Dissertation/Theses - Department of Urban and Regional Planning
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Post graduate dissertations (Thesis) of Urban and Regional Planning (URP)2024-03-28T18:12:06ZStudy on intervention in water and sanitation facilities in selected slums of Dhaka north city corporation
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Study on intervention in water and sanitation facilities in selected slums of Dhaka north city corporation
Akther, Dr. Mohammad Shakil; Paromita, Shome; 1018152011; 628.0954922/PAR/2022
Dhaka, the capital and the largest city of Bangladeshis straining under the pressure of its rapidly increasing slum residents.The dwellers are facing difficulties in water and sanitationfacilities in terms of sharing status, safety, accessibility, reliability, quality, and so on.To improve this critical situation, researchers have been trying to assess the water and sanitation services in the slums of Dhaka.Different national policies and global commitments like Sustainable Development Goals, National Water Policy, National Policy for Safe Water Supply and Sanitation, Eights 5-Year Plan, National Strategy for Water Supply and Sanitationdemand for necessary water and sanitation interventions and monitoring in the slums for ensuring water and sanitation facilities for all. In line with this, the study identifies the types of interventions by different organizations involving FGDs, assesses the level of service through HH questionnaire surveys applying relevant criteria, indicators and forming indices, and addresses sustainability of the interventions derived fromthe results of level of service and conducting KIIs. The slum dwellers, leaders, managers and the relevant working organizations were involved in the data collection process.
According to DNCC record, and FGDs; different NGOs (national and international) work at the field level regarding water and sanitation facilities. Construction activities involved establishment of new tube wells, water platforms, establishment of new latrine superstructures, toilet platforms etc. Maintenance works included enhancement of water quality, cleaning of toilets etc.
Regarding level of service, the situation of sanitation is poorer than the water facilities. Considering availability, accessibility, safety, affordability and acceptability of the facilities,water acceptability index is the worst for water facility; whereas for sanitation facility, availability index is lower in the study area. The difference between the composite water index and sanitation index is significant in the slums based on whether subsequent support from the organizations after the accomplishment of the interventions is available. This indicates the unsustainability of most of theinterventions. The targets of SDG 6 call for achieving safe and affordable drinking water for all and special attention towards the sanitation needs of women and girls. But the slum dwellers are not so satisfied with the water safety or quality depicted by the lowest water acceptability index. There is also no menstrual hygiene management in any slum and the privacy index is so low according to the females participated in the HH questionnaire survey reflecting thewomen and girls are not being given specific considerations complying the targets of SDG 6.
According to 8th 5-years plan, the capacity of local government needs to be strengthened to provide universal water and sanitation to all. This study would be helpful for the local level authority to comprehend and manage the water and sanitation services in the slums and integrate the local level plans with the goals and targets of the national policies and the global commitments.
2022-05-28T00:00:00ZSpatio-temporal analysis of covid-19 pandemic in Bangladesh
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Spatio-temporal analysis of covid-19 pandemic in Bangladesh
Haque, Dr. Afsana; Sadia, Afroj; 1018152009; 614.592414095492/SAD/2022
The world has been experiencing the shock of Novel Coronavirus (COVID-19) with multiple waves. Bangladesh, like other countries, is witnessing pandemic waves as of March 8, 2020. Within three successive waves in Bangladesh, approximately two million cases of COVID-19 infection and thirty thousand deaths have been reported.Various demographic, climatic, and hospital factors have already been proven as linked to the infection scenario in the literature. Implemented aspatial countermeasures, according to some studies, could also have an impact on the pandemic situation. The regional and temporal growth of pandemic waves could be regulated based on these features. Although many studies have been conducted around the world, the majority of them have focused on the initial COVID-19 outbreak, projections of spatial diffusion and temporal trends during this time, mapping of infected cases related to public movement, and public perception of the pandemic, and advancements in healthcare technology. To the best author’s knowledge, there are still few studies comparing the spatio-temporal dynamics of waves and emphasizing both the temporal and spatial aspects. In this context, this study aims to look at how spatial factors affect the COVID-19 pandemic's temporal variation in Bangladesh. Under this aim, the temporal patterns of the three successive waves of COVID-19 are compared from both spatial and aspatial perspectives. The effects of spatial features on waves are investigated later.
In this research, the incident rate is considered to represent the spread.Sixty-four districts of Bangladesh comprise the study area for this research.The data on district-wise confirmed cases and the daily number of tests of three waves have been collected from the Directorate General of Health Services (DGHS).Additionally, information on demographic characteristics, healthcare facilities, infrastructure facilities, geographic features, meteorological attributes, and economic attributes have been obtained from other secondary sources. Sen’s slope estimation, the Pettit test, and the Mann-Kendall (M-K) test have been used to examine the temporal pattern. Global and local spatial autocorrelation methods (Moran’s I) have been used to figure out the spatial pattern. Scan statistics have been employed in conjunction with a discrete Poisson probability approach to comprehend the spatiotemporal growth of the outbreak. Finally, the Ordinary Least Squares (OLS) model and spatial regression models have been used to identify the effects of spatial components.
Bangladesh as a whole exhibited no statistically significant trend throughout the first and second waves, but the deployment of long-term spatial containment measures caused an abrupt drop in infection during the first wavein almost all districts. The Bangladesh government implemented many of these non-pharmaceutical measures during the initial wave, including the closure of educational institutions and social gathering places, lockdown, social distancing measures, case isolation, demarcating of the most infected regions, and movement restrictions.The third wave had a noticeable decline in incident rates and lasted for a shorter period. In all waves, Dhaka and the neighboring areas were the first hit and were infected more heavily. Due to the arrival of new virus strains in the surrounding nations, the Western area of the country suffered a cluster of greater COVID-19 occurrences during the second and third waves.In terms of infection, theEastern portion, including the districts of Sylhet and Mymensingh division, were always in a better state due to their local geographic features.
The country’s testing facilities were unevenly distributed, which had an impact on the number of confirmed cases in areas. May to July is identified as the period of time when the infection was most likely to spread. Urban population density, poverty rate, the number of ICU beds in each district, and the population over 65 are all identified as contributing spatial features during the first wave. On the other hand, factors that are determined to be significant in the second wave include rainfall, the number of bus stops, and the distance from the most affected area. The third wave highlights important contributions of urban population density, hospitals per thousand people, temperature, and rainfall. To conclude, it is anticipated that the findings of this study could help to formulate an appropriate pandemic management framework that takes into account seasonal and regional factors to combat future outbreaks.
2022-06-29T00:00:00ZStudy on integration of proposed public bus route network with BRT and MRT system in Dhaka city
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Study on integration of proposed public bus route network with BRT and MRT system in Dhaka city
Akhter, Dr. Mohammad Shakil; Fahmida, Hanif; 1018152012; 711.70954922/FAH/2022
The public transportation system greatly influences the total effectiveness of any city's transportation system. A well-developed public transportation infrastructure can aid the economic growth of a city. Public buses offer a flexible mode of public transportation that can accommodate a range of needy individuals across the metropolis. Congestion, poor traffic management, high accident rates, and a growing pollution issue, however, are depicted public bus service scenario in Dhaka's. Earlier in Dhaka public buses are Dhaka's only means of mass transportation, many people rely on them every day, but in recent days MRT is also included.
The study focuses on the integration of various public transit network in Dhaka city. In Dhaka along with existing bus route network, several transit projects are taken such as MRT 1, 6, 5 and BRT 3. These transit projects have their own operation plans. However, none of them mentioned about integration with other transit services. Following this, this study attempted to work on the integration aspect of transit services considering their designed operational characteristics.
Based on this, the study has three major objectives. In the first objective the study tried to review the ongoing and proposed transit projects following their operational and network characteristics, after that, in the second objective the traffic impact of rationalized bus route network on BRT and MRT corridor has been studied. Following these, on the third objective an integrated transit network system has been developed considering their operational aspects.
To pursue the activities for achieving first objective, the operation plans of different services have been reviewed and discussed along with this, the network overlapping ratio following intra and inter network are studied. Apart from this, using the network analyst tool of ArcGIS, service areas around transit stops are developed and the access road density and structure density are studied. However, in case of second objective, following the overlapping ratio of rationalized bus routes along with BRT and MRT services, the bus routes were grouped into different categories. After that, based on their fleet distribution the transit traffic impacts of BRT, MRT corridors was analyzed. Following this, buffer areas around transit corridors were developed and the distribution of different land use categories within these areas were studied. Lastly, on the third objective, a macro simulation model using future (year 2035) peak hour transit travel demand matrix has been developed, on which different transit network combinations have been studied and the traffic impact of integration on networks are studied.
As a part of the study, it has been found out, that, the accessibility rationalized network is better than the existing one. Along with this, the existing network has higher overlapping ratio (both intra and inter) than rationalized one. Apart from this, following the coverage issue, rationalized network has better spatial coverage than existing one. Moreover, around the BRT and MRT lines, there is a greater concentration of mixed-use, residential, and industrial land use than there is of other land uses. However, owing to their alignment, MRT 6 and MRT 1 also have high percentages of vacant lands.
In case of macro-simulation model, first scenario developed considering only existing bus routes (base scenario), and on this scenario the number of transit trips is the highest among all scenarios. The trip number stays nearly the same as the basic one when considering current bus routes that connect to MRT lines 1, 5, and 6. Although there are significant operational speed, transfer fee, and per-kilometer fare differences between the MRT system and bus, transit users still favor both in a comparable way, and the load factor value of 2.12 makes this the best fit scenario. However, the alignment plan of the rationalized routes caused the network of bus routes to receive 93% fewer trips than the current bus route network. Along with this, while considering BRT network with rationalized bus routes, it seems that, the transit trip number from rationalized base scenario increased by 43%, and with MRT it increased by 81%, and with both MRT and BRT, the value increased by 93%. To conclude, it can be said that, although the current network has operational and functional limitations, it still serves the purpose better when considering fleet alignments and distribution.
2022-11-15T00:00:00ZStudy of the effects of built environment on pedestrian crash frequency and severity in Dhaka
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Study of the effects of built environment on pedestrian crash frequency and severity in Dhaka
Khan, Dr. Asif-Uz-Zaman; Zafri, Niaz Mahmud; 0419152024; 338.3120954922 NIA/2022
Pedestrian crashes have become a major safety concern in urban areas throughout the world, including Bangladesh. This scenario is no better in Dhaka, the capital and megacity of Bangladesh. From 1998 to 2014, more than 10 thousand crashes occurred here, and 4,514 pedestrians died in those crashes. To improve this critical situation, researchers have been trying to identify the contributory factors behind pedestrian crashes through studies at both macroscopic and microscopic levels. Macroscopic level pedestrian crash occurrences analysis and microscopic level pedestrian crash severity analysis are the most common techniques used for identifying contributory factors behind pedestrian crashes. Recent literature suggests to improvepedestrian safety by altering the built environment of urban areas considering its effect on pedestrian crashes. Therefore, identifying contributory built environment factors behind pedestrian crashes is important to reduce the number of crashes and their severity level.
In the case of macroscopic level pedestrian crash occurrences analysis,built environment-related factors have primarily been examined in the developed countries, resulting in a limited understanding of the phenomenon in the context of developing countries. Methodologically, these studies mostly used global regression models, which failed to incorporate spatial autocorrelation and spatial heterogeneity. Althougha fewof these studies usedspatial regression models, they applied them randomly without following a comprehensive logical framework behind their selections. This study aimed to develop a comprehensive spatial regression modeling framework to examine the relationships between pedestrian crash occurrences and the built environment at the macroscopic level in Dhaka.Using secondary data, the study applied one global non-spatial model, two global spatial regression models, and two local spatial regression models following a comprehensive spatial regression modeling framework.The analysis results identified the factors thatwere found to significantly contribute to pedestrian crash occurrences in Dhaka. Those factors were employed person density, mixed and recreational land use density, primary road density, major intersection density, and share of non-motorized modes. Except for the last factor, all the other ones were positively related to pedestrian crash density. Among the five models used in this study, the multiscale geographically weighted regression (MGWR) performed the best as it calibrated each local relationship with distant spatial scale parameter. The findings and recommendations presented in this study would be useful for reducing pedestrian crashesand choosing the appropriate model for crash analysis.
In the case of microscopic level pedestrian crash severity analysis, a large number of studies tried to explore the relationships between the built environment and pedestrian crash severity in developed countries.Unfortunately, there is a lack of similar studies in developing countries, especially Bangladesh. Methodologically, the contributory factors influencing pedestrian crash severity are commonly identified through global logistic regression (GLR) models.However, these models are unable to capture the spatial heterogeneity in the relationships between the dependent and independent variables. The local logistic regression model, such as geographicallyweighted logistic regression (GWLR), can potentially overcome this issue. Still, the application of local logistic regression to model pedestrian crash severity is absent in the literature. Therefore, this study applied the GWLR technique to explore spatially heterogeneous relationships between the natural and built environment-related factors with pedestrian crash severity in Dhaka. First, using secondary data, a binary logistic regression model was developed to identify significant factors influencing pedestrian crash severity. Results of the model showed that the probability of fatal pedestrian crash occurrence increased at night, in unlit locations, and during adverse weather conditions. Also, the likelihood of fatal crashes increased on straight and flat roads and at locations with more bus stops. On the other hand, the chance of fatal crashesreduced around institutional land uses and when medians exist on roads. Finally, this study explored spatial variation in the effect intensity of these significant variables across the study area using the GWLR technique. High-intensity variation across the study area was found for road geometry and institutional landuse factors. On the other hand, low-intensity variation was found for light conditions and the presence of median factors. This technique can be applied in any area, and the results would be helpful to provide insights into the spatial dimension of traffic safety.
2022-04-04T00:00:00Z