THE STATUS PAPER ON ROAD SAFETY PROBLEMS IN BANGLADESH

The Bangladesh Country Paper

THE STATUS PAPER ON ROAD SAFETY PROBLEMS IN BANGLADESH

The Bangladesh Country Paper
Introduction This paper presents a brief overview of the status of the road safety problems in Bangladesh by highlighting the scale and characteristics of road traffic accidents. It also discusses some initiatives taken by the government of Bangladesh in an effort to address road safety challenges. Most recent advances made in this regard are also highlighted. Total Accident Statistics
According to the official statistics, there were at least 3334 fatalities and 3740 injuries in 4114 reported accidents in 2003.Trends of reported road traffic accidents are given in Table 1. It is estimated that the actual fatalities could well be 10000-12000 each year. Significant fluctuations in the numbers of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities has been increasing from 1009 in 1982 to 3334 in 2003, nearly 3.5 times in 22 years period. The statistics revealed that Bangladesh has one of the highest fatality rates in road accidents, over 100 deaths per 10,000 motor vehicles. About 70 percent of road accident fatalities occurred in rural areas including rural sections of national highways. Table 1: Number of Road Accidents, Fatalities, and Injuries in Bangladesh
No. of Accidents Year FIR 4769 4916 4357 4091 4918 4749 3917 4949 36666 MAAP 3533 3948 3970 2925 3941 4114 3566 3322 29319 No. of Fatalities FIR 3085 3314 3430 3109 3398 3289 2968 3187 25780 MAAP 2358 2893 3058 2388 3053 3334 3150 2960 23194 No. of Injuries FIR 3997 3453 1911 3127 3772 3818 2752 2754 25584 MAAP 3297 3469 3485 2565 3285 3740 3026 2570 25437 Total Casualties FIR 7082 6767 5341 6236 7170 7107 5720 5941 51364 MAAP 5655 6362 6543 4953 6338 7074 6176 5530 48631 Traffic fatalities per 10,000 vehicles (on road vehicle) 137.4 143.1 142.6 123.2 126.2 116.1 102.9 97.6

1998 1999 2000 2001 2002 2003 2004 2005 Total

* Note: Vehicles on road excluding motorcycle and others non-motorized vehicles

Source: Police Reported Accidents and BRTA

Traffic Accident Trends in Bangladesh

5000 Number 4000 3000 2000 1000 1998 1999 2000 2001 Year 2002 2003 2004 2005 No. of Accidents No. of Fatalities

Figure 1: Road Traffic Accident Trends in Bangladesh

Pedestrians-The Most Vulnerable Road User Group

In Bangladesh, with a low level of motorization, the role of walk mode is quite significant. Pedestrians have received far less attention than vehicular traffic. Up to 61 percent of urban road accident deaths are pedestrians alone. Pedestrians accounted for 49 percent of all reported fatalities in the accident database (see Table 2). Indeed walking appears to be a major contributor to sustainable transport strategy. Pedestrians can still claim to be our most forgotten and neglected road user group. It is the motorists not pedestrians who normally receive the attention and greater share of priority. Pedestrians need protection in the form of facilities by ensuring their legitimacy, safety and convenience. Table 2: Pedestrian Fatalities in Bangladesh
Pedestrian fatalities 1275 1532 1517 1262 1678 1687 1609 1491 11424 Percent of pedestrian fatalities (out of all) 51% 49% 47% 50% 52% 48% 49% 50% 49% Traffic fatalities per million population 20.1 24.2 25.2 19.4 24.6 26.7 24.5 22.8 23.9 Pedestrian fatalities per million population 10.17 11.86 11.80 9.62 12.67 12.74 11.96 11.55 11.74 Pedestrian fatalities per 10,000 vehicles * 53.2 61.2 59.6 46.9 58.4 55.5 50.3 45.7 53.9

Year 1998 1999 2000 2001 2002 2003 2004 2005 Total

* Note: Vehicles on road excluding motorcycles and others non-motorized vehicles

Source: RSC Report 2004, BRTA and MAAP Data Base

Involvement of Children in Road Accidents The national road accidents statistics in Bangladesh revealed a serious threat to the children. The incidence of overall child involvement in road accident fatalities in Bangladesh is found to be very high, accounting for about 21 percent (see Table 3). This involvement of children less than 15 years of age in road accident fatalities is much higher than those in other developing countries. It is important to note that compared with industrialized countries, the proportion of fatalities to under 15 years of age in developing countries is approximately two and half times higher. Table 3: Child Fatalities of Road Traffic Accidents in Bangladesh
Percent children fatalities (out of all) 22% 19% 21% 21% 21% 20% 21% 21% 21%

Year 1998 1999 2000 2001 2002 2003 2004 2005 Total

Children fatalities (age 0--5) 82 71 99 68 67 68 86 73 614

Children fatalities (age 6--10) 210 221 224 173 210 216 182 140 1576

Children fatalities (age 11--15) 122 148 150 102 108 111 103 103 947

Total children fatalities (age 0-15) 414 440 473 343 385 395 371 316 3137

Note: Traffic fatalities with known age within seven years are 15278 (66%) out of 23194 in the period of 1998-2004

Source: MAAP Data Base

Over Involvement of Trucks and Buses

Studies of road accidents revealed that heavy vehicles such as trucks and buses including minibuses are major contributors to road accidents (bus/minibus 33%, trucks 27%) and in fatal accidents their shares are 35% and 29% respectively. This group of vehicles is particularly over involved in pedestrian accidents accounting for about 68 percent (bus/minibus 38%, trucks 30%). For the case of road death, the share of buses and trucks are nearly 70 percent (bus/minibus 36%, trucks 24%) and for pedestrian about 72 percent (bus/minibus 40%, trucks 32%). Table 4: Different Types of Vehicle Involvement in Road Accidents and Percent of Death
Vehicle types Percent of vehicles (register ed)1 5% 8% 24% 2% 15% 42% 0% 0% 3% 100% Percent of vehicles (on road)2 6% 10% 16% 3% 16% 45% 0% 0% 3% 100% Percent in all accidents 33% 26% 12% 7% 5% 5% 5% 3% 5% 100% Percent in fatal accidents 35% 29% 7% 6% 5% 5% 4% 3% 6% 100% Percent in pedestrian accidents 38% 30% 9% 9% 3% 4% 1% 0% 6% 100% Percent Death 36% 24% 5% 7% 9% 5% 5% 4% 6% 100% Percent Pedestrian Death 40% 32% 5% 8% 4% 3% 0% 0% 7% 100%

Bus/Minibus Trucks Jeep/Car/Taxi Microbus/Pickup Auto rickshaw/Tempo Motorcycle Rickshaws/Rickshaw Van Bi-cycle Others Total

Notes: 1. Total number of vehicles registered is 784347 in 2003 2. Total number of vehicles on road is 485228 in (2001-2002)

Source: BRTA, BBS and MAAP Data Base

Vehicle Involvement in Road Accidents

Registered vehicles

50 40 30 20 10 0
bu s Je ep /C ar /T ax i Tr uc ks ick up Bu s/M in i

On road vehicles Fatal accidents Ped'n accidents

Percent

Name of vehicle

Figure 2: Vehicle involvement in road traffic accidents

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ric ks ha w/ T. ..

ic ro bu s/P

M ot or cy cl e

Vehicle Statistics and their Involvement in Road Fatalities

Table 5 shows the registered and on road vehicular statistics. It also shows the yearly fatalities contributed by specific vehicle types along with fatality rates per 10000 vehicles of those categories. Table 5: Number of Vehicles, Fatalities and Fatality Rates
Avg. Pedestrian Fatalities per Year 3 545.13 426.75 63.00 112.25 58.25 45.25 2.88 3.63 89.25 1346.38 Fatalities per 10000 Vehicles 4 (on Road) 338.3 138.0 17.0 131.5 31.7 6.7 N/A N/A 108.6 57.8 Pedestrian Fatalities per 10000 Vehicles 4 (on Road) 183.4 87.5 8.1 76.1 7.5 2.1 N/A N/A 56.3 27.7

Vehicle Types

Number of Vehicles (Registered) 40469 65239 189287 18492 116242 328294 N/A N/A 26324 784347

Number of Vehicles (On Road) 29717 48753 78236 14743 77700 220225 N/A N/A 15854 485228

Avg. Fatalities per Year 3 1005 673 133 193.88 246.63 147.00 129.25 105.63 172.13 2805.25

Bus/Minibus Trucks Jeep/Car/Taxi Microbus/Pickup Auto rickshaw/Tempo Motorcycle Rickshaw/Rickshaw Van Bi-cycle Others Total

*Note: 1. Total number of vehicles registered is 784347 in 2003 2. Total number of vehicles on road is 485228 in (2001-2002) 3. Traffic fatalities with known vehicle involvement in the period of 1998-2005. There were a total of 23194 fatalities out of which vehicle involvement were known for 22442 (97%) fatalities. 4. Fatalities per 10000 respective vehicles

Accidents on National Highways

Of the total reported accidents nearly 37 percent occurred on national highways. Almost 30 percent of total accidents on national highways are occurring only in 4 percent of total kilometrage. Hazards associated with roads and roadsides were particularly predominant. Adverse roadway elements contributing to highway accidents were substandard road way alignment or geometry, lack of shoulders and shoulder defects, absent or inappropriate pedestrian facilities, narrow and defective lanes and bridges/bridge approaches, roadside hazards, undefined pavement centre and edge lines, poor sight distances and visibility, unmarked and inappropriate design of intersections, serious delineation deficiencies along the route, haphazard bus shelters/stops, and others. In many of these cases running-off-road accidents involved vehicles leaving the carriageway and falling down the unprotected steep drops into ditches, accounting for nearly 60 percent of total, running-off-road and out-of-control accidents. Roadside trees were involved in about 20 percent of these accident types. Studies are underway at Accident Research Centre for identification and treatments of hazardous road locations using standard definitions, criteria and methods together with field observations so that the cost effective countermeasures particularly low cost countermeasures can be devised for highway safety improvements.

Predominant Accident Types

Accident type analysis showed hit pedestrian as the dominant accident type both in urban and rural areas, 45 percent involvement in fatal accidents. Other common accident types are: rear end collision (16.5%), head on collision (13.2%) and overturning (9.3%). These four accident types account for nearly 85 percent of the fatal accidents. In rural areas, accident types which are highly overrepresented in fatalities and injuries are hit pedestrian, head-on, running-off-the-road and out-of-control vehicles. Indeed the running-off-road accident has the highest rate of about 19 casualties per accident. Frequent and most severe consequences of overloaded buses hitting bridge rails and plunged into deep ditches appeared to be of considerable concern.

Contributing Factors in Road Accidents

The principal contributing factors of accidents are adverse roadway roadside environment, poor detailed design of junctions and road sections, excessive speeding, overloading, dangerous overtaking, reckless driving, carelessness of road users, failure to obey mandatory traffic regulations, variety of vehicle characteristics and defects in vehicles and conflicting use of roads. Others include a low level of awareness of the safety problems, inadequate and unsatisfactory education, safety rules and regulations and traffic law enforcement and sanctions.

Road Safety Organizations and Strategic Action Plan

Road safety action requires the involvement of many different disciplines and the cooperation of the wide range of government, private and civil sectors with the firm governmental/ organizational commitment. The recognition of the seriousness of road accident problem by the government of Bangladesh is reflected by various measures taken to combat the alarming situation, (Quazi, 2003). The National Road Safety Council (NRSC) was established in 1995, which drew up National Road Safety "Strategic Action Plan" covering the period from July 1997 to June 1999. Subsequently the

National Road Safety Council (NRSC) of Bangladesh formulated an updated National Road Safety Strategic Action Plan 2005-2007 which provides an important opportunity for improving safety in a comprehensive way and makes an effort to approach the issue holistically. The action plan, with the actions in nine sectors are further classified into several sub-sectors. Actions were separately specified for each lead agency. The concept of multiple lead-agencies being responsible for one action is untenable and therefore dropped. Lead agents must contribute to the specification of outputs. In this manner, the outputs will be consistent with the lead agent's works program, budget provisions and technical resources, and lead agents are more likely to take ownership of outputs they specify. A vision and goal for road safety improvement was stated in the plan. The vision- fifty percent reduction in the annual number of fatal road accidents within the next fifteen years. The goal- ten percent reduction in the annual number of road accident fatalities by the end of the year 2007 (NRSC 2005).
Currently there are two core organizations responsible for preparing national policy on road safety and ensuring its implementation. These are National Road Safety Council (NRSC) and Road Safety Cell (RSC). The NRSC acts as apex body for approving and driving forward the national policy and plans. Besides NRSC, District Road Safety Committees (DRSCs) at the district and metropolitan levels have been formed to undertake local road safety programs according to local needs. The Road Safety Action Plan identified the nine priority sector activities for improving road safety. The nine sectors are:

I. Planning, Management and Co-ordination of Road safety National and local multi-sectoral plans under the guidance of the National Road Safety Council and monitored by the BRTA and RSC. II. Road Traffic Accident Data System

III.

IV.

V.

VI.

VII.

VIII. IX.

To establish an accurate and comprehensive National accidents and casualties database to identify problems and remedial measures. Road Safety Engineering Safety-conscious planning, design, construction and maintenance of roads and improve hazardous locations using low-cost engineering measures and road safety audit. Road and Traffic Legislation Revise and update traffic legislation promoting road user compliance with regulations intended to maintain a safe and efficient traffic flow. Traffic Enforcement Effective and efficient implementation of Traffic Law and capacity building of Traffic Police through the use of modern training, equipment and expanded power. Driver Training and Testing To ensure minimum standards for driver competence through improved driver training and testing procedures. Vehicle Safety To improve the road worthiness of vehicles to reduce the negative impact of transport on the environment, especially in terms of air pollution. Road Safety Education and Publicity To improve the knowledge, attitudes and behavior of all road users, Medical Services for Road traffic Accident Victims To Improve the emergency assistance, hospital care and rehabilitation.

Indeed, the activities for the focus of the strategic action plan are similar to those covered by the ADB/ESCAP road safety guidelines (ADB, 1997). It is increasingly apparent that non-governmental groups have a key role to play in dealing with road safety problems.

Establishment of Accident Research Center (ARC) at BUET Road safety research provides the framework for making effective policy decisions and for costeffective investment in road safety. In response to the growing accident problem in Bangladesh, the concerned authorities have started to realize the need for scientific study and research regarding the causes of accident and commensurate remedial measures. The highest level of commitment in this regard came from the Honorable Prime Minister to establish an independent Accident Research Centre (ARC) within the top priority programs of the government. Accordingly the ARC has been established at Bangladesh University of Engineering and Technology (BUET) in 2002 to carry out scientific research for clear understanding of the road safety problems and ascertaining the underlying causative factors, which contribute to accidents on roads, railways and waterways. In addition, ARC is expected to play major role to develop pragmatic, cost-effective scientific solutions and bring about significant improvements in the capability of the 6

professionals and workers in the field of transportation to a meaningful level of expertise for accident prevention and injury control and thereby contribute to the safer road environment for all users and operators. Importantly, ARC conducts appropriate training programs and workshops to develop qualified human resources for professional capacity building and also for creating mass awareness on road safety. Collaborative external assistance and requisite resources are vital for accomplishing these requirements in Bangladesh. Training local staff and research capacity building in the above skills appears to be of utmost importance and offer significant challenges. Efforts are underway for integrating different organizations both at public and private sectors, civil societies, communities and individuals towards identifying their specific roles and responsibilities and thereby developing effective measures to tackle road safety problems. ARC is also exploring avenues for exchanging knowledge and technologies through collaboration with an extensive number of renowned overseas institutions, organizations and universities etc. at local, regional and international levels. Concluding Remarks:
With the process of rapid economic growth together with increasing motorization and urbanization, the situation of road safety problems has been worsening in many developing and so called emerging countries. The road traffic accidents and injury statistics also revealed a deteriorating safety situation in Bangladesh. Addressing road safety problem is a considerable challenge to the transport and road safety professionals. There remains much scope for improving road safety and for that known and proven interventions need to be implemented with due urgency, ranging from education, engineering and enforcement. Importantly, initiatives to improve the conditions would require renewed governmental commitment and considerable resources particularly trained local personnel, safety specialists and researchers to build up indigenous capacity and attain sustainability of effective road safety programs. The Government of Bangladesh with the effective support of the Accident Research Centre at the Bangladesh University of Engineering & Technology (BUET) has been continuing its efforts towards mitigating road safety problems in Bangladesh. Of most importance of recent advances are: Consideration of designating a single central agency with the authority to address road

safety Development of a demonstration project for improving road safety Establishment of roadside trauma centre Establishment of Highway Police Modernizing the licensing process to enhance skills of the drivers Strict control of overloading of heavy vehicles Modernization of vehicle fitness testing and inspections Enhancement of Enforcement and Regulations Establishment of advanced driver training institutes Road safety component has now been given explicit consideration in the upgrading, rehabilitation and new road schemes etc.