Safe and Sustainable Mobility in Reducing Poverty and Improving Health in Bangladesh: Facts from Some Studies

Safe and sustainable mobility is one of the fundamental necessities of human beings [1]. Unfortunately, mobility is become a ‘global tragedy’ with an ever-rising trend and represents a major cause of untimely deaths and disabilities worldwide. The calamity of road traffic accidents is not only humanitarian but also economic. The prospect of economic ruin becomes visible particularly for the poor who are unable to withstand the loss of earning members of the family or bear the cost burden of post-accident care. It is therefore highly associated with poverty and human well being.  

1.0 Key Facts:

1.1   Most available studies tend to stress that road accidents data of Bangladesh are likely to be indicative and not comprehensive due to weaknesses in data recording.

1.2   During the period 2000-2016, an annual average of road deaths as recorded in police records stood at 3,137. However, there is a possibility of under-reporting.

1.3   Reports based on newspaper scanning was also looked at as prepared by the advocacy group Nirapad Sarak Chai gives a higher figure of 5,003 accident-related deaths in 2015 which also include deaths en route to hospital and deaths after release from hospital.

1.4   Nevertheless, data from both sources show a declining trend in the number of road deaths in recent years despite the increasing population and number of registered vehicles.

1.5   Children fatality rates are significant (22%) among all age groups of people. The fatality rate in rural areas (74%) is about three times higher than those of urban areas (20%).

1.6   During 2000 and 2011, the number of vehicles on the roads grew from 0.45 million to 1.28 million. The corresponding official accident statistics, however, show a plateauing rather than a rise. The number of road deaths per 10,000 vehicles thus shows a drop from 76 in 2000 to around 20 in 2011.

1.7   The incidence of recorded fatalities is low in Bangladesh by international comparison. As per WHO data the estimated annual road traffic death rate per 100000 population is 13.6 for Bangladesh which is the second-best in South Asia only behind the Maldives. The rate is 17.4 worldwide, 24.1 in Low-income countries and 9.2 in high-income countries. So, it can be said the situation is improving both in comparison of recent years as well as the international average.

1.8   However, still the national loss has been estimated around Taka 5,000-7,000 crores every year. Almost 30% of the national healthcare budget is used behind road crash victims incurring a financial loss to our economy equivalent to around 2% of our national GDP.

2.0 Global vs Local concerns on Road Safety

Causal factors prioritized globally for remedial action	Causal factors seen as contextually relevant for Bangladesh
1)       Speeding 2)       Drunk driving 3)       Non-use of motorcycle helmets 4)       Non-use of seat-belts 5)       Non-use of child restraints	1)      Reckless driving 2)      Untrained drivers 3)      Unfit vehicles 4)      Simultaneous operation of motorized and non-motorized vehicles without separation and adequate rules 5)      Vulnerable road-side activities 6)      Faulty road design 7)      Poor traffic enforcement 8)      Lack of road safety awareness 9)      Culture of impunity and poor legal redress

3.0 Where do accidents mostly occur?

•       Accident-prone districts- Dhaka, Chittagong, Comilla, Tangail, Sirajganj

•       208 accident black spots (RHD list)

•       Accident-prone highway length: 57 km

•       Most accidents in congestion spots and intersections rather than isolated stretches

4.0 When do accidents occur?

A BUET study covering the period 2000 to 2006 and utilizing police data on three major national highways – N1, N2, and N3 – provides some interesting insights into the time period during a day when the incidence of accidents is comparatively higher. The bulk of the accidents -74.4% - occur during day-time (6 a.m. – 6 p.m.). The highest percentage of accident occurrence is during the time band 10 a.m. – 12 p.m. (15.5%). However, if we look around the year then it is the festive period when these numbers go up significantly compared to the other time around the year.

5.0 Victims and perpetrators?

Victims		Accident types		Perpetrators
Pedestrians	41%	Hit-and-run	42%	Bus	38%
Bus/car passengers	19%	Head-on collision	19%	Truck	31%
2/3 wheelers riders/passengers	16%	Over-turned	13%	Motor-cycles	12%
Truck/bus drivers/passenger	14%	Rear-end hit	9%	Cars/jeeps	11%
Cyclists	3%	Side swipe	6%	3 wheelers	9%

6.0 Reality check on post-crash facilities

Post-crash care	Availability
•       Emergency room based injury surveillance system	No
•       Emergency access telephone number	No
•       Seriously injured transported by ambulance	<10%
•       Permanently disabled due to lack of facilities	13%
•       Emergency training for doctors	No
•       Emergency training for nurses	No
•       Trauma centres	Severely inadequate

7.0 Driver characteristics-

Characteristic	Finding
License	•     97% report having license •     20% report obtaining a license without test •     92% pay bribe and 54% face severe time delays in obtaining a license
Trade union	•     80% are unionized
Training	•     81% learned driving skills through the informal process usually with a ‘mentor’ (Ustad) •     Learning hours with Ustad 1500 •     Commercial learning hours is 93
Cost of training	•     Informal process: approx Tk. 4000 •     Formal process: approx Tk 6000
Work-load	•     About 20% extremely over-worked with 6-7 days a week and 13-16 hours a day
Accident penalty	•     42% faced no penalty in case of accidents •     58% of incurred accidents minor in nature

8.0 Steps taken by the Bangladesh Government:

The government has taken various steps associated with planning, management, and co-ordination of road safety, road traffic accident data system, road safety engineering, road and traffic legislation, traffic enforcement, drivers training & testing, vehicle safety, road safety education & publicity, medical services for road traffic accident victims through its three-yearly National Road Safety Strategic Action Plans. These plans have been designed based on both national level realities as well as global concerns, such as the UN Decade Action Plan (5 pillars), ESCAP (The Economic and Social Commission for Asia and the Pacific) 8 Goals and the relevant SDG goals (3.6 and 11.2).

8.1 Some initiatives taken by the Government of Bangladesh are mentioned below.

 - Adoption of National Land Transport Policy (NLTP) in 2004

 - Preparation of Safety Manual, Hand Book, and Guidelines

 - Development of Traffic Sign Manual

 -  Establishment of National Road Safety Council (NRSC) in 1995

 -  Establishment of Road Safety Cell and District Road Safety Committee

 -   Establishment of Accident Research Institute (ARI) at BUET

 -  Development of Road Safety Unit at RHD and LGED

 -  Establishment of Highway Police

 -  Formation of Road Safety Voluntary & Advisory Group, such as Nirapad Sarak Chai

 -  Approval of Speed Limit Zoning and Speed Restriction Rules

 -  Preparation of National Road Safety Strategic Action Plans

 -  Development of Accident Database

 -  Preparation of RTA Annual Report

 -  Training of Road Safety Professionals

 -   Safety Awareness and Training

 -   Implementation of Road Safety Audit

 -   NGO Initiatives towards Road Safety

 -   Geometric Improvement of Roads

 -  Procurement of Safety Equipment and Logistics

 -  Establishment of International/Regional Cooperation Regarding Road Safety

8.2 SDG Achievement Plan

In addition to the above-mentioned initiatives, the Government of Bangladesh has recently taken some initiatives that address the SDG targets 3.6 and 11.2.

SDG Goals and Targets

Some Actions to Achieve Targets

Target 3.6: By 2020, halve the number of global deaths and injuries from road traffic accidents Target 11.2: By 2030, provide access to safe, affordable, accessible & sustainable transport system by all

• Improvement of Transport safety standards • Implementation of safety audit • Improvement of road safety situation following NSAP. • Implementation of MRT line-6 project by DTCA • Construction of Dhaka Elevated Expressway (46.73 km) by RHD • Bus Rapid Transit (BRT) in Dhaka by RHD • Construction of the multi-lane tunnel in Karnaphuli River • Construction of circular rail track around Dhaka city ·  Technical Assistance for Road Safety Improvement Programs ·  1372.50 km road survey & rating by IRAP ·  Identification 300 km most vulnerable corridor and preliminary Design on that 300 km ·   Addressing 144 Black spots all around Bangladesh and improvement of Road Safety on Black spots  ·  Different type of countermeasures are given like junction treatment (major connecting minor road, roundabout etc.), channelized/ non-channelized Intersection, Curve treatment etc ·   Banning three-wheelers, such as Nasimon-karimon (NMV) and taxi on National Highways ·  Retro-reflective registration plate, online BRTA-Information System (BRTA-IS) and establishment of Data Center & Web-Portal system

9.0 Road Safety Challenges

 - Implementation of Road Safety Strategies at the national level

 - Institutional weakness in coordination and monitoring 

 - Adequate manpower and technologies

 - In some cases, Financial Capacity of the Government to Implement Road Safety Projects

10.0 Recommendations

10. 1          Regular updating of the list of accident black spots and priority action plan on black spot improvement

10. 2          Improved road engineering solutions with priority attention to geometric standard, intersection design, grade separation, access control on highways, pedestrian facilities, regular maintenance and adoption of a road safety audit approach

10. 3          Introduction of an independent economic code for road safety projects in the budgetary process and mobilization of funds including donor assistance for such projects

10. 4          A comprehensive study on the optimal resolution of road-building and road-side economic activities

10. 5          Promotion of quality driving training schools

10. 6          Scaling up a national road safety awareness program in partnership with civic platforms and NGOs active on the agenda. Such a program is to be targeted to drivers, vulnerable road-users, and school children

10. 7          Establishment of a National Traffic Training Academy along with a comprehensive review of the current approach to traffic management by police

10. 8          Promotion of effective community policing solutions to irrational traffic congestion and safe use of roads

10. 9          Improving trauma facilities with priority attention to capacity building on emergency and critical care, the institution of a universal emergency access number and affordable provision of assistive devices

10. 10       For sustainability in terms of accidents reduction more Road Safety Projects to be undertaken

10. 11       Strengthening & Institutional Development

10. 12       Safety Audit on priority basis and act accordingly

10. 13       Intensive training and awareness building

10. 14       Dedicated allocation and resource on Road Safety

10. 15       On line road accident database & monitoring system

10. 16       Social communication targeted to drivers and vulnerable road users

10. 17       Awareness program targeted to school children

10. 18       Focused workshops with administrative departments–RHD, Adoption of National Land Transport Policy (NLTP) LGED, Ministry of Communication, Ministry of Health and local government bodies aimed at making such bodies more pro-active in realization of their road safety plans

10. 19    Policy advocacy on updated road transport and traffic legislation

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[1]Sources of Information-“Road Safety in Bangladesh Ground Realities and Action Imperatives”-a PPRC Report, National Road Safety Strategic Action Plan 2014-16, The Accident Research Institute (ARI)-BUET, NirapadSharak Chai (NISCHA)