Road Traffic Accidents in Bogura District, Bangladesh: Trends, Causes, and Strategic Safety Interventions

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This study investigates the rising incidence of RTAs in Bogura District, a rapidly urbanizing region in northern Bangladesh, where informal transport modes, inadequate infrastructure, and weak regulatory enforcement converge to exacerbate road safety risks. While national-level RTA trends have been documented, district-specific spatial and behavioral analyses remain scarce in the international literature. Employing a mixed-methods approach, the study integrates geospatial mapping of accident hotspots, statistical analysis of vehicle involvement, and qualitative insights from stakeholder interviews. Results reveal a concentration of accidents in peri-urban zones, with high-risk behaviors and delayed emergency response contributing to severe outcomes. Comparative analysis with similar LMIC contexts highlights shared challenges in traffic governance and infrastructure planning. The findings underscore the need for locally adapted interventions, including GIS-informed infrastructure upgrades, behavior-focused awareness campaigns, and multi-agency coordination. By situating Bogura’s RTA dynamics within broader global patterns, this research contributes to the evolving discourse on sustainable urban mobility and district-level road safety strategies in resource-constrained settings. Road Traffic Accident Public Health Urbanization Infrastructure Traffic Laws Road Safety Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Introduction Road traffic accidents (RTAs) are a leading cause of death and disability worldwide, with over 1.35 million fatalities annually and tens of millions more injured (World Health Organization, 2023). The burden is disproportionately high in low- and middle-income countries (LMICs), where rapid urbanization, insufficient infrastructure, and weak enforcement of traffic laws compound the risks (Peden et al., 2004; Odero et al., 2020). Bangladesh exemplifies this crisis, with escalating accident rates and limited district-level data to inform targeted interventions (BRTA, 2022). This paper, Road Traffic Accidents in Bogura District, Bangladesh: Trends, Causes, and Strategic Safety Interventions, investigates the growing RTA problem in Bogura a strategically located district in northern Bangladesh that serves as a transit corridor between Dhaka and the northwestern region. Bogura’s roads accommodate a diverse and congested mix of vehicles, including heavy trucks, buses, motorcycles, auto-rickshaws, and informal transport modes such as Votvotis and CNGs. The coexistence of motorized and non-motorized traffic, combined with poor road conditions and limited traffic regulation, creates a hazardous environment for all road users (Rahman & Rahman, 2023; Ahmed & Khan, 2022). Despite its strategic importance, Bogura remains underrepresented in both national and international road safety literature. Most studies in Bangladesh focus on aggregate national data or metropolitan areas like Dhaka and Chattogram, leaving district-specific accident patterns, behavioral factors, and infrastructure gaps largely unexplored (Alam & Hossain, 2023). International research highlights the need for localized, multidisciplinary approaches to RTA mitigation integrating engineering solutions, public education, enforcement mechanisms, and emergency response systems (Harvard University & World Bank, 2015; WHO, 2023). However, such frameworks are rarely applied at the district level in Bangladesh, where institutional coordination and data availability remain limited. This study addresses these gaps by employing a mixed-methods approach that combines statistical analysis of accident records, Geographic Information Systems (GIS) mapping of high-risk zones, and qualitative insights from stakeholder interviews. The integration of spatial and behavioral data offers a novel lens for understanding RTAs in semi-urban contexts. By situating Bogura’s accident trends within broader LMIC patterns and comparing findings with international case studies, the research contributes to the global discourse on sustainable urban mobility and district-level road safety planning. Ultimately, the study aims to inform evidence-based policymaking and advocate for locally tailored interventions such as infrastructure upgrades, traffic management systems, public awareness campaigns, and strengthened law enforcement to reduce accident rates and promote safer mobility in Bogura and similar urbanizing districts. Method This study employs a mixed-methods research design to investigate the causes, frequency, and spatial characteristics of road traffic accidents (RTAs) in Bogura District, Bangladesh. Combining quantitative and qualitative approaches enables a multidimensional understanding of the district’s traffic dynamics, infrastructural challenges, and behavioural risk factors. Bogura serves as the study site due to its strategic role in regional transportation and its documented increase in traffic incidents. The district’s diverse terrain comprising both urban and rural zones was included in the research scope to capture variations in accident patterns and contextual influences. Data were collected from both secondary and primary sources. Secondary data consisted of police accident records from the Bogura District Police Department, patient admissions and injury reports from local hospitals, and statistical datasets from the Bangladesh Bureau of Statistics (BBS) and the Bangladesh Road Transport Authority (BRTA). These sources provided a factual basis for analysing accident trends and victim profiles. Primary data were gathered through structured surveys administered to drivers, pedestrians, and local residents, capturing lived experiences and perceptions of road safety. Semi-structured interviews were conducted with key stakeholders including traffic enforcement officers, municipal officials, and transport experts to explore institutional responses and policy challenges. Field observations were performed at known accident-prone areas to assess road geometry, traffic flow, signage, and visibility. Quantitative data were processed using SPSS software. Descriptive statistics provided summaries of accident frequency, vehicle types, and intersection conditions, while inferential analysis explored correlations between road characteristics and accident rates. Qualitative inputs including open-ended survey responses and interview transcripts were examined using thematic analysis. Coded data were organized into conceptual maps to identify behavioural patterns, systemic gaps, and infrastructural vulnerabilities. Ethical principles guided all stages of the research. Informed consent was obtained from all participants, and data confidentiality was rigorously maintained. Anonymization procedures ensured that personal identifiers were removed, and the research was conducted in a manner respectful of community integrity and wellbeing. The study acknowledges certain limitations. Secondary data may contain reporting inconsistencies or omissions. Sample representativeness may be constrained by demographic and geographic diversity, potentially affecting generalizability. Additionally, the localized focus on Bogura limits extrapolation to other regions without contextual adaptation. Despite these constraints, the methodological framework ensures rigor and relevance. By integrating statistical evidence with stakeholder insight and spatial mapping, the study offers actionable guidance for road safety improvements and sets a precedent for localized transport research in Bangladesh. Results & Discussion Bogura, a prominent center for commerce and transportation in northern Bangladesh, has been grappling with a concerning surge in road accidents. The objective of this research was to examine the occurrence, reasons, and consequences of these accidents between 2022 and 2023. Information was gathered from the Bogura Traffic Police Department, nearby medical facilities, and accounts provided by witnesses. Percentage of Accidents Recorded in Different Police Stations Table 1 presents a comparative summary of road traffic accidents (RTAs) recorded across seven police stations in Bogura District, highlighting the proportion of incidents resulting in fatalities and injuries. The data reveal significant spatial variation in accident severity, underscoring the need for localized safety interventions. Bogura Sadar Police Station reports the highest fatality rate, with 68.42% of recorded accidents resulting in death and 31.58% in injury. This pattern may reflect the district’s central traffic density and complex vehicular mix, consistent with findings from urban RTA studies in LMICs (Rahman & Rahman, 2023). Sibganj Police Station follows with 59.36% fatalities and 40.64% injuries, while Shajahanpur and Sherpur stations show similar distributions approximately 57–58% fatalities and 42–43% injuries suggesting systemic risks in peri-urban corridors. In contrast, Nandigram Police Station records a higher proportion of injuries (58%) compared to fatalities (42%), possibly indicating better emergency response or lower-speed collisions. Kahalu Police Station reports an equal distribution of fatalities and injuries (50% each), while Sariakandi Police Station stands out with 100% of reported cases resulting in injury and no fatalities. This anomaly may reflect underreporting of fatal cases or differences in traffic volume and enforcement intensity. These findings align with international literature emphasizing the importance of district-level accident profiling to inform targeted interventions (Odero et al., 2020; WHO, 2023). The variation across police stations highlights the need for spatially adaptive strategies, including hotspot-specific infrastructure upgrades, enforcement enhancements, and community-based awareness programs. Table 4.1: Traffic Accidents in Different Police Station Police Station Fatality (%) Injury (%) Sadar thana 68.42% 31.58% Shibganj 59.36% 40.64% Shajahanpur 57.89% 42.11% Sherpur 57.50% 42.50% Nandigram 42% 58% Kahalu 50% 50% Shadiakandi 0% 100% Modal Distribution of Total Pedestrian Fatalities Pedestrians represent one of the most vulnerable groups in road traffic accidents (RTAs), particularly in low- and middle-income countries where infrastructure and enforcement are often inadequate (World Health Organization, 2023; Odero et al., 2020). In the context of Bogura District, pedestrian fatalities constitute a significant share of overall RTA casualties, reflecting broader global patterns observed in urbanizing regions. Table 2 presents the modal distribution of pedestrian fatalities across different vehicle types involved in accidents. The data indicate that trucks are responsible for the highest proportion of pedestrian deaths (22.36%), followed by buses and motorcycles. This finding aligns with international studies that associate heavy vehicles with elevated pedestrian risk due to limited visibility, high momentum, and poor lane discipline (Peden et al., 2004; Ahmed & Khan, 2022). In contrast, rickshaws account for the lowest share of pedestrian fatalities (3.49%), likely due to their lower operating speeds and informal routes. The disproportionate impact of heavy vehicles on pedestrian safety in Bogura underscores the need for targeted interventions such as designated pedestrian zones, speed regulation in mixed-traffic corridors, and improved driver training programs. These findings contribute to the broader discourse on urban mobility and pedestrian protection in LMICs, where modal interactions are complex and often under-regulated (Rahman & Rahman, 2023). Table 4.2: Pedestrian Fatalities by Type of Vehicle Involved Type of Vehicles Accidents Fatal (%) Non-Fatal (%) Truck 22.36% 11.63% Bus 17.33% 20.33% Private Car 3.22% 2% Bike 7.55% 5.44% Vutvuti 4.22% 9.59% Rickshaw 3.49% 6.44% Modal Distribution of Total Traffic Accidents in Seven Police Stations Vehicle-type distribution in road traffic accidents (RTAs) provides critical insight into the dynamics of urban mobility and risk exposure. In Bogura District, cars are implicated in the majority of reported accidents, accounting for 53.77% of all incidents. This high proportion reflects the increasing prevalence of private vehicles in urbanizing regions of Bangladesh, where rapid motorization often outpaces infrastructure development and regulatory enforcement (BRTA, 2022; Rahman & Rahman, 2023). Motorcycles, commonly used for short-distance travel and informal transport services, are involved in 36.32% of accidents highlighting their vulnerability in mixed-traffic environments. Buses contribute to 5.20% of incidents, while trucks and other vehicle types each account for 2.36%. The relatively low involvement of heavy vehicles may be attributed to their restricted movement within urban cores, though their impact severity remains disproportionately high in pedestrian-related fatalities (Ahmed & Khan, 2022; WHO, 2023). These findings align with global patterns observed in low- and middle-income countries, where motorcycles and private cars dominate accident statistics due to high fleet growth, limited lane discipline, and inadequate safety infrastructure (Odero et al., 2020; Peden et al., 2004). The modal distribution in Bogura underscores the need for targeted interventions such as speed regulation, vehicle-specific safety audits, and improved driver training programs tailored to local traffic compositions. Modal Distribution of Total Traffic Fatalities in Seven Police Stations Figure 4 illustrates the modal distribution of fatalities in Bogura District, excluding pedestrian-related incidents. The data reveal that private cars are responsible for the highest proportion of non-pedestrian fatalities, accounting for 51.26% of total cases. This dominance reflects the growing prevalence of private vehicle ownership in urbanizing regions of Bangladesh, where traffic regulation and infrastructure often lag behind motorization trends (BRTA, 2022; Rahman & Rahman, 2023). Motorcycles contribute to 36.97% of fatalities, underscoring their vulnerability in mixed-traffic environments. The high fatality rate among motorcyclists is consistent with global findings from low- and middle-income countries (LMICs), where limited helmet use, poor lane discipline, and high-speed maneuvering increase risk (Peden et al., 2004; Odero et al., 2020). Buses and trucks are responsible for 5.04% and 4.20% of fatalities, respectively, while other vehicle types including auto-rickshaws and informal transport modes account for 2.52%. These modal patterns highlight the urgent need for vehicle-specific safety interventions, such as stricter licensing protocols, speed regulation, and targeted public awareness campaigns. The findings contribute to the broader discourse on traffic safety in LMICs, where modal diversity and infrastructure gaps complicate conventional road safety strategies (WHO, 2023; Ahmed & Khan, 2022). Location of Most Hazardous intersection From collected data, seven road intersections of seven Police Stations were identified where number of accidents occurred was high. The latitude and longitude of those intersections were measured by GPS device and a map was drawn by GIS software. Table 6 shows the intersections having high accident frequency. Table 4.3. Most Hazardous Intersections of Different Location of Bogura Location of Road intersection Accident frequency Latitude Longitude Dhaka-Rangpur Highway 3 24.78098253 89.39337289 Chokjadu Road 3 24.8506415 89.37275563 Goshai Para Road 3 24.67951408 89.4146173 Gabtali-Shariakandi Road 1 24.87988798 89.44894483 Thana Road 1 24.88804272 89.56932711 Abadpukur-Bogura Road 2 24.81763912 89.03958213 Natore Road 2 24.66853416 89.27547172 Location Map of Most Hazardous thana. The analysis of collected data revealed that nine Police Stations experienced a high number of accidents. The GPS device was utilized to measure the latitude and longitude of these location and a map was generated using GIS software. Table 7 provides information on the road mid-blocks with a high accident frequency. Notably, Shajahanpur police station emerged as the most accident-prone area, occurring 2022 (Map no:1) & Shibganj police station in 2023 (Map no:2) Map No : 01 Map No: 02 Location Map of Most Hazardous Intersections Utilizing the data presented in Table 8, a road map of Bogura District was generated through GIS software to illustrate the intersections with the highest accident rates, depicted in Figure 5. The intersections with the greatest frequency of accidents were scrutinized, and the latitude and longitude of these intersections were determined using a GPS device. The shape-file of the study area was digitized from Google Earth-map. Subsequently, the intersections were mapped out using GIS software, incorporating the latitude and longitude measurements. Noteworthy findings include the Gosai para road and Dhaka Rangpur Highway intersection, as well as the Natore Road and Gabttoli Sariakandi Road intersection, both exhibiting the same accident frequency of 3 and 2, respectively in 2022. (Map no :3) Map No: 03 The accident frequency at the intersection of Gosai Para Road, Dhaka Rangpur Hingway, and Chokjadu Road is observed to be 3. Similarly, the intersection of Natore Road and Abadpukur Bogura Road also experiences an accident frequency of 2, In 2023. (Map no :04) Map No : 04 Case Study In order to meet the research objectives, this study has identified five road accident case-studies. The selection process considered several factors, such as the road hierarchy where the accidents took place, the type of collision, the severity of the accidents in terms of fatalities and injuries, and the surrounding environment (urban or rural settings). The rationale behind choosing these specific accident case-studies is to present a holistic picture of the road safety conditions in Bogura, covering both highways and urban streets. Case 1, occurring on 14 July 2022 in Sherpur Upazila along the Dhaka–Bogura Highway, involved a head-on collision between two buses and resulted in 10 injuries. While not fatal, the scale of injuries highlights the danger posed by high-speed travel on arterial roads without lane separation. Case 2, recorded on 11 September 2022 in the same location, involved a collision between a bus and an autorickshaw, causing five fatalities. This reflects the vulnerability of smaller vehicles when mixed with heavier traffic, especially in regions lacking regulated speed zones. Case 3, on 9 August 2022 in Nandigram, featured a collision between a truck and a CNG autorickshaw, causing two deaths and three injuries. The incident occurred early in the morning, indicating a potential link between reduced visibility or fatigue and crash risk. Case 4, on 18 August 2022 in Shajahanpur, involved a truck colliding with a human hauler (CNG), leading to five fatalities and seven injuries. The impact highlights how informal transport modes are disproportionately exposed to severe outcomes during highway conflicts. Case 5, dated 4 December 2022 in Sherpur Upazila, saw a bus crashing into two three-wheelers, resulting in three fatalities. The presence of multiple vulnerable vehicles further exacerbated the severity of this incident. Case 6, occurring on 15 July 2023 at midnight in Adamdighi, involved a mini-truck striking a stationary goods-laden truck from behind. Four people lost their lives. The timing suggests poor road illumination or warning mechanisms contributed significantly. Case 7, recorded on 13 March 2023 in Nandigram, involved a head-on collision between a CNG and a pickup van around 8 a.m., killing three and injuring five. Morning traffic surges combined with insufficient intersection controls may be contributing factors. Case 8, on 23 February 2023 in Shajahanpur Upazila, involved a bus striking a CNG, killing five passengers. This recurring bus-CNG crash pattern in Shajahanpur points to the need for regulated lanes and protective barriers. Case 9, dated 27 June 2023 in Bogura Sadar, involved a Votvoti (local goods carrier) crashing into a CNG autorickshaw, killing three. Informal vehicles carrying cargo on shared lanes pose acute risk to both occupants and vulnerable road users. Case 10, reported on 16 February 2023 in Shajahanpur Police Station area, involved two trucks colliding, resulting in three fatalities. Though involving heavier vehicles, the incident suggests inadequate signage or braking space on narrow highway segments. Across these ten cases, a total of 38 fatalities and 40 injuries were recorded. Common themes include collisions during low-light hours, unsafe overtaking or head-on crashes on highways, and recurrent vulnerability of small, lightweight vehicles. Moreover, recurring locations such as Sherpur, Shajahanpur, and Nandigram emerge as high-risk zones, reinforcing spatial analysis results from GIS mapping presented in earlier sections of the study. These findings reinforce the necessity of localized policy interventions, including infrastructure upgrades (e.g., dedicated lanes, better signage), enhanced regulation of informal vehicles like Votvotis and CNGs, and improved enforcement in accident-prone zones. Crucially, temporal patterns suggest that night and early-morning driving conditions require special attention through lighting infrastructure and targeted enforcement. By situating empirical accident data within real-world narratives, this case study analysis underscores the urgency of implementing safety reforms tailored to Bogura’s transport ecology. Policymakers, planners, and community stakeholders must engage collaboratively to reshape the region’s road safety landscape and prevent further loss of life. Study strengths and limitations This study provides a comprehensive and locally grounded analysis of road traffic accidents (RTAs) in Bogura District, combining spatial mapping, case study investigation, stakeholder input, and statistical evidence. Its principal strength lies in the use of a mixed-methods approach, which enabled the triangulation of qualitative insights with quantitative patterns, ensuring both depth and rigor in evaluating accident causality and frequency. The integration of GIS-based hotspot identification, case-level narratives, and community-level feedback makes this study highly replicable for similar urban or semi-urban districts across Bangladesh and other low and middle-income countries (LMICs). The tailored recommendations covering infrastructure, enforcement, awareness, and policy offer a strategic blueprint that can be adapted to various contexts with minimal modification. Another notable strength is the prioritization of locally sourced data, including police reports, hospital records, and interviews with frontline actors, which enrich the analysis and make the findings immediately actionable for district-level planners and policymakers. The study’s use of real-world case documentation, rather than solely statistical abstraction, provides nuance and visibility into the lived consequences of traffic incidents—an approach that future work should emulate to ensure policy relevance. However, several limitations must be acknowledged. The reliance on secondary data sources may introduce underreporting or record inconsistencies, particularly in crash documentation and injury severity. Sampling constraints in primary surveys may have limited the representativeness of certain demographic or geographic groups, potentially narrowing the generalizability of behavioral insights. Furthermore, the study’s exclusive focus on Bogura restricts cross-district comparison, although this was necessary to preserve analytical depth. Future research can build on this foundation by expanding the spatial scope across multiple districts and employing real-time data collection tools such as automated traffic monitors and mobile-based incident reporting systems. Strengthening stakeholder feedback loops and embedding longitudinal tracking mechanisms would also enhance the evaluation of interventions over time. Moreover, establishing a dedicated unit for ongoing research and data collection, as proposed in the recommendations, can ensure continuous learning, reduce data gaps, and support adaptive planning. Despite these limitations, the study lays the groundwork for targeted RTA mitigation strategies and offers a scalable model for enhancing road safety outcomes in under-resourced settings. Conclusions The analysis of road traffic accidents (RTAs) in Bogura District reveals a complex interplay of infrastructural, behavioral, and systemic factors that contribute to the high incidence of traffic-related casualties. Deficiencies in road design, traffic management, and legal enforcement coupled with risky driver behaviors such as speeding, reckless overtaking, and impaired driving have created hazardous conditions for all road users. The socioeconomic burden of these accidents is substantial, encompassing both the immediate costs of injury and fatality, and the broader strain placed on healthcare systems, emergency responders, and affected families. Spatial assessment indicates that accident hotspots frequently coincide with poorly maintained intersections and corridors lacking safety features, underscoring the need for geographically targeted interventions. This study emphasizes that mitigating RTAs in Bogura demands a coordinated, multifaceted strategy one that combines infrastructure upgrades, rigorous enforcement of traffic laws, and community-based awareness initiatives. Such efforts should prioritize the protection of vulnerable road users, promote safer driving practices, and foster a culture of shared responsibility among public and institutional actors. By integrating empirical case analyses with stakeholder insights and spatial mapping, this research offers a district-level evidence base to support policy formulation and transport planning. Its findings not only illuminate the challenges faced by Bogura, but also present scalable solutions applicable to similar regional contexts within Bangladesh. Advancing road safety requires sustained commitment, intersectoral collaboration, and adaptive governance capable of responding to evolving mobility risks. Declarations Acknowledgements The author expresses sincere gratitude to the Bogura District Police Department and local healthcare facilities for their cooperation in providing valuable accident data used in this study. Special thanks are extended to the survey participants, including drivers, pedestrians, and community members, whose insights enriched the research findings. Appreciation is also due to traffic enforcement officers, municipal planners, and transport experts who shared their perspectives through interviews. Their engagement added depth and context to the analysis. The author acknowledges the support and academic guidance received from faculty mentors and colleagues during the preparation of this manuscript. Human Research Ethics Review All participants gave their informed consent prior to involvement in this study. The research was conducted in accordance with the ethical principles outlined in the Declaration of Helsinki. Data availability statement The author declares that all relevant data, materials, and protocols supporting the findings of this study are available from the corresponding author upon reasonable request. GIS shapefiles, anonymized survey responses, and descriptive statistics can be provided to facilitate future replication or comparative studies. Conflicts of interest The authors declare that there are no conflicts of interest. References Ahmed S, Khan M (2022) District-level traffic risk analysis in Bangladesh. Journal of Transport Safety Alam R, Hossain T (2023) Stakeholder coordination in road safety governance. South Asian Journal of Public Policy Bangladesh Bureau of Statistics (2023) Statistical Yearbook of Bangladesh. Bangladesh Bureau of Statistics, Dhaka Bangladesh Road Transport Authority (BRTA) (2022) Annual Road Safety Report. BRTA, Dhaka Bangladesh Road Transport Corporation (2022) Road traffic accident statistics 2022. BRTC, Dhaka BBC News (2023), February 20 Bogura's deadly roads: What's being done? Retrieved from https://www.bbc.com/news BSS News (2023), December 23 Youth killed in Bogura road accident. Retrieved from https://www.bssnews.net BSS News (2022), May 13 Two motorcyclists killed in Bogura road accident. Retrieved from https://www.bssnews.net Daily Star (2023), April 25 Road accidents in Bogura: A rising concern. Retrieved from https://www.thedailystar.net Dhaka Tribune (2023), January 5 The alarming rise of road accidents in Bogura. Retrieved from https://www.dhakatribune.com Harvard University & World Bank (2015) Global Road Safety Frameworks for LMICs. Washington, DC International Journal of Scientific Research and Reviews (2023) A tale of lost potential: Investigating the tragic demise of young lives in Bogura. Int J Sci Res Reviews 11(3):45–57 Ministry of Road Transport and Bridges (2023) Road safety action plan 2023–2030. Ministry of Road Transport and Bridges, Dhaka Odero W, Khayesi M, Heda PM (2020) Road traffic injuries in sub-Saharan Africa: A review. African Journal of Public Health Peden M, Scurfield R, Sleet D, Mohan D, Hyder AA, Jarawan E, Mathers C (2004) World Report on Road Traffic Injury Prevention. WHO, Geneva Prothom Alo (2023), March 15 High accident rates plague Bogura roads. Retrieved from https://www.prothomalo.com Rahman A, Rahman M (2023) National RTA trends and policy gaps in Bangladesh. Asian Journal of Transport Studies The Financial Express (2023), November 17 Road traffic accidents and safety measures in Bogura. Retrieved from https://www.thefinancialexpress.com.bd The Independent (2023), October 10 Addressing the high road accident rates in Bogura. Retrieved from https://www.theindependentbd.com World Health Organization (2023) Global status report on road safety 2023. Geneva: World Health Organization. Retrieved from https://www.who.int Additional Declarations The authors declare no competing interests. Cite Share Download PDF Status: Posted Version 1 posted You are reading this latest preprint version Research Square lets you share your work early, gain feedback from the community, and start making changes to your manuscript prior to peer review in a journal. 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Police Stations\u003c/p\u003e","description":"","filename":"4.1.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/2e4f06c11945e510d10b0f83.png"},{"id":90893952,"identity":"6ece8de7-748f-43ee-b384-bc25351b00e6","added_by":"auto","created_at":"2025-09-09 11:27:07","extension":"png","order_by":2,"title":"Figure 2","display":"","copyAsset":false,"role":"figure","size":25772,"visible":true,"origin":"","legend":"\u003cp\u003eFigure 4.2: Modal Distribution of Total Traffic Fatalities in Four Police Stations\u003c/p\u003e","description":"","filename":"4.2.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/dc7337b276c1bfaf31eb9018.png"},{"id":90897416,"identity":"bc6f94d0-81e6-4c32-88fb-edd75d97c8a8","added_by":"auto","created_at":"2025-09-09 11:43:07","extension":"png","order_by":3,"title":"Figure 3","display":"","copyAsset":false,"role":"figure","size":138120,"visible":true,"origin":"","legend":"\u003cp\u003eFig 4.3: Most Accident Hazardous Thana (2022)\u003c/p\u003e","description":"","filename":"4.3.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/d0204be2e72a77bbfe4a9afb.png"},{"id":90897417,"identity":"fe0e16a7-1c77-4dce-b7a7-be466a27c1f3","added_by":"auto","created_at":"2025-09-09 11:43:07","extension":"png","order_by":4,"title":"Figure 4","display":"","copyAsset":false,"role":"figure","size":119475,"visible":true,"origin":"","legend":"\u003cp\u003eFig 4.4: Most Accident Hazardous Thana (2023)\u003c/p\u003e","description":"","filename":"4.4.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/a1608e363bd117f044612005.png"},{"id":90895783,"identity":"14370a4b-2bd2-4bbc-bcf2-edc18c4fc236","added_by":"auto","created_at":"2025-09-09 11:35:07","extension":"png","order_by":5,"title":"Figure 5","display":"","copyAsset":false,"role":"figure","size":89159,"visible":true,"origin":"","legend":"\u003cp\u003eFig 4.5: Location Map of Most Hazardous Road (2022)\u0026nbsp;\u003c/p\u003e","description":"","filename":"4.5.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/7dd6f566b412324e850fceeb.png"},{"id":90893957,"identity":"664a469e-49c2-4513-b263-b431ce549928","added_by":"auto","created_at":"2025-09-09 11:27:07","extension":"png","order_by":6,"title":"Figure 6","display":"","copyAsset":false,"role":"figure","size":91664,"visible":true,"origin":"","legend":"\u003cp\u003eFig 4.5: Location Map of Most Hazardous Road (2023)\u003c/p\u003e","description":"","filename":"4.05.png","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/f66e20ef958e8d7ee2303eae.png"},{"id":90899283,"identity":"48b8e50c-fb2a-4511-b2e6-897fc5cb2a88","added_by":"auto","created_at":"2025-09-09 11:59:07","extension":"pdf","order_by":0,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":1084380,"visible":true,"origin":"","legend":"","description":"","filename":"manuscript.pdf","url":"https://assets-eu.researchsquare.com/files/rs-7538693/v1/3e586b86-0274-4910-827e-bfc438d2519d.pdf"}],"financialInterests":"The authors declare no competing interests.","formattedTitle":"\u003cp\u003eRoad Traffic Accidents in Bogura District, Bangladesh: Trends, Causes, and Strategic Safety Interventions\u003c/p\u003e","fulltext":[{"header":"Introduction","content":"\u003cp\u003eRoad traffic accidents (RTAs) are a leading cause of death and disability worldwide, with over 1.35 million fatalities annually and tens of millions more injured (World Health Organization, 2023). The burden is disproportionately high in low- and middle-income countries (LMICs), where rapid urbanization, insufficient infrastructure, and weak enforcement of traffic laws compound the risks (Peden et al., 2004; Odero et al., 2020). Bangladesh exemplifies this crisis, with escalating accident rates and limited district-level data to inform targeted interventions (BRTA, 2022).\u003c/p\u003e\n\u003cp\u003eThis paper, Road Traffic Accidents in Bogura District, Bangladesh: Trends, Causes, and Strategic Safety Interventions, investigates the growing RTA problem in Bogura a strategically located district in northern Bangladesh that serves as a transit corridor between Dhaka and the northwestern region. Bogura’s roads accommodate a diverse and congested mix of vehicles, including heavy trucks, buses, motorcycles, auto-rickshaws, and informal transport modes such as Votvotis and CNGs. The coexistence of motorized and non-motorized traffic, combined with poor road conditions and limited traffic regulation, creates a hazardous environment for all road users (Rahman \u0026amp; Rahman, 2023; Ahmed \u0026amp; Khan, 2022).\u003c/p\u003e\n\u003cp\u003eDespite its strategic importance, Bogura remains underrepresented in both national and international road safety literature. Most studies in Bangladesh focus on aggregate national data or metropolitan areas like Dhaka and Chattogram, leaving district-specific accident patterns, behavioral factors, and infrastructure gaps largely unexplored (Alam \u0026amp; Hossain, 2023). International research highlights the need for localized, multidisciplinary approaches to RTA mitigation integrating engineering solutions, public education, enforcement mechanisms, and emergency response systems (Harvard University \u0026amp; World Bank, 2015; WHO, 2023). However, such frameworks are rarely applied at the district level in Bangladesh, where institutional coordination and data availability remain limited.\u003c/p\u003e\n\u003cp\u003eThis study addresses these gaps by employing a mixed-methods approach that combines statistical analysis of accident records, Geographic Information Systems (GIS) mapping of high-risk zones, and qualitative insights from stakeholder interviews. The integration of spatial and behavioral data offers a novel lens for understanding RTAs in semi-urban contexts. By situating Bogura’s accident trends within broader LMIC patterns and comparing findings with international case studies, the research contributes to the global discourse on sustainable urban mobility and district-level road safety planning.\u003c/p\u003e\n\u003cp\u003eUltimately, the study aims to inform evidence-based policymaking and advocate for locally tailored interventions such as infrastructure upgrades, traffic management systems, public awareness campaigns, and strengthened law enforcement to reduce accident rates and promote safer mobility in Bogura and similar urbanizing districts.\u003c/p\u003e"},{"header":"Method","content":"\u003cp\u003eThis study employs a mixed-methods research design to investigate the causes, frequency, and spatial characteristics of road traffic accidents (RTAs) in Bogura District, Bangladesh. Combining quantitative and qualitative approaches enables a multidimensional understanding of the district’s traffic dynamics, infrastructural challenges, and behavioural risk factors.\u003c/p\u003e\n\u003cp\u003eBogura serves as the study site due to its strategic role in regional transportation and its documented increase in traffic incidents. The district’s diverse terrain comprising both urban and rural zones was included in the research scope to capture variations in accident patterns and contextual influences.\u003c/p\u003e\n\u003cp\u003eData were collected from both secondary and primary sources. Secondary data consisted of police accident records from the Bogura District Police Department, patient admissions and injury reports from local hospitals, and statistical datasets from the Bangladesh Bureau of Statistics (BBS) and the Bangladesh Road Transport Authority (BRTA). These sources provided a factual basis for analysing accident trends and victim profiles.\u003c/p\u003e\n\u003cp\u003ePrimary data were gathered through structured surveys administered to drivers, pedestrians, and local residents, capturing lived experiences and perceptions of road safety. Semi-structured interviews were conducted with key stakeholders including traffic enforcement officers, municipal officials, and transport experts to explore institutional responses and policy challenges. Field observations were performed at known accident-prone areas to assess road geometry, traffic flow, signage, and visibility.\u003c/p\u003e\n\u003cp\u003eQuantitative data were processed using SPSS software. Descriptive statistics provided summaries of accident frequency, vehicle types, and intersection conditions, while inferential analysis explored correlations between road characteristics and accident rates. Qualitative inputs including open-ended survey responses and interview transcripts were examined using thematic analysis. Coded data were organized into conceptual maps to identify behavioural patterns, systemic gaps, and infrastructural vulnerabilities.\u003c/p\u003e\n\u003cp\u003eEthical principles guided all stages of the research. Informed consent was obtained from all participants, and data confidentiality was rigorously maintained. Anonymization procedures ensured that personal identifiers were removed, and the research was conducted in a manner respectful of community integrity and wellbeing.\u003c/p\u003e\n\u003cp\u003eThe study acknowledges certain limitations. Secondary data may contain reporting inconsistencies or omissions. Sample representativeness may be constrained by demographic and geographic diversity, potentially affecting generalizability. Additionally, the localized focus on Bogura limits extrapolation to other regions without contextual adaptation.\u003c/p\u003e\n\u003cp\u003eDespite these constraints, the methodological framework ensures rigor and relevance. By integrating statistical evidence with stakeholder insight and spatial mapping, the study offers actionable guidance for road safety improvements and sets a precedent for localized transport research in Bangladesh.\u003c/p\u003e"},{"header":"Results \u0026 Discussion","content":"\u003cp\u003eBogura, a prominent center for commerce and transportation in northern Bangladesh, has been grappling with a concerning surge in road accidents. The objective of this research was to examine the occurrence, reasons, and consequences of these accidents between 2022 and 2023. Information was gathered from the Bogura Traffic Police Department, nearby medical facilities, and accounts provided by witnesses.\u003c/p\u003e\n\u003cp id=\"_Toc167830472\"\u003e\u003cstrong\u003ePercentage of Accidents Recorded in Different Police Stations\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eTable 1 presents a comparative summary of road traffic accidents (RTAs) recorded across seven police stations in Bogura District, highlighting the proportion of incidents resulting in fatalities and injuries. The data reveal significant spatial variation in accident severity, underscoring the need for localized safety interventions.\u003c/p\u003e\n\u003cp\u003eBogura Sadar Police Station reports the highest fatality rate, with 68.42% of recorded accidents resulting in death and 31.58% in injury. This pattern may reflect the district\u0026rsquo;s central traffic density and complex vehicular mix, consistent with findings from urban RTA studies in LMICs (Rahman \u0026amp; Rahman, 2023). Sibganj Police Station follows with 59.36% fatalities and 40.64% injuries, while Shajahanpur and Sherpur stations show similar distributions approximately 57\u0026ndash;58% fatalities and 42\u0026ndash;43% injuries suggesting systemic risks in peri-urban corridors.\u003c/p\u003e\n\u003cp\u003eIn contrast, Nandigram Police Station records a higher proportion of injuries (58%) compared to fatalities (42%), possibly indicating better emergency response or lower-speed collisions. Kahalu Police Station reports an equal distribution of fatalities and injuries (50% each), while Sariakandi Police Station stands out with 100% of reported cases resulting in injury and no fatalities. This anomaly may reflect underreporting of fatal cases or differences in traffic volume and enforcement intensity.\u003c/p\u003e\n\u003cp\u003eThese findings align with international literature emphasizing the importance of district-level accident profiling to inform targeted interventions (Odero et al., 2020; WHO, 2023). The variation across police stations highlights the need for spatially adaptive strategies, including hotspot-specific infrastructure upgrades, enforcement enhancements, and community-based awareness programs.\u003c/p\u003e\n\u003cp id=\"_Toc167837664\"\u003e\u003cstrong\u003eTable 4.1: Traffic Accidents in Different Police Station\u003c/strong\u003e\u003c/p\u003e\n\u003cdiv align=\"Left\"\u003e\n \u003ctable border=\"1\" cellspacing=\"0\" cellpadding=\"0\" width=\"623\"\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e\u003cstrong\u003ePolice Station\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e\u003cstrong\u003eFatality (%)\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e\u003cstrong\u003eInjury (%)\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eSadar thana\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e68.42%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e31.58%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eShibganj\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e59.36%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e40.64%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eShajahanpur\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e57.89%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e42.11%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eSherpur\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e57.50%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e42.50%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eNandigram\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e42%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e58%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eKahalu\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e50%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e50%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003eShadiakandi\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e0%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 33.3333%;\"\u003e\n \u003cp\u003e100%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n \u003c/table\u003e\n\u003c/div\u003e\n\u003cp id=\"_Toc167830473\"\u003e\u003cstrong\u003eModal Distribution of Total Pedestrian Fatalities\u003c/strong\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003ePedestrians represent one of the most vulnerable groups in road traffic accidents (RTAs), particularly in low- and middle-income countries where infrastructure and enforcement are often inadequate (World Health Organization, 2023; Odero et al., 2020). In the context of Bogura District, pedestrian fatalities constitute a significant share of overall RTA casualties, reflecting broader global patterns observed in urbanizing regions.\u003c/p\u003e\n\u003cp\u003eTable 2 presents the modal distribution of pedestrian fatalities across different vehicle types involved in accidents. The data indicate that trucks are responsible for the highest proportion of pedestrian deaths (22.36%), followed by buses and motorcycles. This finding aligns with international studies that associate heavy vehicles with elevated pedestrian risk due to limited visibility, high momentum, and poor lane discipline (Peden et al., 2004; Ahmed \u0026amp; Khan, 2022). In contrast, rickshaws account for the lowest share of pedestrian fatalities (3.49%), likely due to their lower operating speeds and informal routes.\u003c/p\u003e\n\u003cp\u003eThe disproportionate impact of heavy vehicles on pedestrian safety in Bogura underscores the need for targeted interventions such as designated pedestrian zones, speed regulation in mixed-traffic corridors, and improved driver training programs. These findings contribute to the broader discourse on urban mobility and pedestrian protection in LMICs, where modal interactions are complex and often under-regulated (Rahman \u0026amp; Rahman, 2023).\u003c/p\u003e\n\u003cp id=\"_Toc167837665\"\u003e\u003cstrong\u003eTable 4.2: Pedestrian Fatalities by Type of Vehicle Involved\u003c/strong\u003e\u003c/p\u003e\n\u003cdiv align=\"Left\"\u003e\n \u003ctable border=\"1\" cellspacing=\"0\" cellpadding=\"0\" width=\"601\"\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd rowspan=\"2\" valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eType of Vehicles\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd colspan=\"2\" valign=\"top\" style=\"width: 238px;\"\u003e\n \u003cp\u003e\u003cstrong\u003eAccidents\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e\u003cstrong\u003eFatal (%)\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e\u003cstrong\u003eNon-Fatal (%)\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003eTruck\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e22.36%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e11.63%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003eBus\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e17.33%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e20.33%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003ePrivate Car\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e3.22%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e2%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003eBike\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e7.55%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e5.44%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003eVutvuti\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e4.22%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e9.59%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd valign=\"top\" style=\"width: 192px;\"\u003e\n \u003cp\u003eRickshaw\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 171px;\"\u003e\n \u003cp\u003e3.49%\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 35px;\"\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd valign=\"top\" style=\"width: 203px;\"\u003e\n \u003cp\u003e6.44%\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n \u003c/table\u003e\n\u003c/div\u003e\n\u003cp id=\"_Toc167830474\"\u003e\u003cstrong\u003eModal Distribution of Total Traffic Accidents in Seven Police Stations\u003c/strong\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eVehicle-type distribution in road traffic accidents (RTAs) provides critical insight into the dynamics of urban mobility and risk exposure. In Bogura District, cars are implicated in the majority of reported accidents, accounting for 53.77% of all incidents. This high proportion reflects the increasing prevalence of private vehicles in urbanizing regions of Bangladesh, where rapid motorization often outpaces infrastructure development and regulatory enforcement (BRTA, 2022; Rahman \u0026amp; Rahman, 2023).\u003c/p\u003e\n\u003cp\u003eMotorcycles, commonly used for short-distance travel and informal transport services, are involved in 36.32% of accidents highlighting their vulnerability in mixed-traffic environments. Buses contribute to 5.20% of incidents, while trucks and other vehicle types each account for 2.36%. The relatively low involvement of heavy vehicles may be attributed to their restricted movement within urban cores, though their impact severity remains disproportionately high in pedestrian-related fatalities (Ahmed \u0026amp; Khan, 2022; WHO, 2023).\u003c/p\u003e\n\u003cp\u003eThese findings align with global patterns observed in low- and middle-income countries, where motorcycles and private cars dominate accident statistics due to high fleet growth, limited lane discipline, and inadequate safety infrastructure (Odero et al., 2020; Peden et al., 2004). The modal distribution in Bogura underscores the need for targeted interventions such as speed regulation, vehicle-specific safety audits, and improved driver training programs tailored to local traffic compositions.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eModal Distribution of Total Traffic Fatalities in Seven Police Stations\u003c/strong\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eFigure 4 illustrates the modal distribution of fatalities in Bogura District, excluding pedestrian-related incidents. The data reveal that private cars are responsible for the highest proportion of non-pedestrian fatalities, accounting for 51.26% of total cases. This dominance reflects the growing prevalence of private vehicle ownership in urbanizing regions of Bangladesh, where traffic regulation and infrastructure often lag behind motorization trends (BRTA, 2022; Rahman \u0026amp; Rahman, 2023).\u003c/p\u003e\n\u003cp\u003eMotorcycles contribute to 36.97% of fatalities, underscoring their vulnerability in mixed-traffic environments. The high fatality rate among motorcyclists is consistent with global findings from low- and middle-income countries (LMICs), where limited helmet use, poor lane discipline, and high-speed maneuvering increase risk (Peden et al., 2004; Odero et al., 2020). Buses and trucks are responsible for 5.04% and 4.20% of fatalities, respectively, while other vehicle types including auto-rickshaws and informal transport modes account for 2.52%.\u003c/p\u003e\n\u003cp\u003eThese modal patterns highlight the urgent need for vehicle-specific safety interventions, such as stricter licensing protocols, speed regulation, and targeted public awareness campaigns. The findings contribute to the broader discourse on traffic safety in LMICs, where modal diversity and infrastructure gaps complicate conventional road safety strategies (WHO, 2023; Ahmed \u0026amp; Khan, 2022).\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eLocation of Most Hazardous intersection\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eFrom collected data, seven road intersections of seven Police Stations were identified where number of accidents occurred was high. The latitude and longitude of those intersections were measured by GPS device and a map was drawn by GIS software. Table 6 shows the intersections having high accident frequency.\u0026nbsp;\u003c/p\u003e\n\u003cp id=\"_Toc167837666\"\u003e\u003cstrong\u003eTable 4.3. Most Hazardous Intersections of Different Location of Bogura\u003c/strong\u003e\u003c/p\u003e\n\u003cdiv align=\"Left\"\u003e\n \u003ctable border=\"1\" cellspacing=\"0\" cellpadding=\"0\" width=\"100%\"\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eLocation of Road\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eintersection\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eAccident frequency\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eLatitude\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003c/p\u003e\n \u003cp\u003e\u003cstrong\u003eLongitude\u003c/strong\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eDhaka-Rangpur Highway\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.78098253\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.39337289\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eChokjadu Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.8506415\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.37275563\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eGoshai Para Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.67951408\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.4146173\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eGabtali-Shariakandi Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.87988798\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.44894483\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eThana Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.88804272\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.56932711\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eAbadpukur-Bogura Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.81763912\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.03958213\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd style=\"width: 34px;\"\u003e\n \u003cp\u003eNatore Road\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 28px;\"\u003e\n \u003cp\u003e2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e24.66853416\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd style=\"width: 18px;\"\u003e\n \u003cp\u003e89.27547172\u003c/p\u003e\n \u003cp\u003e\u0026nbsp;\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n \u003c/table\u003e\n\u003c/div\u003e\n\u003cp\u003e\u003cstrong\u003e\u0026nbsp;\u003c/strong\u003e\u003cstrong\u003eLocation Map of Most Hazardous thana.\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe analysis of collected data revealed that nine Police Stations experienced a high number of accidents. The GPS device was utilized to measure the latitude and longitude of these location and a map was generated using GIS software. Table 7 provides information on the road mid-blocks with a high accident frequency. Notably, Shajahanpur police station emerged as the most accident-prone area, occurring 2022 (Map no:1) \u0026amp; Shibganj police station in 2023 (Map no:2)\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003e\u003cu\u003eMap No : 01\u003c/u\u003e\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003e\u003cu\u003e\u003cstrong\u003e\u003cu\u003eMap No: 02\u003c/u\u003e\u003c/strong\u003e\u003c/u\u003e\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eLocation Map of Most Hazardous Intersections\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eUtilizing the data presented in Table 8, a road map of Bogura District was generated through GIS software to illustrate the intersections with the highest accident rates, depicted in Figure 5. The intersections with the greatest frequency of accidents were scrutinized, and the latitude and longitude of these intersections were determined using a GPS device. The shape-file of the study area was digitized from Google Earth-map. Subsequently, the intersections were mapped out using GIS software, incorporating the latitude and longitude measurements. Noteworthy findings include the Gosai para road and Dhaka Rangpur Highway intersection, as well as the Natore Road and Gabttoli Sariakandi Road intersection, both exhibiting the same accident frequency of 3 and 2, respectively in 2022. (Map no :3)\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003e\u003cu\u003eMap No: 03\u003c/u\u003e\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe accident frequency at the intersection of Gosai Para Road, Dhaka Rangpur Hingway, and Chokjadu Road is observed to be 3. Similarly, the intersection of Natore Road and Abadpukur Bogura Road also experiences an accident frequency of 2, In 2023. (Map no :04)\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003e\u003cu\u003eMap No : 04\u003c/u\u003e\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eCase Study\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eIn order to meet the research objectives, this study has identified five road accident case-studies. The selection process considered several factors, such as the road hierarchy where the accidents took place, the type of collision, the severity of the accidents in terms of fatalities and injuries, and the surrounding environment (urban or rural settings). The rationale behind choosing these specific accident case-studies is to present a holistic picture of the road safety conditions in Bogura, covering both highways and urban streets.\u003c/p\u003e\n\u003cp\u003eCase 1, occurring on 14 July 2022 in Sherpur Upazila along the Dhaka\u0026ndash;Bogura Highway, involved a head-on collision between two buses and resulted in 10 injuries. While not fatal, the scale of injuries highlights the danger posed by high-speed travel on arterial roads without lane separation.\u003c/p\u003e\n\u003cp\u003eCase 2, recorded on 11 September 2022 in the same location, involved a collision between a bus and an autorickshaw, causing five fatalities. This reflects the vulnerability of smaller vehicles when mixed with heavier traffic, especially in regions lacking regulated speed zones.\u003c/p\u003e\n\u003cp\u003eCase 3, on 9 August 2022 in Nandigram, featured a collision between a truck and a CNG autorickshaw, causing two deaths and three injuries. The incident occurred early in the morning, indicating a potential link between reduced visibility or fatigue and crash risk.\u003c/p\u003e\n\u003cp\u003eCase 4, on 18 August 2022 in Shajahanpur, involved a truck colliding with a human hauler (CNG), leading to five fatalities and seven injuries. The impact highlights how informal transport modes are disproportionately exposed to severe outcomes during highway conflicts.\u003c/p\u003e\n\u003cp\u003eCase 5, dated 4 December 2022 in Sherpur Upazila, saw a bus crashing into two three-wheelers, resulting in three fatalities. The presence of multiple vulnerable vehicles further exacerbated the severity of this incident.\u003c/p\u003e\n\u003cp\u003eCase 6, occurring on 15 July 2023 at midnight in Adamdighi, involved a mini-truck striking a stationary goods-laden truck from behind. Four people lost their lives. The timing suggests poor road illumination or warning mechanisms contributed significantly.\u003c/p\u003e\n\u003cp\u003eCase 7, recorded on 13 March 2023 in Nandigram, involved a head-on collision between a CNG and a pickup van around 8 a.m., killing three and injuring five. Morning traffic surges combined with insufficient intersection controls may be contributing factors.\u003c/p\u003e\n\u003cp\u003eCase 8, on 23 February 2023 in Shajahanpur Upazila, involved a bus striking a CNG, killing five passengers. This recurring bus-CNG crash pattern in Shajahanpur points to the need for regulated lanes and protective barriers.\u003c/p\u003e\n\u003cp\u003eCase 9, dated 27 June 2023 in Bogura Sadar, involved a Votvoti (local goods carrier) crashing into a CNG autorickshaw, killing three. Informal vehicles carrying cargo on shared lanes pose acute risk to both occupants and vulnerable road users.\u003c/p\u003e\n\u003cp\u003eCase 10, reported on 16 February 2023 in Shajahanpur Police Station area, involved two trucks colliding, resulting in three fatalities. Though involving heavier vehicles, the incident suggests inadequate signage or braking space on narrow highway segments.\u003c/p\u003e\n\u003cp\u003eAcross these ten cases, a total of 38 fatalities and 40 injuries were recorded. Common themes include collisions during low-light hours, unsafe overtaking or head-on crashes on highways, and recurrent vulnerability of small, lightweight vehicles. Moreover, recurring locations such as Sherpur, Shajahanpur, and Nandigram emerge as high-risk zones, reinforcing spatial analysis results from GIS mapping presented in earlier sections of the study.\u003c/p\u003e\n\u003cp\u003eThese findings reinforce the necessity of localized policy interventions, including infrastructure upgrades (e.g., dedicated lanes, better signage), enhanced regulation of informal vehicles like Votvotis and CNGs, and improved enforcement in accident-prone zones. Crucially, temporal patterns suggest that night and early-morning driving conditions require special attention through lighting infrastructure and targeted enforcement.\u003c/p\u003e\n\u003cp\u003eBy situating empirical accident data within real-world narratives, this case study analysis underscores the urgency of implementing safety reforms tailored to Bogura\u0026rsquo;s transport ecology. Policymakers, planners, and community stakeholders must engage collaboratively to reshape the region\u0026rsquo;s road safety landscape and prevent further loss of life.\u003c/p\u003e\n\u003cp\u003eStudy strengths and limitations\u003c/p\u003e\n\u003cp\u003eThis study provides a comprehensive and locally grounded analysis of road traffic accidents (RTAs) in Bogura District, combining spatial mapping, case study investigation, stakeholder input, and statistical evidence. Its principal strength lies in the use of a mixed-methods approach, which enabled the triangulation of qualitative insights with quantitative patterns, ensuring both depth and rigor in evaluating accident causality and frequency. The integration of GIS-based hotspot identification, case-level narratives, and community-level feedback makes this study highly replicable for similar urban or semi-urban districts across Bangladesh and other low and middle-income countries (LMICs). The tailored recommendations covering infrastructure, enforcement, awareness, and policy offer a strategic blueprint that can be adapted to various contexts with minimal modification.\u003c/p\u003e\n\u003cp\u003eAnother notable strength is the prioritization of locally sourced data, including police reports, hospital records, and interviews with frontline actors, which enrich the analysis and make the findings immediately actionable for district-level planners and policymakers. The study\u0026rsquo;s use of real-world case documentation, rather than solely statistical abstraction, provides nuance and visibility into the lived consequences of traffic incidents\u0026mdash;an approach that future work should emulate to ensure policy relevance.\u003c/p\u003e\n\u003cp\u003eHowever, several limitations must be acknowledged. The reliance on secondary data sources may introduce underreporting or record inconsistencies, particularly in crash documentation and injury severity. Sampling constraints in primary surveys may have limited the representativeness of certain demographic or geographic groups, potentially narrowing the generalizability of behavioral insights. Furthermore, the study\u0026rsquo;s exclusive focus on Bogura restricts cross-district comparison, although this was necessary to preserve analytical depth.\u003c/p\u003e\n\u003cp\u003eFuture research can build on this foundation by expanding the spatial scope across multiple districts and employing real-time data collection tools such as automated traffic monitors and mobile-based incident reporting systems. Strengthening stakeholder feedback loops and embedding longitudinal tracking mechanisms would also enhance the evaluation of interventions over time. Moreover, establishing a dedicated unit for ongoing research and data collection, as proposed in the recommendations, can ensure continuous learning, reduce data gaps, and support adaptive planning.\u003c/p\u003e\n\u003cp\u003eDespite these limitations, the study lays the groundwork for targeted RTA mitigation strategies and offers a scalable model for enhancing road safety outcomes in under-resourced settings.\u003c/p\u003e"},{"header":"Conclusions","content":"\u003cp\u003eThe analysis of road traffic accidents (RTAs) in Bogura District reveals a complex interplay of infrastructural, behavioral, and systemic factors that contribute to the high incidence of traffic-related casualties. Deficiencies in road design, traffic management, and legal enforcement coupled with risky driver behaviors such as speeding, reckless overtaking, and impaired driving have created hazardous conditions for all road users. The socioeconomic burden of these accidents is substantial, encompassing both the immediate costs of injury and fatality, and the broader strain placed on healthcare systems, emergency responders, and affected families.\u003c/p\u003e\u003cp\u003eSpatial assessment indicates that accident hotspots frequently coincide with poorly maintained intersections and corridors lacking safety features, underscoring the need for geographically targeted interventions. This study emphasizes that mitigating RTAs in Bogura demands a coordinated, multifaceted strategy one that combines infrastructure upgrades, rigorous enforcement of traffic laws, and community-based awareness initiatives. Such efforts should prioritize the protection of vulnerable road users, promote safer driving practices, and foster a culture of shared responsibility among public and institutional actors.\u003c/p\u003e\u003cp\u003eBy integrating empirical case analyses with stakeholder insights and spatial mapping, this research offers a district-level evidence base to support policy formulation and transport planning. Its findings not only illuminate the challenges faced by Bogura, but also present scalable solutions applicable to similar regional contexts within Bangladesh. Advancing road safety requires sustained commitment, intersectoral collaboration, and adaptive governance capable of responding to evolving mobility risks.\u003c/p\u003e"},{"header":"Declarations","content":"\u003cp\u003e\u003cem\u003eAcknowledgements\u0026nbsp;\u003c/em\u003e\u003c/p\u003e\n\u003cp\u003eThe author expresses sincere gratitude to the Bogura District Police Department and local healthcare facilities for their cooperation in providing valuable accident data used in this study. Special thanks are extended to the survey participants, including drivers, pedestrians, and community members, whose insights enriched the research findings.\u003c/p\u003e\n\u003cp\u003eAppreciation is also due to traffic enforcement officers, municipal planners, and transport experts who shared their perspectives through interviews. Their engagement added depth and context to the analysis. The author acknowledges the support and academic guidance received from faculty mentors and colleagues during the preparation of this manuscript.\u003c/p\u003e\n\u003cp\u003eHuman Research Ethics Review\u0026nbsp;\u003c/p\u003e\n\u003cp\u003eAll participants gave their informed consent prior to involvement in this study. The research was conducted in accordance with the ethical principles outlined in the Declaration of Helsinki.\u003c/p\u003e\n\u003cp\u003eData availability statement\u0026nbsp;\u003c/p\u003e\n\u003cp\u003eThe author declares that all relevant data, materials, and protocols supporting the findings of this study are available from the corresponding author upon reasonable request. GIS shapefiles, anonymized survey responses, and descriptive statistics can be provided to facilitate future replication or comparative studies.\u003c/p\u003e\n\u003cp\u003eConflicts of interest\u003c/p\u003e\n\u003cp\u003eThe authors declare that there are no conflicts of interest.\u003c/p\u003e"},{"header":"References","content":"\u003col\u003e\u003cli\u003e\u003cspan\u003eAhmed S, Khan M (2022) District-level traffic risk analysis in Bangladesh. Journal of Transport Safety\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eAlam R, Hossain T (2023) Stakeholder coordination in road safety governance. South Asian Journal of Public Policy\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBangladesh Bureau of Statistics (2023) Statistical Yearbook of Bangladesh. Bangladesh Bureau of Statistics, Dhaka\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBangladesh Road Transport Authority (BRTA) (2022) Annual Road Safety Report. BRTA, Dhaka\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBangladesh Road Transport Corporation (2022) Road traffic accident statistics 2022. BRTC, Dhaka\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBBC News (2023), February 20 Bogura's deadly roads: What's being done? Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.bbc.com/news\u003c/span\u003e\u003cspan address=\"https://www.bbc.com/news\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBSS News (2023), December 23 Youth killed in Bogura road accident. Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.bssnews.net\u003c/span\u003e\u003cspan address=\"https://www.bssnews.net\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eBSS News (2022), May 13 Two motorcyclists killed in Bogura road accident. Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.bssnews.net\u003c/span\u003e\u003cspan address=\"https://www.bssnews.net\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eDaily Star (2023), April 25 Road accidents in Bogura: A rising concern. 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Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.thefinancialexpress.com.bd\u003c/span\u003e\u003cspan address=\"https://www.thefinancialexpress.com.bd\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eThe Independent (2023), October 10 Addressing the high road accident rates in Bogura. Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.theindependentbd.com\u003c/span\u003e\u003cspan address=\"https://www.theindependentbd.com\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eWorld Health Organization (2023) Global status report on road safety 2023. Geneva: World Health Organization. Retrieved from \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://www.who.int\u003c/span\u003e\u003cspan address=\"https://www.who.int\" targettype=\"URL\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003c/ol\u003e"}],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":true,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":true,"hideJournal":true,"highlight":"","institution":"National Institute of Technology Durgapur","isAcceptedByJournal":false,"isAuthorSuppliedPdf":false,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":true,"isPdf":false,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true},"keywords":"Road Traffic Accident, Public Health, Urbanization, Infrastructure, Traffic Laws, Road Safety","lastPublishedDoi":"10.21203/rs.3.rs-7538693/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-7538693/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eRoad traffic accidents (RTAs) remain a pressing global public health concern, disproportionately affecting low- and middle-income countries. This study investigates the rising incidence of RTAs in Bogura District, a rapidly urbanizing region in northern Bangladesh, where informal transport modes, inadequate infrastructure, and weak regulatory enforcement converge to exacerbate road safety risks. While national-level RTA trends have been documented, district-specific spatial and behavioral analyses remain scarce in the international literature.\u003c/p\u003e\u003cp\u003eEmploying a mixed-methods approach, the study integrates geospatial mapping of accident hotspots, statistical analysis of vehicle involvement, and qualitative insights from stakeholder interviews. Results reveal a concentration of accidents in peri-urban zones, with high-risk behaviors and delayed emergency response contributing to severe outcomes. Comparative analysis with similar LMIC contexts highlights shared challenges in traffic governance and infrastructure planning.\u003c/p\u003e\u003cp\u003eThe findings underscore the need for locally adapted interventions, including GIS-informed infrastructure upgrades, behavior-focused awareness campaigns, and multi-agency coordination. By situating Bogura\u0026rsquo;s RTA dynamics within broader global patterns, this research contributes to the evolving discourse on sustainable urban mobility and district-level road safety strategies in resource-constrained settings.\u003c/p\u003e","manuscriptTitle":"Road Traffic Accidents in Bogura District, Bangladesh: Trends, Causes, and Strategic Safety Interventions","msid":"","msnumber":"","nonDraftVersions":[{"code":1,"date":"2025-09-09 11:27:02","doi":"10.21203/rs.3.rs-7538693/v1","editorialEvents":[{"type":"communityComments","content":0}],"status":"published","journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true}}],"origin":"","ownerIdentity":"2f6f93f3-7ca9-429f-91a2-e66d54727f26","owner":[],"postedDate":"September 9th, 2025","published":true,"recentEditorialEvents":[],"rejectedJournal":[],"revision":"","amendment":"","status":"posted","subjectAreas":[],"tags":[],"updatedAt":"2025-09-09T11:27:02+00:00","versionOfRecord":[],"versionCreatedAt":"2025-09-09 11:27:02","video":"","vorDoi":"","vorDoiUrl":"","workflowStages":[]},"version":"v1","identity":"rs-7538693","journalConfig":"researchsquare"},"__N_SSP":true},"page":"/article/[identity]/[[...version]]","query":{"redirect":"/article/rs-7538693","identity":"rs-7538693","version":["v1"]},"buildId":"XKTyCvWXoU3ODBz1xrDgd","isFallback":false,"isExperimentalCompile":false,"dynamicIds":[84888],"gssp":true,"scriptLoader":[]}