ROAD SAFETY MEASURES IN BANGLADESH

I

Spring-2015

ROAD SAf,'ETY MEASURES IN BAI\IGLADESH

Thesis

Submitted by

Group-YI[

Section

M-L BCE

1402003063

BCE

1402003062

BCE

1402003155

BCE

1402003061

BCE

1402003036

BCE

1402003044

BCE

1402003185

BCE

1402003184

This thesis submitted to the Department of

Civil

Engineering, Sonargaon University, in partial

fulfillment

of the requiroments for the Degree of Bachelor Science

in Civil

Engineering.

Supervised

By Tanjinur Akter

Lecturer

Department

of

Civil Engineering

Sonargaon

University

Dhaka,

Bangladesh

t'

Il

I

f'

I

r.!

It

I

SONARGAON UMYERSITY

^(STD

DEPARTMENT

OF'

CIVL ENGINEERING

Dhakao Bangladesh

Spring-2015

DECLARATION

I

hereby declare that the

work

reported

in this

thesis has been performed group

VIII

and

this

thesis

or

any

part of it

has

not

been submitted elsewhere

for

any award

of

degree of Bachelor

of

Science in Engineering or

for

any Diploma.

Thesis

submitted by Group-VIII

Section

M-l

I

ACKNOWLEDGEMENT

First of all, al|

praise due

to the Almighty Allah, the most merciful

and

the

most beneficent who has given the capabilities to perform the survey

work

and to

write

this Thesis paper.

I would like

to express

my

sincere appreciation, deepest gratitude and indebtedness to our Supervisor Tanjinur

Akter,

Lecturer, Department

of Civil

Engineering, Sonargaon

University, Dhaka,

Bangladesh.

For his constant

guidance,

valuable ,rgg"rtiorr,

constructive

criticism and meticulous help throughout the

progress

of

the- Thesis work.

Finally, I

am grateful

to family for their

love, concern and care and specially

for

their faith which they have on ms .

il

ABSTRACT

Being a riverine country, the

road transportation system

is vitally

important

to

the economic and social welfare

of

Bangladesh. Therefore,

it

must be so maintained and

conlinually

improved

with

due consideration

for

safety,

minimizing

accident hazards and

risks. However, terrible

losses

of lives

and

injuries with

consequent property {amages resulting

from

road trafEic accidents have

now

emerged

*, ,.rio,r,

issues

in

Bangladesh affecting the community personally, socially and economically. The road safety situation _is very severe by intemational _standard.

An

overview of the prevailing accident

problem

characteristics

and some road safety priorities that should

be addressed

with

due urgency are

briefly

discussed

in

the paper. Some recent advances ire

promoting road safety activities including holding of international

conference, national workshops and

the

observance

of the LIN first

global road safety week are also discussed.

The way forward to

activate and strengthen

efforts

towards greater rafety is highlighted as

well.This

paper presents a

brief

overview

of

the status

of

the :oad safety problems

in

Bangladesh

by highlighting the

scale and characteristics

of

:t-rad

traffic

accidents.

It

also discusses some

initiatives

taken

by the

govemment

of

Bangladesh

in

an

effort

to address road safety challenges. Most recent advances made

n this

regard are also highlighted.The problem resulting

from

road

traffic

accidents,

miuriT

and property lose is an emerging,challenging anJone of the major concerning lssues in Bangladesh

like

many other

developingiountries

in the

world.

To counteract

]is problem, road

safety research has

proven beneficial in

documenting

the

road

-cident

^problem, appraising the current situation

in

terms

of prioritier *-d

problem ':eas ^{and has} provided _{the means} to develop and evaluate countermeasures. In respect

::

the magnitude

of

the problems, the safety

initiatives

are

ata very infant level

and .3e progresses

in very slow for

the causes

of

enormous constraints at

different

levels

:r

Eangladesh. Indeed, the allocation

for

road safety research and intervention _is very

- --'u

in

comparison

to

other diseases and disasters.

In this

paper,

the

authors

briefly

=rie$ed

^some

major road

safety

initiatives in Banglad"rh. Th. key

issues

of

this

:'iI€r is to

evaluate

the road

safety _research constraints

in

Bangladesh

and

future :*quirements

for

developing research based

scientific,

pragmatic and cost effective J!-iunter measures

to

improve the carnage on road.

At

the very outset

of

the paper, the

*-aie and magnitude of road safety problems in Bangladesh has also been trigtrtigtrted

m

TABLE OF CONTENTS

Declaration

Acknowledgement Abstract

Table

of

Contents

List

of Tables

VIII

List

of Figures

List

of Photographs

VIII

-\bbreviations

CHAPTER

_{1 :}

INTRODUCTION

- .1 General

i _"1 Background of the Study

".3 Objective of the Study

-.{

^Scope of the study

C}L{PTER 2: LITERATURE REVIEW l. i

General

I I

Horv accidents Happen

Page

No

I

1

1

2

aJ

1J

II m

IV

x

4 4 4

2.3

Some News On Road Accident 2.4 Who are involve

in

accident

1.5 Causes of road accident

1.6 .Factors of road traffrc accidents

1.7

Factors contribute

of

accident 1.9 Accident Rates

in

Bangladesh

l.

10 Total Accident Statistics

-:

I

Major road safety initiatives on Bangladesh

-:

I

Adoption of National Land Transport

policy (NLTP)

-: -1 Preparation

of

Safety Manual, Hand Book and Guidelines

-1 Establishment of National Road Safety Council (NRSC)

-i Establishment of Road Safety

cell

and

District

Road safety committee 5 Establishment of Accident Research Institute

(ARI)

at

BUET

-:

'

Development of Road Safety

Unit

at

RHD

and

LGED :.8

Establishment of Highway Police

-: 9 Formation of Road Safety

Voluntary & Advisory

Group:

:

^{i 0} Approval

of

speed

Limit zoningand

Speed Restriction Rules - tr Preparation of National Road Safety strategic

Action

^plans

,1

Development of Accident Database

- 3 Preparation

of BRTA

Annual _Report

-

J

Training

of

Road Safety Professionals

5

11

ry

t2

12

t4

15

15

CHAPTER 3: MEASURES OF ROAD SAFETY

₁₈

: l0

Establishment

of

International/Regional Cooperation Regarding Road Safety 18 18

18

18

i8

r9

19

19

t9

20 20 20 20

21

21

CHAPTER

5:

TRAFFIC SAFETY RULES YI FoR BANGLADESH

5.1TRAFIC

SIGN 5.2 GUIDE POST 5.3

K.M.

POST

5. 4 JLINCTION

CONNECTION

5.5 ROADS _SLOPE

-i.6

Warning of road safety

CHAPTER 6: CONCLUDING REMARKS

:.1

Safety Measures

in

^planning,

preliminary

_{Design, Detailed Design}

:.1

Safety Measures

for

Trafflrc Control

&

Management

::"-1 Awamess of

road

safety

:-i CONCLUTION REFERENCES

28 28 28 28 28

28 31

34 34 35

35 36 37

VII

LIST OF TABLE

Table No

01: Accident Statistics of Bangladesh

02: Accident locations:

LIST OF FIGURES

01: Some accidental face of Track 02: Accident news

03: Accident news 0-l: Accident news

Accident news Accident news Over loaded bus Road Condition

-\ccidental face of track

Traffic

sign

. Traffic

sign

- ^fraftic

^sign

.. .:atiic

sign

Page

No t6

t7

4

5 6 7

8 9

11

13

l4

28 28 29 30

i

14:

Mobile Talking

15: Road side tree cutting 16: Tube

well

at road side

31

32 JJ

ALG BRTA

BRTC DCC DHUTS

DITS DTCA DTCA JrcA

JBIC

NMV

sIP

VIII

ABBREYIATIONS

Advanced Logistics Group

Bangladesh Road Transport

Authority

Bangladesh Road Transportation Corporation Dhaka

City

Corporation

Dhaka Urban Transport Development _Study Dhaka Integrated Transport _Study

Dhaka Transport Co-Ordination

Authority

Dhaka Transport Co-Ordination Board Japanese International Cooperation Agency Japan Bank

for

International Co-Operation Non Motorized Vehicle

Strategic Transport Plan

Ix

CHAPTER

¹

INTRODUCTION

1.1 General

Road transportation is the major mode

of

transport

in

Bangladesh. Over 70 percent

of

:assenger travel and much

of

our goods movement occur over the highways. There is

:o doubt that road

transportation

is vitally important to our

economic

and

social

,.', elfare and

rust

be so maintained and

continually

improved

with

due consideration

for

safety,

:inimizing

accident hazards and risks. However, each year thousands

of

people aie .":11ed and

injured on our

roads. These

terrible

losses

of lives

and

injuries affect

us

:ersonally, socially and economically. The

Government

of

Bangladesh

is

^greatly

::ncerned

_about the growing road safety problems _and

is

committed

to fight

against

,:ch

trauma on our roads. As a part

of

Government's significant initiativeJnumerous

::a''matic programs have been taken to

ensure

safer transportation. Effons

are

-rderway for

integrating

different

organizations

both at public

and

private

sectors,

:-.'i1

societies, communities and

individuals

towards

identiffing theii specific

roles

.:J

responsibilities _and thereby developing

effective

measures

to

tackle road safety

::-'blems. This

paper forms part

of

the road safetv research and investigation works :":ing _carried out at the Accident Research Centre

(ARC), BUET

and

is

an extension

: the

paper

by Hoque et al, (2005). It ^briefly

summarizes

the striking

accident

::rtrlem -.;hlights

characteristics _some

of

the advances made

and priority road safety in

regard

to

raise awareness and issues.

The paper in

commitment^particular

'-- rrrganizing road safety activities, professional _capacity

building

and improved road

-.er

^behavior.

The way forward to

activate

and

strengthen

efforts

towards greater

. ad safety

in

Bangladesh is also discussed.

1.2

Background

of

study

rccording

to the

official

statistics, there were at least 3334 fatalities and 3740 injuries

-r

1114 reported road accidents

in 2003.It is

estimated that the actual fatalities could

.iell _be

_10000-

12000 each year. The statistics revealed

that

Bangladesh has one

of

-:e highest

fatality

rates in road accidents.

About

70 percent of road accident fatalities

-;curred in rural

areas

including rural

sections

of

national highways.

The following

-e

^the

^striking

^{accident problem} characteristics

in

Bangladesh as ievealed

from

the

.;cident

_{research studies.} Pedestrians-The

Most Vulnerable Road User Group: In

3:ngladesh,

with

alow level of motorization (around six, registered vehicles including :--'rtorcycle), the role of walk mode is quite significant. Up to

62

percentof urban road

.;cident

deaths are pedestrians alone and

in

Dhaka

city they

represented

nearly

70

:ercent.

Pedestrians

need protection in the form of facilities by ensuring

their

:3itimacy, safety and convenience.

Predominant

Accident Types: Accident

type

-ah'sis

^showed

'hit

pedestrian' as the dominant accident type both

in

urban and rural ,:eas.

45

percent involvement

in fatal

accidents. Other common accident types are:

.:r

end

collision

(16.5%), _head on

collision

(13.2%) _and overtuming

(93%j.

These -

rr

accident types account

for

nearly 85 percent

ofthe

fatal accidenis. Accidents _on

.'

":ional ^Highways: Of the total

reported _accidents

nearly 37

percent occurred on : =:ional highways.

Almost

30 percent of total accidents on

-:'it)nal

highways are occurring

only in 4

percent

of total kilo.

Hazards associated ''-:h roads and roadsides were

particularly

predominant. Studies are

underway atthe --:;ident

Research

Centre for identification and treatments of

^hazardous road

-:ations using standard definitions, criteria and methods together with field :sen-ations so that cost effective

countermeasures

particularly the low

cost : - *nterneasures can be devised

for

highway safety improvement. Nature

of

Accident

:'-urrence: The distribution of accidents occrrrrence on road network

was

-

-,:acterized _as

'clustering'

at

few

sites, demonstrating that accidents area men able

- ^{site specific}

treatments

through wide

spread

implementation of cost

effective

:

j-ilterrneasures,

low-cost road environmental improvements in particular

Over

.

-''

'rlvement of Trucks and

Buses: Studies

of road

accidents

."r"ul"d that

heavy .:-icles _such as trucks and buses including minibuses are major contributors

to

road

'-::,jents.

This group

of

vehicles is particularly over

involvedin

pedestrian accidents

':

^{: -- unting}

^for

^{about 79 percent (trucks 37o%,} buses 2AYo and, minibuses Involvement

' ^rlhildren in

Road Accidents:

Nationwide

road accidents statistics

in

Bangladesh

'.

_:aled a serious threat to the children. The incidence

of

overalt

child

involvement

in

' .:

accident fatalities

in

Bangladesh

is

found

to

be

very high,

accounting

for

about

-

- :ercent' This

involvement

of

children less

than

15 years

of

age

in roid

accident , '-.-::ies is much higher than those in other developing countries.

1.3

Objective

of

study

The specific objectives of the study

are

started below:

1.

To identifu road service characteristics in Dhaka City.

2.

To perform a questionnaire survey

for identifying

road service quality

in

Dhaka City.

3.

^To suggest some

improvement

_{options of} roads according to better road safety.

1.4 Scope of the

study

The scope

of this

study

is to

describe details

information

about Road Safety. Road c'ondition

of

Bangladesh is not so good.

Accident

rates

of

Bangladesh increased day o1 day. Many people has been died and injured by road accident.

I i

^General

:. -

:J trafftc

safety refers

to

methods and measures

for

reducing

the risk of

a person

-:-is

^{the road} network being

killed or

seriously

injured.

The

uiers of

a road include

=jestrians,

cyclists, motorists, their

passengers, and passengers

of on-roadpublic

.

=sport,

^mainly buses and trams

I I How

accidents

Happen

CHAPTER

2

LITERATURE REVIEW

-

--raded open

pick-up truck

had around 60

to

70 passengers

mostly

school

: roard lost control

and

fell into a ditch. Most

common accident types

:.:estrian (43.7%), Rear end collisions (16.4%), Head on

collisions

.:ruming

_(9.4%).

---.e

lour

accident types account for nearly 83 ^o/o

of

the accidents

children

are Hit

(13.3%),

Figure-l:

Some accidental face of Track

z.s Some News

On

Road

Accident:

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l :. |

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l--.iF .1 ;":;?.lS{n1r

tr

rr

r*

+'i::l'*il

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- i.

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^.'_

- :.,

1l-

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t.{.1I 1';'i= ^*l i:l :: ^:ri I

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Figure-3 : Accident news

,t"r"

j#rfti6&*

1** -t+

,-q

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ir-_

€

.- i-7 -; /

n:_

- 7. ^-.i +n :l -)i.+.

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z -, l-- 1i --- ^-* .1-1 = 3.!"-' ;

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Figure-4: Accident news

.*

fn

i

'n;:

i

^:.

fi:

qrtrfr rfiFr rrmry $ r ^rufs _'.ltyn rw

Tf,I

<FTFI I EIT$rqil

rs[qf, ^{ril *f-s} EtFt qf

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a!

Figure-5: Accident _news

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frEppa ^st"f

ftffi

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?T

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Figure-6 : Accident news 9

"n*

tl}.

T,

Etr ;*

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Y

I+

t _L

{

1*'

I &

_tr

;l'

.t

L+

-fr.f

=a .-*

#

-

::ure-6:

The intercity Ekata Express

hit

the bus around 3:05am when the bus was

:::

ssing Elenga Rajabari level crossing on the Mymensingh-Tangail

Highway

rer,\ een the Ibrahimabad and Tangail stations.

l,l ^\\'ho

are

involve in

accident:

Or er involvement

of

Buses and Trucks In Accidents, bus/minibus - 33% trucks - 27on and In fatal accidents bus/minibus - 38% trucks

-

30%

10

t

_t

{

I t

i

c.,

:t

I

ir;

&-#rc''

Figure-7: Over loaded bus

2.5 Causes

of road

^accideat:

l .Excessive and lnappropriate Speeding

l.'Break

Rules' Nou' Rules Highways 3.l"ack of h'taintenance of Roadway 4.Dril-er IncomPetencY

5.Heavy Vehicles in Road Accidents 6.Curve of the

Road

11

7-Risky Spots

Left

Risky

S.Negligence of the

Traffic

Police 9.Need for

Driver

Licensing Control l0.Need for Vehicle Licensing Control

11.The Re-planning

of

Stations, Stops and Terminals l2.Enforcement

of Traffic

Rules

2.6 .X'actors

of road traffic

accidents:

1.

Road Users

2.

^Road

3.

^Vehicle

I

fl

tl tI,

.I

tt 1i.

,t

trrB,

E-El

Figure-8: Road Condition

l3

ry"*i

2.7

Factors

contribute of

accident:

1.

Road user errors QA%)

2

.Adverse road conditions or environment (30%)

Vehicle defects (10%)

--''affia:.

Figure-9: Accidental face of track

t4

r

2.8

Lack

of

traffic

Rules:

1.

^Lack

of

suitably qualifred and trained police personnel

Z.

^{Lack of} retiable up to date database of licensed vehicies and drivers

Lack of proper equipment and tools

for

enforcement

Lack

of

co-ordination between various departments involved in the

traffic

and transportation system

5.

lnadequate penal provisions and enforcement procedures

6.

Highly

mixed vehicular

traffic

on the road controlled under separate rules and authorities

2.9

Accident

Rates

in

Bangladesh:

According to police statistics, Road accidents in Bangladesh claim, on average 4000 lives and injure another 5000 ^a year.

However,

WHO

estimates that the actual fatalities could

well

be 20,038 each year

(WHO,2009).

Death rate

of

12.7 deaths per 100,000 population

In

economic terms, road accidents cost the community in the order of nearly US$1500

million,

nearly 2%

of

GDP per annum.

Reported fatalities increased 4 times in 26 years

In terms of vehicle ownership, Bangladesh has one of the highest

fatality

rate internationally, over 100 deaths per 10,000 motor vehicles ^.

{I In

Current prices, road accident

in

Bangladesh is costing community at least

Tk.

10,000 uoreAJS$ 1450

million

^{per annum}

(l-3

percent

of

GDP)

$

^{Nearly 70o/o}

^of

roadfatalities occurred on rural sections of the main highways as the metropolitan cities accounted for only about 20 percent.

$

^{Over 80%}

^of

fatalities are vulnerable road users e.g. pedestrian, bicyclists, motorcyclists

&

^{users of} unsafe and informal public transport

3.

4.

g o

{t o

s

{t

15

2.10

Total Accident

Statistics:

According to the

official

statistics, there were at least 3334 fatalities and 3740 injuries

in

4114 reported accidents

in

2003.

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-01: Accident Statistics of Bangladesh

YEAR

Registrated Vehicle

No

No

of

dead people

No of

injured people

Total

No of victim

1995 44A04 1653 2864 4517

r996

46457 2041 3301 s342

1997 32283 3162 5076 8238

1998 32481 3085 3997 7082

t999

31503 3314 3453 6767

2000 28764 3430 3211 6641

2001 42510 3109 3172 6281

2002 s4877 3398 3770 7168

2003 59248 3289 3818 7107

2004 49202 2748 1080 5621

2005 65878 3187 2754 5941

2006 80305 3193 2409 5602

2007 121272 3749 3273 7022

1.25-30

people

died everyday for road accident, its more than 80 percent high

from

developed countries.

2.Victims

are mainly pedestrians, which is one-third age less than 15 years.

3.Annual loss is more than 5000 corer.

4. Statistics show that, every year more than 85 people died

from

1000 registered Vehicle in Bangladesh, On the other hand only 5 people died in developing countries

every year.

t6

5. Recently road accident research result show that, pedestrians, Bicycle,

Motor

cycle

&

private car is use only unsafe road.

Table-02 : Accident locations:

Road Types Fatal Accidents

Non-fatal Accidents fotal

Yo. ^o Yo. % !{o. %

\ational ^t42st

^{14.9 4830 \4.4 19081}

n.7

"74.7)

i2s.3) _:100)

Regional ^+s02

t4.2

1501 10.7 5003 13.1

'75.A)

:2s.0) :100)

Lpazila

^{+953 15.6 1 580 11.2 6533}

^t4.3

75.8) 24.2) [100)

Lnion

^{2638 8.3 563 +.7 3301 7.2}

79.9)

'20.t)

,100)

Cin

^{5369 t6.9}

ⁱ⁴⁷⁸

^{19.0 10847}

^t3.7

.4e.s) s0.s) ₁₀₀₎

Total

^{31713 r00 140s2 100}

*576s

₁₀₀

"6e.3)

30.7) 100)

l7

CHAPTER

₃

MEASURES

_OF

ROAD SAFETY

3.1

Major road

safety

initiatives

_on Bangladesh:

In

order

to

improve.

the road

safety

situation

as

well

_as

to minimize the

recurrent losses

of valuable lives

and

p.op.rti.r,

_several

i*tiatives

have been

taken by

the various government, ,ror-gou"-rnrr,ent a1d donor

ug"*i., in

Bangladesh

in

the

form

of policy implementation, institutional devetoprient, geometric improvement of

roads' _sanction

of

legislation _and

.nror""*"nf"ffiJty building of

professionals and

ffil*:ilx}.,and

awareness deveropment

of mass"people.-some of the

major

3.2

Adoption

of

National Land Transport policy (lyl,Tp)

:

National

_{Land Transport}

Policy (NLTP)

has been adopted Ln

2004by

the planning commission of Bangladesh, which sets vision

ro. ;p.or,fring

safer roads,' and policies

there-for, _such

_as.

(i) road safety auditing

-", ,.ir;lir.es _{of road projects,}

_road

construction

& maintep::", _(ii)

speed restri-ctions

o.r'r*dr, liii; saiety-#fior"_"nt

of existing roads etc. which

*" n."d"d

to achieve

th"

"i;;, (RHD,2005b).

3.3

Preparation of safety Manual, Hand Book

_and

Guidelines:

RHD

has prepared

di{erent

Manual, Hand

Book

and Guidelines

for

road safety such as

the

Guidelines

for yt suf"ty A*dit, nouc

surety-rmp.ovement

works

Manual,

Road safety Users Guide, Road g"g.Tt" o"rigrr'-Nl*ra, ^porice

_Training

Handbook, Road Safety Engineering

Toolkit, pur"-"rrioesign

Guide, Guidelines

for Identification of sites for-{oaa Sa6ty

Improvement

works, A

Guide

to

safer Road Design' _among

othell with

the help

oiaer"topme"tp*rr..,

_{under different projects.}

In

addition,

Traffic

Sign Manual rras te^1n

developei uy

eangtaaesh Road

rransport Authority (BRTA)

_{in 2000}

(BRTA,2000). L -J -

3.4

Establishment

_of

Nationat

Road Safety

Council (NRSC)

_:

The National

_Road.

_Safety Council (I\IRSC) was

established

in 1995 under

_the auspices

of the Ministry of communications. Initially with

support

of wB

funded road improvement projegt

of RHD; now a unit of gRra.

_The

_NRSC

_acts

as apex body

for

approving

*d-drirrirrg ro#*i

the national

policy

_and plans. The NRSG also formulated the

National Roadlafety Action

^plan. _B'esides, the NRSC is responsible

for

holding periodic.meetir-rgs to prorria"

policy

level guiding decisions and directives to road safety related stakeholder

organizations.

18

3.5

Bstablishment

of Road Safety

Cell

and

District

Road Safety

Committee:

Besides NRSC, District Road Safety Committees (DRSCs) at the district

and metropolitan levels have been formed

by

the involvement

of DC

and Sp along

with BRTA, road authority and other

transport

/ road user

agencies,

which impliment programs and policies of NRSC and will

undertake

local road safety

programs according

to local

needs. There

is

an Executive committee headed

by the

"huir-u,

BRTA

to co-ordinate

NGo

regarding road safety issues (Hossain,

200r.

3.6

Establishment

_of

Accident

Research

rnstitute (ARr)

at

BUET

^:

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

*"**"r.

The highest

levil of

Jommitment

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

Banghd"rh Unir"rsity ofingineering and Technology (BUET) in

2A02.

After the

successful

completion of the

project period,

ARC

becomes

an

institute named

Accident

Re-search

Institute (ARI)

under education

ministry

at

BUET in2007.

3.7 Development of

Road

Safety

Unit

at

RHD

and

LGED

:

With

the technical assistance

of DFID, RHD

has established road safety

division in

January 1999

with a view to

deal

with the

safety aspects

of

national,

iegional

and

Pt{:l

roads. (Hossain, 2002). There

are

severe

lacks in

man-power,

logistics

and

facilities;

_hence yet

to

become

fully functional.

Recently,

Moi uppror.j

proposed upgrading

of

the

Unit, its

roles and functions and procedures

for

implementing _roles and fi.rnctions.

LGED

has planned

to

create

Road

Safety

Unit *ithi1 LGED;

and undertaking activities in this regards (RHD, _2005b).

3.8

Establishment

of

Highway police

:

With _{the aim} of

increasing

of the safety and improving traffic

management on highways, the Government

of

Bangladesh created the Highway

police in

ZbOS

with

^a

view to maintain

and ensure

discipline,

enforce

traffic *1".-

and

regulation on

the

highway, traffic

management,

prevent highway crime, collect and

disseminate

of

intelligence, police

patrolling

as

well

ur

er,rur. ruf"ty

on road etc.

t9

3.9

x'ormation

_{of Road}

safety voruntary & Advisory Group:

In

addition to government

organizations,

road safety non-govefirment volgntary

or

advisory groups have been formed at national, regional _as

well

as

local

levels

in Bangladesh. Nirapad sarak chai, work for Beier Bangladesh (wBB),

_safe

Community Foundation, Poribesh Bachao

Andolon

etc. are pie-dominant at national level.

3.10

Approval of

Speed

Limit zoningand

speed

Restriction

Rules :

Excessive and inappropriate _speed

is the most important factor contributing to

the road

injury

problem faged

by

many _countries (GRSF,

za}T.Incognizance wiih

these facts Speed

Limit Zoning &

speed restriction rules have been devetoped

for different

higtnvaysin Bangladesh.

It

has been approved and published

in

a gazeue by

BRTA in

2005 (Bangladesh G azette, 2005).

3.11

Preparation of National

Road

safefy

Strategic

Action ^plans

:

From the establishment

of

The National Road Safety Council O{RSC)

in

1995, drew

up first National

Road Safety

"strategic Action Plan-

covering the period

from

July 1997 to June 1999 and subsequently 2000

to 20a2,20azro

₂₀₀₄

&2005

to 2007 have developed. Subsequently

the National

Road Safety

Council (NRSC) of

nangtaOestr formulated an updated

"National

Road Safety Strategic

Action

ptan iOOS-201b,,with

the hope that is will provides an important oppo.t*lty for improvi ing

safety

in

^a

comprehensive way and

makes an effort to approach the issue

holistically.

3.12 Development of

Accident

Database:

A

standard

format for

accident

information

recording

was

designed

in

1995 as an

initiative

_under Institutional Development

componentjmc; progir*

was adopted by

Police

Department and promulgated appropriate

rules for

mandatory use as

part of

"First

Investigation

Report" of

accidenf cases

by

Police. Besides,

MApp5

software based accident database system has been developed and data has

blen

being stored

in this

software

since

1998.

In addition, Under Institutional

Development _Component

(IDC), RHD

has conducted road inventory survey and has

pr"p*"d iruentory

book to

identifr

the accident locations _and

find

out

BhcL

spot on

ihe

road as

well

as

to

treat that location through

different

site-specific intervention. Computerized _{data base}

for

recording registered motor vehicle and

officially

licensed driver's data have also been established at

BRTA by the

Dhaka Urban Transport Project

(DUTP) funding

under IDC program (RFID, 2005b).

20

3.13

Preparation of BRTA Annual Report

:

The Bangladesh Road Transport

Authority (BRTA)

has been collecting and analysing road

traffic

accident statistics since 2001. Since

its

inception

in

January 2001,

BRTA has

been

preparing reports

based

on the National Road Traffic Accident (RTA)

database. Since 2005,

the

Bangladesh Road Transport

Authority (BRTA)

has been

continuing this ^process of data collection and analysis independently, without

international assis-tance.

3.14

Training

of

Road

Safety Professionals :

Efforts are underway for strengthening the capabilities of the key

agencies throughorganizing

different long and short term training program both local

and

overseas for the professionals and providing facility to partici-pate

different workshops, seminars and conferences on road safety.

3.15 Safety Awareness and

Training

:

Different safety

awareness

campaign and training programs have been taken

at

different levels in the

country

including

professionals, transport owners

&

workers, students, cadet,

BNCC,

mass people

by different

government and non-govemment organizations under different projects and by

individual initiative.

3.16

Implementation

of Road Safefy

Audit

:

Xncognizance

with the

facts,

RHD

road safety

unit

has introduce

formal

road safety audit on the

different

locations

or

spot

of

national

highway from

the past

few

years under different projects.

3.17

NGO Initiatives towards

Road Safety:

The Non-Govemment Organizations _QrtrGOs) are becoming active

in

the area

of

road safety

in

Bangladesh. The activities

of two

leading NGOs such as

BRAC

and Center

for

Rehabilitation

of

the Paralyzed (CRP) _are quite noticeable

in this

rcgard,,

(euazi, 2003)' The major

programs

being

undertakeninclude are

Community Road

Safety;

Training of

Students;

Road Safety Training for office Staffs; Community

Road Safety

NGO 167Nelwork; Publicity and

Awareness; Research;

Driver's Tiaining;

freatment and Rehabilitation of Paralyzed people.

21

3.18

Geometric Improvement

of Roads :

Significant improvement works have taken place on the national highways as

well

as

regional

and feeder roads

of all over the country in the

^past decade

by RHD

and

LGED with the support of Government of Bangladesh and donor

agencies.

Construction

of new and

strategic

road,

realignment

of existing

road,

widening of

road, surface treatment, road and roadside improvement

like

shoulder improvement, removal

vision

obstruction,

providing

loading and unloading

facilities

were the major

link

improvement

work

among them. Besides, some

of

the hazardous road locations

both

spots

and links have

been

improvement with the prime objective of

safety improvement on the different national highways

in

Bangladesh.

3.19

Procurement of

Safety

Equipments

and

Logistics

:

Different types of

enforcement

and road safety

equipments have procured

by

the concerned agencies including police,

BRTA in diflerent

times under different projects

in

particular SRNDP

fimding.

Besides,

office

equipment and logistics also have been procured to setup and organized of Road safety

Unit

of

RIID

and

LGED.

3.20

Establishment

of

InternationaURegional Cooperation Regarding

Road Safety:

Various concern organizations

of

Bangladesh have developed

effective

linkages and professional exchange programs

with

different institutions, organizations, universities etc.

at local, regional

and intemational levels

viz.

GRSp,

vrl,

^ESCAP,

ADB, wB, REAAA, TRL, TRIPP and other international aid

agencies

and the

specialized

institutes in order to facilitate

exchange

of knowledge

and technologies regarding road safety.

22

which would

provide the means

to

develop and evaluate

ef-fective

countermeasures.

Financing of traffic safety

research

is at present fully the responsibility of

the Govemment

of

Bangladesh. The administration does not carry on research

of

its own, but both research institutes anduniversities can ap-ply

for

firnds

for

research projects.

No

industry or private otganization haq focused on safety research issues

*d

fu.,aiog support

yet. Work

on a

joint taffic

safety research program

is trying to

carry

out

at present in co-operationbetween the donor agencies

like

the

World

Bank,

IINICEF

and the other government organizations and institutions.

4.3

Expenditure

and

Funding for

Roed Safety

in

Bangladesh:

Financial _resource crisis

for

developme,ntal

work is

acute

in

developing counbry,

like

Bangladesh posing threat

to

sustainable road development.

Very

small

proportion of

required fund could _be

allocatd

per year.

During

financial year 2005-06 development

firnd

allocated

from National ADP for RHD

and

LGED

are

Tk. 2004

Crore

(RID

website)

and

Tk.

3069

crore ( LGED office,l us$ : _Tk.

_70.00

_{and I crore:}

₁₀

mil-lion)

respectively

with abou

l0f/c

lw ^to

year annual increase

(MOC,

2006-AD.

There was a significant increase

in

mador periodic maintenance

in

2004-05 provided by

DFID

(Sector Budget Support) and JBIC (dept swap arrangement). Excluding this, extemally finance

expediare

and ferry costs, expenditure was reasonably constant at about 350Crore Taka per

yea.

The total estimated expenditure on maintenance

of full network is Tk

^{14O0 Crore}

which is arornd Tk. 450

Crore more than was spent

in

2004-05 (Road

Fund Office, 2006). However, RHD

expenditure includes

Tk.

380 Crore

from Intemaional aid

agencies.

Without this

assistance

the total

expenditure

wottld

onl-r

be 4f/o of &e total

requirement. Cur-rent

backlog for the

wtrote

Rfm

road

m$ is

1844.9 Crore Taka (MOC,2A06-07).

{.{ Udcr Rcporting

of

Accidents:

The

widespread

under reporting and incomplete collection of specific details of

accident data are, however a

major

problem

in

Bangladesh.

Most of the injury

and property damage accidents are not reported at

all.

Indeed, many

of

the

fatal

accidents are

not

reported

particularly in the repote

regions.

A

case study

on

selected police stations adjacent

to

the highway have shown that there

is a significant

difference

in the number of

acci-dents between

the MAAP5 accident ditabase and the

First

Information Report (FIR), with lower

number

of

accidents

in the cental MAAP5

Database

(ARI, 2007). Due to such immense under reporting, it ^is difficglt to

understand

the magnifude and economic burden of

accidents

and to carry

out comprehensive road safety research

to identifr the

causative factors

for

developing scientific and effective measures.

24

4.5

Institutional'Weaknesses

:

Road safety improvement efforts and initiatives in

Bangladesh

seriously

affected fromseveral drawbacks and weaknesses in particular institutional weaknesses. Lack

of

support" coordination, cooperation, collaboration among safety stakeholders

is

could be noted as the leading barrier

for

institutional capacity

building

4.6

Lack of

Professional

Capacity

and

Expertise:

A road

safety research

unit ideatly

needs several members

interacting to

ensure a

critical

mass working together and maximizing the research's potential impact on road safety

policy.

Training needs should be covered

by university

courses, short in-house courses, and overseas

training.

These are

lack ofa

strong professional safety agency

with

adequate executive power sand responsibilities; fragmentation of responsibilities between agencies and

insufficient

inter-agency

co-ordination; low levei of

staffing

and lack of professional capacity; lack of trained traffic police for

effective enforcement and

traffic

regulations etc

4.7 Resource

Constraints:

According to the

Technical

Note No.l Review of

Recent Projects

and

Research.

March

_{1996 ,}

ADB, In

South

Asia,

India has been the most active

in

promoting road safety

with

research being undertaken

by

the Central Road Research Institute

lCnnf;

and the Indian Institute

of

Technology

(IIT).

On the other hand, road safety project

in other

countries

like

Bangladesh,

include very insignificant local finan"i"g (ADn,

1996)..

Without

a stable and

sufficient flow of

funds

for

road safety,

*y ,tt"*pt

to solve

road

safety problems

is

bound

to fail.

Therefore,

it is

necessary

to

establish national road _safety funds that are run

like

a business and financed through road user charges and insurance company revenues and automobile companies revenues among others. The character

of

such road safety funds as noted in the Pakistan country paper, 2007b is listed

below:

a

Sound legal basis with a road safety fund administration and clear rules

and regulations.

Straing oversight

by a

board

with qualified

and

powerful

members

from

the

:nJ public

sector and representing

all

important groups

with

vested interest ,iafefr.

il-*"*rr*

incremental

to

the

public

budgets and coming

from

charges related

to

road

:-tse and channsled directly to the national road safety fund band account.

private

in

road

25

io,rra

financial management systems

with

lean efficient administrative structure

a

Regular

technical and financial

audits

All of

those

principles are

overwhelmingly important inthe context of safety improvement programs

in

Bang-ladesh.

4.8

Lack of Strong Political Support

and

Commitment:

Funding

is

synonymous

with political

support and

is

required

to

ensure appropriate

staffing

and resources are available

for road

safety research. Funding

must

also be consistent and reliable to allow research adequate development time. There is a strong need of

political

commitment and support. For the absence

of

lead agency, there is no owner of road safety in the state.

4.9

Wrong Policy

:

The

development

history of road transport in

Bangladesh,

particularly after

the independence

of the

country,

more

focus was

given in

developing road

length

and

number of bridge by constructing new roads and bridges and very insignificant

consideration was

given for

the maintenance and road safety. Road construction

fol-

lowed standard geometrics with least concem for

roadsafety.

Undertaking/implementing road safety program

initiatives

as a component

or

a sub- component

of

other large roadimprovement projects resulted

in

lower attention by the concerned authorities of proj ect implementation.

{.10 Lack

of

Integration

between Concern Agencies :

Road safety

is

a

multi-disciplinary

issue and the concern

of

government at national, regional and local levels,

civil

society and business. Road safety research is not an end

in itself

and

findings

need

to

be shared, discussed, and applied

in

order

for the

ful1 benefits

to

berealized. Research

findings

can be disseminated

through

seminars and trainiag courses, and through international conferences. Research

findings

should be integratable

into

transport

poiicy, which

requires

a

close

working relaiionship

and integration _between

different

con-cern organizations _and institutions

particulariy

the

mffic police,

road engineers and researchers.

In

Bangladesh,

dif[erent

organizations

.le torking for

transport

mobility

and safety but there has huge lack

of

coordination

:r.3

integration between them.

26