Road Safety in Bangladesh Realities and Challenges Hossain Zillur Rahman Power and Participation...
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Transcript of Road Safety in Bangladesh Realities and Challenges Hossain Zillur Rahman Power and Participation...
![Page 1: Road Safety in Bangladesh Realities and Challenges Hossain Zillur Rahman Power and Participation Research Centre (PPRC)](https://reader036.fdocuments.in/reader036/viewer/2022062322/5697bf991a28abf838c91577/html5/thumbnails/1.jpg)
Road Safety in BangladeshRealities and Challenges
Hossain Zillur RahmanPower and Participation Research Centre
(PPRC)
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Why is road safety a major concern?
• A new epidemic:
1.24 million annual deaths / 20-50 million non-fatal injuries
• Consequences both humanitarian and economic
1-2% of GDP, 100 billion USD annual loss
• Road fatalities are not inevitable
88 countries saw a drop while 87 saw a rise
• Urgency of prioritizing
5 million lives can be saved annually through road safety measures
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Research strategy
• Scope• Assess magnitude of problem• Identify causal factors• Institutional landscape• Action priorities
• Multi-disciplinary research team of experts and practitioners
• Research strategy• In-depth analysis of official statistics• Review of international experiences• In-depth consultations with key stakeholders• Survey of drivers • Field research on four highway spots: Dhaka-Aricha, Dhaka-Tangail
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Vehicles and Roads
Registered vehicles (2010)
Total 1624862
Cars/4-wheeled light vehicles 529215Motorized 2/3 wheelers 975682Heavy trucks 81561
Buses 38101
Source: Global Status Report on Road Safety, 2013
Length of road network, 2012
Total length 21365 km
National highways 3580 kmRegional highways 4276 kmZila & upazila roads 13509 km
Source: Statistical yearbook, 2012
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Magnitude of problem• Annual deaths
3137 (official statistics: average for 2002-2012)
5162 (2013: Nirapad sarak Chai; includes deaths en route and after release)
• Fatality index (official statistics):
- 20 deaths annually for each 10,000 vehicles (2011)
- Decline from 75 deaths per 10,000 vehicles in 2000
• WHO: for each fatality, 20 non-fatal injuries
• 3 Problems with data - Under-reporting - Non-fatal accidents ignored - No data on victim profile
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Where do accidents 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 inter-sections rather than isolated stretches
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Accident-prone highway length
1.6
2.2
2.6
5.1
5.8
6.4
7.9
8.8
16.5
0 3 6 9 12 15 18
N3 Dhaka -Mymensingh
N405 Bangabandhu Shetu (Jamuna Bridge) approach road
N4 Gazipur-Tangail-Jamalpur
N2 Dhaka-Sylhet
N8 Daulatdia-Jhenaidah-Khulna
N7 Nagarbari-Rajshahi
N6 Nagarbari-Banglabandh
N5 Dhaka-Aricha
N1 Dhaka-Chittagong
Hig
hw
ay
Accident-prone length (km)
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Classification of Accident spots
Bus stand, 40.90%
Road inter-sections, 17.80%
Bazar, 28.40%
Others, 13.00%
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Victims and perpetratorsVictims 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/passen
gers
16% Over-turned 13% Motor-cycles 12%
Truck/bus drivers/passe
nger
14% Rear-end hit 9% Cars/jeeps 11%
Cyclists 3% Side swipe 6% 3 wheelers 9%
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Post-accident needsShort-term/immediate Long-term
Need Ideal provider Need Ideal provider
• First aid Local people, vehicle staff, nearby medical centre, adjoining local
govt reps
• Compensation Courts, insurance companies
• Transportation
Local people, nearby medical centre,
police,
• Long-term treatment
Family, government
• Protect people & vehicles
Police, local leaders • Assistive devices
Family, community, insurance companies
• Compensation for victim
Vehicle owners, Insurance companies
• IG skills for disabled
NGOs, social entrepreneurs
• Employment for alternative family member
Government, community
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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
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Driver profilesVariable Finding
Age 24-35 years: 47%36-50 years: 48%
Education 48% secondary or equivalentOnly 8% wholly illiterate
Earner 70% single earner families22% two earner families
Housing 41% rural residence/sleep in vehicles33% rented house21% in dormitories (‘mess’)
Monthly income 47% - Tk 15-20 thousand 19% - Tk. 10-15 thousand16% - Tk. 20-25 thousand15% - Tk. 26-50 thousand
Nature of income Trip-based; only 9% have fixed monthly income
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Driver characteristicsCharacteristic Finding
License • 97% report having license• 20% report obtaining license without test• 92% pay bribe and 54% face severe time delays in
obtaining license
Trade union • 80% are unionised
Training • 81% learnt driving skills through 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
Confidence on learning
• 70% fully confident
Work-load • About 20% extremely over-worked with 6-7 days weekly and 13-16 hours daily
Accident penalty • 42% faced no penalty in case of accidents• 58% of incurred accidents minor in nature
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9 Causes of accidents
• Reckless driving
• Untrained drivers
• Unfit vehicles
• Simultaneous operation of motorized and non-motorized vehicles without separation and
adequate rules
• Vulnerable road-side activities
• Faulty road design
• Poor traffic enforcement
• Lack of road safety awareness and risky pedestrian behavior
• Culture of impunity and poor legal redress
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Additional causes highlighted in field research
• Mental, physical and financial pressures on drivers
• General lack of road safety awareness
• Absence of supplementary facilities on roads – hard shoulder, bus bays, helpful signal &
markings, access roads
• Failure to productively reconcile local economic growth needs with road safety needs
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Laws and Institutions
• MVO 1983 is updated version of 1913 law
• Major new initiative on new law –
RTTA, 2011 but yet to materialize
• Institutions BRTA, Metropolitan, district and highway police, RTC, ARI, RHD, LGED
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Perceptions on recent progress and setbacks
Perceptions on progressPerception % of response
----------------------------------------------New roads built and 84%others repaired----------------------------------------------------Road dividers/introduction 34%of 1-way system----------------------------------------------------Building of fly-overs 32%& over-bridges----------------------------------------------------Increase in number of 21%highway police---------------------------------------------------Some road curves have been 20% straightened
Perceptions on setbacksPerceptions % of response
------------------------------------------------Increased extortion on 62%highways by police/ruling party activists----------------------------------------------------------------------Increased traffic of unlicensed 43%informal transports (nasimon/karimon/easy bikes)----------------------------------------------------------------------Proliferation of road-side markets 39%----------------------------------------------------------------------Improper and irregular road 21%repair and maintenance----------------------------------------------------------------------Illegal truck stands & parking 20%on highway----------------------------------------------------------------------Proliferation of unfit vehicles on the roads 11%----------------------------------------------------------------------Lack of pedestrian awareness 8%
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6 findings that matter
Incidents concentrated in accident spots
Congestion spots and intersections main location of accidents
Pedestrians and vulnerable road-users main victims
Multiple causal factors necessitate holistic safety agenda
Significant gaps in law and policy
Political economy factors major impediment to success on safety agenda
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10 recommendations• National dialogue on RTTA 2011 for early passage of an appropriately
updated road traffic law
• Regular updating of the list of accident black spots and priority action plan on black spot improvement
• 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 road safety audit approach
• Introduction of an independent economic code for road safety projects in the budgetary process and mobilization of funds including donor assistance for such projects
• Comprehensive study on optimal resolution of road-building and road-side economic activities
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Recommendations contd.• Promotion of quality driving training schools
• 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
• Establishment of a National Traffic Training Academy along with a comprehensive review of current approach to traffic management by police
• Promotion of effective community policing solutions to irrational traffic congestion and safe use of roads
• Improving trauma facilities with priority attention to capacity building on emergency and critical care, institution of a universal emergency access number and affordable provision of assistive devices
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4 advocacy priorities
Social communication targeted to drivers and vulnerable road users
Awareness program targeted to school children
Focused workshops with administrative departments – RHD, 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
Policy advocacy on updated road transport and traffic legislation