road engineering, safety audits should be used to double-check all proposed
schemes for their impacts on motorcycle safety and to ensure that motorcycle movements can be
undertaken safely. Research should be undertaken to develop and assess facilities to improve
motorcycle safety on local perspective. Enforcement and publicity campaigns should be designed and
timed to complement and coincide with engineering improvement measures.
Figure 13: Example of Physical Separation on a
Highway for Motorcycles.
Safer Motorcycling and Safer Road
8. VULNERABILITY OF MOTORCYCLE TRAFFIC
Evidence suggests that motorcyclists are up-to 50 times more likely to be killed than car drivers, this
figure is considered per mile travelled, and they are also twice as likely as pedal cyclists, the next
most vulnerable vehicle group (Source: streetdirectory.com). A motorcyclist not wearing a helmet is
40 percent more likely to die of a head injury and 15 percent more likely to suffer a nonfatal injury
than one who wears a helmet. Speeding is a bigger problem for motorcycle crashes, compared to other
modes. On average motorcyclists ride at higher speed than cars and motorcycle crashes usually occur
at higher speeds than car (Horswill et.al. 2005).
Motorcyclists are most vulnerable road users, at least five times the rate of Rickshaw in Bangladesh.
Some of the risks unique to motorcycle crashes include excessive speed, less visibility to car, road
infrastructure hazards, no barrier between rider and road, less stability, high risk behaviour, non-
wearing of safety helmets etc. In addition, motorcycles often share the traffic space with fast moving
cars, buses and trucks and also lack of physical protection makes motorcycle riders particularly
vulnerable to being killed or injured in a road traffic crash. Indeed the safety problem especially for
motorcyclists is compounded by its serious incompatibility of existing roadway condition.
9. DISCUSSIONS AND CONCLUSIONS
A combination of increasing volume of vehicles on the road, complexity of heterogeneous mix of
vehicles, poor road infrastructure, unsafe vehicles, risk taking behavior of general public, poor
enforcement of traffic laws and lack of proper regulation and dedicated facilities for the vulnerable
road users has led to increasing road traffic crashes and casualties in Bangladesh. Nearly 70% of road
traffic deaths in Bangladesh include pedestrians, bicyclists and motorcyclists. Sustained and
accelerated reduction in such deaths is clearly a priority, particularly for achieving the targets of the
Decade of Action for Road Safety, 50% reduction of deaths by 2020. To be most effective in
achieving this target, increased attention is required by distinguishing different road user categories as
there are specific needs and factors peculiar to each category which can be explicitly considered in the
intervention programs.
In Bangladesh motorcycle crashes are increasing alarmingly along with increased rate of registration
claiming over 200 deaths and many more injuries annually. Crash studies and field investigations
revealed that hazards and deficiencies associated with road infrastructure coupled with excessive
speeding, indiscriminate driving practices and non-wearing of helmets are major contributors to
motorcycle fatalities and injuries. According to iRAP, the safety ratings of major highways are mostly
(92%) 2-star or less (out of possible 5-star) for motorcyclists - indicative of serious road infrastructure
and environmental deficiencies. The safety problem especially for motorcyclists is greatly
compounded by the serious incompatibility of existing roadway condition. A series of remedial
measures are needed by the combination of engineering, enforcement and behavioral measures.
Engineering safety on roads is clearly a priority issue and motorcyclists‟ deaths cannot be prevented
until safety treatments are built on road infrastructure. Safe system approach provides new paradigm
for road safety which is widely recommended for low and middle income countries. Substantial
opportunities and scope exist for making road infrastructure safer for motorcyclists through systemic
application of Safe System Principles and measures. Understanding of the underlying factors
associated with motorcyclists‟ risk is a critical step in developing strategies, policies and effective
measures and thereby making motorcycling a more viable and safe mode of transportation in
Bangladesh. There is a need for Bangladesh to learn and share new knowledge and best practices to
deal with the road safety issues holistically.
Safer Motorcycling and Safer Road
ACKNOWLEDGEMENTS
The work presented in this paper is a part of the research work carried out at the Department of Civil
Engineering, Bangladesh University of Engineering and Technology (BUET). The opinion and views
expressed in this paper are those of the authors.
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