ROAD SAFETY REPORTS Dhaka Metropolitan Police

Traffic Accident Analysis Annual Report

1996 C O N T E N T S

Page

A Message from Inspector General of Police 1

A Message from Dhaka Metropolitan Police Commissioner 2

SECTION 1 Introduction 3

SECTION 2 Traffic Accident Reporting System 4

Figure 1: Proposed Police Accident Data Units 6

SECTION 3 Analysis of the Data 7

Figure 2: Accidents by Day of Week 8

Figure 3: Accidents by Hour of Day 9

Figure 4: Accidents by Month 10

Figure 5: Accidents by Thana 11

Figure 6: Casualty by Age 13

Figure 7: Casualty by Class of Road User 14

Figure 8: Vehicles Involved and the Injuries of their Drivers 15

Figure 9: Drivers Involved in Accidents 16

Figure 10: Pedestrians Hit by Vehicles 17

Figure 11: Airport Road Dhaka 19

Figure 12: Airport Road-Biswa Road 20

Figure 13: Khilkhet Bus Stand 21

Figure 14: Chittagong Road, Dhaka 22

Figure 15: Vehicles and Casualties on Chittagong Road, Dhaka 24

Figure 16: Jatrabari Crossing 25

SECTION 4 Conclusion 26

SECTION 5 Appendix 27 1. Introduction

1.1 This report was produced for Dhaka Metropolitan Police by Quazi Zakaria Islam of IDC, S. Omar Faruk and M. Khurshid Hossain, Senior Assistant Police Commissioner, DMP HQ from the Institutional Development Component (IDC) of the Second Road Rehabilitation and Maintenance Project (RRMP2). IDC is funded by the British ODA.

1.2 A new traffic accident report form, designed jointly by the Police and IDC, was introduced into the Northern Division of Dhaka Metropolitan Police (DMP) in June 1995. By January 1996 the accident report form had been introduced to all thanas of DMP.

1.3 This report summarises the accident data collected by DMP for 1996, the first full year of the new city-wide accident reporting system. Without the full co-operation of DMP this report, and all other detailed accident investigation work, would not be possible.

1.4 The MAAPfive computer software package was developed by the Transport Research Laboratory (TRL)of the UK specifically for the storage and analysis of road accident data. It is in use in many countries of the world including a large number in Asia and has recently been adopted by a number of UK police forces. The MAAPfive system has been installed at DMP HQ and much of this document consists of output from the MAAPfive system that has been enhanced using Microsoft Office.

3 2. Traffic Accident Reporting System

2.1 Serious traffic accidents are reported by the thana police. For each accident in the DMP area the new traffic accident report form is completed by a Sub-Inspector. The form is then dispatched to DMP HQ where the grid coordinates are added and the accident data is typed into a computer.

2.2 An accident data unit has been established at DMP HQ. At present this has just one member of staff who is supervised by Assistant Commissioner of DMP.

2.3 A database of over 1200 traffic accidents has now been established of which 1001 occurred during 1996. The MAAPfive system is being used to analyse this accident database and already the pattern of accidents in Dhaka is becoming apparent. The system already has been used to:-

• identify the types of accidents happening in Dhaka • identify the vehicle types most frequently involved in accidents • identify the type of people most likely to become casualties in a road accident • identify variations in the accident pattern between the 15 thanas of DMP • plot accidents on maps of the city • identify accident blackspots • identify characteristics of accidents at an accident blackspot

2.4 The level of support and co-operation from DMP has been excellent. The senior police officers have shown enthusiasm for the new accident reporting system as a method of tackling the very serious road safety problem in the city. As a direct result of the success of the system in DMP the Police have agreed to introduce the new accident reporting and analysis system nation-wide by the end of 1997.

2.5 The computer system at DMP should remain unchanged as it is now established and working well. In addition to this, five further data processing units should be established around the country. These six units will be responsible for the processing and analysis of the accident data in their area of responsibility as defined in the table below:-

Location of Unit Area of Responsibility DMP HQ DMP Dhaka Range HQ Dhaka Range Chittagong Range HQ (or CMP HQ) Chittagong Range and CMP Rajshahi Range HQ (or RMP HQ) Rajshahi Range and RMP Khulna Range HQ (or KMP HQ) Khulna Range, KMP and Barisal Range Sylhet Range HQ Sylhet Range

Finally, and perhaps most importantly, an accident data unit should be established at Police HQ to assemble the national accident database and to analyze the accident data at a national level.

4 2.6 The IDC project are able to support the establishing of the proposed accident data units by supplying the necessary computers, computer software and staff training. In return the project will be seeking suitable air conditioned accommodation for the computers and the assignment of at least one permanent staff member in each unit. These staff members should preferably be civilians to prevent the fast rotation of police staff from undermining the continuity of the accident data system. The ideal staff member would be a computer operator with good skills in reading and writing English. Overseas training may be provided by IDC to help develop a road safety expertise within the police.

2.7 There will be no data entry at Police HQ as the data will be received by computer diskette from the six regional teams as described in the flow chart in Figure 1. The member of staff at Police HQ should be capable of coordinating the accident data system at a national level and providing support and training to the regional teams.

5 Dhaka Metropolitan Police

Dhaka Range

Rajshahi Metropolitan Police (including Rajshahi Range) Police HQ, Dhaka

Khulna Metropolitan Police (including Khulna & Barisal Range)

Chittagong Metropolitan Police (including Chittagong Range)

Sylhet Range

Figure 1 Police Accident Data Units

6 3. Analysis of the Data

3.1 For the purposes of this report only data from 1996 (except for the detailed accident blackspot analysis) has been used. This will provide a benchmark on which to compare with future years and with which to compare with other regions of the country.

3.2 The accident data has been analysed at a variety of levels as follows:-

· Accident, casualty and vehicle tables have been produced to show the overall nature and scale of the road safety problem in Dhaka. Charts have been produced from these tables to enable the data to be more easily interpreted.

· Accident locations have been analysed using the plotting facilities within MAAP5. From these accident plots it is easy to identify accident blackspots.

· Detailed studies are now being made to identify patterns at the accident blackspots identified in the plots. For these detailed studies all the available data has been used rather than restricting the analysis to 1996 accidents only.

3.3 It should be stressed that this report contains only a small selection of the possible outputs from the new accident data system. Further information can be obtained from the accident data unit at DMP HQ and in the future will be available from five further regional accident data units or from the co-ordinating accident data unit at Police HQ.

3.4 Figures 2, 3 and 4 show the distribution of accidents by day of week, hour of day and month. They show the pattern for the whole of DMP for 1996. Figure 2 shows the distribution of accidents by day of week and reveals a slight peak on Thursday (the start of the weekend in Bangladesh) but otherwise the days of week are very similar. The highest number of fatal accidents also occurs on Thursdays.

3.5 The distribution of accidents by hour of day is displayed in Figure 3 and shows a peak in the middle of the day (10am to 2pm) and again between 5pm and 6pm. The highest number of fatal accidents occurs between 6 and 7 in the morning and between 5 and 6 in the evening. Each column in the bar chart represents one hour. The number of accidents during the night is lower than during the day but there are a significant number occurring at all hours.

3.6 The distribution of accidents by month is displayed in Figure 4. It shows a surprisingly large variation from month to month. This could be a genuine seasonal variation with the accident rates highest during the hottest months of the year but it is also likely to be a reflection of the political disturbances during the first few months of 1996 when economic activity was reduced dramatically. The month with the highest number of accidents during 1996 was November although the number of fatal accidents was higher in several other months.

3.7 The distribution of accidents across the 15 thanas of DMP is shown in Figure 5. It shows a dramatic variation with Tejgaon having the most accidents. The highest severity of accidents is within Demra with about 60% of all the reported accidents involving a fatality and has the second highest number of accidents.

13 3.8 Figures 6 and 7 show characteristics of the casualties involved in accidents in DMP for 1996. Figure 6 shows the distribution of casualty ages and identifies the age group from 21 to 35, and in particular the age group from 26 to 30, as the most vulnerable. The data also reveals a significant number of child casualties. The breakdown by casualty sex reveals that over 80% are male although for casualties under 16 just over 60% are male.

3.9 Figure 7 shows the class of casualty in the accident and this is dominated by pedestrians who make up 35% of all casualties and almost 62% of the fatalities. The other major casualty groups are from baby taxis and rickshaws. The bar chart on this figure should be compared to a similar chart on Figure 8 which shows the distribution of all the vehicles involved in accidents and is dominated by trucks and other large vehicles.

3.10 As discussed in section 3.9, Figure 8 shows the types of vehicles involved in accidents. It also shows the injuries of the drivers of each type of vehicle. The dominant vehicle type for DMP is the heavy truck despite the large number of other vehicles on the roads of Dhaka. It is also very clear from the chart that although trucks are involved in many accidents their drivers are very rarely injured. On the other hand rickshaws are less frequently involved in accidents but their drivers (the rickshaw pullers) are very likely to be killed or injured.

3.11 Figure 9 shows the ages of drivers involved in accidents. In many cases the drivers ran away from the scene of the accident but the pattern of driver age is still clear with most drivers being between 26 and 35. It should be noted that rickshaw pullers and cyclists are included as drivers in these analyses.

3.12 Pedestrians are the biggest single group of casualties in Dhaka. Figure 10 takes a closer look at the pedestrian accident problem and shows the types of vehicles that hit each of the pedestrian casualties. It shows heavy trucks as the biggest vehicle group with bus, mini-bus and baby taxi also featuring strongly. The severity of the pedestrian injuries is also broken down for each of the vehicle types. This clearly shows that heavy trucks are not only the most frequent vehicle to hit pedestrians but there inflict the most severe injuries.

3.13 The second level of accident analysis is a study of the location of the accidents. It is well established around the world that accidents do not occur evenly throughout a road network but tend to group in clusters or accident blackspots. In Dhaka this is especially true with the main roads accounting for the vast majority of the accidents in the city. Figures 11,12,13,14 and 16 include accident plots for various locations within Dhaka. On these plots the accidents are colour coded as follows:-

Fatal Accident Red circle Grievous Accident Green circle Simple Injury Accident Blue circle Motor Collisions Purple circle

3.14 Figure 11 shows a plot of accidents along Airport Road in Dhaka. This road is the main highway from Dhaka to Mymensingh and the northern areas of Bangladesh. The accident plot reveals a total of 119 reported accidents along a 9.5km stretch of road. 46 of these accidents involved a fatality making an accident rate of 4.84 fatal accidents per kilometre per year. This rate should be compared with a rate of 0.1 fatal accidents per kilometre per

14 year on ‘A’ class roads in London1. The real danger of this road is therefore nearly 50 times greater than similar roads in London. A brief look along the Airport Road accident plot reveals a series of very serious accident clusters or blackspots. Two of these accident blackspots are investigated further in Figures 12 and 13.

3.15 Figure 12 shows a section of the accident plot on Airport Road centred on the intersection with Biswa Road. Data used for this analysis is from June 1995 to December 1996. During this period a total of 39 accidents were recorded by DMP at or within 500m of the junction. Of these accidents 23 involved a fatality. This level of fatal accidents represents a blackspot of extreme seriousness. The types of accident occurring at this site is dominated by Vehicle-Pedestrian collisions. A more detailed investigation of the accidents at this site has been prepared by a road safety engineer. This has included a detailed accident plot within the junction and a ‘Stick Diagram’ to identify patterns within these accidents. Following in-depth analysis of this data the safety engineer has designed an accident countermeasure scheme which is expected to dramatically reduce the accidents at the site. The accident data system will monitor the accident rate to see if the scheme has been successful. An example of an accident analysis based on this data is included as Appendix - A in this report.

It has been suggested that this site is the worst accident blackspot in the world but now that data is available for the whole of DMP another serious blackspot has been identified at Jatrabari Crossing on the Chittagong Road. Details of this blackspot are shown in Figure 16.

3.16 A further accident blackspot has been identified at Khilkhet bus stand just 1km north of the Airport Road - Biswa Road junction. Figure 13 shows details of the accidents at Khilkhet and this reveals a very high proportion of fatal accidents and again the dominant Vehicle- Pedestrian collision type.

3.17 Figure 14 shows a plot of accidents along the Chittagong Road in Dhaka. This road is the main highway from Dhaka to the south-east and the north-east of Bangladesh. The accident plot reveals a total of 52 reported accidents along a 5km stretch of road. 33 of these accidents involved a fatality making an accident rate of 6.6 fatal accidents per kilometre per year. This fatality rate is 65 times greater than similar roads in London. A brief look along the Chittagong Road accident plot reveals a site, Jatrabari crossing, that is a very serious accident blackspot. This is investigated further in Figure 16.

3.18 The data from the 52 accidents occurring along the 5km stretch of Chittagong Road was further analysed to identify the types of vehicles involved and the type of casualties incurred. The results of this analysis is shown in Figure 15. The first chart indicates the types of vehicles involved and this is dominated by heavy trucks. The second chart indicates the types of casualty involved and this is again dominated by pedestrians.

3.19 Figure 16 shows the accident pattern at Jatrabari Crossing. There were 9 fatal accidents

1 London Research Centre: Levels of accident risk in Greater London, July 1996 15 at this junction during 1996 worse in the Dhaka-Chittagong Road DMP area. The most common type of accident is again a vehicle-pedestrian collision although there are 4 nos of rear-end collisions.

16 Accidents by Day of Week DMP 1996

ACCIDENT SEVERITY ACCIDENT SEVERITY DAY ³Fatal³Griev³Simpl³Colln³ Total ---ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ DAY ³Fatal³Griev³Simpl³Colln³ Total Mon---ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 51³ 57³ 28³ 5³ 141 TueMon ³³ 52³51³ 42³57³ 23³28³ 23³ 5³ 140141 WedTue ³³ 46³52³ 55³42³ 26³23³ 23³8³ 135140 ThuWed ³ ³ 59³ 46³ 57³ 55³ 28³ 26³ 17³ 8³ 161 135 FriThu ³³ 36³59³ 64³57³ 24³28³ 17³17³ 141161 SatFri ³³ 52³36³ 59³64³ 24³24³ 12³17³ 147141 SunSat ³³ 47³52³ 50³59³ 18³24³ 21³12³ 136147 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄSun ³ 47³ 50³ 18³ 21³ 136 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 343³ 384³ 171³ 103³ 1001 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 343³ 384³ 171³ 103³ 1001 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total Number of Accidents on File = 1252) (NumberTotal Number satisfying of Accidents the conditions on File == 1001)1252) (Number satisfying the conditions = 1001)

Accidents by Day of Week Accidents by Day of Week

180 180 160 160 140 140 120 Colln 120 Colln 100 Simpl 100 Simpl 80 Griev 80 Griev 60 Fatal 60 Fatal 40

Number of Accidents 40

Number of Accidents 20 20 0 0 Mon Tue Wed Thu Fri Sat Sun Mon Tue Wed Thu Fri Sat Sun

Source: DMP Accident Data Unit 8 Figure 2 Accidents by Hour of Day DMP 1996

ACCIDENT SEVERITY ACCIDENT SEVERITY TIME ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ TIME ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ0 ³ 7³ 10³ 3³ 3³ 23 1 0 ³ ³ 8³ 7³ 6³10³ 6³ 3³ 2³ 3³ 22 23 2 1 ³ ³ 7³ 8³ 4³ 6³ 1³ 6³ 1³ 2³ 13 22 3 2 ³ ³ 5³ 7³ 4³ 4³ 2³ 1³ 3³ 1³ 14 13 4 3 ³ ³ 5³ 5³ 5³ 4³ 1³ 2³ 1³ 3³ 12 14 5 4 ³ ³ 7³ 5³ 7³ 5³ 4³ 1³ 1³ 1³ 19 12 6 5 ³ ³ 26³ 7³ 17³ 7³ 6³ 4³ 2³ 1³ 51 19 7 6 ³ ³ 16³ 26³ 26³ 17³ 6³ 6³ 9³ 2³ 57 51 8 7 ³ ³ 21³ 16³ 17³ 26³ 7³ 6³ 3³ 9³ 48 57 9 8 ³ ³ 11³ 21³ 21³ 17³ 8³ 7³ 5³ 3³ 45 48 10 9 ³ ³ 16³ 11³ 22³ 21³ 20³ 8³ 10³ 5³ 68 45 11 10 ³ ³ 15³ 16³ 27³ 22³ 12³ 20³ 4³10³ 58 68 12 11 ³ ³ 17³ 15³ 27³ 27³ 12³ 12³ 5³ 4³ 61 58 13 12 ³ ³ 17³ 17³ 34³ 27³ 11³ 12³ 5³ 5³ 67 61 14 13 ³ ³ 18³ 17³ 20³ 34³ 7³11³ 9³ 5³ 54 67 15 14 ³ ³ 18³ 18³ 18³ 20³ 8³ 7³ 6³ 9³ 50 54 16 15 ³ ³ 12³ 18³ 21³ 18³ 10³ 8³ 5³ 6³ 48 50 17 16 ³ ³ 28³ 12³ 26³ 21³ 9³10³ 3³ 5³ 66 48 18 17 ³ ³ 11³ 28³ 12³ 26³ 3³ 9³ 4³ 3³ 30 66 19 18 ³ ³ 24³ 11³ 16³ 12³ 4³ 3³ 4³ 4³ 48 30 20 19 ³ ³ 23³ 24³ 14³ 16³ 8³ 4³ 4³ 4³ 49 48 21 20 ³ ³ 13³ 23³ 12³ 14³ 8³ 8³ 5³ 4³ 38 49 22 21 ³ ³ 7³13³ 7³12³ 4³ 8³ 5³ 5³ 23 38 23 22 ³ ³ 11³ 7³ 11³ 7³ 10³ 4³ 3³ 5³ 35 23 --ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 23 ³ 11³ 11³ 10³ 3³ 35 Total--ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 343³ 384³ 170³ 102³ 999 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 343³ 384³ 170³ 102³ 999 (TotalÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Number of Accidents on File =1252) (Number(Total satisfyingNumber of Accidentsthe conditions on File = 1001)=1252) (Number(Number of satisfying Unknown = the2) conditions = 1001) (Number of Unknown = 2)

Accidents by Hour of Day

70

60

50

40 Colln

30 Simpl Griev 20 Fatal Number of Accidents

10

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour of day

Source: DMP Accident Data Unit 9 Figure 3 Accidents by Month DMP 1996

ACCIDENT SEVERITY ACCIDENT SEVERITY MONTH ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ MONTH ³Fatal³Griev³Simpl³Colln³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 35³ 20³ 13³ 9³ 77 Feb Jan ³ ³ 27³ 35³ 22³ 20³ 7³13³ 7³ 9³ 63 77 Mar Feb ³ ³ 25³ 27³ 19³ 22³ 10³ 7³ 6³ 7³ 60 63 Apr Mar ³ ³ 29³ 25³ 22³ 19³ 29³ 10³ 7³ 6³ 87 60 May Apr ³ ³ 33³ 29³ 29³ 22³ 13³ 29³ 5³ 7³ 80 87 Jun May ³ ³ 27³ 33³ 35³ 29³ 19³ 13³ 13³ 5³ 94 80 Jul Jun ³ ³ 19³ 27³ 39³ 35³ 15³ 19³ 7³13³ 80 94 Aug Jul ³ ³ 34³ 19³ 31³ 39³ 13³ 15³ 9³ 7³ 87 80 Sep Aug ³ ³ 20³ 34³ 35³ 31³ 7³13³ 10³ 9³ 72 87 Oct Sep ³ ³ 27³ 20³ 47³ 35³ 9³ 7³ 11³ 10³ 94 72 Nov Oct ³ ³ 33³ 27³ 46³ 47³ 20³ 9³ 12³ 11³ 111 94 Dec Nov ³ ³ 34³ 33³ 39³ 46³ 16³ 20³ 7³12³ 96111 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 34³ 39³ 16³ 7³ 96 Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 343³ 384³ 171³ 103³ 1001 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 343³ 384³ 171³ 103³ 1001 (Total ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Number of Accidents on File = 1252) (Number(Total satisfyingNumber of Accidentsthe conditions on File = 1001)= 1252) (Number satisfying the conditions = 1001)

Accidents by Month Accidents by Month

120 120

100 100

80 80 Colln Colln 60 Simpl 60 Simpl Griev Griev 40 Fatal 40 Fatal Number of Accidents Number of Accidents 20 20

0 0 Jul Jan Jun Oct Feb Mar Apr Sep Nov Dec May Aug Jul Jan Jun Oct Feb Mar Apr Sep Nov Dec May Aug

Source: DMP Accident Data Unit Figure 4 10 Accidents by Thana DMP 1996

ACCIDENT SEVERITY ACCIDENT SEVERITY THANA ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ THANA ³Fatal³Griev³Simpl³Colln³ Total RamnaÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 14³ 53³ 28³ 9³ 104 Motijhil³Ramna ³ 19³ 14³ 27³ 53³ 19³ 28³ 5³ 9³ 70104 Sabujbag³Motijhil³ 14³ 19³ 17³ 27³ 7³19³ 3³ 5³ 41 70 Sutrapur³Sabujbag³ 12³ 14³ 30³ 17³ 2³ 7³ 2³ 3³ 46 41 KotwaliSutrapur³ ³ 11³ 12³ 5³30³ 3³ 2³ 2³ 2³ 21 46 DemraKotwali ³ ³ 79³ 11³ 41³ 5³ 6³ 3³ 8³ 2³ 134 21 LalbaghDemra ³ ³ 1³79³ 6³41³ 0³ 6³ 0³ 8³ 1347 Dhanmand³Lalbagh ³ 6³ 1³ 12³ 6³ 4³ 0³ 1³ 0³ 23 7 TejgaonDhanmand³ ³ 52³ 6³ 67³ 12³ 35³ 4³ 21³ 1³ 175 23 MdTejgaon.pur ³ ³ 16³ 52³ 5³67³ 10³ 35³ 2³21³ 33175 MirpurMd.pur ³ ³ 32³ 16³ 33³ 5³ 19³ 10³ 16³ 2³ 100 33 GulshanMirpur ³ ³ 23³ 32³ 39³ 33³ 10³ 19³ 14³ 16³ 86100 Cantonmt³Gulshan ³ 38³ 23³ 27³ 39³ 23³ 10³ 9³14³ 97 86 UttaraCantonmt³ ³ 21³ 38³ 14³ 27³ 4³23³ 10³ 9³ 49 97 PallabiUttara ³ ³ 5³21³ 8³14³ 1³ 4³ 1³10³ 15 49 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄPallabi ³ 5³ 8³ 1³ 1³ 15 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 343³ 384³ 171³ 103³ 1001 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 343³ 384³ 171³ 103³ 1001 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Total Number of Accidents on File =1252) (Number(Total satisfyingNumber of Accidentsthe conditions on File = 1001)=1252) (Number satisfying the conditions = 1001)

Accidents by Thana Accidents by Thana

180 180 160 160 140 140 120 120 100 100 Colln Colln 80 Simpl 80 Simpl 60 Griev 60 Griev 40

Number Of Accidents Fatal 40

Number Of Accidents Fatal 20 20 0 0 Uttara Motijhil Demra Mirpur Pallabi Ramna Md.pur Kotwali Lalbagh Tejgaon Uttara Motijhil Demra Mirpur Gulshan Pallabi Ramna Sutrapur Md.pur Kotwali Lalbagh Tejgaon Gulshan Sabujbagh Cantonmnt Sutrapur Dhanmandi Sabujbagh Cantonmnt Dhanmandi

Source: DMP Accident Data Unit Figure 5 11 Casualty by Age DMP 1996

CASUALTY SEX CAS'TY CASUALTY SEX AGE CAS'TY ³Male ³Femal³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ AGE ³Male ³Femal³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 10³ 11³ 21 6-10 0-5 ³ ³ 25³ 10³ 20³ 11³ 45 21 11-15 6-10 ³ ³ 38³ 25³ 15³ 20³ 53 45 16-20 11-15 ³ ³ 51³ 38³ 22³ 15³ 73 53 21-25 16-20 ³ ³ 174³ 51³ 19³ 22³ 193 73 26-30 21-25 ³ ³ 228³ 174³ 29³ 19³ 257 193 31-35 26-30 ³ ³ 138³ 228³ 20³ 29³ 158 257 36-40 31-35 ³ ³ 98³138³ 17³ 20³ 115 158 41-45 36-40 ³ ³ 88³ 98³ 15³ 17³ 103 115 46-50 41-45 ³ ³ 42³ 88³ 10³ 15³ 52103 51-55 46-50 ³ ³ 31³ 42³ 3³10³ 34 52 56-60 51-55 ³ ³ 23³ 31³ 3³ 3³ 26 34 61-65 56-60 ³ ³ 8³23³ 2³ 3³ 10 26 66-70 61-65 ³ ³ 5³ 8³ 2³ 2³ 710 71-75 66-70 ³ ³ 8³ 5³ 0³ 2³ 8 7 >7571-75 ³ ³ 5³ 8³ 0³ 0³ 5 8 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 5³ 0³ 5 Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 972³ 188³ 1160 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 972³ 188³ 1160 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Total Number of Casualties on File = 1625) (Number(Total satisfyingNumber of Casualtiesthe conditions on File = 1271) = 1625) (Number(Number of satisfying Unknown = the111) conditions = 1271) (Number of Unknown = 111)

Casualty by Age Casualty by Age

300 300

250 250

200 200

150 150 Femal Femal 100 Male 100 Male Number of Casualties

Number of Casualties 50 50

0 0 0-5 >75 6-10 0-5 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 >75 6-10 11-15 16-20 21-25 26-30 31-35 Years36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 Years

Source: DMP Accident Data Unit Figure 6 13 Casualty by Class of Road User DMP 1996

CASUALTY INJURY CASUALTY INJURY CASUALTY CLASS CASUALTY ³Fatal³Griev³Simpl³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ CLASS ³Fatal³Griev³Simpl³ Total Ped'n ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 238³ 158³ 38³ 434 Cycle Ped'n ³ ³ 19³238³ 13³158³ 3³38³ 35434 RickS Cycle ³ ³ 51³ 19³ 96³ 13³ 50³ 3³ 197 35 PushC RickS ³ ³ 1³51³ 8³96³ 1³50³ 10197 M/ PushCCyc ³ ³ 10³ 1³ 32³ 8³ 13³ 1³ 55 10 BabyT M/Cyc ³ ³ 48³ 10³ 125³ 32³ 39³ 13³ 212 55 Tempo BabyT ³ ³ 27³ 48³ 45³125³ 15³ 39³ 87212 MicrB Tempo ³ ³ 3³27³ 11³ 45³ 4³15³ 18 87 MiniB MicrB ³ ³ 13³ 3³ 22³ 11³ 4³ 4³ 39 18 Bus MiniB ³ ³ 8³13³ 7³22³ 7³ 4³ 22 39 Car Bus ³ ³ 6³ 8³ 38³ 7³ 49³ 7³ 93 22 Jeep Car ³ ³ 0³ 6³ 5³38³ 2³49³ 793 PickU Jeep ³ ³ 1³ 0³ 2³ 5³ 6³ 2³ 9 7 Truck PickU ³ ³ 4³ 1³ 4³ 2³ 1³ 6³ 9 9 HeavT Truck ³ ³ 18³ 4³ 13³ 4³ 9³ 1³ 40 9 Artic HeavT ³ ³ 0³18³ 0³13³ 0³ 9³ 040 OilT Artic ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 Tract OilT ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 Animl Tract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 Other Animl ³ ³ 2³ 0³ 1³ 0³ 0³ 0³ 3 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ Other ³ 2³ 1³ 0³ 3 Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 449³ 580³ 241³ 1270 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ Total ³ 449³ 580³ 241³ 1270 (Total ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄNumber of Casualties on File = 1625) (Number(Total satisfyingNumber of Casualtiesthe conditions on File = 1271) = 1625) (Number(Number of satisfying Unknown = the1) conditions = 1271) (Number of Unknown = 1)

Casualty by Class of Road User Casualty by Class of Road User

450 450 400 400 350 350 300 300 250 250 Simpl 200 Simpl 200 Griev 150 Griev 150 Fatal 100 Number of Casualties Fatal 100 Number of Casualties 50 50 0 0 Car OilT Bus Jeep Artic MiniB Tract Ped'n PickU Animl Cycle RickS MicrB Car Truck Other OilT Bus PushC M/Cyc BabyT HeavT Tempo Jeep Artic MiniB Tract Ped'n PickU Animl Cycle RickS MicrB Truck Other PushC M/Cyc BabyT HeavT Tempo Class of Road User Class of Road User

Source: DMP Accident Data Unit 14 Figure 7 Vehicles Involved and the Injuries of their Drivers DMP 1996

USER DRIVER INJURY CLASSUSER ³Fatal³Griev³Simpl³NoInj³ DRIVER INJURY Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄCLASS ³Fatal³Griev³Simpl³NoInj³ Total CycleÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 15³ 10³ 3³ 2³ 30 RickSCycle ³ ³ 21³ 15³ 43³ 10³ 39³ 3³ 37³ 2³ 140 30 PushCRickS ³ ³ 0³21³ 8³43³ 1³39³ 2³37³ 11140 M/PushCCyc ³ ³ 8³ 0³ 23³ 8³ 14³ 1³ 9³ 2³ 54 11 BabyTM/Cyc ³ ³ 10³ 8³ 53³ 23³ 37³ 14³ 127³ 9³ 227 54 TempoBabyT ³³ 10³3³ 53³7³ 4³37³ 66³127³ 80227 MicrBTempo ³ ³ 0³ 3³ 4³ 7³ 6³ 4³ 51³ 66³ 61 80 MiniBMicrB ³ ³ 1³ 0³ 3³ 4³ 1³ 6³ 216³ 51³ 221 61 BusMiniB ³ ³ 0³ 1³ 0³ 3³ 2³ 1³ 149³ 216³ 151 221 CarBus ³ ³ 0³ 0³ 14³ 0³ 29³ 2³ 164³ 149³ 207 151 JeepCar ³ ³ 0³ 0³ 1³14³ 1³29³ 19³164³ 21207 PickUJeep ³ ³ 1³ 0³ 0³ 1³ 4³ 1³ 18³ 19³ 23 21 TruckPickU ³³ 0³1³ 1³0³ 1³ 4³ 14³ 18³ 16 23 HeavTTruck ³ ³ 0³ 0³ 1³ 1³ 3³ 1³ 299³ 14³ 303 16 ArticHeavT ³ ³ 0³ 0³ 0³ 1³ 0³3³ 299³ 3³ 3033 OilTArtic ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 4³ 3³ 4 3 TractOilT ³³ 0³0³ 0³ 0³ 0³ 0³ 0³ 4³ 0 4 AnimlTract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 OtherAniml ³³ 1³0³ 1³ 0³ 0³ 0³ 1³ 0³ 3 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 1³ 1³ 0³ 1³ 3 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 60³ 169³ 145³ 1181³ 1555 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 60³ 169³ 145³ 1181³ 1555 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Total Number of Vehicles on File = 1955) (Number(Total satisfyingNumber of Vehiclesthe conditions on File = =1565) 1955) (Number(Number of satisfying Unknown = the10) conditions = 1565) (Number of Unknown = 10)

Vehicles Involved and the Injuries of their Drivers Vehicles Involved and the Injuries of their Drivers

350 350 300 300

250 250 200 200 NoInj NoInj 150 Simpl 150 Simpl Griev

Number of Drivers 100 Griev

Number of Drivers 100 Fatal Fatal 50 50 0 0 Car Bus OilT Jeep Artic MiniB Tract PickU Animl Cycle RickS MicrB Car Truck Other Bus OilT M/Cyc PushC BabyT HeavT Tempo Jeep Artic MiniB Tract PickU Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo Type of Vehicles Type of Vehicles

Source: DMP Accident Data Unit 15 Figure 8 Drivers Involved in Accidents DMP 1996

DRIVER SEX DRIVER SEX AGE ³Male ³Femal³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ AGE ³Male ³Femal³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0 6-10 0-5 ³ ³ 0³ 0³ 0³ 0³ 0 0 11-15 6-10 ³ ³ 4³ 0³ 0³ 0³ 4 0 16-20 11-15 ³ ³ 25³ 4³ 0³ 0³ 25 4 21-25 16-20 ³ ³ 163³ 25³ 1³ 0³ 164 25 26-30 21-25 ³ ³ 304³ 163³ 0³ 1³ 304 164 31-35 26-30 ³ ³ 238³ 304³ 0³ 0³ 238 304 36-40 31-35 ³ ³ 110³ 238³ 0³ 0³ 110 238 41-45 36-40 ³ ³ 49³110³ 0³ 0³ 49110 46-50 41-45 ³ ³ 8³49³ 0³ 0³ 849 51-55 46-50 ³ ³ 6³ 8³ 0³ 0³ 6 8 56-60 51-55 ³ ³ 3³ 6³ 0³ 0³ 3 6 61-65 56-60 ³ ³ 0³ 3³ 0³ 0³ 0 3 66-70 61-65 ³ ³ 0³ 0³ 0³ 0³ 0 0 71-75 66-70 ³ ³ 0³ 0³ 0³ 0³ 0 0 >7571-75 ³ ³ 0³ 0³ 0³ 0³ 0 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 0³ 0³ 0 Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 910³ 1³ 911 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 910³ 1³ 911 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Total Number of Vehicles on File = 1955) (Number(Total satisfyingNumber of Vehiclesthe conditions on File = =1565) 1955) (Number(Number of satisfying Unknown = the654) conditions = 1565) (Number of Unknown = 654)

Age of Drivers Involved

350

300

250

200

150

Number of Drivers 100

50

0 0-5 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 Years

Source: DMP Accident Data Unit Figure 9 16 Airport Road, Dhaka DMP 1996

AirportAirport Road Road TongiTongiBridgeBridge toto StaffStaff Road Road Level Level Crossing Crossing

Length of Road = 9.5km Length of Road = 9.5km

NumberNumber of of Accidents Accidents Fatal = 46 Fatal = 46 Grevious = 36 Grevious = 36 Simple = 21 Simple = 21 Collision = 16 Collision = 16 Total = 119 Total = 119

FatalFatal Accidents Accidents = = 4.84/km/year4.84/km/year ThisThis is is 50 50 times times higher higher than than majormajor roads roads in in London London

Figure 11 19 Airport Road - Biswa Road Accidents Reported by DMP June 1995-December 1996

Figure 12 20 Khilkhet Bus Stand Accidents Reported by DMP June 1995 - December 1996

21 Figure 13 Chittagong Road, Dhaka DMP 1996

Jatrabari Crossing

To Chittagong

ChittagongChittagong Road Road NumberNumber of of Accidents Accidents Jatrabari Crossing Fatal = 33 Jatrabari Crossing Fatal = 33 to Grevious = 13 to Grevious = 13 End of DMP Area Simple = 2 End of DMP Area Simple = 2 Collision = 4 Collision = 4 Length of Road = 5.0 km Total = 52 Length of Road = 5.0 km Total = 52

FatalFatal Accidents Accidents = = 6.6/km/year 6.6/km/year ThisThis is is 65 65 times times higher higher than than major major roads roads in in London London

22 Figure 14 Vehicles and Casualties on Chittagong Road, Dhaka DMP 1996

VehiclesVehicles Involved Involved in in Accidents Accidents

25 25 20 20 15 15 10 10 5

Number of Vehicles 5 Number of Vehicles 0 0 Car OilT Bus Jeep Artic MiniB Car Tract PickU OilT Animl Cycle RickS MicrB Bus Truck Other PushC M/Cyc BabyT HeavT Tempo Jeep Artic MiniB Tract PickU Animl Cycle RickS MicrB Truck Other PushC M/Cyc BabyT HeavT Tempo Vehicle Type Vehicle Type

CasualtiesCasualties from from Accidents Accidents

30 30 25 25 20 20 15 15 Simpl Simpl 10 Griev 10 Griev Fatal

Number of Casualties 5 Fatal

Number of Casualties 5 0 0 Car OilT Bus Jeep Artic MiniB Tract Ped'n Car PickU Animl Cycle RickS MicrB Truck OilT Other Bus M/Cyc PushC BabyT HeavT Tempo Jeep Artic MiniB Tract Ped'n PickU Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo Class of Road User Class of Road User

Source: DMP Accident Data Unit 24 Figure 15 Jatrabari Crossing DMP 1996

Figure 16 25 4. Conclusions

4.1 The road accident situation in Dhaka is extremely severe and is the responsibility of many agencies. The Police have taken great strides towards improving the situation by establishing a new accident reporting and analysis system. This is now providing the basic information required to carry out effective publicity, education and enforcement campaigns. It will also provide engineers with the details required to carry out an accident blackspot identification and treatment programme.

4.2 The new accident reporting system is not simply a bureaucratic exercise. The data is already being used and is will be having a serious impact on the number of accidents at the worst accident blackspots in the coming months. The accidents occurring at blackspots may be primarily due to bad driving but engineering measures can be used to improve road user behaviour and thus eliminate many of the accidents in the future. Improvement in the road design at accident blackspots will not only save lives but it will reduce the number of police officers required to patrol the site.

4.3 The number of accidents reported to the police in DMP in 1996 was 1001 although it is well established that many non-fatal accidents do not get reported to the police so the actual total is actually much higher. The number of fatalities recorded in road accidents is a more reliable statistic and during 1996 this totalled 343. The scale of the accident problem in Dhaka can now be fully realised

4.4 The most striking feature of the accident data for DMP in 1996 is the large number of fatal accidents on the main arterial routes out of the city. The number of fatal accidents per kilometre is extremely high with rates 65 times higher than London being recorded on the Dhaka-Chittagong road within DMP. When the relatively low traffic volumes are considered the fatality rate per vehicle kilometre is likely to be staggeringly high.

4.5 Accident blackspots have been identified within DMP with accident rates unmatched anywhere in the world. The opportunity now exists to implement data- led accident remedial schemes to dramatically reduce the carnage at these blackspots. Dhaka Metropolitan Police

Traffic Accident Analysis

Annual Report

1997 C O N T E N T S

Page

A Message from Inspector General of Police 1

SECTION 1 Introduction 2

SECTION 2 Traffic Accident Reporting System 3

Figure 1: Police Accident Data Units 4

SECTION 3 Analysis of the Data 5

Figure 2: Summary of Accidents and Casualties 6

Figure 3: Accidents by Day of Week 7

Figure 4: Accidents by Hour of Day 8

Figure 5: Accidents by Month 9

Figure 6: Accidents by Thana 11

Figure 7: Casualty by Age 12

Figure 8: Casualty by Class of Road User 13

Figure 9: Vehicles Involved and the Injuries of their Drivers 14

Figure 10: Drivers Involved in Accidents 16

Figure 11: Vehicles Hitting Pedestrians 17

Figure 12: Action of Pedestrian Casualties 18

Figure 13: Airport Road Dhaka 20

Figure 14: Airport Road-Biswa Road 21

Figure 15: Khilkhet Bus Stand 22

Figure 16: Chittagong Road Dhaka 23

Figure 17: Darussalam Road 25

SECTION 4 Conclusion 26

SECTION 5 Appendix-A 27

Appendix-B 32 1. Introduction

1.1 This report document was produced for Dhaka Metropolitan Police by Quazi Zakaria Islam and Graham Elliott from the Institutional Development Component (IDC) of the Second Road Rehabilitation and Maintenance Project (RRMP2). IDC is funded by the British Government Department for International Development (DFID).

1.2 A new traffic accident report form, designed jointly by the Police and IDC, was introduced into the Northern Division of Dhaka Metropolitan Police (DMP) in June 1995. By January 1996 the accident report form had been introduced to all thanas of DMP. By the beginning of 1998 it had been introduced nation-wide. The accident report form, in both English and Bangla, is included as Appendix A of this report. Steps have been taken to adopt this form as a part of the FIR of accident cases.

1.3 This report summarises the accident data collected by DMP for 1997, the second full year of the new city-wide accident reporting system. It closely follows the format established in the first annual report for 1996 and includes data from this year for comparison. Without the full co-operation of DMP this report, and all other detailed accident investigation work, would not be possible.

1.4 The MAAPfive computer software package was developed by the Transport Research Laboratory of the UK (TRL) specifically for the storage and analysis of road accident data. It is in use in many countries of the world including a large number in Asia and has recently been adopted by a number of UK police forces. The MAAPfive system has been installed at DMP HQ and much of this document consists of output from the MAAPfive system that has been enhanced using Microsoft Office.

2 2. Traffic Accident Reporting System

2.1 The Police are responsible for reporting all road accidents but they are only able to report those brought to their attention. Accordingly the data analysis in this document refers to reported traffic accidents only. It is believed there are many more traffic accidents in DMP. For each accident in the DMP area the new traffic accident report form is completed by a Sub-Inspector. The form is then dispatched to DMP HQ where the grid coordinates are added and the accident data is typed into a computer.

2.2 An accident data unit was established at DMP HQ in 1996. Five further regional accident data units were established during early 1998. These units are responsible for the processing and analysis of the accident data in their area of responsibility as defined in the table below:-

Location of Unit Area of Responsibility Dhaka Metropolitan Police DMP Dhaka Range Dhaka Range Chittagong Metropolitan Police Chittagong Range and CMP Rajshahi Metropolitan Police Rajshahi Range and RMP Khulna Metropolitan Police Khulna Range, KMP and Barisal Range Sylhet Range Sylhet Range

Additionally, an accident data unit has been established at Police HQ to assemble the national accident database and to analyses the accident data at a national level. Data should be sent from the regional accident units to the Police HQ as shown in the flow chart in Figure 1.

2.3 A database of over 2000 traffic accidents has now been established of which 1123 occurred during 1997 within DMP. The MAAPfive system is being used to analyse this accident database and already the pattern of accidents in Dhaka is becoming apparent. The accident data has been used to:-

• identify the types of accidents happening in Dhaka • identify the vehicle types most frequently involved in accidents • identify the type of people most likely to become casualties in a road accident • identify variations in the accident pattern between the 15 thanas of DMP • plot accidents on maps of the city • identify accident blackspots • identify characteristics of accidents at accident blackspots

3 Dhaka Metropolitan Police

Dhaka Range

Rajshahi Metropolitan Police (including Rajshahi Range) Police HQ, Dhaka

Khulna Metropolitan Police (including Khulna & Barisal Range)

Chittagong Metropolitan Police (including Chittagong Range)

Sylhet Range

Figure 1 Police Accident Data Units 3. Analysis of the Data

3.1 This report uses data from 1997 from DMP although data from 1996 is frequently added to allow a comparison to be made.

3.2 The accident data has been analysed at a variety of levels as follows:-

· Accident, casualty and vehicle tables have been produced to show the overall nature and scale of the road safety problem in Dhaka. Charts have been produced from these tables to enable the data to be more easily interpreted.

· Accident locations have been analysed using the plotting facilities within MAAP5. From these accident plots it is easy to identify accident blackspots.

· Detailed studies are now being made to identify patterns at the accident blackspots identified in the plots.

3.3 It should be stressed that this report contains only a small selection of the possible outputs from the new accident data system. Further information can be obtained from the accident data unit at DMP HQ and in the future will be available from five further regional accident data units, from the accident data unit at Police HQ and from the National Road Safety Council (NRSC).

3.4 The number of accidents reported by DMP in 1997 was 1123 compared to 1001 in 1996. This represents an increase of 12%. The number of fatal accidents rose from 343 to 363 (6% increase) while the number of grievous accidents rose from 384 to 474 (23% increase). The number of reported casualties increased from 1271 in 1996 to 1378 in 1997 (8% increase). The number of deaths increased from 369 to 374 (1% increase) while the number of grievous injuries increased from 529 to 731 (38% increase). These details are shown in Figure 2.

Accident Analysis

3.5 Figures 3, 4 and 5 show the distribution of accidents by day of week, hour of day and month. They show the pattern for the whole of DMP for 1997 with data from 1996 included for comparison purposes. Figure 3 shows the distribution of accidents by day of week and reveals a slight peak on Thursday (the start of the weekend in Bangladesh) but otherwise the days of week are broadly similar. The highest number of both fatal and grievous accidents also occurs on Thursdays.

3.6 The distribution of accidents by hour of day is displayed in Figure 4 and shows a broad peak in the day time between 6am and 9pm. Each column in the bar chart represents a one hour time period. Although the number of accidents during the night is lower than during the day there are a significant number occurring at all hours. It is notable that the number of accidents drops at 9am and at 6pm for both 1996 and 1997. This is possibly due to peaks in traffic congestion which reduces vehicle speeds at these times. It should also be noted that there are significantly more night-time accidents in 1997 than there were in 1996. The highest number of fatal accidents occurs between 6pm and 7pm when total number of

5 accidents is relatively low.

3.7 The distribution of accidents by month is displayed in Figure 5. It shows a surprisingly large variation from month to month with the most severe month having almost 1.75 times as many accidents as the least severe month. There is probably some genuine seasonal variation with the accident rates but it is also likely to reflect political and economic activity as this effects not only the volume of traffic but also the ability of the police to deal with accidents.

The first five months of the year recorded 43% more accidents in 1997 compared with the same period of 1996. This is due mainly to the political problems in the first few months of 1996. The last seven months of the year, however, recorded fewer accidents in 1997. The month with the highest number of accidents during 1997 was April although May recorded the most fatal accidents.

3.8 The distribution of accidents across the 15 thanas of DMP is shown in Figure 6. It shows a dramatic variation with Tejgaon again having the most accidents. The lowest number of accidents was recorded in Kotwali in Old Dhaka. Tejgaon recorded over 17 times more accidents than Kotwali during 1997. The highest number of fatal accidents occur in Demra where almost 50% of the reported accidents involve a fatality. In Tejgaon, by contrast, 25% of reported accidents involve a fatality.

Casualty Analysis

3.9 Figures 7 and 8 show characteristics of the casualties involved in accidents in DMP for 1997. Figure 7 shows the distribution of casualty ages and identifies the age group from 21 to 35, and in particular the age group from 26 to 30, as the most vulnerable. The data also reveals a significant number of child casualties with 14% under the age 16 compared to 10% for the previous year. The breakdown by casualty sex reveals that over 83% are male although for child casualties 67% are male.

In 1996 9% of casualties were recorded as having unknown age. In 1997 this had risen to 38%. This was due to non-use of the new accident report form and the subsequent lack of detailed information collected from the FIR. This problem must be rectified if a useful database is to be established.

3.10 Figure 8 shows the class of casualty in the accident and this is dominated by pedestrians who make up 36% of all casualties and 65% of the fatalities. The other major casualty groups are from baby taxis and rickshaws. The bar chart on this figure should be compared to a similar chart on Figure 9 which shows the distribution of all the vehicles involved in accidents and is dominated by trucks and other large vehicles.

Driver and Vehicle Analysis

3.11 As discussed in section 3.10, Figure 9 shows the types of vehicles involved in accidents. It also shows the injuries of the drivers of each type of vehicle. The dominant vehicle type for DMP accidents is the heavy truck despite the large number of other vehicles on the roads of Dhaka. It is also very clear from the table that although trucks are involved in many

6 accidents their drivers are very rarely injured. On the other hand rickshaws are less frequently involved in accidents but their drivers (the rickshaw pullers) are very likely to be killed or injured.

3.12 Figure 10 shows the ages of drivers involved in accidents. In many cases the drivers ran away from the scene of the accident but the pattern of driver age is still clear with most drivers being between 26 and 35. It should be noted that rickshaw pullers and cyclists are included as drivers in these analyses.

In 1996 42% of drivers were recorded as having unknown age. In 1997 this had risen to 70%. This was due to non-use of the new accident report form and the subsequent lack of detailed information collected from the FIR. This problem must be rectified if a useful database is to be established.

Pedestrian Accidents

3.13 Pedestrians are the biggest single group of casualties in Dhaka. Figure 11 takes a closer look at the pedestrian accident problem and shows the types of vehicles that hit each of the pedestrian casualties. It shows heavy trucks as the biggest vehicle group with mini-bus also featuring strongly. The severity of the pedestrian injuries is also broken down for each of the vehicle types. This clearly shows that heavy trucks are not only the most frequent vehicle to hit pedestrians (25% of all pedestrian casualties) but they inflict the most severe injuries (34% of all pedestrian deaths).

3.14 Figure 12 shows the action of the pedestrian when they were hit. It shows that most pedestrians were either hit when crossing the road or when walking along the roadside. Both of these actions indicate a lack of safe pedestrian facilities.

Analysis of Accident Locations

3.15 The second level of accident analysis is a study of the location of the accidents. It is well established around the world that accidents do not occur evenly throughout a road network but tend to group in clusters or accident blackspots. In Dhaka this is especially true with the arterial roads accounting for the vast majority of the accidents in the city. The 1996 annual report looked at two sites and two routes with a high frequency of accidents and these locations will be investigated further in this report to demonstrate some simple monitoring techniques.

In Figures 12,13,14 and 15 accidents are plotted with colour coding as follows:-

Fatal Accident Red circle Grievous Accident Green circle Simple Injury Accident Blue circle Motor Collisions Purple circle

3.16 Figure 13 shows a plot of accidents along Airport Road in Dhaka. This road is the main highway from Dhaka to Mymensingh and the northern areas on Bangladesh. The accident plot reveals a total of 130 reported accidents along a 9.5km stretch of road. 62 of these

7 accidents involved a fatality making an accident rate of 6.5 fatal accidents per kilometre per year. This rate can be compared with a rate of 0.1 fatal accidents per kilometre per year on ‘A’ class roads in London1. The real danger of this road is therefore 65 times greater than similar roads in London where the traffic volumes are considerably higher. The number of fatal accidents on this section of road increased by 35% in 1997 while the number of grievous accidents increased by 47%.

3.17 Figure 14 shows a section of the accident plot on Airport Road centred on the intersection with Biswa Road. During 1996 there were 18 accidents recorded at this site of which 11 involved a fatality. In 1997 the number of reported accidents fell to 10 of which 3 were fatal. This appears to represents an good improvement since the site was first identified as severe accident blackspot in early 1996 and is even more notable when seen against the general increase in accidents on Airport Road.

In January 1997 the police presence at Airport Road / Biswa Road was increased from 3 constables to 4 constables. More significantly the constables were, for the first time, given instructions to improve pedestrian safety. The timing of this change in police deployment coincides with the reduction in accidents at the site. The improved enforcement procedures are a direct result of the data analysis from the DMP MAAPfive system and are an example of how the police can implement an immediate and effective accident reduction scheme. However, there are still a large number of serious accidents occurring at the site and a longer term engineering countermeasure is urgently required to reduce the number of accidents still further and to release police manpower for deployment at other severe accident blackspots.

The ability to monitor the effectiveness of any measures introduced is essential. The MAAPfive system allows, for the first time, such monitoring to be undertaken.

3.18 A further accident blackspot was identified at Khilkhet bus stand just 1km north of the Airport Road - Biswa Road junction. Figure 15 shows details of the accidents at Khilkhet and this reveals a very proportion of fatal accidents. Vehicle-Pedestrian collisions remain the dominant type of accident at the site. During 1996 there were 10 accidents recorded at this site of which 4 involved a fatality. In 1997 the number of reported accidents rose to 13 of which 8 involved a fatality. A pedestrian over-bridge was provided in late 1997 and the effect of this should be carefully monitored. The over-bridge has enabled the police to reduce their manpower commitments at the site and early indications are that the number of accidents has dramatically reduced.

3.19 Figure 16 shows a plot of accidents along the Chittagong Road in Dhaka. This road is the main highway from Dhaka to south east and the north east of Bangladesh. The accident plot reveals a total of 65 reported accidents along a 5km stretch of road. 29 of these accidents involved a fatality making an accident rate of 5.8 fatal accidents per kilometre per year.

This section of road has been the subject a route study by the Roads and Highways Department Road Safety Engineering Training Class. Extracts from the preliminary accident analysis for the route is included as Appendix B of this report. This analysis will be continued further and an engineering remedial scheme will be proposed. Well designed

1 London Research Centre: Levels of accident risk in Greater London, July 1996 8 accident countermeasure schemes can be extremely effective at reducing the numbers of accidents and often involve only a modest capital cost.

3.20 Figure 17 shows a plot of accidents on Darussalam Road in Mirpur. It is included not because it has a high rate of accidents but because the frequency of head-on collisions. Most main roads in Dhaka now have central dividers and these eliminate the majority of head-on collisions. It is also different from the main arterial roads in that the main casualty type are from baby taxis. A road divider was constructed in Darussalam Road at the end of 1997. Figure 17 uses two years of accident data from the road prior to the construction of the road divider. Next years accident report will investigate the accident rate and the types of accidents occurring on Darussalam Road and will compare the ‘before’ data with 12 months from the period after the scheme was completed.

9 Summary of Accidents and Casualties DMP 1996 & 1997

1996/97 Accidents 1996/97 Accidents Accidents by Severity YEAR YEAR 500 SEVERITY³ 1996³ 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄSEVERITY³ 1996³ 1997³ Total 400 FatalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 343³ 363³ 706 GrievFatal ³ ³ 384³ 343³ 474³ 363³ 858 706 300 SimplGriev ³ ³ 171³ 384³ 117³ 474³ 288 858 1996 Simpl ³ 171³ 117³ 288 Colln ³ 103³ 169³ 272 200 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄColln ³ 103³ 169³ 272 1997 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Total ³ 1001³ 1123³ 2124 100 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1001³ 1123³ 2124 Number of Accidents ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ 0 Fatal Grievous Simple Collision

Casualties by Severity 1996/971996/97 CasualtiesCasualties Casualties by Severity YEAR 800 YEAR 800 700 SEVERITY³ 1996³ 1997³ Total 700 SEVERITY³ 1996³ 1997³ Total 600 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 600 FatalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 369³ 374³ 743 500 500 GrievFatal ³ ³ 529³ 369³ 731³ 374³ 1260 743 400 1996 Griev ³ 529³ 731³ 1260 400 1996 Simpl ³ 373³ 273³ 646 300 1997 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄSimpl ³ 373³ 273³ 646 300 1997 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 200 Total ³ 1271³ 1378³ 2649 200 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1271³ 1378³ 2649 100 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Number of Casualties 100 Number of Casualties 0 0 Fatal Grievous Simple Fatal Grievous Simple

Source: DMP Accident Data Unit Figure 2 Accidents by Day of Week DMP 1997

19971997 AccidentsAccidents 1996/971996/97 AccidentsAccidents ACCIDENT SEVERITY YEAR DAY OF ACCIDENT SEVERITY DAY OF YEAR WEEKDAY OF ³Fatal³Griev³Simpl³Colln³ Total WEEKDAY OF ³ 96³ 97³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄWEEK ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄWEEK ³ 96³ 97³ Total MonÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 47³ 54³ 19³ 19³ 139 MonÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 141³ 139³ 280 TueMon ³ ³ 60³ 47³ 74³ 54³ 16³ 19³ 25³ 19³ 175 139 TueMon ³ ³ 140³ 141³ 175³ 139³ 315 280 WedTue ³ ³ 46³ 60³ 63³ 74³ 12³ 16³ 32³ 25³ 153 175 WedTue ³ ³ 135³ 140³ 153³ 175³ 288 315 ThuWed ³ ³ 61³ 46³ 94³ 63³ 18³ 12³ 25³ 32³ 198 153 ThuWed ³ ³ 161³ 135³ 198³ 153³ 359 288 FriThu ³ ³ 49³ 61³ 74³ 94³ 24³ 18³ 24³ 25³ 171 198 FriThu ³ ³ 141³ 161³ 171³ 198³ 312 359 SatFri ³ ³ 49³ 49³ 61³ 74³ 14³ 24³ 24³ 24³ 148 171 SatFri ³ ³ 147³ 141³ 148³ 171³ 295 312 SunSat ³ ³ 51³ 49³ 54³ 61³ 14³ 14³ 20³ 24³ 139 148 SunSat ³ ³ 136³ 147³ 139³ 148³ 275 295 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄSun ³ 51³ 54³ 14³ 20³ 139 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄSun ³ 136³ 139³ 275 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 363³ 474³ 117³ 169³ 1123 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1001³ 1123³ 2124 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 363³ 474³ 117³ 169³ 1123 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1001³ 1123³ 2124 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Accidents by Day of Week

200 180 160 140 120 100 1996 80 1997 60

Number of Accidents 40 20 0 Mon Tue Wed Thu Fri Sat Sun

Source: DMP Accident Data Unit Figure 3 Accidents by Hour of Day DMP 1997

1997 Accidents 1996/97 Accidents 1997 Accidents 1996/97 Accidents ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY YEAR TIME ³Fatal³Griev³Simpl³Colln³ Total TIME ³ 1996³ 1997³ Total ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ TIME ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTIME ³ 1996³ 1997³ Total ÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ0 ³ 10³ 10³ 3³ 8³ 31 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 0 ³ 22³ 31³ 53 1 0 ³ ³ 8³10³ 5³10³ 0³ 3³ 5³ 8³ 18 31 1 0 ³ ³ 22³ 22³ 18³ 31³ 40 53 2 1 ³ ³ 7³ 8³ 5³ 5³ 2³ 0³ 4³ 5³ 18 18 2 1 ³ ³ 12³ 22³ 18³ 18³ 30 40 3 2 ³ ³ 5³ 7³ 3³ 5³ 1³ 2³ 10³ 4³ 19 18 3 2 ³ ³ 13³ 12³ 19³ 18³ 32 30 4 3 ³ ³ 6³ 5³ 2³ 3³ 1³ 1³ 4³10³ 13 19 4 3 ³ ³ 11³ 13³ 13³ 19³ 24 32 5 4 ³ ³ 14³ 6³ 9³ 2³ 4³ 1³ 4³ 4³ 31 13 5 4 ³ ³ 16³ 11³ 31³ 13³ 47 24 6 5 ³ ³ 14³ 14³ 22³ 9³ 7³ 4³ 4³ 4³ 47 31 6 5 ³ ³ 47³ 16³ 47³ 31³ 94 47 7 6 ³ ³ 23³ 14³ 30³ 22³ 5³ 7³ 4³ 4³ 62 47 7 6 ³ ³ 56³ 47³ 62³ 47³ 118 94 8 7 ³ ³ 26³ 23³ 29³ 30³ 5³ 5³ 5³ 4³ 65 62 8 7 ³ ³ 45³ 56³ 65³ 62³ 110 118 9 8 ³ ³ 15³ 26³ 19³ 29³ 6³ 5³ 8³ 5³ 48 65 9 8 ³ ³ 45³ 45³ 48³ 65³ 93110 10 9 ³ ³ 22³ 15³ 28³ 19³ 5³ 6³ 9³ 8³ 64 48 10 9 ³ ³ 67³ 45³ 64³ 48³ 131 93 11 10 ³ ³ 15³ 22³ 32³ 28³ 7³ 5³ 7³ 9³ 61 64 11 10 ³ ³ 57³ 67³ 61³ 64³ 118 131 12 11 ³ ³ 17³ 15³ 27³ 32³ 6³ 7³ 6³ 7³ 56 61 12 11 ³ ³ 61³ 57³ 56³ 61³ 117 118 13 12 ³ ³ 19³ 17³ 24³ 27³ 8³ 6³ 10³ 6³ 61 56 13 12 ³ ³ 67³ 61³ 61³ 56³ 128 117 14 13 ³ ³ 18³ 19³ 35³ 24³ 9³ 8³ 5³10³ 67 61 14 13 ³ ³ 55³ 67³ 67³ 61³ 122 128 15 14 ³ ³ 12³ 18³ 27³ 35³ 6³ 9³ 10³ 5³ 55 67 15 14 ³ ³ 51³ 55³ 55³ 67³ 106 122 16 15 ³ ³ 15³ 12³ 26³ 27³ 8³ 6³ 13³ 10³ 62 55 16 15 ³ ³ 49³ 51³ 62³ 55³ 111 106 17 16 ³ ³ 12³ 15³ 25³ 26³ 4³ 8³ 11³ 13³ 52 62 17 16 ³ ³ 70³ 49³ 52³ 62³ 122 111 18 17 ³ ³ 25³ 12³ 8³25³ 6³ 4³ 3!11³ 42 52 18 17 ³ ³ 34³ 70³ 42³ 52³ 76122 19 18 ³ ³ 22³ 25³ 35³ 8³ 2³ 6³ 9³ 3! 68 42 19 18 ³ ³ 49³ 34³ 68³ 42³ 117 76 20 19 ³ ³ 20³ 22³ 14³ 35³ 3³ 2³ 7³ 9³ 44 68 20 19 ³ ³ 52³ 49³ 44³ 68³ 96117 21 20 ³ ³ 13³ 20³ 24³ 14³ 7³ 3³ 10³ 7³ 54 44 21 20 ³ ³ 38³ 52³ 54³ 44³ 92 96 22 21 ³ ³ 11³ 13³ 19³ 24³ 6³ 7³ 6³10³ 42 54 22 21 ³ ³ 24³ 38³ 42³ 54³ 66 92 23 22 ³ ³ 14³ 11³ 16³ 19³ 6³ 6³ 7³ 6³ 43 42 23 22 ³ ³ 36³ 24³ 43³ 42³ 79 66 ---ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 23 ³ 14³ 16³ 6³ 7³ 43 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 23 ³ 36³ 43³ 79 Total ---ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 363³ 474³ 117³ 169³ 1123 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 999³ 1123³ 2122 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 363³ 474³ 117³ 169³ 1123 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 999³ 1123³ 2122 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 2) (Number of Unknown = 2)

Accidents by Hour of Day Accidents by Hour of Day

70 70

60 60

50 50

40 40

1996 30 1996 30 1997 1997

Number of Accidents 20 Number of Accidents 20

10 10

0 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6 7 8 9 Hour 10 of 11 Day 12 13 14 15 16 17 18 19 20 21 22 23 Hour of Day

Source: DMP Accident Data Unit Figure 4 Accidents by Month DMP 1997

1996/97 Accidents 19971997 AccidentsAccidents 1996/97 Accidents YEAR ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY MONTH ³ 1996³ 1997³ Total MONTH ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄMONTH ³ 1996³ 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄMONTH ³Fatal³Griev³Simpl³Colln³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 77³ 107³ 184 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄJan ³ 35³ 42³ 13³ 17³ 107 Feb Jan ³ ³ 63³ 77³ 91³107³ 154 184 FebJan ³³ 24³35³ 41³42³ 12³13³ 14³17³ 10791 Mar Feb ³ ³ 60³ 63³ 109³ 91³ 169 154 MarFeb ³³ 31³24³ 48³41³ 13³12³ 17³14³ 109 91 Mar ³ 60³ 109³ 169 Mar ³ 31³ 48³ 13³ 17³ 109 Apr ³ 87³ 118³ 205 Apr ³ 40³ 50³ 13³ 15³ 118 May Apr ³ ³ 80³ 87³ 103³ 118³ 183 205 MayApr ³³ 44³40³ 40³50³ 13³9³ 10³15³ 103118 May ³ 80³ 103³ 183 May ³ 44³ 40³ 9³ 10³ 103 Jun ³ 94³ 68³ 162 Jun ³ 18³ 29³ 10³ 11³ 68 Jul Jun ³ ³ 80³ 94³ 98³ 68³ 178 162 JulJun ³³ 25³18³ 44³29³ 11³10³ 18³11³ 9868 Jul ³ 80³ 98³ 178 Jul ³ 25³ 44³ 11³ 18³ 98 Aug ³ 87³ 97³ 184 Aug ³ 34³ 40³ 12³ 11³ 97 Sep Aug ³ ³ 72³ 87³ 81³ 97³ 153 184 SepAug ³³ 30³34³ 29³40³ 14³12³ 11³8³ 8197 Sep ³ 72³ 81³ 153 Sep ³ 30³ 29³ 14³ 8³ 81 Oct ³ 94³ 93³ 187 Oct ³ 27³ 43³ 4³ 19³ 93 Nov Oct ³ ³ 111³ 94³ 73³ 93³ 184 187 NovOct ³³ 28³27³ 31³43³ 3³4³ 11³19³ 7393 Nov ³ 111³ 73³ 184 Nov ³ 28³ 31³ 3³ 11³ 73 Dec ³ 96³ 85³ 181 Dec ³ 27³ 37³ 3³ 18³ 85 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ Dec ³ 96³ 85³ 181 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 27³ 37³ 3³ 18³ 85 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Total ³ 1001³ 1123³ 2124 Total ³ 363³ 474³ 117³ 169³ 1123 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄTotal ³ 1001³ 1123³ 2124 ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄTotal ³ 363³ 474³ 117³ 169³ 1123 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄ

Accidents by Month

120

100

80

60 1996 1997

40 Number of Accidents

20

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Source: DMP Accident Data Unit Figure 5 9 Accidents by Thana DMP 1997

19971997 AccidentsAccidents 1996/971996/97 AccidentsAccidents ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY YEAR THANA ³Fatal³Griev³Simpl³Colln³ Total THANA ³ 96³ 97³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTHANA ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTHANA ³ 96³ 97³ Total RamnaÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 27³ 62³ 11³ 37³ 137 RamnaÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 104³ 137³ 241 Motijhil³Ramna ³ 17³ 27³ 32³ 62³ 13³ 11³ 23³ 37³ 85137 Motijhil³Ramna ³ 70³104³ 85³137³ 155 241 Sabujbag³Motijhil³ 18³ 17³ 37³ 32³ 3³13³ 4³23³ 62 85 Sabujbag³Motijhil³ 41³ 70³ 62³ 85³ 103 155 Sutrapur³Sabujbag³ 9³18³ 21³ 37³ 4³ 3³ 15³ 4³ 49 62 Sutrapur³Sabujbag³ 46³ 41³ 49³ 62³ 95103 KotwaliSutrapur³ ³ 2³ 9³ 5³21³ 2³ 4³ 2³15³ 11 49 KotwaliSutrapur³ ³ 21³ 46³ 11³ 49³ 32 95 DemraKotwali ³ ³ 65³ 2³ 57³ 5³ 6³ 2³ 9³ 2³ 137 11 DemraKotwali ³ ³ 134³ 21³ 137³ 11³ 271 32 LalbaghDemra ³ ³ 8³65³ 11³ 57³ 4³ 6³ 2³ 9³ 25137 LalbaghDemra ³ ³ 134³7³ 25³137³ 32271 Dhanmand³Lalbagh ³ 5³ 8³ 19³ 11³ 4³ 4³ 3³ 2³ 31 25 Dhanmand³Lalbagh ³ 23³ 7³ 31³ 25³ 54 32 TejgaonDhanmand³ ³ 47³ 5³ 61³ 19³ 47³ 4³ 34³ 3³ 189 31 TejgaonDhanmand³ ³ 175³ 23³ 189³ 31³ 364 54 MdTejgaon.pur ³ ³ 14³ 47³ 15³ 61³ 3³47³ 2³34³ 34189 MdTejgaon.pur ³ ³ 33³175³ 34³189³ 67364 MirpurMd.pur ³ ³ 44³ 14³ 49³ 15³ 4³ 3³ 17³ 2³ 114 34 MirpurMd.pur ³ ³ 100³ 33³ 114³ 34³ 214 67 GulshanMirpur ³ ³ 27³ 44³ 37³ 49³ 6³ 4³ 10³ 17³ 80114 GulshanMirpur ³ ³ 86³100³ 80³114³ 166 214 Cantonmt³Gulshan ³ 51³ 27³ 32³ 37³ 7³ 6³ 8³10³ 98 80 Cantonmt³Gulshan ³ 97³ 86³ 98³ 80³ 195 166 UttaraCantonmt³ ³ 23³ 51³ 30³ 32³ 2³ 7³ 2³ 8³ 57 98 UttaraCantonmt³ ³ 49³ 97³ 57³ 98³ 106 195 PallabiUttara ³ ³ 6³23³ 6³30³ 1³ 2³ 1³ 2³ 14 57 PallabiUttara ³ ³ 15³ 49³ 14³ 57³ 29106 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄPallabi ³ 6³ 6³ 1³ 1³ 14 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄPallabi ³ 15³ 14³ 29 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 363³ 474³ 117³ 169³ 1123 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1001³ 1123³ 2124 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 363³ 474³ 117³ 169³ 1123 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1001³ 1123³ 2124 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Accidents by Thana Accidents by Thana

200 200 180 180 160 160 140 140 120 120 100 100 1996 80 1996 80 1997 60 1997 60

Number of Accidents 40 Number of Accidents 40 20 20 0 0 Motijhil Ramna Pallabi Uttara Mirpur Motijhil Kotwali Md.pur Demra Ramna Lalbagh Tejgaon Pallabi Sutrapur Gulshan Uttara Mirpur Sabujbag Cantonmt Kotwali Md.pur Demra Lalbagh Tejgaon Sutrapur Dhanmand Gulshan Sabujbag Cantonmt Dhanmand

Source: DMP Accident Data Unit Figure 6 Casualty by Age DMP 1997

CasualtiesCasualties inin 19971997 CasualtiesCasualties inin 1996/971996/97 AccidentsAccidents AccidentsAccidents CASUALTY SEX YEAR CASUALTY CASUALTY SEX CASUALTY YEAR AGECASUALTY ³Male ³Femal³ Total AGECASUALTY ³ 1996³ 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³Male ³Femal³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³ 1996³ 1997³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 17³ 6³ 23 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 21³ 23³ 44 6-10 0-5 ³ ³ 32³ 17³ 20³ 6³ 52 23 6-10 0-5 ³ ³ 45³ 21³ 52³ 23³ 97 44 11-15 6-10 ³ ³ 33³ 32³ 14³ 20³ 47 52 11-15 6-10 ³ ³ 53³ 45³ 47³ 52³ 100 97 16-2011-15 ³ ³ 59³ 33³ 18³ 14³ 77 47 16-2011-15 ³ ³ 73³ 53³ 77³ 47³ 150 100 21-2516-20 ³ ³ 116³ 59³ 14³ 18³ 130 77 21-2516-20 ³ ³ 193³ 73³ 130³ 77³ 323 150 26-3021-25 ³ ³ 154³ 116³ 15³ 14³ 169 130 26-3021-25 ³ ³ 257³ 193³ 169³ 130³ 426 323 31-3526-30 ³ ³ 104³ 154³ 16³ 15³ 120 169 31-3526-30 ³ ³ 158³ 257³ 120³ 169³ 278 426 36-4031-35 ³ ³ 70³104³ 14³ 16³ 84120 36-4031-35 ³ ³ 115³ 158³ 84³120³ 199 278 41-4536-40 ³ ³ 55³ 70³ 8³14³ 63 84 41-4536-40 ³ ³ 103³ 115³ 63³ 84³ 166 199 46-5041-45 ³ ³ 35³ 55³ 6³ 8³ 41 63 46-5041-45 ³ ³ 52³103³ 41³ 63³ 93166 51-5546-50 ³ ³ 10³ 35³ 7³ 6³ 17 41 51-5546-50 ³ ³ 34³ 52³ 17³ 41³ 51 93 56-6051-55 ³ ³ 11³ 10³ 7³ 7³ 18 17 56-6051-55 ³ ³ 26³ 34³ 18³ 17³ 44 51 61-6556-60 ³ ³ 8³11³ 1³ 7³ 918 61-6556-60 ³ ³ 10³ 26³ 9³18³ 19 44 66-7061-65 ³ ³ 5³ 8³ 1³ 1³ 6 9 66-7061-65 ³ ³ 7³10³ 6³ 9³ 13 19 71-7566-70 ³ ³ 2³ 5³ 0³ 1³ 2 6 71-7566-70 ³ ³ 8³ 7³ 2³ 6³ 10 13 >7571-75 ³ ³ 2³ 2³ 0³ 0³ 2 2 >7571-75 ³ ³ 5³ 8³ 2³ 2³ 710 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 2³ 0³ 2 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 5³ 2³ 7 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 713³ 147³ 860 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1160³ 860³ 2020 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 713³ 147³ 860 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1160³ 860³ 2020 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 518) (Number of Unknown = 629) (Number of Unknown = 518) (Number of Unknown = 629) Many unknown casualty ages in 1997 due to reporting problems

Age of Casualties Age of Casualties Comparison with 180 180 1996 data not shown 160 160 due to reporting 140 140 problems in 1997 120 120 100 100 80 80 60 60 40

Number of Casualties 40 Number of Casualties 20 20 0 0 0-5 >75 6-10 0-5 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75

Source: DMP Accident Data Unit Figure 7 Vehicles Involved and the Injuries of their Drivers DMP 1998

Vehicles in 1997 Accidents Vehicles in 1997 Accidents DRIVER INJURY VEHICLE DRIVER INJURY TYPEVEHICLE ³Fatal³Griev³Simpl³NoInj³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTYPE ³Fatal³Griev³Simpl³NoInj³ Total CycleÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 9³ 14³ 0³ 0³ 23 RickSCycle ³ ³ 30³ 9³ 92³ 14³ 26³ 0³ 27³ 0³ 175 23 PushCRickS ³ ³ 5³30³ 6³92³ 1³26³ 1³27³ 13175 M/PushCCyc ³ ³ 8³ 5³ 22³ 6³ 4³ 1³ 11³ 1³ 45 13 BabyTM/Cyc ³ ³ 9³ 8³ 90³ 22³ 21³ 4³ 129³ 11³ 249 45 TempoBabyT ³³ 5³9³ 17³90³ 21³3³ 96³129³ 121 249 MicrBTempo ³ ³ 0³ 5³ 10³ 17³ 1³ 3³ 75³ 96³ 86121 MiniBMicrB ³ ³ 1³ 0³ 3³10³ 0³ 1³ 278³ 75³ 282 86 BusMiniB ³ ³ 0³ 1³ 1³ 3³ 0³ 0³ 210³ 278³ 211 282 CarBus ³ ³ 2³ 0³ 24³ 1³ 15³ 0³ 204³ 210³ 245 211 JeepCar ³ ³ 0³ 2³ 2³24³ 2³15³ 27³204³ 31245 PickUJeep ³ ³ 0³ 0³ 1³ 2³ 2³ 2³ 28³ 27³ 31 31 TruckPickU ³³ 1³0³ 1³1³ 0³ 2³ 10³ 28³ 12 31 HeavTTruck ³ ³ 0³ 1³ 0³ 1³ 2³ 0³ 328³ 10³ 330 12 ArticHeavT ³ ³ 0³ 0³ 0³ 0³ 0³2³ 328³ 4³ 3304 OilTArtic ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 1³ 4³ 1 4 TractOilT ³³ 0³0³ 0³ 0³ 0³ 0³ 1³ 1³ 1 1 AnimlTract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0³ 1³ 0 1 OtherAniml ³³ 0³0³ 1³ 0³ 0³ 0³ 0³ 0³ 1 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 0³ 1³ 0³ 0³ 1 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 70³ 284³ 77³ 1430³ 1861 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 70³ 284³ 77³ 1430³ 1861 (NumberÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ of Unknown = 16) (Number of Unknown = 16)

Vehicles Involved in Accidents Vehicles Involved in Accidents

350 350 300 300 250 250 200 200 1996 150 1996 150 1997 1997 100

Number of Vehicles 100 Number of Vehicles 50 50 0 0 Car OilT Bus Jeep Artic MiniB Car Tract PickU OilT Animl Cycle RickS MicrB Bus Truck Other M/Cyc PushC BabyT Jeep HeavT Artic Tempo MiniB Tract PickU Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo

Source: DMP Accident Data Unit Figure 8 Drivers Involved in Accidents DMP 1997

DriversDrivers inin 19971997 DriversDrivers inin 1996/971996/97 AccidentsAccidents AccidentsAccidents DRIVER SEX YEAR DRIVER DRIVER SEX DRIVER YEAR AGEDRIVER ³Male ³Femal³ Total AGEDRIVER ³ 1996³ 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³Male ³Femal³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³ 1996³ 1997³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0 6-10 0-5 ³ ³ 1³ 0³ 0³ 0³ 1 0 6-10 0-5 ³ ³ 0³ 0³ 1³ 0³ 1 0 11-15 6-10 ³ ³ 0³ 1³ 0³ 0³ 0 1 11-15 6-10 ³ ³ 4³ 0³ 0³ 1³ 4 1 16-2011-15 ³ ³ 13³ 0³ 0³ 0³ 13 0 16-2011-15 ³ ³ 25³ 4³ 13³ 0³ 38 4 21-2516-20 ³ ³ 94³ 13³ 0³ 0³ 94 13 21-2516-20 ³ ³ 163³ 25³ 94³ 13³ 257 38 26-3021-25 ³ ³ 161³ 94³ 1³ 0³ 162 94 26-3021-25 ³ ³ 304³ 163³ 162³ 94³ 466 257 31-3526-30 ³ ³ 141³ 161³ 0³ 1³ 141 162 31-3526-30 ³ ³ 239³ 304³ 141³ 162³ 380 466 36-4031-35 ³ ³ 89³141³ 0³ 0³ 89141 36-4031-35 ³ ³ 110³ 239³ 89³141³ 199 380 41-4536-40 ³ ³ 22³ 89³ 0³ 0³ 22 89 41-4536-40 ³ ³ 49³110³ 22³ 89³ 71199 46-5041-45 ³ ³ 4³22³ 0³ 0³ 422 46-5041-45 ³ ³ 8³49³ 4³22³ 12 71 51-5546-50 ³ ³ 1³ 4³ 0³ 0³ 1 4 51-5546-50 ³ ³ 6³ 8³ 1³ 4³ 712 56-6051-55 ³ ³ 0³ 1³ 0³ 0³ 0 1 56-6051-55 ³ ³ 3³ 6³ 0³ 1³ 3 7 61-6556-60 ³ ³ 0³ 0³ 0³ 0³ 0 0 61-6556-60 ³ ³ 0³ 3³ 0³ 0³ 0 3 66-7061-65 ³ ³ 1³ 0³ 0³ 0³ 1 0 66-7061-65 ³ ³ 0³ 0³ 1³ 0³ 1 0 71-7566-70 ³ ³ 0³ 1³ 0³ 0³ 0 1 71-7566-70 ³ ³ 0³ 0³ 0³ 1³ 0 1 >7571-75 ³ ³ 0³ 0³ 0³ 0³ 0 0 >7571-75 ³ ³ 0³ 0³ 0³ 0³ 0 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 0³ 0³ 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 0³ 0³ 0 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 527³ 1³ 528 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 911³ 528³ 1439 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 527³ 1³ 528 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 911³ 528³ 1439 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 1226) (Number of Unknown = 1880) (Number of Unknown = 1226) (Number of Unknown = 1880) Many unknown driver ages in 1997 due to reporting problems

Ages of Drivers Involved in Accidents (1997 only) Ages of Drivers Involved in Accidents (1997 only)

180 180 160 Comparison with 160 140 1996 data not shown 140 due to reporting 120 120 problems in 1997 100 100 80 80 60 60

Number of Drivers 40 Number of Drivers 40 20 20 0 0 0-5 >75 6-10 0-5 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75

Source: DMP Accident Data Unit Figure 10 Vehicles Hitting Pedestrians DMP 1997

PedestrianPedestrian CasualtiesCasualties inin 19971997 AccidentsAccidents PEDESTRIAN INJURY VEHICLE PEDESTRIAN INJURY TYPEVEHICLE ³Fatal³Griev³Simpl³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTYPE ³Fatal³Griev³Simpl³ Total CycleÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0³ 0 RickSCycle ³ ³ 0³ 0³ 1³ 0³ 0³ 0³ 1 0 PushCRickS ³ ³ 0³ 0³ 0³ 1³ 0³ 0³ 0 1 M/PushCCyc ³ ³ 3³ 0³ 4³ 0³ 2³ 0³ 9 0 BabyTM/Cyc ³ ³ 17³ 3³ 31³ 4³ 10³ 2³ 58 9 TempoBabyT ³³ 17³8³ 16³ 31³ 6³10³ 30 58 MicrBTempo ³ ³ 10³ 8³ 4³16³ 2³ 6³ 16 30 MiniBMicrB ³ ³ 52³ 10³ 46³ 4³ 6³ 2³ 104 16 BusMiniB ³ ³ 31³ 52³ 23³ 46³ 4³ 6³ 58104 CarBus ³ ³ 30³ 31³ 33³ 23³ 9³ 4³ 72 58 JeepCar ³ ³ 2³30³ 2³33³ 0³ 9³ 472 PickUJeep ³ ³ 1³ 2³ 5³ 2³ 1³ 0³ 7 4 TruckPickU ³³ 4³1³ 3³ 5³ 0³ 1³ 7 7 HeavTTruck ³ ³ 84³ 4³ 36³ 3³ 6³ 0³ 126 7 ArticHeavT ³ ³ 2³84³ 1³36³ 0³ 6³ 1263 OilTArtic ³ ³ 0³ 2³ 0³ 1³ 0³ 0³ 0 3 TractOilT ³³ 0³0³ 1³ 0³ 0³ 0³ 1 0 AnimlTract ³ ³ 0³ 0³ 0³ 1³ 0³ 0³ 0 1 OtherAniml ³³ 0³0³ 0³ 0³ 0³ 0³ 0 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 0³ 0³ 0³ 0 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 244³ 206³ 46³ 496 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 244³ 206³ 46³ 496 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 1) (Number of Unknown = 1)

Pedestrian Casualties by Vehicle Type Pedestrian Casualties by Vehicle Type

140 140

120 120

100 100

80 80 Simple Simple 60 Grievous 60 Grievous Fatal Fatal 40 40

20 Number of Pedestrian Casualties 20 Number of Pedestrian Casualties 0 0 Car OilT Bus Jeep Artic MiniB Car PickU Tract Animl Cycle RickS MicrB Truck OilT Other Bus M/Cyc PushC BabyT HeavT Tempo Jeep Artic MiniB PickU Tract Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo

Source: DMP Accident Data Unit Figure 11 Action of Pedestrian Casualties DMP 1997

Pedestrian Casualties in 1997 Pedestrian Casualties in 1997 Accidents Accidents YEAR PEDESTRIAN ACTION ³ 1996³ YEAR 1997³ Total ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄPEDESTRIAN ACTION ³ 1996³ 1997³ Total NoÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Action ³ 77³ 49³ 126 CrossingNo Action Road ³ ³ 170³ 77³ 234³ 49³ 404 126 WalkingCrossing along Road Road ³ ³ 27³170³ 22³234³ 49404 WalkingWalking on along Roadside Road ³ ³ 151³ 27³ 191³ 22³ 342 49 PlayWalking in Road on Roadside ³ ³ 151³7³ 191³1³ 3428 ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄPlay in Road ³ 7³ 1³ 8 TotalÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 432³ 497³ 929 ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 432³ 497³ 929 ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 1) (Number of Unknown = 1)

Action of Pedestrian Casualties Action of Pedestrian Casualties

250 250

200 200

150 150

100 1996

Casualties 100 1996

Casualties 1997 50 1997

Number of Pedestrian 50 Number of Pedestrian 0 0 None road None road road Crossing road Walking roadside Playing on along road Crossing Walking on Walking roadside Playing on along road Walking on

Source: DMP Accident Data Unit Figure 12 Airport Road, Dhaka DMP 1996 & 1997

AirportAirport Road Road TongiTongi Bridge Bridge toto StaffStaff Road Road Level Level Crossing Crossing

Length of Road = 9.5km Length of Road = 9.5km

NumberNumber of of Accidents Accidents 1996 1997 1996 1997 Fatal 46 62 Fatal 46 62 Grevious 36 53 Grevious 36 53 Simple 21 8 Simple 21 8 Collision 16 7 Collision 16 7 Total 119 130 Total 119 130

FatalFatal Accidents Accidents = = 6.5/km/year 6.5/km/year ThisThis is is 35% 35% higher higher than than on on the the samesame road road in in 1996 1996 and and 65 65 times times higherhigher than than major major roads roads in in LondonLondon

Source: DMP Accident Data Unit Figure 13 Airport Road - Biswa Road (within 200m of intersection) DMP 1996 & 1997

MonthlyMonthly numbersnumbers ofof accidentsaccidents atat thethe sitesite MONTH YEAR MONTH ³ 1996³ YEAR 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1996³ 1997³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 4³ 0³ 4 Feb Jan ³ ³ 2³ 4³ 0³ 0³ 2 4 Mar Feb ³ ³ 1³ 2³ 1³ 0³ 2 2 Apr Mar ³ ³ 1³ 1³ 1³ 1³ 2 2 May Apr ³ ³ 2³ 1³ 0³ 1³ 2 2 Jun May ³ ³ 0³ 2³ 0³ 0³ 0 2 Jul Jun ³ ³ 0³ 0³ 0³ 0³ 0 0 Aug Jul ³ ³ 0³ 0³ 3³ 0³ 3 0 Sep Aug ³ ³ 2³ 0³ 1³ 3³ 3 3 Oct Sep ³ ³ 2³ 2³ 2³ 1³ 4 3 Nov Oct ³ ³ 1³ 2³ 1³ 2³ 2 4 Dec Nov ³ ³ 3³ 1³ 1³ 1³ 4 2 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 3³ 1³ 4 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 18³ 10³ 28 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 18³ 10³ 28 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

SeveritySeverity ofof accidentsaccidents atat thethe sitesite inin 19961996 andand 19971997 YEAR ACCIDENT SEVERITY YEAR ³Fatal³Griev³Simpl³Colln³ ACCIDENT SEVERITY Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 96 ³ 11³ 4³ 2³ 1³ 18 97 96 ³ ³ 3³11³ 5³ 4³ 2³ 2³ 0³ 1³ 10 18 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 97 ³ 3³ 5³ 2³ 0³ 10 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 14³ 9³ 4³ 1³ 28 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 14³ 9³ 4³ 1³ 28 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

7

6

5

4

3

2

1 Quarterly Accident Total

0 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 1996 1997

Improved Police Enforcement Starts Here

Source: DMP Accident Data Unit Figure 14 Khilkhet Bus Stand DMP 1996 & 1997

MonthlyMonthly numbersnumbers ofof accidentsaccidents atat thethe sitesite MONTH YEAR MONTH ³ 1996³ YEAR 1997³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1996³ 1997³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 2³ 3³ 5 Feb Jan ³ ³ 0³ 2³ 0³ 3³ 0 5 Mar Feb ³ ³ 1³ 0³ 1³ 0³ 2 0 Apr Mar ³ ³ 0³ 1³ 1³ 1³ 1 2 May Apr ³ ³ 1³ 0³ 2³ 1³ 3 1 Jun May ³ ³ 0³ 1³ 1³ 2³ 1 3 Jul Jun ³ ³ 0³ 0³ 0³ 1³ 0 1 Aug Jul ³ ³ 0³ 0³ 1³ 0³ 1 0 Sep Aug ³ ³ 2³ 0³ 1³ 1³ 3 1 Oct Sep ³ ³ 2³ 2³ 3³ 1³ 5 3 Nov Oct ³ ³ 1³ 2³ 0³ 3³ 1 5 Dec Nov ³ ³ 1³ 1³ 0³ 0³ 1 1 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 1³ 0³ 1 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 10³ 13³ 23 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 10³ 13³ 23 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

SeveritySeverity ofof accidentsaccidents atat thethe sitesite inin 19961996 andand 19971997 YEAR ACCIDENT SEVERITY YEAR ³Fatal³Griev³Simpl³Colln³ ACCIDENT SEVERITY Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³Fatal³Griev³Simpl³Colln³ Total 1996ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 4³ 4³ 1³ 1³ 10 1997 1996 ³ ³ 8³ 4³ 2³ 4³ 1³ 1³ 2³ 1³ 13 10 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 1997 ³ 8³ 2³ 1³ 2³ 13 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 12³ 6³ 2³ 3³ 23 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 12³ 6³ 2³ 3³ 23 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Source: DMP Accident Data Unit Figure 15 Chittagong Road, Dhaka DMP 1996 & 1997

Chittagong Road NumberNumber of of Accidents Accidents Chittagong Road 1996 1997 Jatrabari Crossing 1996 1997 Jatrabari Crossing Fatal 34 29 to Fatal 34 29 to Grevious 12 29 End of DMP Area Grevious 12 29 End of DMP Area Simple 2 3 Simple 2 3 Collision 4 4 Length of Road = 5.0 km Collision 4 4 Length of Road = 5.0 km Total 52 65 Total 52 65

FatalFatal Accidents Accidents = = 5.8/km/year 5.8/km/year Note:Note: The The number number of of fatal fatal accidents accidents fell fell in in 1997 1997 but but thethe number number of of grievous grievous accidents accidents more more than than doubled doubled

Source: DMP Accident Data Unit Figure 16 Darussalam Road DMP 1996 & 1997

High number of Head-On Collisions

Collision Type Collision Type

12 12

10 10

8 8 Collision 6 SimpleCollision 6 Simple Grievous Grievous 4 Fatal 4 Fatal Number of Accidents

Number of Accidents 2 2

0 0 Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO

Class of Casualty Class of Casualty

25 25

20 20

15 15 Simple Simple Grievous 10 Grievous 10 Fatal Fatal Number of Casualties

Number of Casualties 5 5

0 0 Car Bus OilT Jeep Artic MiniB Tract Ped'n PickU Animl Cycle RickS MicrB Truck Other Car PushC M/Cyc BabyT Bus HeavT OilT Tempo Jeep Artic MiniB Tract Ped'n PickU Animl Cycle RickS MicrB Truck Other PushC M/Cyc BabyT HeavT Tempo

Source: DMP Accident Data Unit Figure 17 4. Conclusions

4.1 The road accident situation in Dhaka is extremely severe and is the responsibility of many agencies. The Police have taken great strides towards improving the situation by establishing a new accident reporting and analysis system. This is now delivering the basic information required to carry out effective publicity, education and enforcement campaigns. It is also providing engineers with the details required to carry out an accident blackspot identification and treatment programme.

4.2 The new accident reporting system is not simply a bureaucratic exercise. The data is already being used and data-led countermeasures will be having a serious impact on the number of accidents at the worst accident blackspots in the coming months. The accidents occurring at blackspots maybe primarily due to bad driving but engineering measures can be used to improve road user behaviour and thus eliminate many of the accidents in the future. Improvement in the road design at accident blackspots will not only save lives but it will reduce the number of police officers required to patrol the site.

4.3 The number of accidents reported to the police in DMP in 1997 was 1123 although it is well established that many non-fatal accidents do not get reported to the police so the actual total is actually much higher. The number of fatalities recorded in road accidents is a more reliable statistic and during 1997 this totalled 374. These numbers represent a significant increase in the number of accidents compared to 1996.

4.4 The most striking feature of the accident data for DMP in both 1996 and 1997 is the large number of fatal accidents on the main arterial routes out of the city. The number of fatal accidents per kilometre are extremely high with rates 65 times higher than London being recorded on the Dhaka-Chittagong road within DMP. When the relatively low traffic volumes are considered the fatality rate per vehicle kilometre is likely to be staggeringly high.

4.5 Accident blackspots have been identified within DMP with alarmingly high accident rates. These sites can now be monitored and if action has been taken the effectiveness can be ascertained. The highest profile accident blackspot site at Airport Road/Biswa Road has experienced a decrease in accidents which is even more noticeable when set against a background of rising accident rates on Airport Road as whole. This shows that the Police are able to act quickly and effectively to reduce both the number and severity of accidents occurring at a blackspot. The opportunity now exists to implement data-led accident remedial schemes throughout the city.

26 Dhaka Metropolitan Police

Traffic Accident Analysis Annual Report 1998

An accident at Airport Road Biswa Road Crossing C O N T E N T S

Page

A Message from Dhaka Metropolitan Police Commissioner 1

SECTION 1 Introduction 2

SECTION 2 Traffic Accident Reporting System 3

SECTION 3 Analysis of the Data 3

Figure 1: Summary of Accidents and Casualties 4

Figure 2: Accidents by Day of Week 5

Figure 3: Accidents by Hour of Day 6

Figure 4: Accidents by Month 8

Figure 5: Accidents by Thana 9

Figure 6: Casualty by Age 10

Figure 7: Casualty by Class of Road User 11

Figure 8: Vehicles Involved and the Injuries of their Drivers 12

Figure 9: Drivers Involved in Accidents 13

Figure 10: Vehicles Hitting Pedestrians 15

Figure 11: Airport Road Dhaka 16

Figure 12: Airport Road-Biswa Road 17

Figure 13: Khilkhet Bus Stand 18

Figure 14: Chittagong Road Dhaka 19

Figure 15: Darussalam Road 21

SECTION 4 Conclusion 22

1. Introduction

1.1 This report was produced for Dhaka Metropolitan Police by Quazi Zakaria Islam, Road Safety Specialist from the Institutional Development Component of the Third Road Rehabilitation and Maintenance Project. The sincere assistance of M. A. Jalil, D.C (North) Traffic and co-operation from all other units of Dhaka Metropolitan Police is gratefully acknowledged.

1.2 All the traffic accidents reported to the Dhaka Metropolitan Police are recorded on the Accident Report Form and these are analyzed in DMP headquarters. It is believed that a large proportion of all traffic accidents is not reported to the Police. Consequently the analysis presented here is only part of the picture – the real situation is worse.

1.3 Traffic accidents in Dhaka were first studied in 1996. The objectives were to discover the main types of accidents, the frequency of accidents by hour, day, month and to identify the worst accident spots.

1.4 The present study is a follow-up one and is designed specifically to assess the changes since 1996.

1.5 The tables and figures included in this report correspond as closely as possible to those included in earlier reports.

2 2. Traffic Accident Reporting System

2.1 Based on the recommendation of the 1996 study, the proposed reporting system has been installed in all Thanas of the six divisional head quarters of Police in Dhaka.

3. Analysis of the Data

3.1 This report has been compiled from data collected from all the police stations of the Dhaka Metropolitan Police. It shows the present accident situation and the change since 1996 and 1997.

3.2 In 1998 there were 1202 accidents reported to the Dhaka Metropolitan Police (Figure - 1). This represents an increase of 8% over the 1115 accidents recorded during 1997. In 1998, 420 persons died (+12% of 1997) and 1001 were grievously injured (+ 37% of 1997).

3.3 The distribution of accidents by day of the week is shown in Figure 2. Most accidents happened on Wednesdays (16%). Monday was the next worst day. Overall there is not much variation between days of the week.

3.4 More than half of the accidents occur during the working hours (0800 - 1800) of the day (Figure 3). Early morning (0600 - 0800) and early evening (1800 - 2000) are also bad times for accidents. There is no one time of the day, which is much worse than others are.

3 2. Traffic Accident Reporting System

2.1 Based on the recommendation of the 1996 study, the proposed reporting system has been installed in all Thanas of the six divisional head quarters of Police in Dhaka.

3. Analysis of the Data

3.1 This report has been compiled from data collected from all the police stations of the Dhaka Metropolitan Police. It shows the present accident situation and the change since 1996 and 1997.

3.2 In 1998 there were 1202 accidents reported to the Dhaka Metropolitan Police (Figure - 1). This represents an increase of 8% over the 1115 accidents recorded during 1997. In 1998, 420 persons died (+12% of 1997) and 1001 were grievously injured (+ 37% of 1997).

3.3 The distribution of accidents by day of the week is shown in Figure 2. Most accidents happened on Wednesdays (16%). Monday was the next worst day. Overall there is not much variation between days of the week.

3.4 More than half of the accidents occur during the working hours (0800 - 1800) of the day (Figure 3). Early morning (0600 - 0800) and early evening (1800 - 2000) are also bad times for accidents. There is no one time of the day, which is much worse than others are.

3 3.5 The worst month in 1998 was July (10%), (Figure 4). The month with the lowest number of accidents was November, when only 7% of accidents occurred. June was the worst month for fatal accidents.

3.6 Tejgaon Thana had the highest number of accidents over the period 1996 - 98 (Figure 5). Pallabi Thana had the lowest total, perhaps because it is less developed.

3.7 Age was recorded only for 70% of the casualties (62% in 1997). Most casualties are in the 21 - 35 age group (Figure 6). There are significant casualties in the age group 6-10 years. More than 84% of victims are male.

3.8 Pedestrians and Rickshaw riders are the most frequent victims (36% and 18% respectively). This is similar to previous years. In 1998 36% of all those killed on the roads of Dhaka were pedestrians. Figure 7 shows that pedestrian casualties have increased at a faster rate than other casualties do.

3.9 Heavy trucks were the most common types of vehicle to be involved in accidents. This is similar to the situation in 1997 and 1996. Only 2 of the truck drivers were injured.

3.10 Most of the drivers were within the 26-30 age group (Figure 9). 31-35 age group drivers also represent significant numbers (26%).

7 3.11 The most common type of accident was one where a pedestrian was hit by a vehicle. With regard to the vehicle type associated with pedestrian casualties, the majority (24%) were injured by being hit by Trucks, 18% were hit by Bus, 16% by Minibus and 12% by Car (Figure 10).

3.12 The accident situation on the Airport Road (Staff Road Level Crossing to Tongi Bridge) continues to get worse. There are a number of accident black spots identified in the previous study. Figure 11 gives information on these.

3.13 One of the worst accident spots on the Airport Road is the Biswa Road intersection (Figure 12). Accident numbers dropped in 1997 but have risen again to 15 (including 7 fatal accidents). Pedestrians’ accidents are dominant at this intersection. It is important to take all possible safety measures to tackle the situation.

3.14 The situation at Khilkhet Bus Stand - another well-known accident spot has got worse despite the construction of a pedestrian over-bridge (Figure 13).

3.15 The Chittagong Road in Dhaka is the main highway from Dhaka to south - east and the north - east of Bangladesh. A plot of accidents along this road reveals a total of 79 reported accidents along a 5km stretch of road (Figure 14). 32 of these accidents involved a fatality making an accident rate of 6.2 fatal accidents per kilometre per year.

14 3.16 Figure 15 shows a plot of accidents on Darussalam Road in Mirpur. A road divider was constructed in Darussalam Road at the end of 1997. If we look at the types of accidents occurring on Darussalam Road it will be observed that before the construction of the road divider there was an average of 5 head-on collisions per year, but in 1998 (after the divider was installed) there were none. The total number of casualties dropped by 30%, but the number of pedestrians injured nearly doubled. Perhaps crossing the road is now more dangerous because the divider enables vehicles to travel faster. These findings show the usefulness of the DMP accident reporting system. The accident situation on this road will be monitored and this will show whether further safety measures are needed.

20 Summary of Accidents and Casualties DMP 1996 - 1998

Accident by Severity 1996-19981996-1998 AccidentsAccidents Accident by Severity YEAR 600 YEAR 600 SEVERITY³ 1996³ 1997³ 1998³ Total 500 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÅÄÄÄÄÄSEVERITY³ 1996³ 1997³ 1998³ Total 500 FatalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÅÄÄÄÄÄ ³ 343³ 363³ 399³ 1105 400 GrievFatal ³ ³ 384³ 343³ 474³ 363³ 593³ 399³ 1451 1105 400 1996 Griev ³ 384³ 474³ 593³ 1451 300 1996 Simpl ³ 171³ 117³ 64³ 352 300 1997 Simpl ³ 171³ 117³ 64³ 352 1997 Colln ³ 103³ 169³ 146³ 418 200 1998 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÅÄÄÄÄÄColln ³ 103³ 169³ 146³ 418 200 1998 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÅÄÄÄÄÄ ³ 1001³ 1123³ 1202³ 3326 100 Total ³ 1001³ 1123³ 1202³ 3326 Number of Accidents 100 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÁÄÄÄÄÄ Number of Accidents ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÁÄÄÄÄÄ 0 0 Fatal Grievous Simple Collision Fatal Grievous Simple Collision

CasualtiesCasualties byby SeveritySeverity 1996-1998 Casualties 1996-1998 Casualties 12001200 YEAR YEAR 10001000 SEVERITY³ 1996³ 1997³ 1998³Total 800 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄSEVERITY³ 1996³ 1997³ 1998³Total 800 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄ 19961996 Fatal ³ 369³ 374³ 420³ 1163 600600 GrievFatal ³ ³ 529³ 369³ 731³ 374³ 1001³ 420³ 2261 1163 19971997 SimplGriev ³ ³ 373³ 529³ 273³ 731³ 135³1001³ 7812261 400400 19981998 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄSimpl ³ 373³ 273³ 135³ 781 200200 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄ Number of Casualties Total ³ 1271³ 1378³ 1556³ 4205 Number of Casualties ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄTotal ³ 1271³ 1378³ 1556³ 4205 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄ 00 FatalFatal GrievousGrievous SimpleSimple

Source: DMP Accident Data Unit 4 Figure 1 Accidents by Day of Week DMP 1998

1996-98 Accidents 19981998 AccidentsAccidents 1996-98 Accidents YEAR ACCIDENT SEVERITY YEAR DAY OF ACCIDENT SEVERITY DAY OF DAY OF WEEKDAY OF ³ 1996³ 1997³ 1998³ Total WEEK ³Fatal³Griev³Simpl³Colln³ Total WEEK ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ WEEK ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ MonÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 141³ 139³ 189³ 469 Mon ³ 61³ 88³ 14³ 26³ 189 Mon ³ 141³ 139³ 189³ 469 Tue Mon ³ ³ 59³ 61³ 72³ 88³ 7³14³ 23³ 26³ 161 189 Tue ³ 140³ 175³ 161³ 476 Tue ³ 59³ 72³ 7³ 23³ 161 WedTue ³ ³ 135³ 140³ 153³ 175³ 194³ 161³ 482 476 Wed ³ 65³ 90³ 9³ 30³ 194 Wed ³ 135³ 153³ 194³ 482 Thu Wed ³ ³ 61³ 65³ 79³ 90³ 11³ 9³ 22³ 30³ 173 194 Thu ³ 161³ 198³ 173³ 532 Thu ³ 61³ 79³ 11³ 22³ 173 FriThu ³ ³ 141³ 161³ 171³ 198³ 158³ 173³ 470 532 Fri ³ 39³ 98³ 3³ 18³ 158 Fri ³ 141³ 171³ 158³ 470 Sat Fri ³ ³ 49³ 39³ 94³ 98³ 9³ 3³ 10³ 18³ 162 158 Sat ³ 147³ 148³ 162³ 457 Sat ³ 49³ 94³ 9³ 10³ 162 SunSat ³ ³ 136³ 147³ 139³ 148³ 165³ 162³ 440 457 Sun ³ 65³ 72³ 11³ 17³ 165 Sun ³ 136³ 139³ 165³ 440 ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Sun ³ 65³ 72³ 11³ 17³ 165 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1001³ 1123³ 1202³ 3326 Total ³ 399³ 593³ 64³ 146³ 1202 Total ³ 1001³ 1123³ 1202³ 3326 ÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 399³ 593³ 64³ 146³ 1202 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Accidents by Day of Week Accidents by Day of Week

200 200 180 180 160 160 140 140 120 120 1996 100 1996 100 1997 1997 80 1998 80 1998 60 Number of accidents 60 Number of accidents 40 40 20 20 0 0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Source: DMP Accident Data Unit Figure 2 5 Accidents by Hour of Day DMP 1998

1998 Accidents 1998 Accidents 1996-981996-98 AccidentsAccidents ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY YEAR TIME ³Fatal³Griev³Simpl³Colln³ Total TIME ³Fatal³Griev³Simpl³Colln³ Total TIME ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTIME ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 0 ³ 13³ 5³ 3³ 7³ 28 ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 0 ³ 13³ 5³ 3³ 7³ 28 0 ³ 22³ 31³ 28³ 81 1 ³ 9³ 8³ 1³ 1³ 19 1 0 ³ ³ 22³ 22³ 18³ 31³ 19³ 28³ 59 81 2 1 ³ ³ 6³ 9³ 7³ 8³ 0³ 1³ 4³ 1³ 17 19 1 ³ 22³ 18³ 19³ 59 2 ³ 6³ 7³ 0³ 4³ 17 2 ³ 12³ 18³ 17³ 47 3 ³ 9³ 8³ 2³ 4³ 23 3 2 ³ ³ 13³ 12³ 19³ 18³ 23³ 17³ 55 47 4 3 ³ ³ 13³ 9³ 9³ 8³ 0³ 2³ 4³ 4³ 26 23 3 ³ 13³ 19³ 23³ 55 4 ³ 13³ 9³ 0³ 4³ 26 4 ³ 11³ 13³ 26³ 50 5 ³ 13³ 11³ 1³ 0³ 25 5 4 ³ ³ 16³ 11³ 31³ 13³ 25³ 26³ 72 50 6 5 ³ ³ 29³ 13³ 29³ 11³ 1³ 1³ 5³ 0³ 64 25 5 ³ 16³ 31³ 25³ 72 6 ³ 29³ 29³ 1³ 5³ 64 6 ³ 47³ 47³ 64³ 158 7 ³ 24³ 31³ 1³ 4³ 60 7 6 ³ ³ 56³ 47³ 62³ 47³ 60³ 64³ 178 158 8 7 ³ ³ 21³ 24³ 30³ 31³ 3³ 1³ 7³ 4³ 61 60 7 ³ 56³ 62³ 60³ 178 8 ³ 21³ 30³ 3³ 7³ 61 8 ³ 45³ 65³ 61³ 171 9 ³ 18³ 34³ 3³ 9³ 64 9 8 ³ ³ 45³ 45³ 48³ 65³ 64³ 61³ 157 171 10 9 ³ ³ 21³ 18³ 40³ 34³ 3³ 3³ 13³ 9³ 77 64 9 ³ 45³ 48³ 64³ 157 10 ³ 21³ 40³ 3³ 13³ 77 10 ³ 67³ 64³ 77³ 208 11 ³ 25³ 45³ 7³ 6³ 83 1110 ³ ³ 57³ 67³ 61³ 64³ 83³ 77³ 201 208 12 11 ³ ³ 18³ 25³ 37³ 45³ 7³ 7³ 11³ 6³ 73 83 11 ³ 57³ 61³ 83³ 201 12 ³ 18³ 37³ 7³ 11³ 73 12 ³ 61³ 56³ 73³ 190 13 ³ 18³ 31³ 4³ 4³ 57 1312 ³ ³ 67³ 61³ 61³ 56³ 57³ 73³ 185 190 14 13 ³ ³ 24³ 18³ 40³ 31³ 3³ 4³ 7³ 4³ 74 57 13 ³ 67³ 61³ 57³ 185 14 ³ 24³ 40³ 3³ 7³ 74 14 ³ 55³ 67³ 74³ 196 15 ³ 15³ 30³ 5³ 12³ 62 1514 ³ ³ 51³ 55³ 55³ 67³ 62³ 74³ 168 196 16 15 ³ ³ 11³ 15³ 38³ 30³ 4³ 5³ 12³ 12³ 65 62 15 ³ 51³ 55³ 62³ 168 16 ³ 11³ 38³ 4³ 12³ 65 16 ³ 49³ 62³ 65³ 176 17 ³ 13³ 32³ 3³ 3³ 51 1716 ³ ³ 70³ 49³ 52³ 62³ 51³ 65³ 173 176 18 17 ³ ³ 10³ 13³ 29³ 32³ 0³ 3³ 9³ 3³ 48 51 17 ³ 70³ 52³ 51³ 173 18 ³ 10³ 29³ 0³ 9³ 48 18 ³ 34³ 42³ 48³ 124 19 ³ 26³ 22³ 3³ 4³ 55 1918 ³ ³ 49³ 34³ 68³ 42³ 55³ 48³ 172 124 20 19 ³ ³ 19³ 26³ 23³ 22³ 2³ 3³ 10³ 4³ 54 55 19 ³ 49³ 68³ 55³ 172 20 ³ 19³ 23³ 2³ 10³ 54 20 ³ 52³ 44³ 54³ 150 21 ³ 20³ 18³ 2³ 3³ 43 2120 ³ ³ 38³ 52³ 54³ 44³ 43³ 54³ 135 150 22 21 ³ ³ 9³20³ 22³ 18³ 3³ 2³ 3³ 3³ 37 43 21 ³ 38³ 54³ 43³ 135 22 ³ 9³ 22³ 3³ 3³ 37 22 ³ 24³ 42³ 37³ 103 23 ³ 15³ 13³ 3³ 4³ 35 2322 ³ ³ 36³ 24³ 43³ 42³ 35³ 37³ 114 103 ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 23 ³ 15³ 13³ 3³ 4³ 35 23 ³ 36³ 43³ 35³ 114 ÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ Total ³ 399³ 592³ 64³ 146³ 1201 Total³ÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ 999³ 1123³ 1201³ 3323 ÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 399³ 592³ 64³ 146³ 1201 Total³ 999³ 1123³ 1201³ 3323 ÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ (Number of Unknown = 1) (NumberÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ of Unknown = 3) (Number of Unknown = 1) (Number of Unknown = 3)

Accidents by Hour of Day Accidents by Hour of Day

90 90 80 80 70 70 60 60 50 50 1996 40 1996 40 1997 1997 30 1998 30 1998 Number of Accidents 20 Number of Accidents 20 10 10 0 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6 7 8 9 Hour 10 of 11 Day 12 13 14 15 16 17 18 19 20 21 22 23 Hour of Day

Figure 3 Source: DMP Accident Data Unit 6 Accidents by Month DMP 1998

1996-98 Accidents 19981998 AccidentsAccidents 1996-98 Accidents ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY YEAR MONTH ³Fatal³Griev³Simpl³Colln³ Total MONTH ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ MONTH ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄMONTH ³ 1996³ 1997³ 1998³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 24³ 44³ 6³ 9³ 83 JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 77³ 107³ 83³ 267 Feb Jan ³ ³ 27³ 24³ 52³ 44³ 0³ 6³ 18³ 9³ 97 83 Feb Jan ³ ³ 63³ 77³ 91³107³ 97³ 83³ 251 267 Mar Feb ³ ³ 39³ 27³ 51³ 52³ 3³ 0³ 9³18³ 102 97 Mar Feb ³ ³ 60³ 63³ 109³ 91³ 102³ 97³ 271 251 Apr Mar ³ ³ 40³ 39³ 36³ 51³ 3³ 3³ 17³ 9³ 96102 Apr Mar ³ ³ 87³ 60³ 118³ 109³ 96³102³ 301 271 May Apr ³ ³ 30³ 40³ 61³ 36³ 3³ 3³ 12³ 17³ 106 96 May Apr ³ ³ 80³ 87³ 103³ 118³ 106³ 96³ 289 301 Jun May ³ ³ 43³ 30³ 50³ 61³ 10³ 3³ 6³12³ 109 106 Jun May ³ ³ 94³ 80³ 68³103³ 109³ 106³ 271 289 Jul Jun ³ ³ 34³ 43³ 69³ 50³ 3³10³ 11³ 6³ 117 109 Jul Jun ³ ³ 80³ 94³ 98³ 68³ 117³ 109³ 295 271 Aug Jul ³ ³ 37³ 34³ 48³ 69³ 9³ 3³ 21³ 11³ 115 117 Aug Jul ³ ³ 87³ 80³ 97³ 98³ 115³ 117³ 299 295 Sep Aug ³ ³ 30³ 37³ 51³ 48³ 6³ 9³ 11³ 21³ 98115 Sep Aug ³ ³ 72³ 87³ 81³ 97³ 98³115³ 251 299 Oct Sep ³ ³ 28³ 30³ 46³ 51³ 5³ 6³ 9³11³ 88 98 Oct Sep ³ ³ 94³ 72³ 93³ 81³ 88³ 98³ 275 251 Nov Oct ³ ³ 25³ 28³ 39³ 46³ 3³ 5³ 11³ 9³ 78 88 Nov Oct ³ ³ 111³ 94³ 73³ 93³ 78³ 88³ 262 275 Dec Nov ³ ³ 42³ 25³ 46³ 39³ 13³ 3³ 12³ 11³ 113 78 Dec Nov ³ ³ 96³111³ 85³ 73³ 113³ 78³ 294 262 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 42³ 46³ 13³ 12³ 113 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Dec ³ 96³ 85³ 113³ 294 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 399³ 593³ 64³ 146³ 1202 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1001³ 1123³ 1202³ 3326 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 399³ 593³ 64³ 146³ 1202 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1001³ 1123³ 1202³ 3326 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Accidents by Month Accidents by Month

120 120

100 100

80 80

60 1996 60 1996 1997 1997 40 1998 40 1998 Number of Accidents Number of Accidents 20 20

0 0 July April May June July March April May June August March January October August January February October November December september February November December september

Source: DMP Accident Data Unit 8 Figure 4 Accidents by Thana DMP 1998

1996-98 Accidents 19981998 AccidentsAccidents 1996-98 Accidents YEAR ACCIDENT SEVERITY YEAR ACCIDENT SEVERITY THANA ³ 1996³ 1997³ 1998³ Total THANA ³Fatal³Griev³Simpl³Colln³ Total THANA ³ 1996³ 1997³ 1998³ Total THANA ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ RamnaÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 104³ 137³ 203³ 444 Ramna ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 30³ 115³ 24³ 34³ 203 Motijhil³Ramna ³ 70³104³ 85³137³ 71³203³ 226 444 Motijhil³ Ramna ³ 23³ 30³ 29³115³ 5³24³ 14³ 34³ 71203 Sabujbag³Motijhil³ 41³ 70³ 62³ 85³ 43³ 71³ 146 226 Sabujbag³ Motijhil³ 14³ 23³ 25³ 29³ 0³ 5³ 4³14³ 43 71 Sutrapur³Sabujbag³ 46³ 41³ 49³ 62³ 41³ 43³ 136 146 Sutrapur³ Sabujbag³ 11³ 14³ 25³ 25³ 0³ 0³ 5³ 4³ 41 43 KotwaliSutrapur³ ³ 21³ 46³ 11³ 49³ 20³ 41³ 52136 Kotwali Sutrapur³ ³ 5³11³ 10³ 25³ 4³ 0³ 1³ 5³ 20 41 Kotwali ³ 21³ 11³ 20³ 52 Kotwali ³ 5³ 10³ 4³ 1³ 20 Demra ³ 134³ 137³ 186³ 457 Demra ³ 85³ 86³ 3³ 12³ 186 LalbaghDemra ³ ³ 134³7³ 25³137³ 16³186³ 48457 Lalbagh Demra ³ ³ 4³85³ 8³86³ 3³ 3³ 1³12³ 16186 Dhanmand³Lalbagh ³ 23³ 7³ 31³ 25³ 51³ 16³ 105 48 Dhanmand³ Lalbagh ³ 11³ 4³ 34³ 8³ 0³ 3³ 6³ 1³ 51 16 TejgaonDhanmand³ ³ 175³ 23³ 189³ 31³ 191³ 51³ 555 105 Tejgaon Dhanmand³ ³ 57³ 11³ 86³ 34³ 9³ 0³ 39³ 6³ 191 51 MdTejgaon.pur ³ ³ 33³175³ 34³189³ 16³191³ 83555 Md Tejgaon.pur ³ ³ 7³57³ 6³86³ 1³ 9³ 2³39³ 16191 MirpurMd.pur ³ ³ 100³ 33³ 114³ 34³ 77³ 16³ 291 83 Mirpur Md.pur ³ ³ 35³ 7³ 35³ 6³ 1³ 1³ 6³ 2³ 77 16 Mirpur ³ 100³ 114³ 77³ 291 Mirpur ³ 35³ 35³ 1³ 6³ 77 Gulshan ³ 86³ 80³ 77³ 243 Gulshan ³ 28³ 36³ 9³ 4³ 77 Cantonmt³Gulshan ³ 97³ 86³ 98³ 80³ 138³ 77³ 333 243 Cantonmt³ Gulshan ³ 66³ 28³ 60³ 36³ 1³ 9³ 11³ 4³ 138 77 UttaraCantonmt³ ³ 49³ 97³ 57³ 98³ 62³138³ 168 333 Uttara Cantonmt³ ³ 19³ 66³ 33³ 60³ 4³ 1³ 6³11³ 62138 PallabiUttara ³ ³ 15³ 49³ 14³ 57³ 10³ 62³ 39168 Pallabi Uttara ³ ³ 4³19³ 5³33³ 0³ 4³ 1³ 6³ 10 62 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄPallabi ³ 15³ 14³ 10³ 39 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Pallabi ³ 4³ 5³ 0³ 1³ 10 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ Total ³ 1001³ 1123³ 1202³ 3326 Total ³ 399³ 593³ 64³ 146³ 1202 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄTotal ³ 1001³ 1123³ 1202³ 3326 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 399³ 593³ 64³ 146³ 1202 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Accidents by Thana Accidents by Thana

250 250

200 200

150 150 1996 1996 100 1997 100 1997 1998

Number of Accidents 1998 50 Number of Accidents 50

0 0 Uttara Mirpur Pallabi Motijhil Demra Ramna Md.pur Kotwali Uttara Lalbagh Tejgaon Mirpur Pallabi Motijhil Demra Gulshan Ramna Md.pur Sutrapur Kotwali Sabujbag Cantonmt Lalbagh Tejgaon Gulshan Sutrapur Dhanmand Sabujbag Cantonmt Dhanmand

Source: DMP Accident Data Unit 9 Figure 5 Casualty by Age DMP 1998

CasualtiesCasualties inin 19981998 Casualties in 1996-98 AccidentsAccidents CasualtiesAccidents in 1996-98 CASUALTY SEX Accidents CASUALTY CASUALTY SEX YEAR AGECASUALTY ³Male ³Femal³ Total CASUALTY YEAR ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³Male ³Femal³ Total AGECASUALTY ³ 1996³ 1997³ 1998³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 19³ 7³ 26 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄAGE ³ 1996³ 1997³ 1998³ Total 6-10 0-5 ³ ³ 43³ 19³ 24³ 7³ 67 26 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 21³ 23³ 26³ 70 6-10 ³ 43³ 24³ 67 6-10 0-5 ³ ³ 45³ 21³ 52³ 23³ 67³ 26³ 164 70 11-15 ³ 47³ 10³ 57 6-10 ³ 45³ 52³ 67³ 164 16-2011-15 ³ ³ 77³ 47³ 28³ 10³ 105 57 11-15 ³ 53³ 47³ 57³ 157 16-20 ³ 77³ 28³ 105 16-2011-15 ³ ³ 73³ 53³ 77³ 47³ 105³ 57³ 255 157 21-25 ³ 155³ 19³ 174 16-20 ³ 73³ 77³ 105³ 255 26-3021-25 ³ ³ 207³ 155³ 27³ 19³ 234 174 21-25 ³ 193³ 130³ 174³ 497 26-30 ³ 207³ 27³ 234 26-3021-25 ³ ³ 257³ 193³ 169³ 130³ 234³ 174³ 660 497 31-35 ³ 154³ 16³ 170 26-30 ³ 257³ 169³ 234³ 660 36-4031-35 ³ ³ 80³154³ 7³16³ 87170 31-35 ³ 158³ 120³ 170³ 448 36-40 ³ 80³ 7³ 87 36-4031-35 ³ ³ 115³ 158³ 84³120³ 87³170³ 286 448 41-45 ³ 57³ 3³ 60 41-4536-40 ³ ³ 103³ 115³ 63³ 84³ 60³ 87³ 226 286 46-5041-45 ³ ³ 28³ 57³ 16³ 3³ 44 60 41-45 ³ 103³ 63³ 60³ 226 46-50 ³ 28³ 16³ 44 46-50 ³ 52³ 41³ 44³ 137 51-55 ³ 9³ 3³ 12 51-5546-50 ³ ³ 34³ 52³ 17³ 41³ 12³ 44³ 63137 56-6051-55 ³ ³ 14³ 9³ 5³ 3³ 19 12 56-6051-55 ³ ³ 26³ 34³ 18³ 17³ 19³ 12³ 63 63 61-6556-60 ³ ³ 12³ 14³ 3³ 5³ 15 19 61-6556-60 ³ ³ 10³ 26³ 9³18³ 15³ 19³ 34 63 66-7061-65 ³ ³ 6³12³ 2³ 3³ 815 66-7061-65 ³ ³ 7³10³ 6³ 9³ 8³15³ 21 34 71-7566-70 ³ ³ 3³ 6³ 0³ 2³ 3 8 71-7566-70 ³ ³ 8³ 7³ 2³ 6³ 3³ 8³ 13 21 >7571-75 ³ ³ 1³ 3³ 0³ 0³ 1 3 >7571-75 ³ ³ 5³ 8³ 2³ 2³ 1³ 3³ 813 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 1³ 0³ 1 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 5³ 2³ 1³ 8 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 912³ 170³ 1082 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 1160³ 860³ 1082³ 3102 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 912³ 170³ 1082 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 1160³ 860³ 1082³ 3102 (NumberÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ of Unknown = 474) (NumberÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ of Unknown = 1103) (Number of Unknown = 474) (Number of Unknown = 1103) Many unknown casualty ages in 1997& 98 due to reporting problems

Age of Casualties Age of Casualties

300 300

250 250

200 200

1996 150 1996 150 1997 1997 1998 100 1998 100 Number of casualties Number of casualties 50 50

0 0 0-5 >75 6-10 0-5 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75

Source: DMP Accident Data Unit Figure 6 10 Casualty by Class of Road User DMP 1998

CasualtiesCasualties inin 19981998 CasualtiesCasualties inin 1996-981996-98 AccidentsAccidents AccidentsAccidents CASUALTY INJURY YEAR CASUALTY CASUALTY INJURY CASUALTY YEAR CLASSCASUALTY ³Fatal³Griev³Simpl³ Total CLASSCASUALTY ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄCLASS ³Fatal³Griev³Simpl³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄCLASS ³ 1996³ 1997³ 1998³ Total Ped'nÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 254³ 291³ 13³ 558 Ped'nÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 433³ 497³ 558³ 1488 CyclePed'n ³³ 254³ 9³ 19³291³ 0³13³ 28558 CyclePed'n ³ ³ 35³433³ 28³497³ 28³558³ 148891 RickSCycle ³ ³ 51³ 9³ 195³ 19³ 31³ 0³ 277 28 RickSCycle ³ ³ 198³ 35³ 229³ 28³ 277³ 28³ 704 91 PushCRickS ³ ³ 6³51³ 15³195³ 1³31³ 22277 PushCRickS ³ ³ 10³198³ 11³229³ 22³277³ 43704 M/PushCCyc ³ ³ 8³ 6³ 29³ 15³ 4³ 1³ 41 22 M/PushCCyc ³ ³ 55³ 10³ 54³ 11³ 41³ 22³ 150 43 BabyTM/Cyc ³ ³ 26³ 8³ 206³ 29³ 34³ 4³ 266 41 BabyTM/Cyc ³ ³ 212³ 55³ 251³ 54³ 266³ 41³ 729 150 TempoBabyT ³³ 23³26³ 206³53³ 3³34³ 79266 TempoBabyT ³ ³ 87³212³ 82³251³ 79³266³ 248 729 MicrBTempo ³ ³ 2³23³ 28³ 53³ 2³ 3³ 32 79 MicrBTempo ³ ³ 18³ 87³ 18³ 82³ 32³ 79³ 68248 MiniBMicrB ³ ³ 15³ 2³ 28³ 28³ 3³ 2³ 46 32 MiniBMicrB ³ ³ 39³ 18³ 39³ 18³ 46³ 32³ 124 68 BusMiniB ³ ³ 10³ 15³ 42³ 28³ 2³ 3³ 54 46 BusMiniB ³ ³ 22³ 39³ 10³ 39³ 54³ 46³ 86124 CarBus ³ ³ 5³10³ 62³ 42³ 30³ 2³ 97 54 CarBus ³ ³ 93³ 22³ 89³ 10³ 97³ 54³ 279 86 JeepCar ³ ³ 0³ 5³ 62³4³ 5³30³ 997 JeepCar ³ ³ 7³93³ 12³ 89³ 9³97³ 28279 PickUJeep ³ ³ 0³ 0³ 14³ 4³ 5³ 5³ 19 9 PickUJeep ³ ³ 9³ 7³ 14³ 12³ 19³ 9³ 42 28 TruckPickU ³³ 3³0³ 14³3³ 0³ 5³ 619 TruckPickU ³ ³ 9³ 9³ 1³14³ 6³19³ 16 42 HeavTTruck ³ ³ 8³ 3³ 6³ 3³ 2³ 0³ 16 6 HeavTTruck ³ ³ 40³ 9³ 43³ 1³ 16³ 6³ 99 16 ArticHeavT ³ ³ 0³ 8³ 5³ 6³ 0³ 2³ 516 ArticHeavT ³ ³ 0³40³ 0³43³ 5³16³ 599 OilTArtic ³ ³ 0³ 0³ 0³ 5³ 0³ 0³ 0 5 OilTArtic ³ ³ 0³ 0³ 0³ 0³ 0³ 5³ 0 5 TractOilT ³³ 0³0³ 0³ 0³ 0³ 0³ 0 0 TractOilT ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 AnimlTract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 AnimlTract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 OtherAniml ³³ 0³0³ 1³ 0³ 0³ 0³ 1 0 OtherAniml ³ ³ 3³ 0³ 0³ 0³ 1³ 0³ 4 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 0³ 1³ 0³ 1 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄOther ³ 3³ 0³ 1³ 4 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 420³ 1001³ 135³ 1556 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 1270³ 1378³ 1556³ 4204 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 420³ 1001³ 135³ 1556 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄTotal ³ 1270³ 1378³ 1556³ 4204 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ

Casualty by Class of Road User Casualty by Class of Road User

600 600

500 500

400 400

300 1996 300 1996 1997 1997 200 1998 200 1998 Number of Casualties

Number of Casualties 100 100

0 0 Car OilT Bus Jeep Artic MiniB Tract Ped'n Cycle RickS MicrB Car PickU Truck OilT Animl Other Bus M/Cyc PushC BabyT HeavT Tempo Jeep Artic MiniB Tract Ped'n Cycle RickS MicrB PickU Truck Animl Other M/Cyc PushC BabyT HeavT Tempo

Source: DMP Accident Data Unit 11 Figure 7 Vehicles Involved and the Injuries of their Drivers DMP 1998

VehiclesVehicles inin 19981998 AccidentsAccidents DRIVER INJURY VEHICLE DRIVER INJURY TYPEVEHICLE ³Fatal³Griev³Simpl³NoInj³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTYPE ³Fatal³Griev³Simpl³NoInj³ Total CycleÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 9³ 14³ 0³ 0³ 23 RickSCycle ³ ³ 30³ 9³ 92³ 14³ 26³ 0³ 27³ 0³ 175 23 PushCRickS ³ ³ 5³30³ 6³92³ 1³26³ 1³27³ 13175 M/PushCCyc ³ ³ 8³ 5³ 22³ 6³ 4³ 1³ 11³ 1³ 45 13 BabyTM/Cyc ³ ³ 9³ 8³ 90³ 22³ 21³ 4³ 129³ 11³ 249 45 TempoBabyT ³³ 5³9³ 17³90³ 21³3³ 96³129³ 121 249 MicrBTempo ³ ³ 0³ 5³ 10³ 17³ 1³ 3³ 75³ 96³ 86121 MiniBMicrB ³ ³ 1³ 0³ 3³10³ 0³ 1³ 278³ 75³ 282 86 BusMiniB ³ ³ 0³ 1³ 1³ 3³ 0³ 0³ 210³ 278³ 211 282 CarBus ³ ³ 2³ 0³ 24³ 1³ 15³ 0³ 204³ 210³ 245 211 JeepCar ³ ³ 0³ 2³ 2³24³ 2³15³ 27³204³ 31245 PickUJeep ³ ³ 0³ 0³ 1³ 2³ 2³ 2³ 28³ 27³ 31 31 TruckPickU ³³ 1³0³ 1³1³ 0³ 2³ 10³ 28³ 12 31 HeavTTruck ³ ³ 0³ 1³ 0³ 1³ 2³ 0³ 328³ 10³ 330 12 ArticHeavT ³ ³ 0³ 0³ 0³ 0³ 0³2³ 328³ 4³ 3304 OilTArtic ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 1³ 4³ 1 4 TractOilT ³³ 0³0³ 0³ 0³ 0³ 0³ 1³ 1³ 1 1 AnimlTract ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0³ 1³ 0 1 OtherAniml ³³ 0³0³ 1³ 0³ 0³ 0³ 0³ 0³ 1 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 0³ 1³ 0³ 0³ 1 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 70³ 284³ 77³ 1430³ 1861 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 70³ 284³ 77³ 1430³ 1861 (NumberÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ of Unknown = 16) (Number of Unknown = 16)

Vehicles Involved in Accidents Vehicles Involved in Accidents

350 350

300 300

250 250

200 200 1996 1996 150 1997 150 1997 1998 100 1998 Number of Vehicles 100 Number of Vehicles 50 50

0 0 Car OilT Bus Jeep Artic MiniB Tract Car PickU Animl Cycle RickS MicrB Truck OilT Other Bus M/Cyc PushC BabyT Jeep HeavT Artic Tempo MiniB Tract PickU Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo

Source: DMP Accident Data Unit 12 Figure 8 Drivers Involved in Accidents DMP 1998

DriversDrivers inin 19981998 AccidentsAccidents DRIVER SEX DRIVER DRIVER SEX AGE DRIVER ³Male ³Femal³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ AGE ³Male ³Femal³ Total 0-5ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0 6-10 0-5 ³ ³ 1³ 0³ 0³ 0³ 1 0 11-15 6-10 ³ ³ 1³ 1³ 0³ 0³ 1 1 16-2011-15 ³ ³ 43³ 1³ 0³ 0³ 43 1 21-2516-20 ³ ³ 141³ 43³ 0³ 0³ 141 43 Many unknown driver 26-3021-25 ³ ³ 292³ 141³ 0³ 0³ 292 141 ages in 1998 due to 31-3526-30 ³ ³ 250³ 292³ 0³ 0³ 250 292 36-4031-35 ³ ³ 172³ 250³ 0³ 0³ 172 250 reporting problems 41-4536-40 ³ ³ 62³172³ 0³ 0³ 62172 46-5041-45 ³ ³ 8³62³ 0³ 0³ 862 51-5546-50 ³ ³ 1³ 8³ 0³ 0³ 1 8 56-6051-55 ³ ³ 2³ 1³ 0³ 0³ 2 1 61-6556-60 ³ ³ 0³ 2³ 0³ 0³ 0 2 66-7061-65 ³ ³ 0³ 0³ 0³ 0³ 0 0 71-7566-70 ³ ³ 0³ 0³ 0³ 0³ 0 0 >7571-75 ³ ³ 0³ 0³ 0³ 0³ 0 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ >75 ³ 0³ 0³ 0 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 973³ 0³ 973 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 973³ 0³ 973 (NumberÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ of Unknown = 904) (Number of Unknown = 904)

Ages of Drivers Involved in Accidents Ages of Drivers Involved in Accidents

300 300

250 250 200 200

150 150 100 100 Number of Drivers Number of Drivers 50 50

0 0 0-5 >75 6-10 0-5 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75

Source: DMP Accident Data Unit Figure 9 13 Vehicles Hitting Pedestrians DMP 1998

PedestrianPedestrian CasualtiesCasualties inin 19981998 AccidentsAccidents PEDESTRIAN INJURY VEHICLE PEDESTRIAN INJURY TYPEVEHICLE ³Fatal³Griev³Simpl³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTYPE ³Fatal³Griev³Simpl³ Total CycleÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 0³ 0³ 0³ 0 RickSCycle ³ ³ 1³ 0³ 1³ 0³ 0³ 0³ 2 0 PushCRickS ³ ³ 0³ 1³ 0³ 1³ 0³ 0³ 0 2 M/PushCCyc ³ ³ 2³ 0³ 3³ 0³ 1³ 0³ 6 0 BabyTM/Cyc ³ ³ 15³ 2³ 41³ 3³ 4³ 1³ 60 6 TempoBabyT ³ ³ 13³ 15³ 31³ 41³ 2³ 4³ 46 60 MicrBTempo ³ ³ 14³ 13³ 17³ 31³ 0³ 2³ 31 46 MiniBMicrB ³ ³ 41³ 14³ 42³ 17³ 4³ 0³ 87 31 BusMiniB ³ ³ 50³ 41³ 47³ 42³ 0³ 4³ 97 87 CarBus ³ ³ 17³ 50³ 46³ 47³ 1³ 0³ 64 97 JeepCar ³ ³ 2³17³ 4³46³ 0³ 1³ 664 PickUJeep ³ ³ 1³ 2³ 5³ 4³ 0³ 0³ 6 6 TruckPickU ³ ³ 0³ 1³ 2³ 5³ 1³ 0³ 3 6 HeavTTruck ³ ³ 80³ 0³ 50³ 2³ 0³ 1³ 130 3 ArticHeavT ³ ³ 1³80³ 1³50³ 0³ 0³ 1302 OilTArtic ³ ³ 0³ 1³ 0³ 1³ 0³ 0³ 0 2 TractOilT ³ ³ 1³ 0³ 0³ 0³ 0³ 0³ 1 0 AnimlTract ³ ³ 0³ 1³ 0³ 0³ 0³ 0³ 0 1 OtherAniml ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄOther ³ 0³ 0³ 0³ 0 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 238³ 290³ 13³ 541 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 238³ 290³ 13³ 541 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ (Number of Unknown = 17) (Number of Unknown = 17)

Pedestrian Casualties by Vehicle Type Pedestrian Casualties by Vehicle Type

140 140 120 120 100 100 80 80 1996 1996 60 1997 60 1997 1998 40 1998 40 20 20 Number of Pedestrian Casualties

Number of Pedestrian Casualties 0 0 Car OilT Bus Jeep Artic MiniB Car Tract PickU OilT Animl Cycle RickS MicrB Bus Truck Other M/Cyc PushC BabyT Jeep HeavT Artic Tempo MiniB Tract PickU Animl Cycle RickS MicrB Truck Other M/Cyc PushC BabyT HeavT Tempo

Source: DMP Accident Data Unit 15 Figure 10 Airport Road, Dhaka DMP 1996 - 1998

AirportAirport Road Road TongiTongi Bridge Bridge toto StaffStaff Road Road Level Level Crossing Crossing

Length of Road = 9.5km Length of Road = 9.5km

Number Number of of Accidents Accidents 1996 1997 1998 1996 1997 1998 Fatal 46 62 69 Fatal 46 62 69 Grievous 36 53 72 Grievous 36 53 72 Simple 2 8 5 Simple 2 8 5 Collision 6 7 16 Collision 6 7 16 Total 119 130 162 Total 119 130 162

FatalFatal Accidents Accidents = = 7.2/km/year 7.2/km/year ThisThis is is 11% 11% higher higher than than on on the the samesame road road in in 1997 1997 and and 72 72 times times higherhigher than than major major roads roads in in LondonLondon

OnOn these these plots plots the the accidents accidents are are colourcolour coded coded as as follows:- follows:- FatalFatal Accident Accident Red Red circle circle GrievousGrievous Accident Accident Green Green circle circle SimpleSimple Injury Injury Blue Blue circle circle MotorMotor Collisions Collisions Purple Purple circle circle

Source: DMP Accident Data Unit 16 Figure 11 Airport Road - Biswa Road (within 200m of intersection) DMP 1996 - 1998

MonthlyMonthly numbersnumbers ofof accidentsaccidents atat thethe sitesite YEAR YEAR MONTH ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄMONTH ³ 1996³ 1997³ 1998³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 4³ 0³ 2³ 6 Feb Jan ³ ³ 2³ 4³ 0³ 0³ 6³ 2³ 8 6 Mar Feb ³ ³ 1³ 2³ 1³ 0³ 0³ 6³ 2 8 Apr Mar ³ ³ 1³ 1³ 1³ 1³ 0³ 0³ 2 2 May Apr ³ ³ 2³ 1³ 0³ 1³ 2³ 0³ 4 2 Jun May ³ ³ 0³ 2³ 0³ 0³ 0³ 2³ 0 4 Jul Jun ³ ³ 0³ 0³ 0³ 0³ 0³ 0³ 0 0 Aug Jul ³ ³ 0³ 0³ 3³ 0³ 1³ 0³ 4 0 Sep Aug ³ ³ 2³ 0³ 1³ 3³ 0³ 1³ 3 4 Oct Sep ³ ³ 2³ 2³ 2³ 1³ 1³ 0³ 5 3 Nov Oct ³ ³ 1³ 2³ 1³ 2³ 2³ 1³ 4 5 Dec Nov ³ ³ 3³ 1³ 1³ 1³ 1³ 2³ 5 4 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ Dec ³ 3³ 1³ 1³ 5 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 18³ 10³ 15³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄÄÄÄÄÄTotal ³ 18³ 10³ 15³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄÄÄÄÄÄ

SeveritySeverity ofof accidentsaccidents atat thethe sitesite 1996-19981996-1998 ACCIDENT SEVERITY ACCIDENT SEVERITY YEAR ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄYEAR ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ1996 ³ 11³ 4³ 2³ 1³ 18 1996 ³³ 11³ ³ 4³³ 2³³ 1³³ 18 1997 ³³ 3³ ³ 5³ ³ 2³ ³ 0³ ³ 10 1997 ³³ 3³³ 5³³ 2³³ 0³³ 10 1998 ³³ 7³ ³ 6³ ³ 0³ ³ 2³ ³ 15 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 1998 ³ 7³ 6³ 0³ 2³ 15 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ ³ 21³ 15³ 4³ 3³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄTotal ³ 21³ 15³ 4³ 3³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Figure 12 Source: DMP Accident Data Unit 17 Khilkhet Bus Stand DMP 1996 - 1998

MonthlyMonthly numbersnumbers ofof accidentsaccidents atat thethe sitesite YEAR YEAR MONTH ³ 1996³ 1997³ 1998³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄMONTH ³ 1996³ 1997³ 1998³ Total JanÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 2³ 3³ 0³ 5 Feb Jan ³ ³ 0³ 2³ 0³ 3³ 0³ 0³ 0 5 Mar Feb ³ ³ 1³ 0³ 1³ 0³ 1³ 0³ 3 0 Apr Mar ³ ³ 0³ 1³ 1³ 1³ 5³ 1³ 6 3 May Apr ³ ³ 1³ 0³ 2³ 1³ 0³ 5³ 3 6 Jun May ³ ³ 0³ 1³ 1³ 2³ 2³ 0³ 3 3 Jul Jun ³ ³ 0³ 0³ 0³ 1³ 4³ 2³ 4 3 Aug Jul ³ ³ 0³ 0³ 1³ 0³ 2³ 4³ 3 4 Sep Aug ³ ³ 2³ 0³ 1³ 1³ 3³ 2³ 6 3 Oct Sep ³ ³ 2³ 2³ 3³ 1³ 0³ 3³ 5 6 Nov Oct ³ ³ 1³ 2³ 0³ 3³ 1³ 0³ 2 5 Dec Nov ³ ³ 1³ 1³ 0³ 0³ 2³ 1³ 3 2 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ Dec ³ 1³ 0³ 2³ 3 TotalÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄ ³ 10³ 13³ 20³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄTotal ³ 10³ 13³ 20³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄ

SeveritySeverity ofof accidentsaccidents atat thethe sitesite 19961996 -- 19981998 ACCIDENT SEVERITY ACCIDENT SEVERITY YEAR ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ YEAR ³Fatal³Griev³Simpl³Colln³ Total ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ1996 ³ 4³ 4³ 1³ 1³ 10 19971996 ³³ 8³4³ 2³4³ 1³1³ 2³1³ 1310 19981997 ³³ 6³8³ 11³ 2³ 1³1³ 2³2³ 2013 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄ 1998 ³ 6³ 11³ 1³ 2³ 20 ÄÄÄÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÅÄÄÄÄÄÄÄTotal ³ 18³ 17³ 3³ 5³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ Total ³ 18³ 17³ 3³ 5³ 43 ÄÄÄÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÁÄÄÄÄÄÄÄ

Source: DMP Accident Data Unit Figure 13 18 Chittagong Road, Dhaka DMP 1996 - 1998

Number Number of of Accidents Accidents Chittagong Road 1996 1997 1998 Chittagong Road 1996 1997 1998 Jatrabari Crossing Fatal 34 29 32 Jatrabari Crossing Fatal 34 29 32 to Grievous 12 29 39 to Grievous 12 29 39 End of DMP Area Simple 2 3 0 End of DMP Area Simple 2 3 0 Collision 4 4 8 Collision 4 4 8 Length of Road = 5.0 km Total 52 65 79 Length of Road = 5.0 km Total 52 65 79

FatalFatal Accidents Accidents = = 6.4/km/year 6.4/km/year Note:Note: The The number number of of accidents accidents increased increased 21.5% 21.5% in in 1998 1998 butbut the the number number of of grievous grievous accidents accidents increased increased 34.5 34.5

Source: DMP Accident Data Unit 19 Figure 14 Darussalam Road DMP 1996 - 1998

High number of Head-On Collisions in 1996-97

Collision Type Collision Type

12 12

10 10

8 8 Collision 6 SimpleCollision 6 Simple Grievous Grievous 4 Fatal 4 Fatal Number of Accidents

Number of Accidents 2 2

0 0 Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO

No Head-On Collisions in 1998 Collision Type

10 9 8 7 6 5 1996 4 1997 3 1998

Number of Accidents 2 1 0 Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO

Source: DMP Accident Data Unit 21 Figure 15 4. Conclusions

4.1 The number of registered motor vehicles in Bangladesh has increased from 40,800 in 1971 to 491,168 in 1998. But the road networks, safety measures and traffic awareness among the people is very inadequate compared to this increase. To bring this situation under control is not only the responsibility of Traffic Police but also other concerned organizations.

4.2 The increasing phenomenon of road accidents is alarming. In 1998, 3085 persons died on the roads in Bangladesh. The rate of road death per 10,000 registered vehicles was 63, which is one of the highest in the world.

4.3 The accident reporting system that has been developed with DMP is not just a bureaucratic exercise. If the reporting is properly functioning and the information is generated and analyzed correctly, the concerned organizations can identify the black spots, faulty road maintenance, traffic systems, and the necessary steps can be taken. People’s participation is also very important to make this a success.

4.4 This report shows that the vulnerable road users (pedestrians, cyclists, rickshaw and baby taxi passengers) continue to be the main victims of road accidents in Dhaka.

4.5 The increase in road death in DMP area (12%) occurring over the last year continues to draw attention to the fact that a sustained effort is required from all those involved in the field of road safety, both as practitioners and as road users.

22 Dhaka Metropolitan Police Traffic Accident Analysis Annual Report 1999 C O N T E N T S

Page

SECTION 1 Introduction 2

SECTION 2 Traffic Accident Reporting System 3

SECTION 3 Analysis of the Data 3

Figure 1: Summary of Accidents and Casualties 4 Table 1: 1999 Casualties in DMP Area: mode of travel by severity of casualty 5 Figure 2: Casualty by Class of Road User 6 Table 2: 1999 Casualties in DMP Area by Severity and Day of Week 8 Figure 3: Casualties by Day of Week 9 Table 3: 1999 Casualties in DMP Area by Driver Involved in Accidents 10 Figure 4: Vehicles Involved and the Injuries of their Drivers 11 Table 4: 1999 Pedestrian Casualties in DMP Area by Vehicle Type 12 Figure 5: Vehicles Hitting Pedestrians 13 Table 5: 1999 Casualties in DMP Area by Severity and time of day 14 Table 6: 1999 Accidents in DMP Area by Severity and Thana 16 Figure 6: Accidents by Thana 17 Table 7: 1999 Casualties in DMP Area by Age group 18 Figure 7: Casualty by Age 19 Table 8: 1999 Casualties in DMP Area by Sex 20 Table 9: 1999 Casualties in DMP Area by Severity and Junction detail 21 Table 10: Pedestrian Casualties in DMP Area by Severity and Action 23 Figure 8: Airport Road Dhaka 24 Figure 9: Airport Road-Biswa Road 25 Figure 10: Khilkhet Bus Stand 26 Figure 11: Chittagong Road Dhaka 27

SECTION 4 Conclusion 28 1 Introduction

1.1 This report was produced for Dhaka Metropolitan Police by Quazi Zakaria Islam, Road Safety Specialist from the Institutional Development Component (IDC) of the Third Road Rehabilitation and Maintenance Project. IDC is funded by the British Government’s Department for International Development (DFID).

1.2 This report summarizes the accident data collected on the Accident Report Form, which has been adopted as a part of the FIR of accident cases. It is believed that a large proportion of all traffic accidents remains unreported to the Police.

1.3 This report is a follow-up one and is designed specifically to assess the changes since 1996. The analysis presented here is part of the picture. Without the full co-operation of DMP this report, and all other detailed accident investigation work, would not be possible.

1.4 The absolute values within the tables of this report must be treated cautiously, because the reporting system has not attained excellence up to desired level.

2 2 Traffic Accident Reporting System

2.1 In the DMP area, for each accident a Sub-Inspector in the Police station completes the new traffic accident report form. The grid coordinates are added in DMP HQ where all the forms are being collected from the Police stations. Then the accident data is typed into a computer.

2.2 The data are presented in the report in two ways; firstly, to present a more detailed picture of accident, casualty and vehicle factors during 1999 in DMP area, and secondly, to show how the main accident, casualty, severity and vehicle trends in DMP compare with previous years. The factors include severity of accident and casualty, junction control, class of road user, age and sex of casualty and vehicle type.

3 Analysis of the Data

3.1 Data from 1996-1999 has been used for this report. The report contains only a small selection of the possible outputs. Further information can be obtained from the accident data unit at DMP HQ and from the National Road Safety Council (NRSC).

3.2 In 1999 there were 892 accidents reported to the Dhaka Metropolitan Police (Figure 1). A single accident often involves more than one person being injured. The 1079 casualties resulted from 892 accidents consisting of, 314 Fatal; 512 Grievous; and 253 Simple injury. Overall casualty figures fall by 31% in 1999 to 1079. Total number of death was 314. This was the first fall in last few years and the total is 26% below the 1998 level.

3.3 In Table 1 it is clear that pedestrian was the dominant type of accident. The 417 pedestrian casualties in 1999 accounted for 39% of all casualties. Compared with 1998 casualties (Figure 2), this showed a decrease of 35%, 3 2 Traffic Accident Reporting System

2.1 In the DMP area, for each accident a Sub-Inspector in the Police station completes the new traffic accident report form. The grid coordinates are added in DMP HQ where all the forms are being collected from the Police stations. Then the accident data is typed into a computer.

2.2 The data are presented in the report in two ways; firstly, to present a more detailed picture of accident, casualty and vehicle factors during 1999 in DMP area, and secondly, to show how the main accident, casualty, severity and vehicle trends in DMP compare with previous years. The factors include severity of accident and casualty, junction control, class of road user, age and sex of casualty and vehicle type.

3 Analysis of the Data

3.1 Data from 1996-1999 has been used for this report. The report contains only a small selection of the possible outputs. Further information can be obtained from the accident data unit at DMP HQ and from the National Road Safety Council (NRSC).

3.2 In 1999 there were 892 accidents reported to the Dhaka Metropolitan Police (Figure 1). A single accident often involves more than one person being injured. The 1079 casualties resulted from 892 accidents consisting of, 314 Fatal; 512 Grievous; and 253 Simple injury. Overall casualty figures fall by 31% in 1999 to 1079. Total number of death was 314. This was the first fall in last few years and the total is 26% below the 1998 level.

3.3 In Table 1 it is clear that pedestrian was the dominant type of accident. The 417 pedestrian casualties in 1999 accounted for 39% of all casualties. Compared with 1998 casualties (Figure 2), this showed a decrease of 35%, 3 which is not similar to that recorded in the previous year. Pedestrian fatalities decreased by 16% from 254 to 218, grievous injuries decreased by 45% to 162. But out of a total 314 deaths 218 were the pedestrians i.e. almost 69 %. Rickshaw passenger was the other major casualty class. The details class of casualty in the accident shown in the Table.

3.4 Casualty accidents by day of the week are shown in Table 2. On Saturdays maximum number of casualties happened which was followed by Mondays. The other days of the week are broadly similar. The highest number of both fatal and grievous casualty accidents also occurs on Saturdays. Year wise casualty data by day of week shown in Figure 3.

3.5 Within the Dhaka Metropolitan Area there was a total of 1365 vehicles involved in the 1079 personnel injury accidents (Table 3), which represents a decrease of 27% compared with 1998. Trucks accounted for 21% of all vehicles involved in accidents, followed by bus (14%), minibus (12%), babytaxi and rickshaw (both 9%) shown in Figure 4.

3.6 Truck was the biggest vehicle group that hit the pedestrians. The Bus and Minibus also are featuring strongly. The analysis in Table 4 shows that trucks are not only the most frequent vehicles to hit pedestrians but they inflict the most severe injuries. The year wise (1996-1999) variations are also shown in Figure 5.

3.7 Table 5 shows that although the number of accidents during the night is lower than during the day there are a significant number occurring at all hours. It is notable that the number of accidents drops at 9 a.m. and at 6 p.m. This is possibly due to peaks in traffic congestion, which reduces vehicle speeds at these times. The highest number of fatal accidents occurs between 10 a.m. and 11 a.m. when total number of accident is also high.

7 3.8 The highest casualty of accidents is within Demra with about 18 % of all reported accidents involving a fatality and has the second highest number of accidents (Table 6). It shows in Figure 6 a dramatic variation from 1996-1999 with Tejgaon having the most accidents.

3.9 This section considers casualties where the age of the casualty was known, which in 1999 was 80% of all casualties (Table 7). The distribution of casualties by age group is similar to that recorded in 1998 (Figure 7). The children in the under 11 age group are almost 12 % of the casualty accidents. In 1999, there were 711 adult casualties aged between 16 and 50 years, which is a decrease of 14% compared with 1998.

3.10 The distribution of casualties by sex shows in Table 8. There are considerable differences in the distribution of casualties when the sex of the casualty is taken into account. In 1999, males accounted for 85% of all casualties with females comprising only 15%, and these proportions are very similar to those of the previous years. The breakdown by casualty sex reveals that over 85 % are male although for child casualties only 5 % are male.

3.11 Table 3 shows the dominant vehicle type for DMP accidents is the truck despite the large number of other vehicles on the roads of Dhaka city. Though the trucks are involved in many accidents but it shows that their drivers are very rarely injured. Where as rickshaws is less frequently involved in accidents but the rickshaw-pullers is very likely to be killed or injured. As in maximum cases the drivers ran away from the scene of the accident, so the drivers’ age were recorded as having unknown.

3.12 Casualty accidents on the straight road continued to account for the majority of accidents, amounting to 58% (Table 9). The number of casualty accidents at or within 30 meters of junction increased by 4% compared with 1998, although the proportion decreased by 22%. The junction types with the largest proportion of accidents were “T”, where 20% of all casualty accidents occurred and “crossroad” where 13% were recorded. 15 3.13 Due to lack of safe pedestrian facilities it shows in Table 10 that most pedestrians were either hit when crossing the road or when walking along roadside. The other type of pedestrian’s action shows in detail in the Table.

3.14 Airport Road is the main highway from Dhaka to Mymensingh and the northern areas of Bangladesh (Figure 8). A total of 105 accidents were reported along this road of about 9.5-km length. 58 of these accidents involved a fatality making an accident rate of 6.1 fatal accidents per kilometre per year.

3.15 Pedestrians’ accidents are dominant at the Airport Road-Biswa Road inter section. The accident situation on this intersection continues to get worse as no safety measures had been taken since last 3 years. During the last 4 years (1996-1999) a total of 55 accidents were recorded by DMP within 300m of the junction (Figure 9). Of these accidents 27 were fatal accidents.

3.16 Just 1 km north of the Airport Road-Biswa Road junction at Khilkhet bus stand a pedestrian over-bridge was provided in late 1997. The effect of the over-bridge has dramatically reduced the number of fatal accidents. Figure 10 shows details of the accidents at Khilkhet. These findings show the usefulness of the DMP accident reporting system.

3.17 The main highway from Dhaka to south-east and the north-east of Bangladesh is another one of the identified blackspots. Along a 5-km stretch of road under the DMP area a total of 68 accidents were recorded during 1999 (Figure 11). 26 of these accidents involved a fatality making an accident rate of 5.2 fatal accidents per kilometre per year.

22 Summary of Accidents and Casualties DMP 1996 - 1999

Accident by Severity 1996-1999 Accidents year 600 Severity 1996 1997 1998 1999 Total 500 1996 Fatal 343 363 399 304 1409 400 1997 Grievous 384 474 593 328 1779 300 1998 Simple 171 117 64 122 474 1999 Collision 103 169 146 138 556 200 Total 1001 1123 1202 892 4218 100 Number of Accidents 0 Fatal Grievous Simple Collision

Casualties by Severity

1996-1999 Casualties 1200 year 1000 1996 Severity 1996 1997 1998 1999 Total 800 1997 1998 Fatal 369 374 420 314 1477 600 1999 Grievous 529 731 1001 512 2773 400 Simple 373 273 135 253 1034 Number of Casualties 200 Total 1271 1378 1556 1079 5284 0 Fatal Grievous Simple

Source: DMP Accident Data Unit 4 Figure 1 Table 1 1999 Casualties in DMP Area : mode of travel by severity of casualty

Mode of Travel Fatal Grievous Simple Total (%)

Pedestrian 218 162 37 417 38.7 Cycle 8 11 1 20 1.9 Rickshaw 30 108 37 175 16.2 Pushcart 5 6 1 12 1.1 Motor Cycle 4 26 11 41 3.8 BabyTaxi 12 84 49 145 13.2 Tempo 5 16 18 39 3.6 Microbus 4 5 6 15 1.4 Minibus 6 19 7 32 3.0 Bus 9 10 21 40 3.7 Car 4 14 33 51 4.8 Jeep 0 2 2 4 0.4 Pickup 1 13 3 17 1.6 Truck 8 36 27 71 6.6 Total 314 512 253 1079 100% Casualty by Class of Road User DMP 1996-1999

Year Casualty Class 1996 1997 1998 1999 Total Pedestrian 434 497 558 417 1906 Cycle 35 28 28 20 111 Rickshaw 198 229 277 175 879 Pushcart 10 11 22 12 55 Motor Cycle 55 54 41 41 191 BabyTaxi 212 251 266 145 874 Tempo 87 82 79 39 287 Microbus 18 18 32 15 83 Minibus 39 39 46 32 156 Bus 22 10 54 40 126 Car 93 89 97 51 330 Jeep 7 12 9 4 32 Pickup 9 14 19 17 59 Truck 49 44 22 71 186 Other 3 0 6 0 9 Total 1271 1378 1556 1079 5284

Casualty by Class of Road User 600

500

400 1996 1997 300 1998 1999

200

100

0

Source: DMP Accident Data Unit 6 Figure 2 Table 2 1999 Casualties in DMP Area by Severity and Day of week

Day of Week Fatal Grievous Simple Total (%)

Monday 53 78 32 163 15.2

Tuesday 46 82 33 161 15.0

Wednesday 43 69 47 159 14.8

Thursday 36 68 37 141 13.1

Friday 45 60 30 135 12.5

Saturday 56 87 45 188 17.1

Sunday 35 68 29 132 12.3

Total 314 512 253 1079 100.0 Casualties by Day of Week DMP 1996-1999

1996 - 1999 Casualties

Year Day of Week 1996 1997 1998 1999 Total Monday 212 159 231 163 765 Tuesday 148 210 187 161 706 Wednesday 179 168 237 159 743 Thursday 203 256 205 141 805 Friday 189 242 230 135 796 Saturday 187 173 250 188 798 Sunday 153 170 216 132 671 Total 1271 1378 1556 1079 5284

Casualties by Day of Week

300

250

1996 200 1997 1998 150 1999

100 Number of Casualties

50

0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Source: DMP Accident Data Unit Figure 3 9 Table 3 1999 Casualties in DMP Area by Driver involved in Accidents

Vehicle Type Fatal Grievous Simple No Injury Total (%)

Cycle 7 11 1 1 20 1.5

Rickshaw 21 59 27 20 127 9.3

Pushcart 5 2 1 0 8 0.6

Motor Cycle 3 19 8 9 39 2.9

Baby Taxi 6 35 26 60 127 9.3

Tempo 2 6 6 66 80 5.9

Microbus 1 2 1 53 57 4.2

Minibus 0 1 0 167 167 12.3

Bus 0 1 2 189 192 14.1

Car 1 5 10 165 181 13.3

Jeep 0 0 2 26 28 2.1

Pickup 0 4 1 34 39 2.9

Truck 1 5 2 284 292 21.3

Other 0 0 0 7 7 0.5

Total 47 150 87 1081 1365 100.0 Vehicles Involved and the Injuries of their Drivers DMP 1996-1999

Year

Vehicle Type 1996 1997 1998 1999 Total Cycle 30 28 23 20 101 Rickshaw 140 158 175 120 600 Pushcart 11 8 13 8 40 Motor Cycle 54 54 45 39 192 BabyTaxi 227 246 249 127 849 Tempo 81 100 121 80 382 Microbus 61 64 86 57 268 Minibus 221 254 282 168 925 Bus 151 146 211 192 700 Car 207 258 245 181 891 Jeep 21 45 31 28 125 Pickup 23 18 31 39 111 Truck 320 368 342 292 1322 Other 11 6 7 7 31 Total 1558 1753 1861 1365 6537

Vehicles involved in Accidents

400 350 300 250 1996 200 1997 150 1998 100 1999 Number of Vehicles 50 0 Car Bus Jeep Cycle Truck Other Pickup Tempo Minibus Pushcart Microbus Rickshaw Baby Taxi Motor Cycle

Source: DMP Accident Data Unit 11 Figure 4 Table 4 1999 Pedestrian Casualties in DMP Area by Vehicle Type

Vehicle Type Fatal Grievous Simple Total (%)

Motor Cycle 3 3 1 7 1.8

BabyTaxi 4 15 7 26 6.6

Tempo 11 22 6 39 9.9

Microbus 10 10 1 21 5.3

Minibus 19 25 4 48 12.2

Bus 53 22 5 80 20.3

Car 11 19 5 35 8.9

Jeep 3 3 0 6 1.5

Pickup 5 6 1 12 3.0

Truck 76 34 7 117 28.9

Articulated 0 2 0 2 0.5 Truck Other 3 1 0 4 1.0

Total 198 * 162 37 397 100.0

Number of Unknown 20 Vehicles Hitting Pedestrians DMP 1996-1999

Year

Vehicle Type 1996 1997 1998 1999 Total Rickshaw 2 1 2 0 5 Motor Cycle 9 9 6 7 31 BabyTaxi 62 58 60 26 206 Tempo 17 30 46 39 132 Microbus 23 16 31 21 91 Minibus 77 104 87 48 316 Bus 66 58 97 80 301 Car 38 72 64 35 209 Jeep 3 4 6 6 19 Pickup 3 7 6 12 28 Truck 122 133 133 117 505 Other 5 4 3 6 18 Total 427 496 541 397* 1861 * Number of Unknown 20

Pedestrian Casualties by Vehicle Type

140

120

100

80 1996 60 1997

40 1998 1999 20 Number of Pedestrian Casualties 0 Car Bus Jeep Truck Other Pickup Tempo Minibus Microbus Rickshaw Baby Taxi Motor Cycle

Source: DMP Accident Data Unit 13 Figure 5 Table 5 1999 casualties in DMP Area by Severity and time of day

Time Fatal Grievous Simple Total (%)

00.00-00.59 5 8 3 16 1.5 01.00-01.59 9 5 4 18 1.7 02.00-02.59 12 10 7 29 2.7 03.00-03.59 8 8 8 24 2.2 04.00-04.59 4 8 3 15 1.4 05.00-05.59 12 18 4 34 3.2 06.00-06.59 17 21 4 42 3.5 07.00-07.59 14 21 16 51 4.7 08.00-08.59 20 24 12 56 5.2 09.00-09.59 11 27 13 51 4.8 10.00-10.59 26 27 19 72 6.5 11.00-11.59 16 25 21 62 5.7 12.00-12.59 11 38 7 56 5.2 13.00-13.59 18 39 5 62 5.8 14.00-14.59 13 36 18 67 6.3 15.00-15.59 13 15 17 45 4.2 16.00-16.59 14 24 12 50 4.7 17.00-17.59 11 27 13 51 4.8 18.00-18.59 12 18 10 40 3.7 19.00-19.59 18 25 15 58 5.4 20.00-20.59 11 18 11 40 3.7 21.00-21.59 14 24 9 47 4.4 22.00-22.59 13 23 10 46 4.3 23.00-23.59 12 23 12 47 4.4 Total 314 512 253 1079 100.0 Table 6 1999 Accidents in DMP Area by Severity and Thana

Thana Fatal Grievous Simple Collision Total (%) Ramna 33 57 34 52 176 19.7 Motijheel 8 33 14 13 68 7.6 Sabujbag 4 9 1 1 15 1.7 Sutrapur 4 7 1 2 14 1.6 Kotwali 4 6 0 1 11 1.2 Demra 55 48 21 15 139 15.6 Lalbag 1 0 0 2 3 0.3 Dhanmandi 5 8 7 2 22 2.5 Tejgaon 47 34 10 29 120 13.5 Mohammadpur 7 8 5 0 20 2.2 Mirpur 11 10 1 2 24 2.7 Gulshan 24 31 6 9 70 7.8 Cantonment 21 21 8 1 51 5.7 Uttara 32 23 4 4 63 7.1 Pallabi 4 2 1 0 7 0.8 Badda 21 7 1 0 29 3.3 Kafrul 8 11 3 4 26 2.9 Khilgaon 3 5 3 1 12 1.3 Hajaribag 0 0 0 0 0 0.0 Kamrangichar 0 1 0 0 1 0.1 Shyampur 12 7 2 0 21 2.4 Total 304 328 122 138 892 100.0 Accidents by Thana DMP 1996-1999

Year Sl no Thana 1996 1997 1998 1999 Total 1 Ramna 104 137 203 176 620 2 Motijheel 70 85 71 68 294 3 Sabujbag 41 62 43 15 161 4 Sutrapur 46 49 41 14 150 5 Kotwali 21 11 20 11 63 6 Demra 134 137 186 139 596 7 Lalbag 7 25 16 3 51 8 Dhanmandi 23 31 51 22 127 9 Tejgaon 175 189 191 120 675 10 Mohammadpur 33 34 16 20 103 11 Mirpur 100 114 77 24 315 12 Gulshan 86 80 77 70 313 13 Cantonment 97 98 138 51 384 14 Uttara 49 57 62 63 231 15 Pallabi 15 14 10 7 46 16 Badda 0 0 0 29 29 17 Kafrul 0 0 0 26 26 18 Khilgaon 0 0 0 12 12 19 Hajaribag 0 0 0 0 0 20 Kamrangichar 0 0 0 1 1 21 Shyampur 0 0 0 21 21 Total 1001 1123 1202 892 4218

Thana serial no. 16-21 started from 1999

Accidents by Thana

250

200

150 1996 1997 100 1998 1999 Number of Accidents 50

0 Uttara Kafrul Mirpur Pallabi Demra Badda Lalbag Ramna Kotwali Tejgaon Gulshan Motijheel Khilgaon Sutrapur Sabujbag Hajaribag Shyampur Dhanmandi Cantonment Kamrangichar Mohammadpur

Source: DMP Accident Data Unit 17 Figure 6 Table 7 1999 Casualties in DMP Area by age group *

Age Fatal Grievous Simple Total (%) 0-5 12 5 1 18 2.1 6-10 21 17 3 41 4.8 11-15 19 19 5 43 4.9 16-20 33 46 22 101 11.6 21-25 33 70 34 137 15.7 26-30 47 86 44 177 20.4 31-35 23 58 35 116 13.5 36-40 14 48 24 86 10.0 41-45 26 20 10 56 6.5 46-50 27 9 2 38 4.2 51-55 9 3 3 15 1.7 56-60 11 6 1 18 2.1 61-65 3 5 2 10 1.2 66-70 5 3 0 8 0.9 71-75 1 0 0 1 0.1 >75 3 1 0 4 0.5 Total 287 396 186 869 100.0

* Number of Unknown 210 Casualty by Age DMP 1996-1999

Casualties in 1996-99 Accidents

Year Casualty Age 1996 1997 1998 1999 Total 0-5 21 23 26 18 88 6-10 45 52 67 41 205 11-15 53 47 57 43 200 16-20 73 77 105 101 356 21-25 193 130 174 137 634 26-30 257 169 234 177 837 31-35 158 120 170 116 564 36-40 115 84 87 86 372 41-45 103 63 60 56 282 46-50 52 41 44 38 175 51-55 34 17 12 15 78 56-60 26 18 19 18 81 61-65 10 9 15 10 44 66-70 7 6 8 8 29 71-75 8 2 3 1 14 >75 5 2 1 4 12 Total 1160 860 1082 869* 3971 *Number of Unknown 210

Age of Casualties

300

250

200 1996 150 1997 1998 100 1999 50 Number of Casualties 0 0-5 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 Years

Source: DMP Accident Data Unit Figure 7 19 Table 8 1999 Casualties in DMP Area by Sex

Casualty Age Male Female Total (%)

0-5 6 12 18 2.1 6-10 28 13 41 4.8 11-15 32 11 43 4.9 16-20 83 18 101 11.6 21-25 117 20 137 15.7 26-30 160 17 177 20.4 31-35 102 14 116 13.5 36-40 78 8 86 10.0 41-45 48 8 56 6.5 46-50 34 4 38 4.2 51-55 13 2 15 1.7 56-60 13 5 18 2.1 61-65 8 2 10 1.2 66-70 7 1 8 0.9 71-75 1 0 1 0.1 >75 3 1 4 0.5

Total 733 136 869* 100.0

* Number of Unknown 210 Table 9 1999 Casualties in DMP Area by Severity and Junction detail

Junction Type Fatal Grievous Simple Total (%)

Not Junction 200 291 135 626 58.5

Crossing 29 60 50 139 13.0

T-Junction 58 111 49 218 20.4

Staggered 1 1 1 3 0.3

Round-about 22 44 17 83 7.7

Railway crossing 0 2 1 3 0.3

Other 4 3 0 7 0.7

Total 314 512 253 1079 100.7 Table 10 Pedestrian Casualties in DMP Area by Severity and Action

Pedestrian action Fatal Grievous Simple Total

Not crossing 23 29 16 68

Crossing road 135 81 15 231

On Road 2 2 0 4

On footpath or edge 56 50 6 112

Playing on road 2 0 0 2

Total 218 162 37 417

0% 16% 27%

Not crossing

Crossing road 1% On Road

On footpath or edge

Playing on road 56%

23 Airport Road, Dhaka DMP 1996 - 1999

AirportAirport Road Road TongiTongi Bridge Bridge toto StaffStaff Road Road Level Level Crossing Crossing

Length of Road = 9.5km Length of Road = 9.5km

Number of Accidents Number of Accidents 1996 1997 1998 1999 1996 1997 1998 1999 Fatal 46 62 69 58 Fatal 46 62 69 58 Grievous 36 53 72 36 Grievous 36 53 72 36 Simple 2 8 5 8 Simple 2 8 5 8 Collision 6 7 16 3 Collision 6 7 16 3 Total 119 130 162 105 Total 119 130 162 105

FatalFatal Accidents Accidents = = 6.1/km/year 6.1/km/year ThisThis is is a a dramatic dramatic change change since since lastlast 4 4 years. years. The The Fatal Fatal rate rate is is 16%16% less less than than on on the the same same road road inin 1998. 1998.

OnOn these these plots plots the the accidents accidents are are colourcolour coded coded as as follows:- follows:- FatalFatal Accident Accident Red Red circle circle GrievousGrievous Accident Accident Green Green circle circle SimpleSimple Injury Injury Blue Blue circle circle MotorMotor Collisions Collisions Purple Purple circle circle

Source: DMP Accident Data Unit Figure 8 24 Airport Road - Biswa Road (within 200m of intersection) DMP 1996 - 1999

Monthly numbers of accidents at the site

Year Month 1996 1997 1998 1999 Total Jan 4 0 2 0 6 Feb 2 0 6 0 8 Mar 1 1 0 1 3 Apr 1 1 0 3 5 May 2 0 2 1 5 Jun 0 0 0 1 1 Jul 0 0 0 4 1 Aug 0 3 1 1 8 Sep 2 1 0 0 4 Oct 2 2 1 1 5 Nov 1 1 2 0 5 Dec 3 1 1 0 5 Total 18 10 15 12 55

Severity of accidents at the site 1996-1999

Accident Severity

Year Fatal Grievous Simple Collision Total 1996 11 4 2 1 18 1997 3 5 2 0 10 1998 7 6 0 2 15 1999 6 5 0 1 12 Total 27 20 4 4 55

Figure 9 Source: DMP Accident Data Unit 25 Khilkhet Bus Stand DMP 1996 - 1999

Monthly numbers of accidents at the site

Year Month 1996 1997 1998 1999 Total Jan 2 3 0 0 5 Feb 0 0 0 0 0 Mar 1 1 1 0 3 Apr 0 1 5 1 7 May 1 2 0 1 4 Jun 0 1 2 0 3 Jul 0 0 4 0 4 Aug 0 1 2 1 4 Sep 2 1 3 1 7 Oct 2 3 0 1 6 Nov 1 0 1 0 2 Dec 1 0 2 0 3 Total 10 13 20 5 48

Severity of accidents at the site 1996-1999

Accident Severity

Year Fatal Grievous Simple Collision Total 1996 4 4 1 1 10 1997 8 2 1 2 13 1998 6 11 1 2 20 1999 3 1 1 0 5 Total 21 18 4 5 48

Source: DMP Accident Data Unit Figure 10 26 Chittagong Road, Dhaka DMP 1996 - 1999

Chittagong Road Number of Accidents Chittagong Road Number of Accidents Jatrabari Crossing 1996 1997 1998 1999 Jatrabari Crossing 1996 1997 1998 1999 to Fatal 34 29 32 26 to Fatal 34 29 32 26 End of DMP Area Grievous 12 29 39 22 End of DMP Area Grievous 12 29 39 22 Simple 2 3 0 12 Simple 2 3 0 12 Collision 4 4 8 8 Length of Road = 5.0 km Collision 4 4 8 8 Length of Road = 5.0 km Total 52 65 79 68 Total 52 65 79 68

FatalFatal Accidents Accidents = = 5.2/km/year 5.2/km/year Note:Note: The The number number of of accidents accidents decreased decreased 14% 14% in in 1999 1999 but but thethe number number of of simple simple accidents accidents increased increased from from 0 0 to to 12 12

Figure 11 Source: DMP Accident Data Unit 27 4 Conclusions

4.1 The DMP area comprises of 21 Thanas of Dhaka city. It forms the largest of the Metropolitan areas in Bangladesh and due to its large size and concentration of vehicles and pedestrian activities, accounts for some 22 % of the total accidents in Bangladesh.

4.2 In 1999 in DMP the number of accidents reported to the Police was 892, it is well established that many non-fatal accidents do not get reported to the police so the actual number is actually much higher.

4.3 This reporting system (MAAP) is still a significant problem. If details of all road traffic accidents in DMP area were available a fuller picture of the problems would be possible.

4.4 This report provides background statistics on personal injury road traffic accidents occurring within the DMP area to assist in policy formulation for road safety, traffic and transport planning studies, including the production of road safety plans, and for reference purposes. Some authorities have started engineering execution for solving the above problems with help of these data.

4.5 In DMP area some accident black spots have been identified for engineering measures. Improvement in the road design at these accident black spots will not only save lives but also it will reduce the number of police officers required to patrol the site.

28 Bangladesh Police Road Traffic Accidents National Report

1998 C O N T E N T S

Page

A Message from the Inspector General of Police 1

SECTION 1 Introduction 2

SECTION 2 Traffic Accident Reporting System 3

SECTION 3 Comparison between official Police Statistics and MAAP data 4

Figure 1: Variation between MAAP data and official Police data 6

SECTION 4 Analysis of the Data 7

Figure 2: Summary of Accidents and Casualties 8

Figure 3: Accidents by Collision Type 9

Figure 4: Casualties by Class of Road User 10

Figure 5: Pedestrians Hit by Vehicles 11

Figure 6: Accidents by Light Conditions 12

Figure 7: Casualties by Age and Sex 13

Figure 8: Vehicles by Accident Severity 15

Figure 9: Accidents by Road Class 16

Figure 10: Collision Type by Road Class 17

SECTION 5 Conclusion 18

Explanation of Terms 19

1 INTRODUCTION

1.1. This report was produced for the Bangladesh Police by Quazi Zakaria Islam of the Institutional Development Component (IDC) of the Third Road Rehabilitation and Maintenance Project (RRMP3). IDC is funded by the British Government’s Department for International Development (DFID).

1.2. The report presents an analysis of road traffic accidents in 1998, based on data collected by the Bangladesh Police using a new computerized reporting system. It should be noted that the new reporting system was not fully operated throughout the country in 1998. Consequently the total number of accidents and casualties reported here is a considerable under-estimate, and regional comparisons cannot be made.

2 2 TRAFFIC ACCIDENT REPORTING SYSTEM

2.1. Serious traffic accidents are reported by the Thana Police. Prior to the introduction of the new accident reporting system only summary details of accidents were passed on to Police HQ, so it was not possible to produce useful information on accidents in Bangladesh.

2.2. The new accident reporting system (MAAP- Microcomputer Accident Analysis Package) has been introduced in parallel to the existing procedures and consists of the following components:-

· A new accident report form(ARF) has been introduced nation-wide (although it has not been uniformly adopted across the country)

· Six regional Police Accident Data Units with the MAAP computer software have been established as follows:-

Location of Unit Area of Responsibility

DMP DMP

Dhaka Range Dhaka Range

CMP CMP and Chittagong Range

Rajshahi Range RMP and Rajshahi Range

KMP KMP, Khulna Range and Barisal Range

Sylhet Range Sylhet Range

· Data is sent by diskette to the IDC office where it is assembled into a national accident database.

2.3. The new accident reporting system has, for the first time, enabled the production and dissemination of detailed accident reports. The absolute values within the tables of this report must be treated cautiously, because the reporting system has not been uniformly adopted. Despite this limitation the data is enormously valuable and is particularly useful for identifying target groups for education, publicity and enforcement campaigns. There is still a long way to go to achieve a sustainable, comprehensive and accurate accident data system but the foundations are now in place and this report will be the first in a long series of annual national accident reports.

3 3 COMPARISON BETWEEN OFFICIAL POLICE STATISTICS AND MAAP DATA

3.1 The official Police statistics give some basic information about the scale of the accident problem in Bangladesh. A standard form is submitted by each of the 64 districts and 4 Metropolitan police areas on a monthly basis and this data is assembled at Police HQ into the official Road Traffic Accident Statistics. These figures are regularly produced and are used by a variety of agencies involved with road safety. The statistics are extremely limited and do not take into account the under-reporting of traffic accidents to the Police, which is believed to be very high. Despite these limitations the data was thought to be an accurate reflection of those accidents reported by the Police and as such are useful for a year to year and region to region comparison.

3.2 The emergence of the new accident reporting procedures and a computerized analysis system (MAAP) has raised some serious doubts about the official Police statistics. The new accident reporting system has been in use since 1997 but has yet to be adopted uniformly across the whole country. This situation should improve now that completion of the new ARF has become a mandatory duty for the Police (since Sept 1999).

3.3 A comparison of the official Police statistics and the data from MAAP shows that many parts of the country are not yet adopting the new accident reporting system, but more significantly, it shows that in Sylhet and DMP, the number of accidents reported using MAAP is significantly higher than the number indicated in the official Police statistics for these regions. The table below show the number of fatalities and accident cases reported via the two systems for each Police Range and Metropolitan area. It also indicates the variation between the two systems, with positive values showing that MAAP reveals more accidents/casualties than the official Police statistics.

Fatalities Accident Cases Police MAAP Variation Police MAAP Variation Statistics Data Statistics Data 1998 1998 1998 1998 DMP 230 420 +82% 939 1202 +28% CMP 115 132 +15% 267 233 -13% KMP 21 23 +10% 27 27 0% RMP 41 37 -10% 58 45 -22% Dhaka Range 942 386 -59% 1138 404 -64% Chittagong Range 561 162 -71% 755 156 -79% Sylhet Range 194 256 +32% 297 361 +22% Khulna Range 253 215 -15% 310 244 -21% Barisal Range 64 55 -14% 78 66 -15% Rajshahi Range 712 660 -10% 987 768 -22% TOTAL 3133 2346 -26% 4856 3506 -28%

4 3.4 In DMP there were 28% more accident cases reported via the MAAP system than were submitted to Police HQ for the compilation of the official statistics. In Sylhet there were 22% more accident cases reported via the MAAP system. When analysing fatalities, the MAAP system reveals 82% more deaths than the official Police statistics indicate for DMP and 32% more deaths for Sylhet Range.

3.5 Detailed investigation of one month’s accidents in DMP showed that over a third of all accidents reported by the Police failed to get into the official Police statistics even though an FIR and an ARF had been completed. In DMP the error is due to inefficient data handling procedures which rely on daily telephone calls from the Traffic Division to each of the Thanas in DMP. The result of these phone calls are recorded in a register and compiled into a monthly summary for passing on to Police HQ. It is estimated that about 40% of reported accidents are not passed on to the Traffic Division in the daily telephone calls and are therefore excluded from the official statistics.

3.6 Investigation of the figures in Sylhet show that a different problem exists with the compilation of official Police statistics. It seems that full months of data from a District are occasionally omitted from the summary data submitted to Police HQ. This could be picked up quite easily by checking the variation in monthly total for each District.

3.7 The variation between the two Police data sources (Figure 1) undermines the validity of the official Police statistics that have been used as a national benchmark for many years. It reveals that the method involved in assembling the official statistics is prone to serious error. It should also be noted that considerable Police resources go into collating the official statistics and that these resources could be better utilized getting the new accident report system fully operational throughout Bangladesh. It is expected that the new system will soon be officially adopted by the Police and it will then replace other reporting procedures.

5 Variation between MAAP data and official Police data, Bangladesh 1998

1400

1200

1000

800

Police

Accidents MAAP 600

400

200

0 DMP CMP KMP RMP Dhaka Chittagong Sylhet Khulna Barisal Rajshahi Range Range Range Range Range Range

Variation in the numbers of ACCIDENTS between official Police Data and MAAP Data.

1000

900

800

700

600

500 Police

Fatalities MAAP 400

300

200

100

0 DMP CMP KMP RMP Dhaka Chittagong Sylhet Khulna Barisal Rajshahi Range Range Range Range Range Range

Variation in the numbers of FATALITIES between official Police Data and MAAP Data.

6

Figure 1 4. ANALYSIS OF THE DATA

4.1 For the purposes of this report only data from 1998 (available from the Police Accident Data Units) has been used. This will provide a benchmark against which to measure change in future years.

4.2 The accident data has been analysed in various ways. Accident and casualty tables have been produced to show the overall nature and scale of the road safety problem in the country. Charts have been produced from these tables to enable the data to be more easily interpreted.

4.3 It should be stressed that this report contains only a small selection of the possible outputs from the new accident data system. Further information can be obtained from the six regional Accident Data Units or from Mr Zakaria Islam at IDC.

4.4 The total number of accidents reported by the Police stations in 1998 was 3506. Of these 3304 were Casualty accidents. The number of deaths was 2346 and 2276 persons were grievously injured. These details are shown in Figure 2.

4.5 Figure 3 shows the type of the accidents and the dominate type was pedestrian accidents. 46% of all accidents involved pedestrians. 53% of fatal accidents involved pedestrians.

4.6 Pedestrians were the most frequent accident victims. Out of a total 2315 deaths 1193 were the pedestrians i.e. almost 52%. The other major casualty class was bus passengers. Figure 4 shows the class of casualty in the accident.

4.7 Figure 5 takes a closer look at the pedestrian accident problem and shows the type of vehicles that hit the pedestrians. It shows trucks as the biggest vehicle group with bus and mini-bus also featuring strongly. The severity of the pedestrian injuries is also broken down for each of the vehicle types. This clearly shows that trucks are not only the most frequent vehicle to hit pedestrians but they inflict the most severe injuries.

4.8 The distribution of accidents by light condition is displayed in Figure 6. About 17% of reported accidents happened during the hours of darkness.

4.9 Figure 7 shows the distribution of casualties by age and sex. Young adult males make up nearly a third of the accident victims. The data also reveals a significant number of child casualties. The children in the under 11 age group are almost 10% of the total casualties. About 84% of casualties were male. In more than a quarter of cases the age was not recorded, so the data must be used with caution.

4.10 Figure 8 shows the types of vehicles that were involved in casualty accidents. Over 55% of the vehicles were trucks and buses. This is probably because they are the most common motorised vehicles on the roads of Bangladesh, outside the cities. Nevertheless, in fatal accidents their share increased to 63%.

4.11 The accident severity by class of road is shown in Figure 9. Of the reported accidents 1430 (44%) occurred on national and regional roads, and 1314 (40%) on the city roads. The accidents on city roads were generally less severe (42% fatal) than those on national and regional roads (73% fatal).

4.12 Figure 10 shows the distribution of the collision types by road class. Pedestrian accidents predominate on all classes of road. In city roads there was a high proportion of rear-end collisions – this type of accident is typically caused by drivers failing to leave a sufficient gap between their vehicle and the vehicle ahead. Head-on collisions were more common on national and regional roads.

7 Summary of Accidents and Casualties Bangladesh 1998

Number Number of of Accidents Accidents and and Casualties Casualties by by SeveritySeverity

SEVERITY *Accidents Casualties SEVERITY *Accidents Casualties Fatal Fatal 1994 1994 2346 2346 Grievous Grievous 1123 1123 2276 2276 Simple Simple 187 187 948 948 Total Total 3304 3304 5570 5570

Incomplete data Incomplete data * Refers to casualty accidents only * Refers to casualty accidents only

NumberNumber ofof AccidentsAccidents && CasualtiesCasualties byby SeveritySeverity

25002500

20002000

15001500 AccidentsAccidents 10001000 CasualtiesCasualties

500500

00 FatalFatal GrievousGrievous SimpleSimple

Source: MAAP Accident Data Unit Figure 2 8 Accidents by Collision Type Bangladesh 1998

Fatal Grievous Simple TOTAL HeadOn 249 162 36 447 RearEnd 235 276 41 552 90deg 32 16 4 52 Side collision 88 102 25 215 OverTurned 162 84 25 271 Object on road 12 8 2 22 Roadside object 32 14 7 53 Parked vehicles 23 18 8 49 Pedestrians 1048 420 35 1503 Animal 0 0 0 0 Other 101 23 4 128 TOTAL 1982 1123 187 3292

Incomplete Data (Number of Unknown 12)

Accidents by Collision Type

1200

1000

800

600 Fatal Grievous

400 Simple Number of Accidents

200

0 Side Obj1 Obj2 Ped'n Animl Other RearE ParkV 90deg OverT HeadO

Source: MAAP Accident Data Unit 9 Figure 3 Casualties by Class of Road User Bangladesh 1998

Fatal Grievous Simple TOTAL Pedestrian 1193 568 74 1835 Cycle 83 55 6 144 Rickshaw 111 258 59 428 Pushcart 13 19 2 34 M/Cycle 69 83 22 174 BabyTaxi 84 299 83 466 Tempo 131 151 98 380 Micro Bus 26 80 36 142 Mini Bus 91 119 79 289 Bus 237 305 218 760 Car 35 86 64 185 Jeep 11 22 12 45 Pick Up 20 38 25 83 Truck 145 119 113 377 Artic 1 5 1 7 Oil Tanker 3 2 0 5 Tractor 9 5 4 18 Animal 1 1 1 3 Other 52 29 30 111 TOTAL 2315 2244 927 5486 Incomplete Data (Number of Unknown 84)

20002000

18001800

16001600

14001400

12001200

10001000 SimpleSimple 800800 GrievousGrievous 600600 FatalFatal 400 Number of Casualties 400 Number of Casualties 200200

00 Car Bus Car Bus Jeep Artic Jeep Artic Cycle Truck Other Cycle Truck Other Tempo PickUp Animal Tempo PickUp Animal Tractor MiniBus M/Cycle Tractor MiniBus M/Cycle Pushcart BabyTaxi MicroBus OilTanker Pushcart BabyTaxi MicroBus OilTanker Rickshaw Rickshaw Pedestrian Pedestrian ClassClass ofof RoadRoad UsersUsers

Source: MAAP Accident Data Unit 10 Figure 4 Pedestrians Hit by Vehicles Bangladesh 1998

Fatal Grievous Simple TOTAL Cycle 3 1 0 4 Rickshaw 4 1 0 5 Pushcart 1 0 0 1 M/Cycle 31 12 5 48 BabyTaxi 25 58 5 88 Tempo 42 47 7 96 Micro Bus 65 46 2 113 Mini Bus 128 59 7 194 Bus 292 103 19 414 Car 35 63 6 104 Jeep 19 7 0 26 Pick Up 16 10 1 27 Truck 389 131 14 534 Artic 1 1 0 2 Oil Tanker 3 3 1 7 Tractor 12 3 2 17 Animal 1 0 0 1 Other 22 2 4 28 TOTAL 1089 547 73 1709

Incomplete Data (Number of Unknown 126)

Note: In this Table Pedestrians are tabulated by the Vehicle that struck them

600600

500500

400400

300300 SimpleSimple GrievousGrievous 200200 FatalFatal

100100 Number of Pedestrian Casualties Number of Pedestrian Casualties

00 Car OilT Bus Car OilT Bus Jeep Artic Jeep Artic Cycle Truck Other Cycle Truck Other Tempo PickUp Animal Tempo PickUp Animal Tractor MiniBus Tractor M/Cycle MiniBus M/Cycle Pushcart Pushcart BabyTaxi MicroBus BabyTaxi MicroBus Rickshaw Rickshaw

Source: MAAP Accident Data Unit 11 Figure 5 Accidents by Light Conditions Bangladesh 1998

Fatal Grievous Simple TOTAL Day 1386 808 133 2327 Dawn/Dusk 261 121 17 399 Night-Streetlight 168 143 19 330 Night-No streetlight 168 51 16 235 TOTAL 1983 1123 185 3291

Incomplete Data (Number of Unknown 13)

AccidentAccident byby LightLight ConditionsConditions

14001400

12001200

10001000

DayDay 800800 DawnDDawnD 600600 NN LitLit NN UnLUnL 400400 Number of Accidents Number of Accidents

200200

00 FatalFatal GrievousGrievous SimpleSimple

Source: MAAP Accident Data Unit 12 Figure 6 Casualties by Age and Sex Bangladesh 1998

AGE Male Female TOTAL 0-5 81 38 119 6-10 177 130 307 11-15 176 48 224 16-20 271 74 345 21-25 493 64 557 26-30 721 82 803 31-35 584 57 641 36-40 386 39 425 41-45 262 23 285 46-50 129 40 169 51-55 72 23 95 56-60 72 25 97 61-65 49 17 66 66-70 48 8 56 71-75 15 3 18 >75 17 10 27 TOTAL 3553 681 4234

Incomplete Data (Number of Unknown 1336)

900900

800800

700700

600600

500500 Female 400400 Female MaleMale 300300

Number of Casualties 200

Number of Casualties 200

100100

00 0-5 0-5 >75 >75 6-10 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 YearsYears

Source: MAAP Accident Data Unit Figure 7 13 Vehicles by Accident Severity Bangladesh 1998

Fatal Grievous Simple TOTAL Cycle 81 41 2 124 Rickshaw 122 146 15 283 Pushcart 15 11 0 26 M/Cycle 91 73 15 179 BabyTaxi 109 218 28 355 Tempo 171 125 10 306 Micro Bus 96 89 15 200 Mini Bus 250 202 38 490 Bus 557 248 50 855 Car 68 138 47 253 Jeep 31 23 6 60 Pick Up 33 32 8 73 Truck 756 318 52 1126 Artic 4 4 0 8 Oil Tanker 8 1 1 10 Tractor 27 7 5 39 Animal 2 1 0 3 Other 75 18 4 97 TOTAL 2496 1695 296 4487

Incomplete Data (Number of Unknown 138)

AccidentsAccidents byby VehicleVehicle TypesTypes

12001200

10001000

800800

600600 SimpleSimple GrievousGrievous 400400 FatalFatal Number of Accidents Number of Accidents

200200

00 Car OilT Bus Car OilT Bus Jeep Artic Tract Jeep Artic Animl Cycle Truck Tract Other Animl Cycle Truck Other Tempo PickUp Tempo PickUp MiniBus M/Cycle MiniBus M/Cycle Pushcart BabyTaxi MicroBus Pushcart BabyTaxi MicroBus Rickshaw Rickshaw

Source: MAAP Accident Data Unit 15 Figure 8 Accidents by Road Class Bangladesh 1998

Road Class Fatal Grievous Simple TOTAL National 768 219 66 1053 Regional 273 87 17 377 Feeder 249 89 20 358 Rural 135 35 9 179 City 553 688 73 1314 TOTAL 1978 1118 185 3281

Incomplete Data (Number of Unknown 23)

AccidentsAccidents byby RoadRoad ClassClass

800800 700700 600600

500500 FatalFatal 400400 GrievousGrievous 300300 SimpleSimple 200200 Number of Accidents Number of Accidents 100100 00 NationalNational RegionalRegional FeederFeeder RuralRural CityCity

Source: MAAP Accident Data Unit Figure 9 16 Collision Type by Road Class (Casualty accidents only) Bangladesh 1998

National Regional Feeder Rural City TOTAL HeadOn 200 50 50 18 126 444 RearEnd 120 38 29 10 353 550 90deg 13 1 8 1 29 52 Side collision 64 15 25 4 105 213 OverTurned 96 40 58 32 42 268 Object on road 9 7 3 0 2 21 Roadside object 27 5 12 3 6 53 Parked vehicles 27 3 4 0 14 48 Pedestrian 449 202 143 92 611 1497 Animal 0 0 0 0 0 0 Other 46 15 26 16 25 128 TOTAL 1051 376 358 176 1313 3274

Incomplete Data (Number of Unknown 30)

700700

600600

500500 NationalNational 400400 RegionalRegional 300300 FeederFeeder RuralRural 200200 CityCity Number of Accidents Number of Accidents 100100

00 Side Obj1 Obj2 Side Obj1 Obj2 Ped'n Other ParkV Ped'n Other 90deg OverT ParkV 90deg OverT Animal Animal HeadOn HeadOn RearEnd RearEnd

Source: MAAP Accident Data Unit 17 Figure 10 5 CONCLUSIONS

5.1 In 1998 a total 3133 persons died on the road accidents in Bangladesh. This figure, which is from the official Police statistics, may be an underestimate. The rate of road death per 10,000 registered vehicles was 63, which is one of the highest in the world. Mistakes by road users, vehicles defects and low-quality roads are the key factors which produce accidents. The road safety situation in Bangladesh is very bad, and it is everyone’s responsibility to work with the National Road Safety Council to improve the situation.

5.2 The key to effective action is to know and understand the problem. The Police have taken a big step forward by establishing a new accident reporting and analysis system. This is now providing the basic information required to carry out effective publicity, education and enforcement campaigns. It is already being successfully used to identify and treat accident sites in several areas of the country.

5.3 It is clear from the data that the biggest problem is pedestrian accidents. Our road safety effort must focus on improving the safety of pedestrians and other vulnerable road users. Trucks and buses are involved in a very large proportion of all road accidents, so it makes sense to target training effort at truck and bus drivers – as well as perhaps trying to improve the safety of these vehicles. The accident data shows that excessive speed is a factor in most accidents, so self- enforcing ways of controlling speeds must be found. Road engineers traditionally design for high speeds and high capacity but they are starting to consider measures to encourage appropriate speeds through towns and villages. The accident database provides the means to assess the effect of speed-reducing measures and in this way it will help road engineers develop safer road designs.

5.4 The new accident reporting system is central to the National Road Safety Council’s strategy to promote road safety. Although not yet fully operational it has provided much valuable information. Recording of accidents is a lot of work for the Thana Police but with a little extra effort the accident database can become one of the most effective weapons in the fight against road accidents in Bangladesh.

18 Explanation of Terms

Terms Explanation ARF Accident Report Form Casualty A person killed or injured in a road accident Casualty Accident A road accident in which someone has been killed or injured Casualty Class Casualties grouped according to the type of vehicle they were travelling in, e.g. bus passengers CMP Chittagong Metropolitan Police DMP Dhaka Metropolitan Police Fatal Casualty or Fatality A person who has been killed in a road accident or who has died as a result of injuries sustained in a road accident Fatal Accident An accident with one or more fatal casualties FIR First Information Report Grievous Injury Casualty A person who has been injured sufficiently badly to be kept in hospital overnight for treatment Grievous Injury Accident An accident with one or more grievous injury casualties but no fatalities KMP Khulna Metropolitan Police MAAP Microcomputer Accident Analysis Package MCR Motor Collision Record - record of a road accident resulting in vehicle damage but no casualties RMP Rajshahi Metropolitan Police RTA Road Traffic Accident Simple Injury Casualty A person with minor injuries who did not need to be kept in hospital overnight Simple Injury Accident An accident with one or more simple injury casualties, but no grievous injuries or fatalities

19 Bangladesh Police Road Traffic Accidents National Report 1999

Vehicles vs Accidents for the last 5 years

4000 600000 3500 500000 3000 400000 2500 Fatal 2000 300000 Grievious Vehicles 1500 200000 1000 100000 500 0 0 1995 1996 1997 1998 1999 C O N T E N T S

Page

SECTION 1 Introduction 2

SECTION 2 Traffic Accident Reporting System 3

SECTION 3 Analysis of the Data 3

Table 1: 1999 Comparison between Police Statistics and MAAP Data 5 Figure 1: Comparison between MAAP data and official Police Data 6 Table 2: 1999 Casualties by Severity and Collision Type 7 Figure 2: Accidents by Collision Type 8 Table 3: 1999 Pedestrian Casualties by Vehicle Type 9 Figure 3: Pedestrian Hit by Vehicles 10 Table 4: 1999 Accident Vehicle Type and Maneuver 12 Table 5: 1999 Casualties by Severity and Age-group 13 Figure 4: Casualties by Age 14 Table 6: 1999 Casualties by Police Range and Metropolitan Area 16 Table 7: 1999 Casualties by Severity and Junction detail 17 Figure 5: Casualties by Area 18 Figure 6: Casualties by Light Conditions 19 Table 8: 1999 Casualties by Severity and Time of Day 21 Figure 7: Casualties by Severity and Time of Day 22 Table 9: Pedestrian Casualties by Severity and Location 23 Table 10: 199 Casualties by Severity and Road Class 24 Figure 8: Casualties by Road Class 25

SECTION 4 Conclusion 26 1 Introduction

1.1 This report was produced for the Bangladesh Police by the Institutional Development Component (IDC3) for Ministry of Communications (RHD, RRD and BRTA). IDC is funded by the British Government’s Department for International Development (DFID).

1.2 In Bangladesh road users especially drivers do not appear to have sufficient knowledge and skills to meet the minimum standards required for safe driving. Hence the road accident situation continues to deteriorate at an alarming rate.

1.3 The construction of better roads, reduction in travel time and lower operating costs has motivated citizens to purchase more vehicles. As kilometers traveled, speeds and vehicle numbers have increased the number of road traffic accidents and deaths has increased at an even faster rate.

1.4 The report provides statistics on personal injury road traffic accidents to assist in policy formulation for road safety and traffic and transport planning studies.

2 2 Traffic Accident Reporting System

2.1 The attendant circumstances, casualty and vehicle data associated with each personal injury accident are recorded by police officers (FIR) as part of the national reporting system required by the Police headquarters. All of the accident data collected is processed using the MAAP (Microcomputer Accident Analysis Package) system. This work is carried out by the Accident Data Unit (ADU) staff in Ranges/Metropolitan police offices and forwarded to police headquarters on a monthly basis.

2.2 Only data available from the Police ADU has been used in this report. This data can be examined in a wide range of formats, to suit user requirements as far as possible.

2.3 Data is presented regarding the accident circumstances, together with the vehicles involved and the casualties arising from the accidents. The data is presented both in total and is also analyzed by the various factors collected about each accident as part of the national reporting system. This enables a comprehensive picture to be built up of accidents occurring on roads.

2.4 The tables and figures included within this report correspond as closely as possible to those included in previous reports.

3 Analysis of the Data

3.1 This report uses data from 1999, although data from 1998 is frequently included to allow comparisons to be made. The accident data has been analysed at a variety of levels, i.e. accident, casualty and vehicle tables have been produced to show the overall nature and scale of the road safety problem.

3 2 Traffic Accident Reporting System

2.1 The attendant circumstances, casualty and vehicle data associated with each personal injury accident are recorded by police officers (FIR) as part of the national reporting system required by the Police headquarters. All of the accident data collected is processed using the MAAP (Microcomputer Accident Analysis Package) system. This work is carried out by the Accident Data Unit (ADU) staff in Ranges/Metropolitan police offices and forwarded to police headquarters on a monthly basis.

2.2 Only data available from the Police ADU has been used in this report. This data can be examined in a wide range of formats, to suit user requirements as far as possible.

2.3 Data is presented regarding the accident circumstances, together with the vehicles involved and the casualties arising from the accidents. The data is presented both in total and is also analyzed by the various factors collected about each accident as part of the national reporting system. This enables a comprehensive picture to be built up of accidents occurring on roads.

2.4 The tables and figures included within this report correspond as closely as possible to those included in previous reports.

3 Analysis of the Data

3.1 This report uses data from 1999, although data from 1998 is frequently included to allow comparisons to be made. The accident data has been analysed at a variety of levels, i.e. accident, casualty and vehicle tables have been produced to show the overall nature and scale of the road safety problem.

3 3.2 The Police statistics show that the number of accidents has risen by 1.2% between 1998 (4,856) to 1999 (4,916). On average, 13 accidents occurred daily. There has also been a 5.8% increase in the number of fatalities from 1998 (3,133) to 1999 (3,314) i.e. on average 9 people lost their lives everyday.

3.3 In this report some tables and figures may not fully tally with other comparable tables. This is largely due to the fact that some accident reports have incomplete information. The MAAP (Microcomputer Accident Analysis Package) classifies such figures as unknowns, and as a result they are not included in the analysis.

3.4 The MAAP system shows that many parts of the country are not yet using the newly introduced accident report form. Table 1 shows that in 1999 a total of 4,020 accidents were reported to the ADU (Accident Data Unit) whilst the Police Statistics show 4,916 accidents in the same period. The MAAP data has now been included as part of the official FIR form so it is expected that this system will improve in future years.

3.5 The negative behavior of some road users tends to increase unpleasant practices on the roads. Pedestrians are the main contributors and victims of road accidents. Crossing of the roads is done in a highly erratic and unpredictable fashion with little or no sign of communication between pedestrians and motorists.

3.6 In 1999 there were 1,762 accidents involving collisions with pedestrians in which 1,780 vehicles were involved. From the 1,762 accidents the total number of casualties were 1,967 of which 1,369 were fatal. Table 2 and Figure 2 takes a closer look at the pedestrian accident problem and Table 3 & Figure 3 shows the types of vehicles involved. It shows Trucks (31.1%) as the biggest vehicle group with Bus and Minibus also featuring strongly.

4 Pedestrians are the most vulnerable road users and their safety relies partly on the alertness and care of motorists. In 1999 the available MAAP data showed there were 2,949 fatalities of which 1,369 were pedestrians. The total figure is 6,485 casualties of which 1,967 (30.3%) were pedestrians (Table2).

3.7 Table 2 also shows that vehicles involved in head-on-collisions were 993 in 1999 which resulted in 1,334 casualties whilst 455 people lost their lives, thus accounting for 15.3% of the total number of fatalities. A total of 451 side-collision casualty accidents occurred during the same period whilst the drivers were trying to overtake other vehicles, a very common occurrence in Bangladesh. Comparatively head-on-collisions and rear-end collisions accounted for 20% and 16%, respectively of the total number of accidents in 1999. But the deaths from head-on-collisions and rear-end collisions were 15% and 11% respectively.

3.8 Table 4 indicates that maximum accidents occurred while the vehicles were moving forward (83.4)%). The vehicles that were commonly involved in accidents while going forward were Trucks. Buses and Minibuses are also involved in the same type of accidents. Accidents due to overtaking the other vehicles accounted for 3.8%.

3.9 There are certain age groups, which are more prone to road traffic accidents, specifically the 21-35 age group. This is because younger people are the most economically active in the population and they are the most mobile. Table 5 considers casualties where the age of the casualty was known, in 1999 there were only 74% of all casualties. The age group 21-35 years accounted for 46% of the casualties and 38% of the fatalities. In 1998 this age group accounted for 47% of the casualties (Figure 4). The trend shows that there is no significant improvement.

11 3.10 Dhaka Police Range had a larger percentage of the casualties and it accounted for 23% of the casualties and 27% of the fatalities. Chittagong Police Range had 19% of the casualties and 17% of the fatalities. Table 6 shows the variation of casualties in Metropolitan areas and other Police Ranges. Accident casualties are very high in 4 Metropolitan (Dhaka, Chittagong, Khulna and Rajshahi) areas as well as the district headquarters. The reasons being that these areas have more than a fair share of economic activities, large population and therefore higher vehicle fleets. In these 4 Metropolitan areas 22.1% casualties were accounted for in 1999.

3.11 In 1999 about 83% of the accidents occurred where there is no form of junction control. Considering junction types the largest proportion of accidents were “T” junctions, where 475 accidents occurred. The number of casualty accidents at or within 30 meters of “T” and “crossroad” junctions is 7% and 4% respectively. Table 7 shows in detail the junction type casualties.

3.12 Figure 5 indicates that urban areas have a large number of accidents but they result in fewer fatalities when compared to rural areas. The urban areas accounted for 31.8% of the total casualties but whereas for fatal accidents the number is 25.4%. So the casualty accidents on urban roads are generally less severe than the rural roads.

3.13 Most of the accidents in 1999 occurred during the day (69.8%). Figure 6 shows that there is a heavy usage of vehicles during the day, so during the night traffic volumes tend to go down hence less accidents occur. Accidents in the dark accounted for 17.9% of the total number of accidents, which is almost the same as it was in 1998.

15 3.14 Table 8 and Figure 7 shows from 09.00 to 12.00 hours casualty accidents tend to go up since a large number of vehicles are on the road and pedestrians tend to be on the roads. This period accounted for 21.9% of all the casualty accidents. The casualty accidents tend to be lower at the early hours of the day that is from 00.00 up to 05.00 hours. 10.00-11.00 the peak hour of accidents accounted for 8.1% of the fatalities in which 15.5% vehicles were involved.

3.15 A large number of pedestrians were struck while walking along the road or crossing the road. It is the common in rural areas to see people playing, gossiping and carrying out other domestic activities in busy traffic routes. Like other developing countries Bangladesh has not yet been able to provide adequate recreational facilities for the rural people. Table 9 analyses details of the pedestrian locations during the casualty accidents.

3.16 Table 10 illustrates that the National roads accounted for 44.0% of all the casualties while City road accounted for 22.2%. For fatal cases the City road accounted for 15.7% of the casualties while National roads accounted for 48.8%. Accident figures (Figure 8) tend to indicate that National roads have a larger number of casualties but they result in fewer fatalities when compared to City roads.

20 Table 1 1999 Comparison between Police Statistics and MAAP Data

Fatalities Accident Cases Metropolitan Area/ Police Range Police Statistics MAAP Data Variation Police Statistics MAAP Data Variation DMP 188 314 +67% 813 892 +10%

CMP 116 104 -10% 198 147 -26%

KMP 34 22 -35% 40 40 0%

RMP 29 36 +24% 48 49 +2% 5 Dhaka Range 1013 810 -20% 1267 877 -31%

Chittagong Range 625 510 -18% 840 636 -24%

Sylhet Range 252 272 +8% 360 386 +7%

Khulna Range 308 167 -46% 347 177 -49%

Barisal Range 74 41 -44% 109 55 -49%

Rajshahi Range 675 675 0% 894 761 -15%

Total 3314 2951 -11% 4916 4020 -18% Variation between MAAP data and official Police data, Bangladesh 1999

1400

1200

1000 Police MAAP

800

Accidents 600

400

200

0 DMP CMP KMP RMP Dhaka Ctg. Range Sylhet Khulna Barisal Rajshahi Range Range Range Range Range

Variation in the numbers of ACCIDENTS between official Police Data and MAAP Data

1200

1000

800

Police 600 MAAP Fatalities

400

200

0 DMP CMP KMP RMP Dhaka Ctg. Range Sylhet Khulna Barisal Rajshahi Range Range Range Range Range

Variation in the numbers of FATALITIES between official Police Data and MAAP Data Source: MAAP Accident Data Unit 6 Figure 1 Table 2 1999 Casualties by Severity and Collision type

Collision Type Injury Vehicles Fatal Grievous Simple Total * (%) Accidents Involved Head on 504 993 455 529 350 1334 20.6

Rear end 590 1187 321 454 267 1042 16.1

Right angle 23 45 11 34 10 55 0.8

Side swipe 219 423 154 179 118 451 7.0

Overturned 374 387 375 345 278 998 15.4 7 Hit object in road 23 24 13 23 10 46 0.7

Hit object off road 103 107 74 102 88 264 4.1

Hit parked vehicle 60 116 60 33 24 117 1.8

Hit pedestrian 1762 1780 1369 473 125 1967 30.3

Hit animal 1 1 0 2 5 7 0.1

Others 136 147 117 43 44 204 3.1

Total 3795 5210 2949 2217 1319 6485 100.0

*Number of Unknown = 2 Accidents by Collision Type Bangladesh 1998-1999

1998 1999* Total Head on 447 524 971 Rear end 552 677 1229 Right angle 52 25 77 Side swipe 215 277 492 Overturned 271 377 648 Object on road 22 32 54 Roadside object 53 132 185 Parked vehicles 49 70 119 Hit pedestrians 1503 1762 3265 Hit animal 0 1 1 Others 128 141 269 Total 3292 4018 7310

Incomplete Data *Number of Unknown 2

Accidents by Collision Type

1800 1600 1400 1200 1000 800 1998 600 1999 400

Number of Accidents 200 0 Others Head on Rear end Hit animal Right angle Side swipe Overturned Object on road Hit pedestrians Parked vehicles Roadside object

Source: MAAP Accident Data Unit 8 Figure 2 Table 3 1999 Pedestrian Casualties by Vehicle Type

Vehicle Type Fatal Grievous Simple Total* (%)

Cycle 5 1 1 7 0.4 Motor Cycle 45 21 5 71 3.5

BabyTaxi 19 22 10 51 2.5

Tempo 57 47 9 113 5.7

Microbus 73 52 17 142 7.1

Minibus 134 45 14 193 9.7

Bus 376 91 26 493 24.6

Car 48 47 12 107 5.4

9 Jeep 27 13 4 44 2.2

Pickup 42 24 1 67 3.4

Truck 473 122 26 621 31.1

Articulated Truck 10 4 0 14 0.7

Oil Tanker 8 3 0 11 0.6

Tractor 12 8 2 22 1.1

Other 34 5 2 41 2.0

Total 1363 505 129 1997 100.0

* Number of Unknown = 93 Note: In this table Pedestrian Casualties are tabulated according to the vehicle/driver that struck them Pedestrians Hit by Vehicles Bangladesh 1998-1999

1998 1999* Total Cycle 4 7 11 Motor Cycle 48 71 119 BabyTaxi 88 51 139 Tempo 96 113 209 Micro Bus 113 142 255 Mini Bus 194 193 387 Bus 414 493 907 Car 104 107 211 Jeep 26 44 70 Pick Up 27 67 94 Truck 534 621 1155 Heavy Truck 373 121 494 Artic 2 14 16 Oil Tanker 7 11 18 Tractor 17 22 39 Other 35 41 76 Total 1709 1997 3706

Incomplete Data *Number of Unknown 93

Note: In this Table Pedestrians are tabulated by the Vehicle that struck them

700

600

500

400

300 1998 1999 200

100

0

Source: MAAP Accident Data Unit 10 Figure 3 Table 4 1999 Accident by Vehicle Type and Maneuver

Vehicle Type LtTrn RtTrn UTurn Cross OverT Ahead Rever Start Stop Park Other Total* Cycle 1 4 0 5 2 152 0 0 1 0 2 167 Rickshaw 0 3 1 6 0 249 0 0 0 25 0 284 Pushcart 1 0 0 2 0 14 0 0 0 4 0 21 Motorcycle 8 9 0 7 6 188 0 2 3 1 2 226 Babytaxi 10 10 1 8 4 214 0 0 7 4 2 260 Tempo 18 4 0 4 11 278 0 2 5 6 2 330 Microbus 4 4 0 2 7 235 3 3 3 2 6 269 Minibus 21 8 1 9 18 409 0 1 6 2 8 483

12 Bus 31 36 1 23 64 984 4 7 10 15 13 1188 Car 8 9 2 6 8 240 1 0 22 7 3 306 Jeep 4 11 2 1 5 91 0 1 3 3 2 123 Pickup 4 6 0 2 9 118 1 1 1 4 2 148 Truck 43 39 3 24 64 1235 9 2 10 28 8 1465 Artic-Truck 1 1 0 0 0 11 0 0 0 1 1 15 Oil Tanker 1 0 0 0 1 17 0 0 0 1 1 21 Tractor 1 0 0 2 1 41 0 0 0 0 5 50 Others 1 0 0 0 6 85 0 0 0 10 5 107 Total 157 144 11 101 206 4561 18 19 71 113 62 5463 * Number of Unknown = 154 Table 5 1999 Casualties by Severity and Age-group

Age Fatal Grievous Simple Total* (%) 0-5 74 27 11 112 2.3 6-10 226 56 22 304 6.3 11-15 153 74 34 261 5.4 16-20 190 129 78 397 8.3 21-25 244 252 160 656 13.6 26-30 328 309 188 825 17.2 31-35 298 277 155 730 15.2 36-40 180 169 124 473 9.9

13 41-45 153 111 80 344 7.1 46-50 125 78 24 227 4.7 51-55 93 31 17 141 2.9 56-60 91 31 12 134 2.8 61-65 57 19 9 85 1.8 66-70 59 16 2 77 1.6 71-75 14 2 0 16 0.3 >75 26 2 2 30 0.6 Total 2311 1583 918 4812 100.0

*Number of Unknown = 1675 Casualties by Age Bangladesh 1998-1999

Age 1998 1999* Total 0-5 119 112 231 6-10 307 304 611 11-15 224 261 485 16-20 345 397 742 21-25 557 656 1213 26-30 803 825 1628 31-35 641 730 1371 36-40 425 473 898 41-45 285 344 629 46-50 169 227 396 51-55 95 141 236 56-60 97 134 231 61-65 66 85 151 66-70 56 77 133 71-75 18 16 34 >75 27 30 57 Total 4234 4812 9046

Incomplete Data

*Number of Unknown 1675

900 800 700 600 500 1998 400 1999 300 200 Number of Casualties 100 0 0-5 >75 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 71-75 Years

Source: MAAP Accident Data Unit 14 Figure 4 Table 6 1999 Casualties by Police Range and Metropolitan Area

Metropolitan Area/ Fatal Grievous Simple Total (%) Police Range DMP 314 512 253 1079 16.6

CMP 104 92 26 222 3.4

KMP 22 12 28 62 1.0

RMP 36 23 15 74 1.1

Dhaka Range 810 486 194 1490 23.0 16 Chittagong Range 510 418 297 1225 18.9

Sylhet Range 272 191 150 613 9.4

Khulna Range 167 118 117 402 6.2

Barisal Range 41 46 15 102 1.6

Rajshahi Range 675 319 224 1218 18.8

Total 2951 2217 1319 6487 100.0 Table 7 1999 Casualties by Severity and Junction detail

Junction Type Injury Vehicles Fatal Grievous Simple Total (%) Accidents Involved

Not Junction 3092 4210 2539 1789 1066 5394 83.2

Crossing 189 278 92 116 71 279 4.3

T-Junction 313 440 194 181 100 475 7.3

Staggered 24 32 16 19 25 60 1.0

17 Round-about 69 112 27 47 22 96 1.5

Railway crossing 6 7 2 4 2 8 0.1

Others 100 126 79 60 31 170 2.6

Total 3793 5205 2949 2216 1317 6482 100.0

*Number of Unknown = 5 Casualties by Area Bangladesh 1999

Fatal Grievous Simple Total* %

Urban 753 862 444 2059 31.8

Rural 2190 1350 872 4412 68.2

Total 2943 2212 1316 6471 100.0

Incomplete Data *Number of Unknown 16

Casualties by Area

2500

2000

1500 Urban Rural 1000

Number of Casualties 500

0 Fatal Grievous Simple

Source: MAAP Accident Data Unit 18 Figure 5 Casualties by Light Conditions Bangladesh 1999

Fatal Grievous Simple Total* Day 2034 1581 923 4538 Dawn/Dusk 387 264 139 790 Night-Streetlight 166 203 117 486 Night-No streetlight 362 167 140 669 Total 2949 2215 1319 6483

Incomplete Data *Number of Unknown 4

Casualty by Light Conditions

2500

2000 Daylight 1500 Dawn/Dusk

1000 Night-light Night-no light 500 Number of Casualties 0 Fatal Grievous Simple

Source: MAAP Accident Data Unit 19 Figure 6 Table 8 1999 Casualties by Severity and Time of day

Time Fatal Grievous Simple Total* (%)

00.00-00.59 28 20 13 61 1.0 01.00-01.59 54 30 18 102 1.6 02.00-02.59 39 38 28 105 1.6 03.00-03.59 60 36 24 120 1.9 04.00-04.59 49 52 27 128 2.0 05.00-05.59 81 62 26 169 2.6 06.00-06.59 108 64 20 192 3.0 07.00-07.59 119 70 50 239 3.7 08.00-08.59 129 110 79 318 4.9 09.00-09.59 175 155 71 401 6.1 10.00-10.59 238 157 104 499 7.7 11.00-11.59 223 190 103 516 7.9 21 12.00-12.59 184 182 97 463 7.2 13.00-13.59 191 151 72 414 6.4 14.00-14.59 193 147 84 424 6.6 15.00-15.59 185 120 90 395 6.1 16.00-16.59 193 109 69 371 5.7 17.00-17.59 172 152 94 418 6.4 18.00-18.59 102 61 54 217 3.4 19.00-19.59 129 96 50 275 4.3 20.00-20.59 89 56 52 197 3.0 21.00-21.59 67 50 32 149 2.3 22.00-22.59 64 45 31 140 2.2 23.00-23.59 63 60 30 153 2.4 Total 2935 2213 1318 6466 100.0

*Number of Unknown = 21 Casualties by Severity and Time of Day Bangladesh 1998-1999

Sl no Time 1998 1999* Total 1 00.00-00.59 81 61 142 2 01.00-01.59 89 102 191 3 02.00-02.59 59 105 164 4 03.00-03.59 94 120 214 5 04.00-04.59 105 128 233 6 05.00-05.59 107 169 276 7 06.00-06.59 214 192 406 8 07.00-07.59 285 239 524 9 08.00-08.59 320 318 638 10 09.00-09.59 394 401 795 11 10.00-10.59 361 499 860 12 11.00-11.59 419 516 935 13 12.00-12.59 363 463 826 14 13.00-13.59 308 414 722 15 14.00-14.59 335 424 759 16 15.00-15.59 311 395 706 17 16.00-16.59 361 371 732 18 17.00-17.59 316 418 734 19 18.00-18.59 205 217 422 20 19.00-19.59 243 275 518 21 20.00-20.59 225 197 422 22 21.00-21.59 162 149 311 23 23.00-23.59 122 153 275 Total 5639 6466 12105 *Number of Unknown =21

1999 Casualties by Time of Day 250

200

150 Fatal Grievous 100 Simple

Number of Casualties 50

0

Source: MAAP Accident Data Unit 22 Figure 7 Table 9 Pedestrian Casualties by Severity and Location

Pedestrian Location Fatal Grievous Simple Total* %

On Pedestrian 278 67 30 375 18.0 crossing

Within 50m of crossing 38 10 1 49 2.4

Central Island/divider 7 1 1 9 0.4

Road centre 381 131 31 543 26.0 23

Footpath 27 18 4 49 2.4

Road side 704 278 60 1042 50.0

Bus stop 6 3 8 17 0.8

Total 1441 508 135 2084 100.0

*Number of Unknown = 6 Table 10 1999 Casualties by Severity and Road Class

Road Class Fatal Grievous Simple Total (%)

National 1440 886 522 2848 44.0

Regional 411 305 198 914 14.1

24 Feeder 468 283 191 942 14.5

Rural 167 89 79 335 5.2

City 463 651 326 1440 22.2

Total 2949 2214 1316 6479 100.0

*Number of Unknown = 8 Casualties by Road Class Bangladesh 1998-1999

Road Class 1998 1999* Total

National 2071 2848 4919

Regional 687 914 1601

Feeder 614 942 1556

Rural 256 335 591

City 1974 1440 3414

Total 5602 6479 12081

Incomplete Data

*Number of Unknown 8

Casualties by Road Class and Severity

1600

1400

1200

1000 Fatal 1998 Fatal 1999 800 Grievous 1998 Grievous 1999 600 Simple 1998 Simple 1999 400 Number of Casualties

200

0 National Regional Feeder Rural City

Source: MAAP Accident Data Unit 25 Figure 8 4 Conclusions

4.1 The tables and graphical illustrations shown are those most commonly requested and by no means represent an exhaustive list of possible analyses of the data. Additional tabulations of accidents, casualty and vehicle factors associated with personal injury accidents can be produced, tailored to individual needs by special computer runs.

4.2 The scope of the service can be wide ranging, tailored to the clients’ needs. It can include technical advice relating to the identification of locations with poor accident records and detailed analysis of the problems at such sites.

4.3 Vehicles affect everyone who comes into contact with a road. Unless there is a significant general improvement, the situation will become worse as vehicle numbers continue to increase and road designs permit higher speeds.

4.4 Road safety is a multidiscipline problem that requires the participation of many different organizations and ministries co-ordinate by the National Road Safety Council (NRSC), located within the Bangladesh Road Transport Authority (BRTA).

26 Bangladesh Police Road Traffic Accidents National Report 2000

C O N T E N T S

Page

SECTION 1 Introduction 2

SECTION 2 Data Collection System 3

Table 1: Comparison between Police Statistics and MAAP Data 4 Figure 1: Comparison between MAAP data and Police Data 5

SECTION 3 Analysis of the Data 6

Figure 2: Summary of Accidents and Casualties 7 Figure 3: Accidents by Collision Type 8 Figure 4: Pedestrian Hit by Vehicles 9 Figure 5: Pedestrian Casualties by Type of Action 10 Table 2: Accident Severity by Districts 12 Figure 6: Casualties by Age and Sex 13 Figure 7: Accident by Junction Type 14 Table 3: Accident Severity by Road Class 16 Figure 8: Casualties by Road Class 17

SECTION 4 DMP Accidents 19

Figure 9: Summary of Accidents and Casualties, DMP 20 Figure 10: Airport Road Dhaka 21 Figure 11: Airport Road – Biswa Road 23 Figure 12: Chittagong Road, Dhaka 24

SECTION 5 Conclusions 25

1 Introduction

1.1 This report is produced for the Bangladesh Police by Quazi Zakaria Islam, Road Safety Specialist from the Institutional Development Component (IDC) of the Third Road Rehabilitation and Maintenance Project. IDC is funded by the British Government’s Department for International Development (DFID).

1.2 This is the third National Report presents statistics and analysis on road traffic accidents. The analysis involving personal injury occurring all over the country reported to the Police stations during 2000.

1.3 In order to build an accurate and comprehensive nationwide accident data base and to use the data in developing remedial measures by the concerned agencies, the MAAP (Microcomputer Accident Analysis Package) was introduced in 1998 to all over the country.

1.4 In the report data are presented on the accidents, together with the vehicles involved and the casualties arising from the accidents.

1.5 Like many other developing countries in Bangladesh lack of knowledge of road safety rules itself can be a major factor towards nonobservance of such rules in actual practice, which is responsible for the chaos and unsafe conditions on the roads in most areas. People are devoid of training and education, which are needed to promote road safety.

2 2 Data Collection System

2.1 Road accidents are reported by the Thana Police in a new accident report form, which has been, introduced nation-wide. The data then entered in computer (MAAP) at six police Accident Data Units. The Accident Data Unit staffs in Ranges/ Metropolitan police office carries this work. The data is sent by diskette to the police Headquarters where it is assembled into a national accident database.

2.2 Police Road Accident Database has been used to identify the black spots locations. Accident data of all road has been retrieved using MAAP software. It has been felt that police database (MAAP) does not contain all the accidents reported to the police (Table and Figure-1).

2.3 The level of support from the senior police officers has been excellent. From the field level officers if more cooperation can be given the number of data will be increased and proper analysis could be done.

2.4 There is an urgent need for a program to improve our road safety rapidly and significantly. State should encouraged and assist in developing priority safety programs giving special attention to hazards on highways with high-accident experience.

2.5 This report presents only a part of the results and analyses of the accidents reported by the police for the year 2000.The information of the report was extracted from the accident report forms and the collected data were transmitted and subsequently processed by computer.

2.6 Accident data is first collected centrally and checked before being distributed to the highway authorities for hazard location identification and the design of remedial measures. The data collected has already been used to identify accident blackspots and to help in the design of remedial measures. 3

Table 1 2000 Comparison between Police Statistics and MAAP Data

Fatalities Accident Cases Metropolitan Area/ Police Range Police Statistics MAAP Data Variation Police Statistics MAAP Data Variation DMP 151 301 +99% 464 851 +83%

CMP 109 70 -36% 200 111 -44%

KMP 32 25 -22% 41 42 +2%

RMP 27 24 -11% 45 42 -7% 4

Dhaka Range 1032 799 -23% 1203 908 -24%

Chittagong Range 607 406 -33% 743 490 -34%

Sylhet Range 251 268 +7% 365 353 -3%

Khulna Range 366 355 -3% 394 386 -2%

Barisal Range 109 106 -10% 115 112 -3%

Rajshahi Range 746 704 -6% 786 675 -14%

Total 3430 3058 -24% 4356 3970 -9% Variation between MAAP data and Police data, Bangladesh 2000

1400

1200

1000 Police MAAP 800

600 Accidents

400

200

0 DMP CMP KMP RMP Dhaka Ctg. Sylhet Khulna Barisal Rajshahi Range Rangge Range Range Range Range

Variation in the numbers of ACCIDENTS between official police Data and MAAP data

1200

1000

800 Police MAAP 600 Fatalities

400

200

0 DMP CMP KMP RMP Dhaka Ctg. Sylhet Khulna Barisal Rajshahi Range Rangge Range Range Range Range

Variation in the numbers of FATALITIES between official police Data and MAAP data

Source: MAAP Accident Data Unit 5 Figure 1 3 Analysis of the Data

3.1 During the year 2000 the total number of accidents were 3970 of which 2523 were fatal accident cases. The number of injury (Grievous and Simple) cases and motor collisions were 1238 and 209 respectively (Figure-2)

3.2 An analysis find that a total of 6543 persons were killed and injured in over 3970 reported road accidents in 2000. Out of 6543 numbers 3058 (46.7%) death casualties, rest were grievous and simple injured persons (Figure-2).

3.3 The analysis of accident records reveals that the highest numbers of persons killed were pedestrians and the killers were the heavy vehicles - buses and trucks. The Figure-3 reflects the total picture of collision type of accident. In the study it can be seen that accidents involving pedestrian have by far greatest number 1740 (43.8%). This is followed by rear end (684), head on (538) and overtaking (356). The lack of pedestrian facilities like footpath or safe crossing zones and disrespect of motorists for pedestrians at zebra crossing keep pedestrians permanently exposed to danger. In city area the width of the walkways are not adequate. Also, the sidewalks are not properly surfaced and kept from obstructions.

3.4 Figure-4 shows the pedestrian injury by type of vehicles. Trucks made the highest (30.2%) injury and number of injury is 589 and classified the type of injury were as fatal – 444, grievous –124 and simple – 21. Bus, Mini Bus and Micro Bus made accident also high. Of the total pedestrian accidents, 47% “walking with and facing traffic “, 24% involved “while crossing the road” and 20% “doing nothing” on the road (Figure-5).

3.5 A person engaged as helper to the bus/ truck driver is initially most often very mild and yielding. The moment he is given charge of driving a heavy vehicle, after the passage of time, he becomes quite powerful because he thinks he is commanding the power of the auto engine. The power makes the person 6

aggressive. This aggressive behavior in traffic operation is quite dangerous and causes accidents. The pedestrians are the small fry in the traffic system and his movement is curtailed due to the aggression and rage of heavy and fast vehicle drivers.

3.6 Over the last decade, there has been considerable investment made in the communication sector to upgrade the existing roads or to construct new roads. With the improvement of road network every year more vehicles are coming on the roads. The inevitable consequence is increased number of road accidents. This is the scenario of the entire country. However, the accident data collected from various districts do not reflect this scenario. District like Joypurhat, Kushtia, Narail have very well established road network. The number of vehicles, both motorized and nonmotorized, ply on the road is also high. However, police data shows that the number of accidents occurred in each of these districts is limited to below ten – three, one and six respectively (Table-2). So, in future emphasis should be given to improve the data collection from the districts having poor contribution in the database despite having well established road network.

3.7 Casualty age was recorded only for 70% of the casualties. Most casualties are in the 26-35 age group and in particular the age group from 26 to 30 as the most vulnerable (Figure-6). More than 84% of victims are male. As 30% of cases the age was not recorded, so the data must be used with caution.

3.8 Variation of accident number regarding accident location indicates that about 81% accidents occurred on the links. Of the remaining, 15% occurred on locations designated as junctions (Figure-7). This gives an important message to the road engineers – engineers should put more emphasis to address the link accidents than the junction accidents. 3.9 When accident database was established, arrangements were made to collect accident data only for the National and Regional roads. For the purpose of identification of location of accident, road inventory survey of National and 11

Regional roads were conducted. However, now, road accident data from Feeder and Rural roads are also coming to the data base. In 2000, of the total accident reported, 23% are from Feeder and Rural roads (Table-3). So, it is recommended that the inventory survey work of Feeder and Rural roads be done to accurately locate the accident locations on these two road classes. Figure-8 shows the casualties on several type of roads.

3.10 MAAP software is a handy tool for identifying hazardous locations (blackspot location) on road network. As now three-year accident data is available, engineers can use the MAAP data to identify the hazardous locations for implementing accident remedial measure. MAAP can provide various tables both on accident and casualties. In addition, a route wise plotting of accident in 100m resolution is possible by using this software.

3.11 Effort has been made to identify blackspot locations on Dhaka-Aricha (National Highway-5) section – one of the important roads in Bangladesh. Starting from Aminbazar, a total of 229 accidents occurred on the 75 km section of highway in last three years (1998-2000). Out of the total 229 accident cases 162 numbers are fatal cases. These accidents resulted in 226 fatalities, 184 serious injuries and 58 minor injuries. Considering a minimum of 9 total accidents in three year period spreading within 300m section of highway form a blackspot location, a total of four blackspot locations have been identified in this section of highway.

Sl. Name of Place Total Total casualties Accident Type No. Accident Fatal Grievous Simple Pedestrian Head on Rear End 1 Golorabazar 11 10 8 0 6 1 0 Busstand 2 Manikganj 11 6 4 2 5 3 1 Busstand 3 Baniajhuri 9 6 5 2 5 1 2 Busstand 4 Pukhuria 13 8 15 11 8 0 1 Busstand 15

3.12 An alternative consideration, taking lower number of total accident than 9, could identify much higher number of blackspot locations. The accident prone spots have been identified according to the nature of the accidents occurring there over the past three years. It is to be mention that the fatality rate is high (71%) primarily due to the movement of heavy traffic and goods carrying vehicles.

3.13 Accident underreporting is a worldwide problem. The problem is further intense in Bangladesh. Only a small portion of total accident comes to the accident database. Rahaman, Islam and Ahmed in their report (A study of road accidents on Jamuna Bridge approach roads, 2001) analyzed the road accidents occurred on Jamuna Bridge Approach Road in two year period –1999 and 2000. Accident data was collected from the firm doing the maintenance work of Jamuna Bridge and its connector roads. According to this analysis a total of 407 accidents occurred on the bridge and on the two-connector roads. On the other hand police database shows that a total of only 90 accidents reported in two-year period to the two police stations (Jamuna East and Jamuna West), one at each ends of the bridge. So only 22% of actual accident occurred are reported to the police and eventually coming to the database.

18 Summary of Accidents and Casualties Bangladesh 1998 - 2000

Accidents by Severity

1998-2000 Accidents 3000 year 2500 Severity 1998 1999 2000 Total Fatal 2000 2432 2523 6955 2000 1998 Grievous 1137 986 1029 3152 1500 1999 Simple 193 304 209 706 2000 1000 Collision 203 220 209 632

Total 3533 3942 3970 11445 Number of Accidents 500

0 Fatal Grievous Simple Collision

Casualties by Severity

3500

1998-2000 Casualties 3000

year 2500 Severity 1998 1999 2000 Total 2000 1998 Fatal 2346 2951 3058 8355 1500 1999 Grievous 2276 2217 2270 6763 1000 2000 Simple 948 1319 1215 3482 500 Total 5570 6487 6543 18600 0 Fatal Grievous Simple

Source: MAAP Accident Data Unit 7 Figure 2 Accidents by Collision Type Bangladesh 1998-2000

Accident Severity by Collision Type, 2000

Collision Type Accident Severity Fatal Grievous Simple Collision Total Head on 296 178 37 27 538 Rear end 329 237 42 76 684 Right angle 14 26 3 16 59 Side swipe 86 57 22 31 196 Overturned 235 86 32 3 356 Hit object on road 10 9 1 12 32 Hit roadside object 50 22 18 28 118 Parked vehicles 37 22 7 10 76 Hit pedestrian 1329 369 42 0 1740 Hit animal 3 0 0 0 3 Others 134 23 5 6 168 Total 2523 1029 209 209 3970

Accidents by Collision Type

1800

1600

1400

1200

1000 1998 800 1999 600 2000 Number of Accidents 400

200

0 Others Head on Rear end Hit animal Right angle Side swipe Overturned Object on road Hit pedestrians Parked vehicles Roadside object

Source: MAAP Accident Data Unit 8 Figure 3 Pedestrians Hit by Vehicles Bangladesh 2000

Vehicle Type Pedestrian Injury Fatal Grievous Simple Total* Cycle 3 5 0 8 Rickshaw 1 1 0 2 Pushcart 1 0 0 1 Mtor Cycle 41 11 2 54 BabyTaxi 22 21 2 45 Tempo 45 25 11 81 Micro Bus 85 47 13 145 Mini Bus 157 66 11 234 Bus 377 96 27 500 Car 32 38 8 78 Jeep 39 11 0 50 Pick Up 30 14 4 48 Truck 444 124 21 589 Artic 6 3 0 9 Oil Tanker 8 4 1 13 Tractor 26 8 2 36 Other 43 13 0 56 Total 1360 487 102 1949

*Number of Unknown 82

Note: In this Table Pedestrians are tabulated by the Vehicle that struck them

450 400

350

300 Fatal 250 Grievous 200 Simple

150 100 Number of Casualties 50

0 Car Bus Jeep Artic Cycle Truck Other Tempo Pick Up Tractor Mini Bus Pushcart BabyTaxi Rickshaw Micro Bus Oil Tanker Mtor Cycle Type of Vehicles

Source: MAAP Accident Data Unit 9 Figure 4 Pedestrians Casualties by Type of Action

Bangladesh 2000

Pedestrian Action Pedestrian Injury Fatal Grievous Simple Total None 235 143 28 406 Crossing Road 363 99 22 484 On Road 125 33 5 163 Edge of Road 689 219 45 953 Playing on Road 20 3 2 25 Total 1432 497 102 2031

700

600

500

400 Fatal 300 Grievous Simple 200 Number of Casualties

100

0 None Crossing Road On Road Edge of Road Playing on Road

Figure 5 Source: MAAP Accident Data Unit 10 Table 2 Accident Severity by Districts , 2000

Name of Districts Fatal Grievous Simple Motor Collision Total Panchagar 14 4 0 0 18 Thakurgaon 24 2 0 1 27 Dinajpur 44 7 2 1 54 Nilphamari 23 5 0 0 28 Rangpur 52 14 2 1 69 Lalmonirhat 14 3 0 1 18 Kurigram 19 3 1 0 23 Gaibandha 31 4 0 0 35 Bogra 25 3 2 3 33 Jaipurhat 2 0 1 0 3 Naogaon 54 12 3 0 69 Nawabganj 25 1 2 0 28 Rajshahi 50 19 1 2 72 RMP 17 16 7 2 42 Natore 38 10 1 0 49 Sirajganj 72 19 4 3 98 Pabna 41 6 2 2 51 Kushtia 0 1 0 0 1 Meherpur 10 4 0 0 14 Chuadanga 18 1 1 1 21 Jhenaida 51 8 0 0 59 Magura 18 3 3 2 26 Narail 3 3 0 0 6 Jessore 70 22 3 1 96 Satkhira 31 3 1 0 35 Khulna 22 7 1 2 32 Barguna 12 5 2 0 19 KMP 25 13 3 1 42 Bagerhat 65 18 12 1 96 Patuakhali 7 1 3 0 11 Pirojpur 9 2 1 0 12 Jhalakathi 19 4 1 0 24 Bhola 14 2 0 0 16 Barisal 26 2 2 0 30 Gopalganj 46 6 1 2 55 Madaripur 19 6 2 0 27 Shariatpur 5 5 0 1 11 Faridpur 42 17 2 0 61 Rajbari 21 11 1 1 34 Manikganj 36 15 2 1 54 Dhaka 50 8 2 0 60 DMP 293 384 29 145 851 Munshiganj 53 15 10 1 79 Narayanganj 87 17 10 2 116 Narshindi 60 15 0 3 78 Gazipur 30 5 1 2 38 Tangail 63 18 2 3 86 Jamalpur 16 2 0 0 18 Sherpur 18 4 1 0 23 Mymensingh 75 20 3 1 99 Kishorganj 29 10 2 0 41 Netrakona 20 8 0 0 28 Sunamganj 30 8 2 1 41 Sylhet 97 44 13 2 156 Moulavibazar 55 22 6 2 85 Habiganj 53 10 6 2 71 Brahmanbaria 44 15 8 1 68 Comilla 49 24 3 2 78 Chandpur 11 9 1 0 21 Noakhali 27 8 3 0 38 Feni 13 2 2 0 17 Laksmipur 14 0 1 0 15 Chittagong 83 35 15 1 134 CMP 59 37 10 5 111 Cox's bazar 48 9 2 2 61 Khagrachhari 19 3 2 4 28 Rangamati 6 7 3 1 17 Bandarban 7 3 3 0 13 Total 2523 1029 209 209 3970

12 Casualties by Age and Sex Bangladesh 2000

AGE Male Female Total* 0-5 92 45 137 6-10 181 129 310 11-15 200 51 251 16-20 290 60 350 21-25 530 71 601 26-30 652 75 727 31-35 634 68 702 36-40 451 55 506 41-45 287 36 323 46-50 186 33 219 51-55 102 16 118 56-60 106 24 130 61-65 57 13 70 66-70 57 19 76 71-75 14 5 19 >75 17 4 21 Total 3856 704 4560

Incomplete Data *Number of Unknown 1983

Casualty by Sex and Age

700

600

500

400 Male Female 300

Number of Casualties 200

100

0 0-5 6-10 11- 16- 21- 26- 31- 36- 41- 46- 51- 56- 61- 66- 71- >75 15 20 25 30 35 40 45 50 55 60 65 70 75 Years

Figure 6 Source: MAAP Accident Data Unit 13 Accidents by Junction Type Bangladesh 2000

Junction Type Accident Severity Fatal Grievous Simple Collision Total Not Junction 2150 764 159 138 3211 Crossing 76 94 10 28 208 T-Junction 163 111 19 37 330 Staggered 34 7 6 0 47 Round-about 4 4 1 2 11 Railway crossing 4 6 0 1 11 Others 92 43 14 3 152 Total 2523 1029 209 209 3970

2500

2000

1500 Fatal Grievous 1000 Simple Collision Number of Accidents 500

0 Not Crossing T-Junction Staggered Round- Railway Others Junction about crossing

Source: MAAP Accident Data Unit 14 Figure 7

Table 3 2000 Accident Severity by Road Class

Road Class Fatal Grievous Simple Collision Total*

National 1086 304 87 35 1512

Regional 334 94 32 8 468

16 Feeder 493 127 29 7 656

Rural 192 41 10 2 245

City 412 463 51 157 1083

Total 2517 1029 209 209 3964

*Number of Unknown = 6

Casualties by Road Class Bangladesh 1998-2000

Road Class 1998 1999 2000* Total

National 2071 2848 2884 7803

Regional 687 914 848 2449

Feeder 614 942 1096 2652

Rural 256 335 380 971

City 1974 1440 1326 4740

Total 5602 6479 6534 18615

Incomplete Data

*Number of Unknown 9

Casualties by Road Class

3000

2500

2000 1998 1500 1999 1000 2000

500 Number of Casualties

0 National Regional Feeder Rural City

Source: MAAP Accident Data Unit 17 Figure 8 4 DMP Accidents 4.1 Unlike previous years, report on the accidents occurred within Dhaka Metropolitan Police (DMP) Area, is published as an attachment of the National Report. A numbers of tables as well as figures on DMP accidents have been presented. However, persons/institutions interested in various other information, have been requested to contact the Road Safety Cell.

4.2 Of the total accidents reported to police, 1046 (26%) occurred in four big metropolitan cities: Dhaka, Chittagong, Khulna and Rajshahi. While the number of reported accidents in Dhaka Metropolitan Area has been decreasing over years, the same has been increasing in other three cities. In 2000 a total of 851 accidents was recorded in DMP area. This shows 5% decreases over year 1999.

4.3 In 2000 there were 851 accidents reported to the Dhaka Metropolitan Area. The 946 casualties resulted from 851 accidents consisting of, 301 fatal; 569 Grievous; and 76 Simple injury (Figure 9). The Casualty figures fall by 12% in 2000 to 946.

4.4 There could have been several reasons for the reduction of number of reported accidents: reduced vehicle speed due to increased traffic congestion in the city, increase tendency of settlement of the accident events outside police interference, increased police enforcement in few identified accident. However, further research on this issue could revel the actual cause(s).

4.5 The accident situation on the Airport Road has been also decreasing. A total of 102 (Fatal, Grievous and Simple) accidents were reported along this road, of which 43 involved the Fatal accident (Figure 10).

4.6 The junction between Airport Road and Bisaw Road was identified by expatriate safety experts, as one of the worst accident blackspot locations in 1996. In 1996 a total of 18 accidents occurred in this location and of which 11 19

were fatal. Pedestrians were involved in majority of accidents. But over the next few years the number of reported accident in this location has been decreasing. Apart from an increase of reported accident in 1998 over 1997, the same has been decreasing over years. In 2000 a total of only 5 accidents were reported to occur in this junction (Figure 11). Increased police enforcement could have been contributing in the reduction of reported accident. This could claim as an achievement of computerized data recording system, as had this spot not been identified as location of higher than normal accident, improved enforcement measure could have not taken by the police to reduce accident occurrence.

4.7 While accident on the once identified worst accident blackspot location has been decreasing over years, no considerable change in the number of reported accidents has been noticed in the 5 km section of N1 Dhaka-Chittagong Road, from Jatrabari Crossing to end of DMP Area (Figure 12). Implementation of remedial measure, devised by Road Safety Division of Roads and Highways Department by using the MAAP data, could contribute in reduction of accident in this section of highway. We recommend that the concerned authority take necessary action in implementing the proposed remedial measure.

22

Summary of Accidents and Casualties

DMP 1996 - 2000

1996-2000 Accidents year Severity 1996 1997 1998 1999 2000 Total Fatal 343 363 399 304 293 1702 Grievous 384 474 593 328 384 2163 Simple 171 117 64 122 29 503 Collision 103 169 146 138 145 701

Total 1001 1123 1202 892 851 5069

1996-2000 Casualties year Severity 1996 1997 1998 1999 2000 Total Fatal 369 374 420 314 301 1778 Grievous 529 731 1001 512 569 3342 Simple 373 273 135 253 76 1110 Total 1271 1378 1556 1079 946 6230

Source: DMP Accident Data Unit 20 Figure 9 Airport Road, Dhaka DMP 1996 - 2000

Airport Road Tongi Bridge to Staff Road Level Crossing

Length of Road = 9.5km

Number of Accidents

1996 1997 1998 1999 2000 Fatal 46 62 69 58 43 Grievous 36 53 72 36 40 Simple 2 8 5 8 5 Total 113 123 146 102 88

On these plots the accidents are colour coded as follows:- Fatal Accident Red circle Grievous Accident Green circle Simple Injury Blue circle

Source: DMP Accident Data Unit Figure 10

21 Airport Road - Biswa Road (within 200m of intersection)

DMP 1996 - 2000

Severity of accidents at the site 1996-2000

Accident Severity

Year Fatal Grievous Simple Collision Total 1996 11 4 2 1 18 1997 3 5 2 0 10 1998 7 6 0 2 15 1999 6 5 0 1 12 2000 3 1 0 1 5 Total 30 21 4 5 60

Figure 11 Source: DMP Accident Data Unit 23 Chittagong Road, Dhaka

DMP 1996 - 2000

Chittagong Road Number of Accidents Jatrabari Crossing 1996 1997 1998 1999 2000 to End of DMP Area Fatal 34 29 32 26 25 Grievous 12 29 39 22 21 Length of Road = 5.0 km Simple 2 3 0 12 1 Collision 4 4 8 8 10 Total 52 65 79 68 57

Source: DMP Accident Data Unit 24 Figure 12

5 Conclusions

5.1 The indispensable tool for any accident remedial measure is accident data. The quality and quantity of accident data in the National Database have been improving every year. The ascending trend of accident is a testimony of this claim. Engineers are now widely using the data, provided by police, in a number of accident remedial projects. We thank the police personnel / staff for their assistance and request them to keep up the good work they are doing at present.

5.2 The database should be used at a national level to help decision-makers formulate national policy, driving age legislation and other registration and to produce a national action plan for improving safety. At present various road authorities in Bangladesh are taking various measures to arrest the heavy growth of road accident casualties on the road network.

5.3 Accident data is the base for measure the safety and is essential in order that planners, engineers, police, education and publicity specialist and researchers are all aware of the scale and nature of safety problems over a road network. The accident database is of particular value in the accident reduction process at the local level. Here it should be used to draw up local action plan where the worst sites within the area of authority are identified.

5.4 Road users behavior in a number of developing countries clearly showed that road user were much less disciplined than developed countries. The unstated assumption is that injury and fatality rates in less motorized countries can be controlled only if the road users, road designs and enforcement levels in these countries mimic those obtaining in high motorized countries.

25 Road Accident Costing: A Draft Discussion Paper

1 Introduction Background and Objectives Accident Costing Previous Accident Costing Studies in Bangladesh Structure of Working Paper

2 RTA Estimates Urban RTA and Casualties Rural RTA and Casualties Nationwide Total RTA and Casualties Total RTA, including property damage only

3 RTA Cost Components Lost Output Medical Costs Human Costs (Pain, Grief and Suffering) Vehicle Related Damage Costs Administration Costs

4 RTA Cost Calculations RTA Cost Exclusions Average Accident Cost by Severity Nationwide RTA Costs

5 Conclusions Summary

This Accident Costing Discussion Paper is part of IDC’s effort to produce a set of road user costs which can be used systematically to facilitate An average accident cost will allow the safety impacts of road schemes to be assessed and should promote efficient and effective investment in road safety features.

While road user costs are commonly assumed to include vehicle operating costs, travel time costs and accident costs are less frequently developed in motorising countries, due to data collection difficulty and the general impression that their costs are not significant.

While the overall objective is to develop realistic estimates of accident costs, both average unit costs and the total national cost, the purpose behind this discussion paper is to document the procedures and figures currently being used. Many assumptions have been required and these assumptions are highlighted to promote feedback which can either confirm or correct these assumptions.

Previous accident costings have been limited by a lack of data and the general guideline of 1% GNP has been used to estimate national cost of road accidents. IDC’s vehicle operating and travel time cost surveys have both helped provide data on accident costs. The Lost Output method was used and the RTA casualty cost components considered here included foregone production, i.e. lost output, medical costs, and a component for pain, grief and suffering. The accident event related costs included vehicle damage costs, including loss of business earnings, and administration costs.

The total cost to the country depends not only on the unit rate but also the number of RTA by which it will be multiplied. Only 20% of RTA were assumed reported and this was a conservative estimate with hospital data indicating it could be as low as 10%. The total cost was estimated at Taka 6,500,000,000 ($US 140 million) which is less than 0.5% of the recently revised GNP estimate.

The average injury road accident has been estimated to cost the country approximately Taka 240,000 (US$5500). This average cost is based on an estimate of the total number of road accidents and casualties as opposed to officially reported figures, and includes a very small amount for damage only accidents (both reported and unreported).

These preliminary estimates are being published to stimulate feedback and suggestions on how to improve data collection and/or analysis, especially in the critical areas of vehicle damage costs and RTA estimates. RRMP-2 Accident Costs Institutional Development Component Draft Discussion Paper

ROAD ACCIDENT COSTING: A DRAFT DISCUSSION PAPER

1. INTRODUCTION

1.1 Background and Objectives

A major objective of the IDC was the development of a standard set of Road User Costs: vehicle operating costs (VOC), travel time costs (TTC) and accident costs (ACC), as these are a necessary input for road network planning. Previous Economics Workings Papers have been published on VOC and TTC and this is the first publication addressing ACC.

This discussion paper is intended to document the data sources, analysis procedures and present the current working estimates. It is also intended to highlight the assumptions required, given the current data constraints, and promote discussion to ensure the subsequent Economics Working Paper on Accident Costs is based on acceptable figures. As many assumptions were required, a conservative but realistic approach has been sought.

1.2 Accident Costing

For the last two decades, road accident costs have been generally assumed to cost a country 1% GNP. While this figure initially applied to both motorised and motorising countries, with the shift towards the higher priced Willingness to Pay approach, road accident costs in motorised countries are now estimated at a higher rate. In the Institution of Civil Engineer’s publication “A Vision for Road Safety beyond 2000”, road accidents were quoted as costing the European Union 2.5% of its GNP , the equivalent of approximately $US 200 billion. (ICE, 1996)

The 1% estimate has been previously used in Bangladesh but difficulty is expected in confirming this for Bangladesh as: · pedestrian accidents are the most common accident type and pedestrians are assumed to have lower than average income. · low cost of living and high rate of under/unemployment in general · vehicle repairs are conducted locally and much is low cost “make-do” repairs. · severity of RTA under-reporting makes total number of RTA difficult to estimate let alone cost

In addition to their overall impact on the national economy, estimates of accident costs are also needed to measure the safety impacts of road schemes. The main objective of most road improvements is to reduce vehicle operating costs and journey time which in turn is most often achieved by increasing travelling speeds. Increased speeds imply increased accidents with worsening severity and so safety impacts need to be considered.

1.2.1 Accident Costing Methodologies

The two basic accident costing methodologies are the Lost Output (or “human capital”) and the Willingness to Pay (WTP) approach. Lost Output focuses on the economical consequences of road accidents but also includes a component for the pain, grief and suffering caused by road accidents.

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The WTP method, on the other hand, considers the value of prevention, i.e. how much people would pay to avoid an accident altogether, and accordingly produces much higher cost estimates than the Lost Output Method. WTP has only been used in motorised countries and the Lost Output method has traditionally been recommended for motorising countries whose primary objective is maximising national economic growth.

Lost Output methods can be further classified into Gross and Net Lost Output. As can be surmised, the Net Lost Output subtracts an estimate of personal consumption from the expected lost earnings of a RTA Fatality. While Net Lost Output was used for the first few years of accident costing in the UK (1968-71), most countries rely on the Gross Output Method, although it should be noted that the current UK WTP approach calculates foregone production using the net lost output method and assumes all foregone pleasure to be represented in the Human Costs Component.

For further background reference on the different accident costing methods, please refer to the TRL publication Overseas Road Note 10.

1.3 Previous Accident Costing Studies in Bangladesh

Accident costs were previously estimated by the Road Materials and Standards Study (RMSS- Howard Humphreys et al, 1994). The analysis estimated the average cost of an injury RTA to be approximately Taka 228,000 in 1992 prices (US$6444). This costing analysis was basically a “desk exercise” but hospital surveys were conducted to identify the total number of RTA and related casualties, rather than just those police reported. The two main cost components were identified as lost output (45%) and vehicle related damage (40%), which included both vehicle damage and loss of business.

Accident costing work was begun under IDC in 1995 but was postponed due to the lack of available data, particularly the number of accidents, average incomes of RTA casualties and vehicle damage costs.

1.4 Structure for Working Paper

This discussion paper is organised into five chapters:

· Introduction to accident costing · Estimating RTA · Accident cost components · Accident cost calculations · Conclusions and recommendations

Following this general introduction, the second chapter reviews the assumptions required to develop an estimate of the current number of RTA and the associated casualties. The factors considered in the various cost components, i.e. lost output, medical costs, are covered subsequently.

Chapter 4, Accident Cost Calculations, multiplies the individual cost components by the number of RTA by severity to produce an estimate of the current cost of road accidents nationwide. Damage only accidents are also estimated as it is common practice for average injury accident costs to include a factor for damage only accidents. It should also be noted that the cumulative cost of damage only

4 3\2\acccost\dp 8-Jan-01 RRMP-2 Accident Costs Institutional Development Component Draft Discussion Paper accidents currently exceeds that of fatal accidents in many motorised countries, including both the USA and the UK.

2. RTA ESTIMATE

The total cost of road accidents should include both reported and unreported road accidents and not be limited to those officially reported as all accidents incur costs. While widescale under-reporting of simple RTA is accepted by all, many, including the Bangladesh Police, believe that fatal and grievous RTA are well reported. This has not been found to be the case as:

· Hospital records show many more RTA inpatients being treated than reported by police. Assume over 4000 being hospitalised for RTA in DMP alone and while this is equivalent to national figures for grievous injuries, DMP is reported at only accounting for only 24% RTA and 13% of injuries. · Comparison with those DMP fatal RTA reported in one newspaper during 1996 and 1997 found that approximately 30% of fatal RTA newspaper reported RTA were not in the DMP MAAP database (including one where 9 killed in truck accident in Demra). · Manual reporting system is prone to inaccuracy as seen by Police Headquarters reporting different RTA and casualty figures than in MAAP. Police Headquarters reported over 30% more injury road accidents but approximately 30% less RTA casualties in Dhaka than did the computerised MAAP system.

Accordingly, it was assumed that only 20% of casualty RTAs are included in the official police accident statistics for DMP. Conservative assumptions were made and it is possible that the actual figure is twice as large and only 10% casualty RTA are being officially recorded. It was decided to use the top end of the range as a starting point.

It was also assumed that the level of under-reporting was consistent throughout Bangladesh. While under-reporting tends to be worse in rural areas, the accident data from the Ranges was more consistent than the metropolitan areas and so the same under-reporting ratio has been applied.

· 27,565 casualty RTA estimated in Bangladesh in 1997 (5 X official figure)

It was also assumed that: · 33% RTA occur in urban/metropolitan areas · 67% RTA occur in rural areas (police ranges)

This accident distribution is similar to that being reported by the Police Headquarters where in 1997, 31% of all reported RTA occurred in the four metropolitan areas.

The accident severity distribution within urban areas was to be based on the MAAP data for DMP but had to be adjusted as simple accidents are rarely reported. The accident severity distribution assigned Dhaka was assumed to apply for all metropolitan areas. The rural RTA severity distribution required more estimation and is accordingly much more suspect.

Table 1: RTA Severity Distribution URBAN RURAL Share RTA Share RTA Fatal RTA 8% 740 25% 4693 Grievous RTA 32% 2958 35% 6570

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Simple RTA 60% 5098 40% 7508 Total Casualty RTA 100% 8795 100% 18770

Casualty estimates varied for rural and urban RTA and so are discussed separately below.

2.1 Estimating Urban RTAs casualties

The number of RTA casualties was estimated by reviewing MAAP, Police HQ, newspaper and hospital data. Casualty estimates were also factored for possible duplication with casualty transfers between hospitals. Table 2 presents the RTA casualties which were estimated to have occurred within DMP during 1997.

Table 2: DMP RTA Working Estimate No. Fatalities Grievous Simple Total Casualties Fatal RTA 560 616 112 112 840 Grievous RTA 2240 0 2240 1120 3360 Simple RTA 4200 0 0 6300 6300 Total Casualty RTA 7000 616 2352 7532 10500

Between the number of estimated RTAs and that of estimated RTA casualties, the casualty rates shown in Table 3 were assumed for the DMP.

Table 3: DMP Casualty Ratio Working Estimate Fatalities Grievous Simple Total Casualties Fatal RTA 1.1 .2 .2 1.5 Grievous RTA 0 1 .5 1.5 Simple RTA 0 0 1.5 1.5

As with the accident severity distribution, the DMP casualty rates were also assumed to apply for the other metropolitan areas. Table 4 shows the total number of urban casualties by severity type estimated to have occurred in Bangladesh in 1997.

Table 4: Urban RTA Casualty Working Estimate No. Fatalities Grievous Simple Total Casualties Fatal RTA 740 813 148 148 1129 Grievous RTA 2958 0 2958 1479 4837 Simple RTA 5098 0 0 7646 7646 Total Casualty RTA 8795 813 3106 9273 13193

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2.2 Estimating Rural RTA

For comparison purposes, the number of Table 5: Estimated Rural RTA estimated RTA occurring within the rural areas by RTA range is shown below. As described above, these Dhaka 5515 figures were derived by multiplying the reported Chittagong 3820 figure by a factor of 5. Syhlet 2195 Khulna 1680 Barisal 590 Rajshahi 4970 Total 18770

Little data was available for estimating casualty numbers from rural RTA. Newspaper RTA reports were considered and common sense applied. An average casualty ratio of 3.5 was assumed, which is over twice that of the urban casualty rate estimate of 1.5.

Table 6: Rural Casualty Ratio Working Estimate Fatalities Grievous Simple Total Casualties Fatal RTA 2 2 2 6 Grievous RTA 2 2 4 Simple RTA 1.5 1.5

Table 7: Rural RTA Working Estimate RTA Fatalities Grievous Simple Total Casualties Fatal RTA 4693 9385 9385 9385 28155 Grievous RTA 6570 0 13139 13139 26278 Simple RTA 7508 0 0 11262 11262 Total Casualty RTA 18770 9385 22524 33786 65695

2.3 Estimating Total Nationwide RTA and casualties

Table 8 presents the total number of estimated casualty RTA and casualties by location.

Table 8: Estimated Casualty RTA Nationwide RTA Fatalities Grievous Simple Total Casualties Urban RTA 8795 813 3106 9273 13193 Rural RTA 18770 9385 22524 33786 65695 Total Casualty RTA 27565 10198 25630 43059 78888

It should be pointed out that the severity ratio, i.e. the ratio of RTA injuries to fatality is less than 8:1 compared with recent study recommendations in Indonesia of 25:1 and 52:1. (Downing, 1997) The accident costing exercise in Kerala, India found an injury to fatality rate of 21:1 (1992-93) (Chand, 1995) so again, injuries could be much higher than is being estimated here.

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The severity ratio will greatly depend upon the extent to which accidents are consistently reported as the relative extent of under-reporting by accident severity is unknown. The percentages used in this accident costing are shown below. Fatal accidents are assumed to be the best reported with almost half all reported while only one out of every 15 simple RTA is believed reported to the police.

Table 9. Relative RTA reporting percentages assumed Police Headquarters Costing Estimates Reporting percentage Urban Rural Total Urban Rural Total Urban Rural Total fatal 422 2264 2686 740 4693 5432 57% 48% 49% grievous 748 1092 1840 2958 6570 9528 25% 17% 19% simple 521 398 919 5098 7508 12606 10% 5% 7% total 1691 3754 5445 8795 18770 27565 19% 20% 20%

Fatal RTA have traditionally been assumed to be the most well reported as this is the case in motorised countries. However the reality of the situation in Bangladesh is that fatal RTA can be expected to involve the highest compensation and so also the greatest incentive to avoid involving the police where compensation might be expected to be shared. Further research into the extent of under- reporting is required in Bangladesh before an accurate assessment of the accident situation can be made and is discussed in the last chapter.

2.4 Estimating Total RTA, including property damage only accidents

Property damage (PDO) accidents have also been estimated as they too incur costs. Conservative figures have been used with four PDO RTA being estimated for every urban casualty RTA and two PDO RTA for every rural casualty RTA. This is lower than that ever used in the UK (early costings assumed a 6:1 ratio and lower than that estimated for Nepal).

Table 10: Estimated Nationwide Total RTA (Casualty and PDO) RTA PDO multiplier estimated PDO Total RTA Urban RTA 8795 4 35180 43975 Rural RTA 18770 2 37540 56310 Total Casualty RTA 27565 72720 100285

3. RTA COST COMPONENTS

As most injury RTAs include more than one casualty, RTA costing is traditionally divided into casualty related costs: lost output, medical costs, pain, grief and suffering and event related costs: property damage and administration costs. RTA casualties are classified in three basic categories:

· Fatalities are limited to deaths occurring from and within 30 days of the RTA · Serious injuries include injuries which require hospitalisation, i.e. an overnight stay in a hospital, to those RTA related deaths occurring after the first 30 days. · Slight injuries are those which require medical treatment but not hospitalisation.

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3.1 Lost Output

Lost output refers to the loss of productive capacity to the economy. While most accident surveys rely on accident victim surveys or average wage rates to estimate lost output, average incomes for motorised transport users were already determined by the TTC surveys. Only the average income of a pedestrian had to be calculated additionally and an average subsistence wage of Tk 1500 month was assigned. Table 11 shows the average incomes estimated for the different road user types and the relative casualty share assumed.

Table 11: Average Income and RTA Casualty Share by Road User Type Truck Bus Car Rickshaw Pedestrian Average monthly income 5441 6083 15410 4686 1500 Average annual income 65292 73000 184920 56232 18000 RTA casualty share 5% 25% 5% 15% 50%

The net lost output is recommended for use with RTA fatalities Bangladesh for the following two reasons: · Internal consistency: this component refers to the lost earnings whereas the 30% assumed for personal consumption is valued for pleasure reasons which belongs under the PGS component. · More representative: As seen by the growing use of WTP, the human costs are being valued more and more in comparison to the lost earnings. It is the loss of loved ones, rather than loss of earnings, which is mourned when road accident fatalities occur.

It should be highlighted that the decision to use net output does not reduce the estimated overall cost of a fatality as it is only a transfer of costs between the components.

The net lost output for a RTA fatality was calculated using the following: · average lost working years, 28 (average retirement age, 57 years, - average age of RTA fatality, 29years) · discount rate of 12% and average GDP per capita 3.1% · estimated average annual RTA income · 30% personal consumption

Recovery time

The lost output for RTA injuries was the daily wage multiplied by the number of days recovering. Based on studies in India and Indonesia, a 30 day recovery period was used for grievous injuries while 2 days was used as the estimated average recovering time required for simple injuries. As a 25 day working month has been used in previous RHD economic analyses, the lost output for grievous injuries will be 25 days will be valued at 100% and the remaining 5 days at 25%, i.e. leisure time. Both days spent recuperating with simple injuries have been assumed to be working days.

Table 12 Lost Output Casualty Costs per casualty Fatal RTA Grievous RTA Simple RTA cost no. cost no. cost no. cost Fatality 344085 1.7 584945 0 0 0 0 Grievous 4217 1.4 5904 1.7 7169 0 0 Simple 321 1.4 450 2.2 707 1.5 482 Total 591298 7876 482

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3.2 Medical Costs

The standard cost components of medical services received by RTA casualties include: first aid and rescue services (ambulance), hospital costs (food and bed, operations, x rays, medicine, doctors services), and subsequent rehabilitation costs (treatment, prosthetics).

Rescue services

In Bangladesh, very few of RTA casualties are transported by ambulance services or receive first aid treatment as roadside first aid posts do not exist. Yet RTA casualties are still transported to medical centres or homes (the police usually transport the bodies of those who died at the scene) and these trips involve a cost. Given the lack of data on hospital transport costs, a token amount of Taka 100 is assigned to each RTA casualty to reflect transport cost.

Hospital care

Hospital costs are difficult to calculate and an average in-patient per day cost and average out-patient visit cost are the best working estimates believed possible. The Centre for the Rehabilitation of the Paralysed (CRP) estimates its monthly in-patient cost at Taka 12,000/month (up from 8000/month when costs first began being monitored in 1990). Using the CRP’s figure, an average in-patient per day cost of Taka 400 will be used. Average in-patient length of stay is not known for RTA casualties only and an average in-patient stay of 10 days is assumed.

Outpatient visit costs are estimated at 25% of the in-patient per day and outpatient visits will refer to all casualty treatment services, whether hospital or private clinic administered.

Table 13: Medical Costs per RTA Casualty per casualty Fatal RTA Grievous RTA Simple RTA cost no. cost no. cost no. cost Fatality 100 1.7 170 0 0 0 0 Grievous 4200 1.4 5880 1.7 7140 0 0 Simple 100 1.4 140 2.2 220 1.5 150 Total 6190 7360 150

3.3 Human Costs (Pain, grief and suffering)

A notional sum for “pain, grief and suffering” (PGS) was included in the first accident costing done in the UK in 1967. At that time, the net output method was being introduced and in order to avoid obtaining a positive benefit from a retired person’s death, an amount equivalent to the discounted value of a non-productive person’s expected future consumption was added (^5000). A small sum was also added to serious injuries (^200) but no such sum was added to minor injuries. PGS represented 20% of the total cost of road accidents when first introduced.(Hopkin and O’Reilly, 1993)

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When the UK converted to the gross output method in 1971, the PGS sum was maintained for fatalities, while it was more than doubled for serious injuries (^500) and a ^10 value assigned to slight injuries (equivalent to 2% value for serious injury). The PGS values were regularly updated for inflation and GDP but were then increased by 50% in 1978 after the UK values were found to be considerably lower than those being used by other countries.

Prior to the adoption of WTP for injuries, in 1990, the PGS component accounted for 75% of a serious casualty’s costs and 65% of a slight injury’s total costs (still the equivalent of 2% serious injury PGS). (Hopkin and O’Reilly, 1993)

By comparison, the Road User Cost Study conducted in India in the early 1980’s estimated PGS at a relatively lower amount, 20% of total lost output. This percentage has been maintained in subsequent Indian costings and was also adopted for the 1995 Nepal accident costing and is proposed to be used here in Bangladesh as a default value.

As explained under Lost Output, the amount estimated for personal consumption (30% gross lost output) has been transferred to the traditional PGS Component. It is proposed here that the term “human costs” be used to refer to this expanded component.

To keep the relative amounts the same, i.e. 50% of gross lost output (30% personal consumption and 20% PGS), the human cost component is valued at 70% net lost output (equivalent of 49% gross lost output as 70% of 70%(net lost output) = 49% gross lost output

Table 14: Human Costs per casualty Fatal RTA Grievous RTA Simple RTA cost no. cost no. cost no. cost Fatality 206451 1.7 350967 0 0 0 0 Grievous 2530 1.4 3542 1.7 4301 0 0 Simple 193 1.4 270 2.2 424 1.5 289 Total 354779 4726 289

3.4 Vehicle Damage Costs

In addition to vehicle damage, this component should also includes other property damage costs and any lost business due to the vehicle being out of commission. In practice, it can be difficult to even collect basic vehicle damage cost data.

Vehicle damage was known to be a major cost component and data collection was attempted from three different sources: VOC surveys, insurance company, and vehicle owners. The VOC surveys collected data on accident costs but the sample size was small and appeared very top heavy. The main private sector insurance company was contacted and claim data obtained but it was mainly for damage only claims and with few commercial vehicles represented. Vehicle owners were also contacted by BRTA staff at the Mirpur registration office and surveyed on previous accident damage costs and any lost earnings while the vehicle was out of commission. The wide range of vehicle damage costs is shown below.

Table 14: Vehicle Damage Claim Costs Vehicle Operators Survey BRTA Vehicle Owner Surveys

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RTA Truck Bus Car A’Rick Truck Bus Car A’Rick/myc PDO 38,000 20,000 850 1,500 N/A 7000 40000 45000 Injury 300,000 147,500 N/A N/A 2000 15167 6050 5514 Fatal 125,000 198,250 100,000 N/A 22500 8000 8000 N/A Casualty 212,500 167,800 100,000 N/A 15667 13375 6440 5514

In addition, vehicle claim data was provided by one large private insurance company which found the 1997 average vehicle damage claim cost was Taka 43, 500 (265 claims). Very few casualties were mentioned and it is assumed these costs were settled privately. Nor was there much variation with average car claims being 20% more than those of commercial vehicles and 30% more than average motorcycle claims.

Once average vehicle damage costs are determined, then the following other factors should be considered: · average vehicle type distribution in RTA · average number of vehicles involved in RTA · average number of vehicles damaged in RTA (many pedestrian accidents have been reported not involving vehicle damage) · amount of loss transport capacity, i.e. business

As this analysis required many estimates and vehicle damage data was so inconsistent, it was decided to adopt an interim average vehicle damage cost of Tk 50,000. This was based on an average vehicle damage cost of Tk 40,000 and Tk 10,000 lost business. Not forgetting the pedestrian accidents, it was decided to weight the vehicle related costs so that vehicle damage in grievous and fatal accidents cost 1.5 and 2 times more than in simple accidents.

Table 15: Vehicle related costs (Taka) Unit costs fatal 70000 grievous 52500 simple 35000 pdo 1750

3.5 Administrative costs

Administrative costs include the “handling costs” incurred by police, insurance companies and courts in investigation road accidents as well as prosecution and the settlement of insurance claims. Early work in the UK assumed all reported road accidents resulted in an insurance claim and based the insurance administrative cost on 50% of all administrative costs. More recent work in the UK revealed that while 75% of all reported serious RTA resulted in an insurance claim, less than 67% of slight RTA and less than 60% damage only accidents reported to the police resulted in an insurance claim.

Related police activity includes at the scene efforts as well as the initial reporting and any subsequent investigation and prosecution. This could include the officer in charge, the accident investigator, the vehicle examiner, and the Coroner’s office.

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Given the level of under-reporting, the relatively few vehicle insurance claims (one of the leading private sector insurance companies reported settling only 3 motor vehicle claims involving death or injury in all of 1997), and the small number believed to go through the legal system, administrative costs are not assumed to be worth surveying in Bangladesh. However, as it is believed that many, if not most of accidents are settled privately and these negotiations do take time, a token amount (Tk 500) is suggested for general administrative costs. The total administrative costs estimated should represent the following:

· police investigations (5500 RTA with 2700 Fatal, 1800 Grievous and 900 Simple) · post accident inspections (1300 conducted by BRTA 1997) · insurance claims (unknown amount) · court proceedings (unknown number or duration) · private negotiations (estimated 95,000)

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4. RTA COST CALCULATIONS

4.1 RTA Cost Exclusions

RTA cost calculations are almost exclusively focused on the losses to society related to the victim himself and not those of others close to the victim. Some of the other costs not commonly factored in accident costings include.

1. loss of earnings of carer (i.e. family member must give up work to provide home care) 2. work replacement cost, i.e. training 3. travel time delay from accidents, including that from road blockades occasionally set up after accidents 4. accident scene clear up 5. leisure time lost in the post working years. 6. life expectancy reduced of RTA casualties.

Moreover, this preliminary accident costing exercise was limited to the three main casualty types, fatal, grievous and simple. It did not factor in those grievously injured who are left disabled and with reduced earning capability.

4.2 Average Accident Cost by Severity

Table 16 shows the cumulative cost of the various cost components to each RTA severity.

Table 16: Total accident cost by severity type and cost component Fatal Grievous Simple PDO Lost output 591298 7876 482 0 Medical costs 6190 7360 150 0 PGS 354779 4726 289 0 vehicle damage 70000 52500 35000 1750 administration 500 500 500 500 total 1022767 72961 36421 2250

According to these estimates, a fatal RTA costs 14 times that of a grievous RTA and 28 times more than a simple RTA. Property damage only accidents have been estimated at only 6% of a simple accident. A grievous RTA is estimated at twice that of a simple RTA and this low ratio is due to the vehicle damage estimate currently being used as shown in Table 17

Table 17: Distribution of Cost Components Fatal Grievous Simple PDO Lost output 58% 11% 1% 0% Medical costs 1% 10% 0% 0% PGS 35% 6% 1% 0% vehicle damage 7% 72% 96% 78% administration 0% 1% 1% 22%

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4.3 Nationwide RTA Costs

The total cost of all road accidents, including PDO, has been conservatively estimated at Tk 6,873 million (Tk 680 crore or US$142 million). This is less than half the recently revised GDP estimate but is still a very significant amount for Bangladesh to be losing every year. Road accidents are estimated at costing more than the recently started four year WB RRMP project (530 million).

Table 18: National RTA costs no. cost total Fatal RTA 5432 1022767 5555672915 Grievous RTA 9528 72961 695176086 Simple RTA 12606 36421 459124639 total casualty RTA 27565 6709973640 PDO RTA 72720 2250 163620000 Total 100285 6873593640

The vast majority of the costs comes from casualty accidents with PDO accidents amounting to less than 2.5% of total costs.

An average casualty accident has been estimated to cost a total of Tk 250,000 (US5,400), some 15% less than that estimated by the previous RMMS. Average costs of urban and rural accidents should be calculated and used separately due to their different accident severity and casualty pattern distributions.

5. CONCLUSIONS

Many assumptions still were required with this accident costing. (Appendix C contains a summary of the assumptions) This discussion paper is intended to promote discussion which will confirm or correct these assumptions. Two particular weaknesses were the lack of vehicle damage cost data and the lack of comprehensive accident data thereby necessitating many assumptions.

5.1 Vehicle related damage costs

Future accident costings should be prepared to devote more time to collecting vehicle damage cost data. Insurance surveyors should be contacted as they have proven useful in other countries and they have estimates of total estimated damage before insurance coverage is factored. Commercial vehicle damage cost data will require further effort and truck and bus owner associations should be contacted (again) and data sought. Vehicle damage costs accounts for the largest direct cost in road accidents and it is important that this component be estimated accurately.

5.2 Extent of under-reporting

The paper has not reviewed the application of accident costs which will be provided in the Technical Note on Accident Costs expected shortly. One point does need to be highlighted. A main area of work in this accident costing was the estimation of the actual number of road accidents. Further research is required on this fundamental problem as an accurate assessment of the overall accident

15 3\2\acccost\dp 8-Jan-01 RRMP-2 Accident Costs Institutional Development Component Draft Discussion Paper situation is not yet possible. As only 20% of the actual RTA are expected to be reported, application of these accident costs to the reported RTA will clearly underestimate the safety impact. Consideration should be given to applying the average accident costs to the number of reported RTA factored up (as high as 5 X?) for under-reporting.

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Appendix C: Summary of Assumptions

Number of RTA 1. Actual number of RTA in DMP was only 5 x greater than currently reported in MAAP (not Police HQ). 2. Under-reporting consistent for both urban and rural areas. 3. Fatal RTA reporting most accurate 4. 1/3 RTA occurred in urban areas and 2/3 in rural areas (similar to ratio being reported) 5. Accident severity distribution for DMP (many simple RTA not reported) 6. Accident severity distribution for DMP applied to other metropolitan areas. 7. Accident severity distribution for rural areas 8. Number of casualty RTA and associated casualties in DMP 9. Casualty rate derived from above assumption assumed applicable to all metropolitan areas and number of casualties accordingly determined. 10. Casualty rate for rural areas and number of rural RTA casualties by type

Lost Output 1. RTA casualty share by road user type (and thus income level) 2. Average age of fatality (taken from only MAAP data available ---DMP data) 3. Average age of retirement 57 years 4. Average discount rate and average GDP per capita increase 5. Percent of gross lost output which is for personal consumption 6. Recovery time for grievous and simple injuries 7. Value of non work time

Medical Costs 1. Rescue/transport costs 2. No medical treatment cost given to RTA fatalities (yet DMCH report 2.5 times more RTA in- patients dying than RTA “brought in dead”) 3. Average cost and number of in-patient days per grievous injuries 4. Average cost and number of outpatient visits for grievous and simple injuries

Human Costs (Pain Grief and Suffering) 1. Include 30% gross lost output (personal consumption) plus 20% gross lost output (Indian PGS value).

Vehicle Damage Costs 1. Average vehicle damage cost 2. Average ratio of damage cost for accident severity 3. Average “lost business” amount

17 3\2\acccost\dp 8-Jan-01 GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND RAILWAYS DIVISION

SECOND ROAD REHABILITATION AND MAINTENANCE PROJECT

INSTITUTIONAL DEVELOPMENT COMPONENT

Report on Traffic Accident Reporting and Analysis System in Bangladesh

October 1998 RRMP2 : Institutional Development Component Traffic Accident Reporting and Analysis System in Bangladesh

TRAFFIC ACCIDENT REPORTING AND ANALYSIS SYSTEM IN BANGLADESH

SUMMARY

Accurate and comprehensive accident data is the cornerstone on which all road safety activities should be based. An accident data system should establish procedures for the collection, storage, analysis and dissemination of data for all traffic accidents involving a personal injury. The system should ensure that all road safety work whether in engineering, enforcement, education or publicity can be data-led.

The Bangladesh Police have adopted a new accident report form and this is now in use nation-wide. Accident data is being processed and analysed at one of six centres around the country and will be assembled at police HQ to form a national database. Data will then be disseminated to the National Road Safety Council (NRSC) and other interested parties for their own analysis purposes.

The analysis of the data has already identified some severe accident backspots and these have been used to train local engineers to prepare accident remedial schemes. The data also reveals significant regional variations in the pattern of accidents and casualties.

A particularly striking feature of the data collected is the high number of fatal accidents. This indicates that the police are only reporting the most severe accidents and thus the data collected represents only the ‘tip of the iceberg’. Despite this under-reporting the accident database established is extremely useful and provides a benchmark by which all road safety activities can be monitored.

This report is a brief summary of the progress made over the last 3 years. It includes a list of other relevant documentation produced to which the reader is referred for more detailed information.

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TABLE OF CONTENTS

SUMMARY

GLOSSARY

1 INTRODUCTION

2 ACCIDENT REPORTING SYSTEM

3 ACCIDENT LOCATION SYSTEMS

4 LEVEL OF REPORTING OF ACCIDENTS

5 CONCLUSIONS

6 RECOMMENDATIONS FOR IDC-3

APPENDICES

Appendix A New Police Accident Report Form (English and Bangla)

Appendix B Terms of Reference for Accident Data Specialist

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GLOSSARY

NRSC National Road Safety Council IDC Institutional Development Component RRMP2 Second Road Rehabilitation and Maintenance Project DFID Department for International Development TRL Transport Research Laboratory DMP Dhaka Metropolitan Police SI Sub-Inspector IGP Inspector General of Police FIR First Information Report PRB Police Regulations Act of Bengal RHD Roads & Highways Department

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1 INTRODUCTION

1.1 This report has been prepared as part of the Institutional Development Component (IDC) of the Second Road Rehabilitation and Maintenance Project (RRMP2). IDC is funded by the UK Department for International Development (DFID). It includes a series of short term and one 18 month (road safety engineering) inputs by specialists covering the areas of:

· Road safety engineering

· Vehicle inspection and safety

· Driver training and testing

· Children’s traffic education

· Road safety publicity

· Accident data system

· Accident costing

· Legislation and enforcement

The accident data component was started in an earlier phase of the IDC project and this report records the progress accordingly.

1.2 A series of other documents have been produced that relate directly to the accident data system. These documents are listed below:-

MAAPfive manual from Transport Research Laboratory (TRL)

Supplement to MAAPfive Manual for Bangladesh

Road Inventories

· Dhaka Range

· Chittagong Range

· Rajshahi Range

· Khulna & Barisal Ranges

· Sylhet Range

Accident Analysis Reports

· DMP Annual Report 1996

· DMP Annual Report 1997

Manual of Instructions and Examples for the new Accident Report Form 1 gulshan\idc\3\2\1\zakaria\rep.doc RRMP2 : Institutional Development Component Traffic Accident Reporting and Analysis System in Bangladesh

2 ACCIDENT REPORTING SYSTEM

2.1 The road safety situation in Bangladesh has been hindered by the lack of comprehensive accident data. The police did not record details of accident locations as well as some basic information about the casualties and vehicles. The information that was recorded was not computerised making detailed analysis impractical.

2.2 In May 1995 a new accident report form was designed by IDC and police officers from Police HQ and Dhaka Metropolitan Police (DMP). This form was introduced in the North Division of DMP in June 1995 for all traffic accidents recorded by the Thana police. The pilot test area covered the Thanas of Uttara, Cantonment and Gulshan. The accident report form is included as Appendix A in both English and Bangla.

2.3 The MAAPfive program was configured for use with the new accident report form and data from the pilot study was entered on a computer at the IDC office. The data analysis capabilities of the new system were demonstrated in a series of presentations using real data from the pilot study. DMP subsequently agreed to the introduction of the new reporting system throughout the city of Dhaka. A computer was installed at DMP HQ and a computer operator was trained to identify the grid co-ordinates of each accident and to enter the data into the computer.

2.4 Training was given by the project team to all Sub-Inspectors (SIs) on how to complete the new accident report form. A ‘Manual of Instructions and Examples’ was produced and this was distributed to all Thanas involved in the expanded pilot study.

2.5 The city-wide accident reporting system was operational by the start of 1996. In early 1997 the first DMP annual report on traffic accidents was produced. This report was a summary of the accidents reported during 1996 in DMP and included messages from the Inspector General of Police (IGP) and the Commissioner of DMP. A second annual report, this time for 1997, has since been produced. This document is a summary of the accidents occurring in 1997 with comparisons to the previous year.

2.6 Following discussions with the IGP and the production of the first DMP annual report the new accident reporting and analysis system was adopted nation-wide by the Bangladesh Police. An extensive training program was devised to allow staff to reach all SIs in the country. Future training will be undertaken by the Police themselves, with IDC assistance. The accident reporting system has been incorporated into the training programme at the Sardah Police Academy where all police officers in the country are trained.

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2.7 Progress in implementing the accident reporting system nation-wide and in sustaining data collection in the pilot study area (DMP) was hampered by the absence any legal backing for the new accident report form. During August 1998 however the form is expected to become a legal requirement for the Police and will become part of the First Information Report (FIR) under Police Regulations Act of Bengal [PRB 254(b)]. The police have now assumed responsibility for printing the form. These are major steps forward towards the creation of a sustainable accident data system.

2.8 Six further computers were purchased for the national accident data system. Five of these computers were set up at regional centres to process accident data in a similar manner to DMP. The regional accident data units are responsible for the processing and analysis of the accident data in their area of responsibility as defined in the table below:-

Location of Unit Area of Responsibility Dhaka Metropolitan Police DMP Dhaka Range Dhaka Range Chittagong Metropolitan Police Chittagong Range and CMP Rajshahi Range Rajshahi Range and RMP Khulna Metropolitan Police Khulna Range, KMP and Barisal Range Sylhet Range Sylhet Range

Additionally, an accident data unit has been established at Police HQ to assemble the national accident database and to analyse the accident data at a national level. Data should be sent from the regional accident units to the Police HQ as shown in the flow chart in Figure 1.

2.9 The specification of the computers installed at each of the seven locations is shown in the table below:-

Processor Windows RAM (Mb) Hard Disk Speed (MHz) Police HQ 3.11 16 2.1Gb 166 DMP 3.11 16 520Mb 133 1.2Gb Dhaka Range 3.11 16 2.1Gb 166 Chittagong 95 16 2Gb 166 3 gulshan\idc\3\2\1\zakaria\rep.doc RRMP2 : Institutional Development Component Traffic Accident Reporting and Analysis System in Bangladesh

Khulna 95 16 1.2Gb 133 Rajshahi 3.11 16 540Mb 150 Sylhet 3.11 16 540Mb 166

2.10 Two member of staff have been assigned to each of the accident data units and these have been trained to process and analyse the accident data. They will be responsible for ensuring accident report forms are sent in by all the districts and Thanas in their area of responsibility.

2.11 A monthly monitoring report will be prepared for each of the six regional accident data units. This will consist of three standard tables from the MAAPfive system showing the total number of accidents on the computer for each month and also the number of accidents reported by each district and by each Thana within each district. In addition to these three tables the number of pending accident report forms should be indicated.

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3 ACCIDENT LOCATION SYSTEMS

3.1 An essential part of an accident data system is an accident location system. This should enable to the geographic distribution of accidents to be analysed and accident blackspots to be identified. Two location systems are used to identify accidents in Bangladesh:-

· Grid co-ordinate

· Kilometre value along a highway

Further details of the location systems and on accident blackspot identification techniques can be found in the "Supplement to the MAAPfive Manual."

3.2 The grid co-ordinate system is useful for urban areas where good quality maps are available. Ideally two types of maps are required for each area. The first type of map is to allow the XY co-ordinates of each accident to be established. This requires detailed maps with a scale of about 1:10,000. It is very useful if the grid squares on the map are 100mm by 100mm as this will enable the XY co-ordinates to measured accurately with a standard ruler with millimetre markings. The second type of map is to display on the computer screen and to over-plot accidents. The scale of these maps should ideally be between 1:25,000 and 1:50,000 although any scale can used if necessary. These maps do not require the same level of detail as the maps used for identifying the XY co-ordinates.

In practise using one set of maps for identifying co-ordinates and another set for plotting accidents was not possible as the maps available in Bangladesh have significant incompatibilities. To overcome this the maps used for plotting are simply reduced versions of the ones used for establishing co-ordinates. This produces acceptable results and is considered suitable until better maps become available.

The lack of a suitable national grid system has led to a local grid system being developed for each of the major cities. These have been given a code number so that accidents from one city can be easily separated from the other cities.

3.3 Accidents occurring on the highway network outside of the major cities will be assigned a route number and a kilometre value. The route numbering system is consistent with the one currently in use in Roads & Highways Department (RHD). Maps of each zone have been provided to the police accident data units to ensure the correct route numbering system is used.

The kilometre value assigned to each accident on a highway will, as much as possible, be derived directly from the value on the kilometre post. Thus if the accident occurred 200m north of ‘KM Dhaka 56'’ on the Dhaka Mymensingh Road then it will be coded as 56.2km on N3. If there is a single ‘zero point’ for each highway and the distance to this ‘zero point’ is be

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displayed on the kilometre post then this location system is simple to use. Some highways, however, have kilometre posts with distances to towns but do not include the distance to the "Zero point" of the highways. Further problems occur when kilometre posts are missing and when they are not spaced at kilometre intervals. To overcome these problems an ‘Inventory of Landmarks’ has been produced for each of the accident data units. These documents include all the routes within the area of responsibility of the accident data unit and indicate the kilometre value to use for each major landmark on the road. The kilometre values in these documents have been ‘tied’ to the kilometre post values where appropriate so that each kilometre of the road could be a slightly different actual length. In more extreme cases there will be an apparent missing section of road or even a duplicate section of road. The latter is usually a result of an inconsistency in kilometre post values on either side of a district boundary.

4 LEVEL OF REPORTING OF ACCIDENTS

4.1 The level of reporting of accidents by the police is understood to be very low. In most cases the accident will only come to attention of the police if it is particularly serious or if an aggrieved party reports the accident. The large number of fatal accidents in the police reported accidents is strong evidence in itself of massive under reporting. In DMP over 30% of all reported accidents are fatal while early data from Khulna Range shows this figure rising to over 70%. Hospital records add further evidence that even many fatal accidents go unreported. Improved reporting of traffic accidents is therefore a priority to allow the full state of the road safety situation in Bangladesh to be understood.

4.2 The low level of accident reporting in Bangladesh has one advantage in that it allows the fledgling accident data units to get established without being overwhelmed by the volume of report forms arriving.

4.3 Improved reporting levels of accidents would make accident blackspot identification and investigation easier and more scientific but the enormous scale of the accident problem in Bangladesh means that blackspots can be easily identified, even at the current low reporting levels.

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5 CONCLUSIONS

5.1 Large steps towards the establishment of a sustainable accident data system have been made in the last three years. The Bangladesh Police are now committed to the systems proposed by IDC and positive results are already resulting from this.

5.2 The new accident report form is about to become mandatory for the police to use thus ensuring it’s use will continue after the technical assistance has finished. Inclusion of the accident reporting system at the Sardah Police Academy is further evidence of the long term commitment of the police.

5.3 The progress made over the last three years must be protected by the provision of further technical assistance that will lead to the system becoming completely self-contained within the police.

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6 RECOMMENDATIONS FOR IDC-3

The objective of further assistance during IDC-3 should be: ‘To continue assisting Bangladesh Police in the implementation of a comprehensive accident reporting and analysis system’. Two levels of accident data units have now being established and these should be assisted so that they provide the following functions:-

Police HQ Accident Data Unit

· Annual national accident reports should be prepared and disseminated

· The accident database should be made available to NRSC, RHD, City Authorities and other relevant organisations

· Overall co-ordination of the accident reporting system should be taken over from IDC

Six Regional Accident Data Units

· All six regional police accident data units should operate effectively

· The location of all accidents should be accurately coded

· Regional analysis of the accident data should be made available to Police and RHD

· Police HQ should be provided with a quarterly copy of the data via diskette.

The local IDC consultant must be retained continuously as accident data co-ordinator. His full time support will be necessary for two years with a further two years at half-time. There should be six weeks of foreign consultantcy input per year to support the local consultantcy during this period. The tasks for IDC-3 should be:-

· Continue training of accident data units to process and analyse data

· Train Police HQ unit to ensure the accident reporting system becomes a fully adopted and police supported system

· Install MAAP for Windows when police computer network extends to incorporate the Range and Metropolitan Police HQs or when considered appropriate

· Translate MAAP for Windows into Bangla

· Improve the level of accident reporting

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Costing Foreign Consultant: 2 x 3 week visits per year Local Consultant: First/Second Year - 12 months Subsequent years - 6 months per year Computer Equipment: Upgrading of computer equipment Extra RAM and peripherals for other units MAAP for Windows: Multi-site licence Overseas Study Tour: For senior police officer assigned to co-ordinate the national accident data system and local IDC consultant.

Risks and Assumptions

The Bangladesh Police HQ will assume a co-ordinating role for the accident reporting and analysis system.

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APPENDIX A

NEW BANGLADESH POLICE ACCIDENT REPORT FORM

Bangla x 2 Pages (reduced from legal size) English x 2 Pages (as will appear in police gazette)

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APPENDIX B

TERMS OF REFERENCES

11 gulshan\idc\3\2\1\zakaria\rep.doc 13 February 1998

Accident Data Specialist

Location : DMP Accounts Departments BRTA Accident Investigation Unit

Reporting to : DMP Police Commissioner

Objective : To facilitate the continuation and expansion of the new accident reporting system and train the police in the use of accident analysis in designing enforcement strategies.

Description of Role and Tasks:

1. Review accident system in the light of the DMP wide pilot study. 2. Implement any changes in the procedures as a result of the pilot study. 3. Assist a police led expansion of the accident data system to all of Bangladesh. 4. Supervise the accident data entry and analysis at DMP accident data unit. 5. Train police in use of accident analysis findings to identify and prioritise enforcement strategies. 6. Assist with the production of the frist accident summary report. 7. Identify any modifications necessary to ensure sustainability of system.

Counterpart from Government : DMP Accounts Supervisor (oversees MAAP data entry)

Counterpart from IDC Consultant : IDC Accident Data Supervisor

Milestone Achievements :

1. First Road Accident Summary Report 2. Reporting system formally adopted city-wide 3. Expansion of pilot project

Timing of Input:

10 Week total input with three 3 week visits and 6 days UK input for support service. Note some of this work has already been carried out on previous visits.

Risks and Assumptions :

DMP will formally adopt accident reporting system. Current liaison officer be extended and additional liaison officer be employed to assist with the gradual expansion of the accident reporting system. The Government of the People’s Republic of Bangladesh

Ministry of Communications Roads and Railways Division

NATIONAL ROAD SAFETY STRATEGIC ACTION PLAN

July 2000 – June 2002 1

NATIONAL ROAD SAFETY COUNCIL The Government of the People’s Republic of Bangladesh

Ministry of Communications Roads and Railways Division

National Road Safety Strategic Action Plan

July 2000 – June 2002

National Road Safety Council Preface

Minister’s Letter Here

Minister of Communications 1

Bangladesh National Road Safety Council

National Road Safety Strategic Action Plan

CONTENTS

Page Abbreviations

1. Introduction 1

1.1 Existing Situation 2 1.2 Methodology 3 1.3 Purpose Of Plan 4

2. Road Safety Sectors

2.1 Planning, Management and Co-ordination 6 2.2 Accident Data System 9 2.3 Road Engineering 11 2.4 Traffic Legislation 14 2.5 Traffic Enforcement 16 2.6 Driver Training and Testing 19 2.7 Vehicle Safety 21 2.8 Education and Publicity 23 2.9 Medical Services 25

3. Appendices ?? 2

Abbreviations

BIA Bangladesh Insurance Association BRRL Bangladesh Road Research Laboratory BRTA Bangladesh Road Transport Authority BUET Bangladesh University of Engineering and Technology CCI Chief Controller of Insurance CDA City Development Authority City Corpn City Corporation DCC Dhaka City Corporation DFID Department for International Development DMA Dhaka Metropolitan Area DOE Department of Environment LGED Local Government Engineering Directorate LGI Local Government Institute MOComce Ministry of Commerce MOComm Ministry of Communication MOEd Ministry of Education MOEnv Ministry of Environment MOEgy Ministry of Energy MOF Ministry of Finance MOH Ministry of Health MOHA Ministry of Home Affairs MOI Ministry of Information MOLG Ministry of Local Government MOPT Ministry of Post and Telecommunications NCTB National Curriculum Training Board NGO Non-Government Organisation NRSC National Road Safety Council RAJUK Capital City Development Authority RHD Roads and Highways Department NRSCS Road Safety Secretariat T&T Telegraph and Telephone Department 2

Section 1

Introduction

Existing Situation, Methodology and Purpose of Plan 2

1. Introduction

1.1 Present Situation

Bangladesh, a country having an area of 144,000 sq. km and a population of more than 125 million people, has a little over half a million motorised and 1.5 million non-motorised vehicles. Of the motorised vehicles about half are motor cycles and the rest are vehicles of different categories such as car, jeep, bus, truck, pick-up etc. The number of vehicles is steadily increasing along with the increase of road mileage.

In recent years good roads are being constructed adding speed to transportation sector and frequency of movement of people. Simultaneously no. of road accidents are also soaring high. Road accidents in Bangladesh claim, on an average, more than 3000 lives and injure another 5000 every year. The national waste due to road accident is estimated to be about 1500 billion taka (US$ 300 million) every year. It is feared that with the continued expansion of the road network and the growth of traffic, this adverse trend is likely to continue in future unless effective remedial measures are taken with co-ordination of all concerned agencies through national action plans.

Statement showing year wise growth of motor vehicles during the last five years beginning from 1995 and number of deaths and grievous injuries due to road accidents during the same period are given below:

Growth of motor vehicles and Road accident casualties for last five years

Year No. of regtd No. of deaths No. of grievous Total vehicles Injury 1995 388265 1653 2094 3743 1996 426224 2041 2508 4549 1997 458687 3150 3592 6742 1998 491168 3085 2823 5908 1999 522671 3314 2620 5934

The statistics reveals that Bangladesh has one of the highest fatality rate in road accidents - higher than 60 deaths per ten thousand registered motor vehicles every year, whereas, in developed countries where the number of motorised vehicles is many times more, the rate is below 5. A recent accident analysis shows that vulnerable road users are pedestrians, cyclist/ motor cyclist and public vehicle passengers. Of the accident victims about 53% are pedestrians, one third of the victims are adult males between 21-35 years of age, about 44% accidents occur on National and Regional roads and 40% on city roads. Accidents on national roads are more severe- about 73% fatal and in city roads 42% accidents are fatal.

Unregulated movement of non-motorised vehicles along with motorised vehicles on the same route is one of the major causes for road accidents and traffic congestion in urban areas. Other causes of road accidents are over speeding, overloading and overtaking by motor vehicles. Lack of awareness and reckless driving habits also result in frequent accidents claiming lives and causing anguish and grief to the affected families. In other words the road safety problems have become one of the major issues for the transport regulators and traffic law enforcers. 3

It is ironical that with such a high rate of road accidents, road safety issues did not get due importance till very recently. It is only after the creation of National Road Safety Council (NRSC) in 1995 that road safety activities in Bangladesh gained momentum.. Accident data collection and recording system by Police have been streamlined by introduction of a computer compatible ‘Accident Report Form’ (ARF) and installation of Microcomputer Accident Analysis Package (MAAP5) at the Police Head quarters and Metropolitan/Range (Division) Headquarters. Accident analysis on national basis has been taken up. This has been done with technical assistance of Institutional Development Component (IDC) and funded by British Department for International Development (DFID). Initially the system was introduced on experimental basis in three police stations of Dhaka Metropolitan Police. Field level Police officers of the ranks of Sergeant sand Sub-Inspector have been trained by IDC consultant. Accident Report Form (ARF) has been given legal back up by making it part of First Information Report (FIR). Although data of accidents collected by Police under this system is yet to be optimally accurate, even then analysis of these data gives us a fairly clear idea of the road safety situation in the country.

As a first step to improve the road safety situation, the first ever National Road Safety Strategic Action Plan covering the period from July ’97 to June ’99 was drawn up by National Road Safety Council Secretariat. The plan period has since expired although in a number of areas desired result could not be achieved due to various constraints. It has therefore been felt necessary to prepare a new Strategic Action Plan to extend the time period of the on-going projects/take up some new schemes to address the road safety problems of the country.

1.2 Methodology

In the previous Action Plan, the following nine individual sectors were identified for road safety activities:

1. National Road Safety Council 2. Accident Data System 3. Road Engineering 4. Traffic Legislation 5. Traffic Enforcement 6. Driver Training and Testing 7. Vehicle Safety 8. Education and Publicity 9. Medical Services

The present Revised Strategic Action Plan has been drawn up following evaluation of success of the individual sectors according to the previous Plan. As such, in the present Plan also the same nine sectors have been kept in view while assigning actions/targets and measures have been taken/suggested to obviate those constraints for which the previous plan targets could not be achieved. Moreover, while chalking out new actions, results of analyses of the data of previous road safety activities have also been taken into consideration.

The draft of the new Action Plan was circulated among concerned agencies, officials and experts in the field for opinion. The draft Plan was finalised after incorporating their opinions and views and finally it was placed before the Council (NRSC) for final approval. 4

1.3 Purpose of Plan

The present Revised Strategic Action Plan has been designed to take a general view of the progress made in the field of road safety by adopting the first Plan, but more importantly, to complete the unfinished actions and also to identify new areas in these sectors and expand NRSC activities in these areas to make the roads safer for all categories of road users. 5

Section 2

Road Safety Sectors

The Revised Road Safety Strategic Action Plan is also separated into following nine individual sectors:

1. Planning, Management and Co-ordination 2. Accident Data System 3. Road Safety Engineering 4. Traffic Legislation 5. Traffic Enforcement 6. Driver Training and Testing 7. Vehicle Safety 8. Education and Publicity 9. Medical Services 6

2.1 Planning, Management and Co-ordination

Problem

Effective road safety action requires the involvement of many different disciplines and the cooperation of a wide range of government, private and civil sectors. A critical requirement for progress in road safety is the preparation of a multisectoral Plan. The Plan needs to be based on a rational understanding of the accident and casualty situation and be feasible in terms of the resources available. In addition to this National Plan, individual organisations with road safety responsibility need to develop their own detailed plans with costs, and identify any equipment, training and technical assistance required.

Currently there are two core organisations responsible for preparing National policy on road safety and ensuring its implementation. These are the National Road Safety Council (NRSC) and the NRSC Secretariat (NRSCS). The NRSC acts as the apex body for approving and driving the National policy and plans forward. The NRSCS has been established in the BRTA to provide day to day support for plan preparation, coordination, monitoring, evaluation and awareness raising.

Besides National Road Safety Council, District Road Safety Committees at the District and Metropolitan levels have been formed. In the Districts, Deputy Commissioner of the District and in the Metro areas Commissioner of Police are Chairmen of the respective Committees. The members of the Committees are drawn from representatives of different organisations/ agencies/ associations having concern in the road and transport sector. More over, local educational institutions and media people have been involved in the Committees to ensure education and publicity of road safety programmes. The DRSCs will act as the local unit of the NRSC to co- ordinate among different stake holders in these sectors, shall implement policies and programmes of the NRSC and will also undertake local road safety programmes according to the local needs.

As per decision of the National Road Safety Council, concerned ministries and organisations have identified their focal point officers to liase with NRSC and other concerned organisations in road safety matters. The focal point officers are supposed to meet frequently under the Chairman, BRTA in his capacity as the Member-Secretary, NRSC to monitor and evaluate progress of activities and also to resolve problems in implementing the road safety programmes of different agencies.

At the moment, there is no arrangement for under taking road safety activities at the Upazila level. Upazilla Road Safety Committees are to be set up under the District Road Safety Committees with representatives of different organisations with a view to taking up road safety programmes at grass root community level.

An Executive Committee has been set up by the Government with Chairman, BRTA as the Chairman and representatives of NGO Bureau, ADAB, World Bank, ADB, DFID as members and Director Engineering, BRTA as the member-secretary. Besides, implementing the recommendations of the seminar on the Role of the NGOs in Traffic Safety (held on 23.9.96), the Executive Committee is also supposed to co-ordinate and recommend the NGO road safety projects and to provide policy decisions and guidelines to the Project Steering Committee (set up in ADAB) and monitor its activities. 7

Financing road safety programmes continues to be a problem. A dedicated road safety fund is required to be established and feasibility studies should be conducted to determine the ways and means of how this may be done. In many developed countries, road safety fund is generated through private sector involvement such as insurance companies. The insurance industry in Bangladesh remains undeveloped and restricted to compensating a small proportion of the victims of accidents. Main beneficiaries of improved road safety are insurance companies - if road safety condition improves the insurance companies will pay less as claim settlement. As such they should share road safety expenditure and contribute to the proposed fund.

Another source of fund may be the fuel pumps- some sort of surcharge may be imposed on the sale of fuel and money thus collected may go to the road safety fund.

Objective

Reduction of road traffic accidents and casualties by implementation of adequately resourced National and local multisectoral plans under the guidance of the National Road Safety Council through its Secretariat.

Progress

This sector has made some good progress but the implementation of the previous Plan has been restricted by financial and human resource constraints and non-development of detailed plan by individual sectors/organisations. The key achievements are:

• NRSC established in July 1995; • First 2 Year NRSC Road Safety Strategic Action Plan produced in July 1997; • NRSCS started functioning in BRTA since September 1997; • Road Safety Coordinator attached to NRSCs under IDC in April, 1998; • DCs formally requested to establish District Road Safety Committees in December 1997; • Near about forty District Road Safety Committee are fully operational; 8

Action on Planning, Management and Coordination of Road Safety

1. Road Safety Secretariat (organisation and staffing)

In order to plan, manage and coordinate road safety activities at national and local levels, the National Road Safety Council (NRSC) requires a capable Secretariat. The Secretariat will be responsible for planning, coordinating and monitoring road safety activities, formulating road safety policy, facilitating funding of road safety, disseminating information on road safety and accidents and organising road safety education and publicity. To discharge all these functions effectively the secretariat needs to be properly and adequately staffed and funded

Minimum Output Lead Agent Timing 1. Arrange full time staffing of NRSC Secretariat according to approved organisation BRTA Dec 2000 2. Arrange office space, equipment and vehicles as per approved scale BRTA Feb 2001 3. Prepare and implement training programme for secretariat staff BRTA Jun 2001 4. Start functioning of the secretariat BRTA On going 5.. Arrange overseas/local advisers to NRSCS NRSCS As required 6. Co-ordinate implementation of Road Safety Strategic Action Plan for 2000-2002 NRSCS Ongoing 7. Monitor and facilitate progress of the Plan through regular meetings and NRSCS/NRSC Ongoing correspondence 8. Prepare own sector plan and submit for budgeting NRSCS Mar 2001 9. Implement own sector plan and monitor progress NRSCS Sept 2001 onwards 10. Produce National road safety policy document NRSCS Dec 2001 11. Monitor progress on review and revision of traffic legislation NRSCS Ongoing 12. Advise the GoB, NGOs and the public on road safety activities NRSCS Ongoing 13. Maintain a register of ongoing and proposed road safety projects/components NRSCS Ongoing 14. Control and maintain the accident information system held by NRSCS NRSCS Ongoing 15. Develop data analysis and dissemination capability of NRSCs NRSCS 16. Produce annual and regular reports on the road accident situation for the GoB/public NRSCS Ongoing 9

4. Role of Local Road Safety Organisations and Communities

District Road Safety Committees (DRSCs) have been established to develop and implement multisectoral safety programmes at local level. Community demands for road safety improvements also need to be catered for and channelled into useful community based improvement programmes. These initiatives are important to meet local needs and cater for local priorities but they need guidance from the National policy makers and technical experts. They also contribute significantly to spreading awareness of the road safety problems nationwide.

Minimum Output Lead Agent Timing 1. Prepare guidelines for functions of District Road Safety Committees NRSCS Mar 2001 2. Co ordinate the establishment of Upazila Road Safety Committees NRSCS Jun 2001 3. Draw program to activate remaining District Road Safety Committees NRSCS Dec 2000 4. Liase with the District committees and advise them on local action plans NRSCS Ongoing 5. At least 10 District Committees organising and implementing road safety DRSCs/NRSCS Dec 2001 programmes 6. Provide road accident information to District committees NRSCS Dec 2000 7. Trial community road safety programme underway in at least 5 communities NRSCS/CRSIP/ Dec 2001 LGED

5. Finance

To transform the NRSCS and the National Road Safety Strategic Action Plan into desired outputs requires a regular supply of resources. Legislation giving the NRSCS both financial resources and fund raising powers needs to be enacted and donor support solicited for initial period. There need to be dedicated funds for road safety and regular budgets for individual government departments for their own road safety programmes. The NRSCS will also require an operating budget for monitoring, dissemination and awareness raising.

Minimum Output Lead Agent Timing 1. Coordinate implementatiion of a few road safety programme supported by private NRSCS Jul 2001 sector 5.1 Funding: 1. Propose and agree Donor assistance for road safety funding NRSCS/NRSC Ongoing 2. Implement programmes Project Directors Ongoing 3.Monitor implementation of programs NRSCS On going

6. Strategic Development

This Revised National Road Safety Strategic Action Plan is intended to cover the next three years. However some actions require longer period and these will be consolidated in a 5 Year Plan. Road safety should also be incorporated into other 5 Year Sector Plans, i.e. Roads, Health. The organisation and management of road safety programmes should be reviewed from time to time and modified as appropriate. It is important that communities are involved in formulating road safety actions and that their needs, particularly those of the vulnerable are addressed. The road safety policy should take these priorities into account and provide a focus on local awareness, gender issues and improving the quality of life of the poor. The success of these programmes will depend on commitment of all stakeholders and the NRSC and its Secretariat are responsible for leading and directing public, government and private sector concerns into a determined drive for improvement. Where possible Bangladesh should consider related regional policies and align as appropriate. 10

Minimum Output Lead Agent Timing 1. Develop Road Safety Plan for remaining period of oresent FYPP NRSCS/NRSC Jun 2001 2. Include road safety issues in other 5 year plans GoB Dec 2001 Departments 3. Review organisation and management of on going road safety programmes and revise NRSCS Jun 2001 as necessary onwards 4. Review related regional policies and adapt National policies in line with international NRSCS Dec 2001 agreements 5. Liase with representatives of local, National and international agencies to encourage NRSCS Ongoing commitment to road safety improvements 11

2.2 Accident Data System

Problem

An accurate and comprehensive accident data system is the cornerstone on which all road safety activities should be based. Every agency involved in road safety should have a clear understanding of the nature, scale and distribution of the road accident problem and this can only be achieved through a systematic accident and casualty reporting and analysis system.

Prior to 1997, the only statistics available from the Police was a summary indicating the number of accidents, casualties and selected types of vehicle. This data was widely believed to be unreliable, incomplete (for example, very little detail of location, road user type or movement) and severely under-reported. Furthermore, the data was collated manually making additional analysis impossible.

A new accident reporting system has been established but its use is uneven across the country. The Police have not, as yet, accepted full ownership of the system.

Analysis of the accident data in areas where the new Accident Report Form (ARF) has been well adopted has highlighted the fact that the Police summary data is inaccurate with up to a third of the accidents reported by the Police failing to get into the National statistics.

Objective

To establish an accurate and comprehensive National accident and casualty database, to ensure that the data is disseminated and used to identify problems and design remedial measures.

Progress

This is one of the sectors which has seen the biggest progress in recent years. The key achievements have been:

• A nation wide accident database has now been established with over 8,000 accident records. Accident data is now available for all the districts and cities of Bangladesh.

• The database Accident Report Form has now been officially adopted by the Government of Bangladesh and its completion is now a mandatory requirement for the Police.

• Training has been given, at Sub-Inspector level, throughout the country to encourage the accurate completion of the new ARF. Training has also been given at each of the six ADUs i.e Divisional and Metropolitan Police Headquarters, to ensure there is the capability to process and analyse the accident data being collected.

• Accident summary reports for 1996, 1997 and 1998 have been produced for the Dhaka Metropolitan Police area and the first national accident report (1998) has also been produced. 12

• The accident database is being used by road engineers to identify accident sites and do analyses to help them design effective remedial measures. 13

Action on Accident Data System

1. Accident Reporting System

Consistent and comprehensive accident reporting is a basic prerequisite for any effective road safety programme. The new ARF has been published in the Bangladesh Gazette and is now a mandatory part of the FIR for each accident case. The ARF has been converted into a computer compatible Bangla Version making it easier for general use in the Police Stations.

Minimum Output Lead Agent Timing 1. ARF printed for the Police by Government Press Police Nov 2000 2. ARF distributed through Police channels to all Thana Police Dec 2000 3. All accidents reported nation-wide using the new ARF Police Jan 2001 4. All accidents assigned a serial number and recorded in a register of accident records Police Jun 2001 5. Completed ARFs sent to District HQ monthly Police Jan 2001

2. Accident Data Units

The accident report forms (ARFs) will be entered into the computer at one of six Regional Accident Data Units (ADUs) i.e. Dhaka, Chittagong, Rajshahi, Khulna, Barisal and Sylhet. Data from these ADUs will be transferred by diskette or through modem to the National ADU at Police HQ.

Minimum Output Lead Agent Timing 1. ARFs received from District HQ to ADU Police Mar 2001 2. Road inventory updated to include additional landmarks . Police/RHD Mar 2001

3. Road inventory expanded to include major city roads and villages along each Feeder Police/LGED/ Jun 2002 Road City Corpn. 4. Train ADU Staff on the location coding system. Police/RHD/ Jun 2002 LGED 5. Agreed coding system in use Jun 2002 6. Replace traditional monthly/annual accident summary report by detailed monthly/ Police Jan 2002 annual report based on computerised accident database. 7. Employ full time staff for each ADU Police 8. Annual report produced for each ADU Police Jun 2002 Police/RHD/BRTA 9. Accident data available at regional level to other agencies Mar 2002 /LGED/Cities 10. Software upgraded from MAAPfive to MAAP for Windows Police Dec 2001 11. Train ADU Staff on new Accident Data System (MAAP) Police Jun 2002 12. Adequate number of quality staff able to operate the system independently Police Jun 2002

3. Police HQ Accident Data Unit

The accident data should be assembled at Police HQ from the regional ADUs. The Police HQ ADU will hold the master copy of the National accident database and will be responsible for disseminating it to other agencies.

Minimum Output Lead Agent Timing 1. Employ a data manager/analyst for the Police HQ ADU Police Jul 2001 2. Diskette received from regional accident data units every 3 months/ data received Police Apr 2001 through modem 3. Police analysing data for their own use Police Jun 2001 4. Replace traditional monthly/annual accident summary report by detailed monthly/ Police Jan 2002 annual report based on computerised accident database. 14

5. Comprehensive annual accident report produced for Bangladesh. Police Mar 2002 6. Complete year of accident data disseminated to other agencies Police/NRSCS/R Jun 2002 HD/BRTA 7. Software upgraded from MAAPfive to MAAP for Windows Police Dec 2001 8. Train ADU Staff on new Accident Data System (MAAP) Police Jun 2002 15

4. Other Agencies

All organisations involved in road safety should use accident data to ensure that their work is based on a sound understanding of the problem and the effects of actions can be monitored

Minimum Output Lead Agent Timing 1. Agencies using the complete accident data to help plan their road safety activities BRTA/RHD/ Jun 2002 LGED/Cities 2. Agencies using the complete accident data to monitor the effect of their road safety BRTA/RHD/ Jun 2002 activities LGED/Cities

5. Strategic Development

The long term success of the accident data system will depend on the quality of the accident data and the ability to support the system without needing foreign technical assistance

Minimum Output Lead Agent Timing 1. Local consultants trained to provide MAAP support services in Bangladesh NRSCS Dec 2001 2. Review quality of data with a focus on the level of reporting using the new system Police/NRSCS ongoing and the level of accidents being reported by the Police 16

2.3 Road Engineering

Problem

The road network of Bangladesh has been developed not under any perspective/ master plan but on immediate need basis. The need to promote road safety has not been given due importance in the planning, design, construction and maintenance of the road network. The main consideration has been to provide maximum capacity for motorised vehicles travelling at high speeds. There is a strong causal link between speed and accident. Where existing roads are rehabilitated, the pavement surface and road alignment is improved resulting in higher speeds and a greater risk of accidents. When safety is made a key consideration the road can be designed in such a way as to reduce the risk of accidents.

Safety should be a concern right from the beginning of the planning process. However, the various development and transport planning agencies often do not work together enough, this often results in road safety problems. Lack of bus lay-bys and truck parks is one example. Bypasses are rare, so long-distance traffic has to pass through congested towns and villages full of pedestrians and rickshaws. High-standard roads cannot function effectively and safely because of the large number of minor access points.

Bangladesh is yet to have appropriate local design standards, so those of foreign countries are used instead. However, these are often unsuitable for Bangladesh. The needs of non-motorised vehicles and pedestrians are usually ignored. These vulnerable road users are often the ones to be killed or seriously injured in road accidents. Signs and road markings are vital for safety, especially at dangerous sections which are difficult to improve. Yet the signing on Bangladesh roads is poor. Road safety audit, which is the process of systematically checking the safety of road designs before construction, can result in big safety improvements. The Roads and Highways Department has started auditing its schemes, and other road authorities need to adopt this practice. The safety of existing roads can often be greatly improved through low-cost measures such as signing, kerbing and minor changes to layout. This requires that road authorities monitor accidents on their roads and that they have the skills and funds to design and implement accident remedial measures.

One of the obstacles to promoting road safety engineering in Bangladesh is the lack of traffic engineers, especially those with safety skills. There is no established training programme. Road authorities are becoming aware of the need to employ safety engineers, and a way must be found to ensure that there is a supply of people with these skills.

Objective

To prevent road accidents through more safety-conscious planning, design, construction and maintenance of roads and improve hazardous locations using low-cost engineering measures.

Progress

Road safety engineering is now established in Bangladesh and is gaining wider acceptance amongst road engineers. The key achievements in this sector have been: 17

• RHD now has a Road Safety Division that is doing safety audits of new schemes, providing technical direction for accident sites projects, and developing standard designs for safety measures;

• RHD has two accident remedial measures projects underway, with another programmed. Nearly US$18 million is available and it is envisaged that well over 50 accident sites will be treated;

• A modern traffic signs and markings system for Bangladesh has been adopted.

• LGED and City road authorities have shown interest in road safety engineering but they need help to get started. 18

Action on Road Safety Engineering

1. Organisational

Progress in making our roads safer depends on every road authority having a safety unit that is dedicated to this work. The Roads and Highways Department now has an active safety unit (the Road Safety Division) and other road authorities should follow their example. In the smaller authorities a start can be made by assigning just one engineer to look after safety issues. For maximum effectiveness these units must co-ordinate their actions with other agencies, such as the Traffic Police and BRTA.

Minimum Output Lead Agent Timing 1. Set up safety engineering units responsible for monitoring accidents, designing and RHD/ Mar 2001 implementing safety schemes, co-ordinating safety-related activities, and auditing new DCC/LGED road and traffic schemes.

2. Training

Road safety engineering can only develop in Bangladesh if there is an ongoing programme of training. There needs to be a small but regular supply of newly-trained road safety engineers. Because this is a new area of effort everyone involved must share their knowledge and experience so that expertise can develop quickly.

Minimum Output Lead Agent Timing 1. Set up an annual short course to train engineers(public and private sector road/ traffic NRSCS/RHD/L engineers) to a basic competence in all aspects of road safety engineering GED/City Copn Annually

2. Hold annual road safety engineering conference to increase awareness and exchange NRSCS/RHD Annually experiences

3. Accident Remedial Measures Programmes

Accident data is now available for all parts of Bangladesh, and, although it is not perfect, it provides a basis for identifying accident clusters and their causes. Where treatable causes are discovered the next step should be to design and implement an accident remedial scheme. Experience from other countries suggests that annual programmes of low-cost accident remedial schemes can be very effective in gradually removing hazards and reducing accidents. Roads and Highways Department has one pilot project, which is well underway, and another has just started. However both these projects are externally funded and it is necessary to develop programmes that can be sustained with local resources.

Minimum Output Lead Agent Timing 1. Annual accident remedial measures programmes being implemented using local funds RHD/LGED/City Annually Corporation 2. Set up a record system of implemented road safety schemes. NRSCS Dec 2001 3. Produce Road Safety Engineering Manual for Bangladesh giving comprehensive RHD/LGED/City Jun 2002 advice on the whole process of identification of accident site, analysis and treatment Copn

4. Design Advice/Standards

Design advice that is practical, safety-conscious and well-respected and can be of great help in developing a safer road network. Road authorities should try and adopt common standards for similar types of road. They should ensure that these are followed unless it can be shown that 19 there is a good reason to depart from them. This is especially important in the case of road projects designed by foreign consultants. In addition to road design standards there is a need to provide technical guidance on road safety engineering, including accident analysis, investigation and the design of remedial measures.

Minimum Output Lead Agent Timing 1. Review highway and traffic engineering standards 2. Produce manuals giving highway and traffic engineering design standards and advice RHD/LGED/All Dec 2001 City Corporation 3. Develop guidelines, standards and designs for facilities for vulnerable road users RHD in (VRUs) i.e. pedestrians, cyclist, drivers of NMTs and passengers of public service consultation with Jun 2002 vehicles. LGED & City Corpn

5. Safety Audit

Many safety problems with new and rehabilitated roads can be avoided by a systematic safety check of the design prior to construction – this is called safety audit. The Roads and Highways Department has started doing safety audits on its larger projects. Checking the safety of existing roads – safety assessment – should be done as part of accident remedial measures work (see section 3).

Minimum Output Lead Agent Timing 1. Safety audit Manual in place RHD Jun 2002 2. Introduce safety audit procedure for new projects DCC/LGED/ Other City Jun 2002 Corpns

6. Vulnerable Road Users (VRUs)

Vulnerable road users include pedestrians, cyclists, and the drivers and passengers of rickshaws. They outnumber other road users and they are more likely to be hurt in accidents, yet up to now their needs have been largely ignored. This is especially true in Dhaka and the other cities.

Minimum Output Lead Agent Timing 1. Traffic surveys include VRUs RHD/LGED/City Ongoing Corporation 2. Review and establish pedestrian facilities in major cities RHD/LGED/City Corporation/ On going RAJUK/City Pourashavas 3. The needs of VRUs are recognised in the planning and design of urban areas and their RHD/LGED/City facilities established. Corporation/ Ongoing RAJUK/City Pourashavas 4. Programmes are drawn up for improving known VRU problem areas – including area City Corporation Jun 2002 schemes, corridor improvements, and mass action treatments

7. Urban Traffic and Transport Planning

Many safety problems arise because urban transport facilities are not properly planned and managed. Urban development is allowed to proceed without the provision of adequate, safe transport facilities. Where higher-standard primary roads do exist they do not function effectively and safely because the road authorities are not controlling access to them. 20

Minimum Output Lead Agent Timing 1. For each city, draw up and start implementing comprehensive policies and plans for the development and management of transport facilities. These plans must: • tie in with plans for managing urban growth • define complementary roles for each mode of transport BRTA • provide for the travel and transport needs of all sections of the community City Corporation • explicitly deal with safety and environmental issues, including how to: RHD Jun 2002 and - maximise traffic capacity without compromising safety RAJUK ongoing - segregate different modes of transport without increasing speeds to unsafe levels LGED - balance the needs of pedestrians and other VRUs with those of motorised traffic City Pourashavas - provide access off major roads without increasing risk of accidents - control access to arterial/ major roads - reduce road accident and transport-related pollution. 21

2.4 Traffic Legislation

Problem

Although revised in 1983, the current traffic legislation is based largely on the Motor Vehicle Act of 1939. This is not appropriate to modern enforcement needs. Significant shortcomings are apparent in the control of non-motorised vehicles and in safety regulations.

The problems with the existing legislation have long been recognised and a draft Road Transport and Traffic Act was prepared and submitted to the Government for consideration under the terms of the last Road Safety Action Plan. The draft has some inconsistencies and shortcomings which are required to be examined and corrected. But no action to remedy the shortcomings could be taken as the legislation working committee ceased to function. This need be done at the earliest opportunity if further progress in this sector is to be made.

The draft Act contains sections on some safety measures, levels of deterrence and procedures for compensation. Although the level of deterrence was recognised as being too low in the previous Action Plan, the Government is yet to approve the proposal for enhancement of existing penalty system.

The drafting of laws and subsidiary regulations takes considerable time, and participants in the drafting process must expect to spend considerable time in debating the various issues. Care must also be taken to ensure that vested interests are considered and included where possible to ensure that the regulations are acceptable.

A Highway Code is necessary to help explain some of the rules made under the draft Act. This must be drafted as soon as the draft Act is enacted and subsidiary legislation made, to assist with the raising of awareness of the new legislation.

Objective

Revise and enact traffic legislation promoting road user compliance with regulations intended to maintain a safe and efficient traffic flow.

Progress

Some progress has been made within this sector, but this has been restricted by the non- existence of the legislation working committee. The key achievements in this sector are:

• Draft Act prepared by legislative committee in December 1997 • Deterrence levels and compensation procedures incorporated into draft Act • Draft Act submitted to Government in October 1998 • Foreign consultants recommendations received in September 1998 • Draft Act is being examined to remove shortcomings and to include Foreign consultants recommendations and other changes as may be necessary. 22

Action on Traffic Legislation

1. Updated Traffic Legislation

It is imperative that the legislation working committee is convened/ reconstituted at an early date to review progress to date and to renew activity in this sector. Progress will be achieved by:

Minimum Output Lead Agent Timing 1. Convene/ reconstitute legislative committee to review recommendations concerning MoC/BRTA Dec 2000 draft Act 2. Complete draft Act and restart law making process MoC/BRTA Mar 2001 3. Draft Act enacted by GoB MoC/MoL Jun 2001 4. Agree priorities and timetable for drafting of subsidiary legislation (Regulations) MoC/BRTA Jan 2001 5. Draft and agree subsidiary regulations MoC/BRTA Dec 2001 6. Draft and agree Highway Code MoC/BRTA Dec 2001 7. Regulations promulgated by GoB MoC/MoL Mar 2002 8. Highway Code published BRTA/NRSCS Jun 2002

2. Strategic Development

Once revised traffic legislation with emphasis on safety is in place, ongoing development is necessary to ensure that new developments and procedures are incorporated in legislation as they become available. 23

2.5 Traffic Enforcement

Problem

Ensuring free flow of traffic and enforcement of traffic legislation are the primary responsibilities of the traffic police. Separate Traffic Police Division exist only in the metropolitan areas. Besides, the traffic police in Dhaka Metropolitan Area are to perform escort duties for VIPs. Enforcement is at a very low level and tends to be directed at administration offences, which have little direct bearing on road safety.

The proportion of accidents reported to the Police is low, particularly where there are injuries. The number of accidents reported are not recorded properly using the appropriate accident report forms. This means that enforcement activity cannot be focussed towards the more hazardous areas, since these cannot be correctly identified.

Road operating conditions are difficult for the Police due to inadequate signing. There is almost total absence of speed enforcement equipment and few Police personnel have received any training in the use of such equipment. Legislation does not set levels for alcohol for drivers of motor vehicles or smoke emission of different types of vehicles. However the Traffic Police have been tasked with addressing the problems.

The power to initiate prosecution is set at the level of Traffic Sergeant and above. However, they form a small proportion of the total Traffic Police available. Constables and Head- Constables are not empowered to initiate prosecution. This reduces their function to attempting to control the flow of traffic. Investigation of accidents are performed by Thana Police and the Traffic Police are excluded from this important and relevant activity

Objective

To develop a more effective and efficient Traffic Police capable of instilling safer road user attitudes and behaviour through the use of modern training, increased mobility, equipment and expanded powers.

Progress

Considerable progress has been possible in this sector. Reviews of many enforcement aspects have been undertaken and implementation is beginning to occur. Key achievements in this sector are:

• Pilot enforcement campaign conducted in Dhaka by DUTP; • Traffic management structures reviewed; • Accident investigation procedure reviewed; • Draft legislation made to include allocation of a proportion of traffic fines to road safety; • Laminated, credit card style driving licences introduced; • Display of Fitness, Permit and Tax stickers on windshield of vehicles introduced; and • Initial review of equipment and staffing levels performed. . . 24

Action on Traffic Enforcement

1. Organisation and Equipment

The development of the Traffic Police will require changes throughout the organisation. Senior management posts need to be created along with appropriate tiers of management. District level Traffic Police need to be augmented beyond the token presence currently supported. Accident investigation responsibilities need to be assimilated by the Police which will go some way to offsetting the increase in manpower required to implement this plan. To focus enforcement activity, a management information system should be designed, which incorporates the accident data recording currently undertaken. Equipment and staffing levels Nationally need to be defined and equipment procured.

Minimum Output Lead Agent Timing 1. Review traffic management responsibility MoHA/ MoC Jun 2001 Police/BRTA 2. Determine policy to introduce Traffic Warden, Private Organisation Traffic Police/BRTA/LG Jun 2001 Volunteers and School Traffic Scheme 3. Prepare and agree method for transfer of responsibility for accident investigation Police Dec 2001 from Thana Police to Traffic Police and define necessary re-training 4. Source and procure enforcement equipment and vehicles for traffic police Police/MoHA Mar 2001 5. Set up enforcement activity monitoring system Police Jun 2001 6. Enhance/ strengthen enforcement capability of BRTA BRTA Jun 2001 NRSCS/MoC/ 7. Establish guidelines for recruitment, training, equipment and mobilisation of Traffic MoHA/ MOL Mar 2002 Warden, Private Organisation Traffic Volunteers and School Traffic Scheme Police/City Corpn /BRTA

2. Training Development

To complement the activities taking place elsewhere, the training of the traffic Police needs to be developed to meet the changing demands placed on the Police. This should be coordinated through the appointment of a senior Police officer to the post of Head of Traffic Training. Activities in this section include:

Minimum Output Lead Agent Timing 1. Full training needs assessment performed and report prepared outlining current and Police Jun 2001 potential training required 2. Range of training manuals produced Police Dec 2001 3. New basic traffic training course implemented Police Dec 2001 4. Realistic Police driver and rider training implemented Police Dec 2001 5. Prepare training syllabus for traffic management training of junior officers Police Jun 2001 6. Junior and middle management training implemented Police Apr 2002 7. Develop courses for training potential traffic instructors together with support Police Apr 2002 materials 8. Develop courses for training potential Traffic Warden, Private Organisation Traffic Police Jun 2002 Volunteers and School Traffic together with support materials

3. National Traffic Training School

Existing training facilities for the classroom-based courses are recognised as being wholly inadequate. The National Traffic Training School will assist in focusing activity in training development as well as providing a centre for the delivery of training. This will include: 25

Minimum Output Lead Agent Timing 1. Acquire site for Traffic Training School MoHA/Police Dec 2000 2. Finalise building specification and equipment levels MoHA/Police Jun 2001 3. Complete building works MoHA/Police Jun 2002 4. Source and procure training equipment MoHA/Police Jun 2002 5. Transfer management and training staff to new building and begin operation Police Jun 2002

4. Highway Patrol

Pilot projects have already been implemented in Dhaka. Enforcement activity is virtually non- existent outside the metropolitan areas and needs to be developed. The development of a National Highway Patrol will be achieved by:

Minimum Output Lead Agent Timing 1. Select pilot project District or roads Police Sep 2001 2. Procure vehicles and equipment for pilot Police Dec 2001 3. Identify and train personnel for pilot project Police Dec 2001 4. Deliver publicity campaign announcing launch of Highway Patrol Police/NRSCS Jan 2002 5. Begin operations on pilot roads Police Mar 2002 6. Evaluate pilot project operation and prepare plan for National implementation of Police/NRSCS Jun 2002 Highway Patrol 7. Recruit National Highway Patrol staff Police Jun 2002& on going 8. Procure vehicles and equipment for National implementation Police Beyond Jun 2002 9. Train Highway Patrol staff Police Beyond Jun 2002 Beyond Jun 10. Implement National Highway Patrol plan Police 2002

5. Roadside Activities and Parking Control

The lack of adequate control over parking contributes to the hazards faced by both pedestrians and drivers in their passage around the country. The following actions are necessary to minimise the misuse of road space by stationary vehicles and temporary structures:

Minimum Output Lead Agent Timing MoC/MoHA/ 1. Introduce Traffic Warden, Private Organisation Traffic Volunteers and School Traffic MOL/ Police/ Jun 2002 City Corpn/ BRTA 2. Select pilot roads/ area Police/City Corpn /BRTA Police/City 3. Enforce programme of roadside parking controls and other activities. Sep 2001 Corpn/BRTA

6. Strategic Development

The Traffic Police must have sufficient authority to act to enforce safety laws. They must also be accountable for their actions during this activity. This should be achieved by: 26

Minimum Output Lead Agent Timing 1. Draft strategy for empowering more Police officers and officers from other Police/RHD/ Jun 2001 organisations. BRTA/City Corpn Police/RHD/ 2. Develop proposals. BRTA/City Jun 2001 Corpn Police/RHD/ 3. Enact legislation. BRTA/City Dec 2002 Corpn 4. Draft strategy for establishing separate Highway Police Force. Police Jun 2001 27

2.6 Driver Training And Testing

Problem

The behaviour of drivers particularly of commercial vehicles is generally considered to be chaotic and they do not display a high level of consideration for others. In majority of accident cases commercial vehicles are involved. For achieving a long term reduction in accident statistics effective drive training and testing is important. To ensure that road user behaviour becomes safer, improvements in the training and testing of drivers are required.

Management of road transport in Bangladesh, including driver training and testing, is the responsibility of the Bangladesh Road Transport Authority (BRTA). There are various difficulties to be overcome in order to improve the standard of drivers. Within BRTA, there are some management issues that need to be considered as well as technical aspects, such as improving the methods of testing and licensing of drivers. Major changes are also needed to the learner driver licensing laws, monitoring training standards and to the way that information about safe driving is disseminated to the public.

Fake licences are still a problem. Because of poor education level, most of the professional drivers cannot qualify written test, so they go for fake driving licence. The introduction of new laminated photo licences in 1999, with new higher security features such as a hologram, should improve the situation. Improved detection of false driving licences is required to discourage forgery attempts.

The written driving test introduced a few years back excluded a large percentage of potential drivers from the legal testing process because of their illiteracy. This in turn led to a large increase in the number of fake driving licences in circulation. Consequently, a significant number of drivers have never been tested on their competence to drive any type of vehicle. By using rigorous method, knowledge can also be tested orally.

Impact of driver training on the competence of a candidate for driving licence has been minimal and, while this may be only practical given enforcement problems, if training is to go uncontrolled, the driving test must then be capable of adequately screening out unqualified drivers.

Objective

To improve road safety by ensuring minimum standards for driver competence through improved driver training and testing procedures.

Progress

Save and except circulating a syllabus for basic driving course little progress has been made in the field of driver testing and training. Consideration is being given to the introduction of an oral theory test to ensure that those with low literacy skills are not discriminated against. The newly introduced plastic licences have met with some opposition from the transport sector and this has impeded wide spread implementation. However, they are essential to reduce the number of fake licenses. 28

Action on Driver Training and Testing

1. Organisation and Procedures

Some changes within BRTA are required to ensure that further improvements in driver training and testing are possible. The transport owners and operators must be encouraged to support the new licenses, and ways sought to overcome their objections.

Minimum Output Lead Agent Timing 1. Review driver training and testing system BRTA Mar 2001 2. Approve recommendation made on driver training and testing system BRTA Jun 2001 3. Review BRTA organisation based on capability to conduct minimum testing BRTA Mar 2001 programme and agree changes required 4. Prepare plan for reorganisation and submit for budgeting BRTA Mar 2001 5. Implement changes in BRTA organisation BRTA Dec 2001 onwards 6. Convert all replacement professional licences to the plastic type BRTA/transport Dec 2000 owners/operators 7. Review and improve regulations governing professional driver hours BRTA/transport Dec 2001 owners/operators 8. Produce annual reports on driver testing for the GoB and public BRTA Jun 2002

2. Driver Training

Tuition with a recognised and licensed driving instructor, as well as preparing the novice driver to take the driving test, can include coverage of defensive driving and the effects of drugs or fatigue. Improvements in the control of driving instructors are required to improve the quality of tuition and to ensure a better driving standard.

Minimum Output Lead Agent Timing 1. Agree driving procedures and standards for Bangladesh and produce user friendly BRTA Dec 2001 driving manual 2. Set procedures and ensure registration of school of motoring BRTA Dec 2001 3. Set standards for driving instructor competency and gain support from the industry BRTA/driving Mar 2002 instructors 4. Improve procedures for licensing driving instructors BRTA Dec 2002 5. Investigate the feasibility of establishing a register of driving instructors BRTA Dec 2001 6. Promote improved private sector selection and incentive schemes for professional BRTA/transport Dec 2002 drivers owners and operators 7. Actively promote and support driver improvement schemes aimed at reducing BRTA/transport Dec 2001 accidents involving buses and trucks owners and operators 29

3. Driver Testing

The driver testing procedures need to be tightened to ensure that drivers are required to undertake a test of their ability to drive prior to being allowed to drive. The theory and practical tests both need to be improved to ensure that they are a real test of competence to drive and safety.

Minimum Output Lead Agent Timing 1. Train inspectors in oral test and implement. BRTA Dec 2001 2. Develop oral multiple choice test based on manual. BRTA Mar 2002 3. Develop practical test for all classes of driving licence BRTA Mar 2002 4. Develop sustainable training programme for driver testing BRTA Jun 2002 5. Develop test for driving instructors BRTA Jun 2002 6. Train inspectors in instructor testing and implement test BRTA Beyond Jun 2002

4. STRATEGIC DEVELOPMENT

In the long term, BRTA needs to examine the practicalities of establishing a Training Institute for Drivers, Instructors and Driving Examiners also redesign driver training and testing procedures.

Minimum Output Lead Agent Timing 1. Feasibility study for the establishment of a Training Institute for Drivers, Instructors BRTA Jan 2002 and Examiners. 2. Strategy for future driver training and testing devised BRTA Ongoing 30

2.7 Vehicle Safety

Problem

Substandard, often overloaded, vehicles use good quality roads that facilitate higher speeds. Vehicle condition is widely accepted in Bangladesh to contribute to the number and severity of road accidents. The current system is overloaded and requires considerable investment to ensure that unroadworthy vehicles, especially those that carry passengers, are not used. The rules and standards governing vehicle inspections are outdated (revised in 1984 but with few significant changes) and require a complete review.

Enforcement of transport legislation continues to be a problem and requires a two pronged approach to rectify, with both the Police and the BRTA playing a regular and active part. While annual vehicle fitness inspections may be criticised for only ensuring vehicles are in fit condition for one day each year, in theory, on the spot roadside checks have the potential to maintain the concern for vehicle fitness year round. In practice, roadside checks are not being used to their full potential.

Despite inspection forms and manuals having been produced under a recent aid project, little priority has gone into their use. While inspection monitoring procedures are thorough, no use is made of the data nor concern shown over the unrealistically high pass rate. Vehicle inspection is treated perfunctorily and the minimal inspection procedures reflect this attitude.

It is clear that the demand for BRTA’s services, in terms of Vehicle Inspection, varies considerably throughout Bangladesh, with the highest volumes for both being at Dhaka and Chittagong. The opening of the Vehicle Inspection Centres in these cities should be used as an opportunity to review their management structures in order to make them as effective and efficient as possible.

Objective

To improve the roadworthiness of vehicles using Bangladesh’s roads by ensuring that minimum safety standards are met and to reduce the negative effects of transport on the environment, especially in terms of air pollution.

Progress

This sector has made little significant progress and is unlikely to do so without substantial support. Five computerised vehicle inspection stations have been built and equipped with the assistance of a loan from the ADB but the buildings are sub-standard and likely to cause problems during the next monsoon. The equipment is also not appropriate to the needs of Bangladesh. 31

Action on Vehicle Safety

1. Organisation

In order to plan, manage and coordinate vehicle inspections at national and local levels the Government of Bangladesh requires a capable and effective BRTA. BRTA are responsible for raising the standards of vehicles on the roads of Bangladesh. In order to achieve this, there are some organisational and administrative changes needed.

Minimum Output Lead Agent Timing 1. Review BRTA organisation in terms of vehicle inspections and agree changes BRTA Mar 2001 required 2. Prepare plan for reorganisation and submit for budgeting BRTA Mar 2001 3. Implement changes in BRTA organisation BRTA Jul 2001 onwards 4. Appoint senior staff for new posts (if agreed) BRTA Jul 2001 5. Develop and implement training programme for BRTA staff BRTA Dec 2001 6. Produce monthly reports on vehicle testing for the GoB BRTA Jun 2001 onwards 7. Produce annual reports on vehicle testing for the GoB and public BRTA Dec 2001 onwards

2. Vehicle Inspections

Roadworthiness inspections are necessary to ensure that vehicle owners comply with legislation, especially in terms of safety. Vehicles must be maintained to a minimum standard and be inspected regularly (usually annually). It is also important to ensure that vehicle imported in Bangladesh comply with the relevant safety standards. Whereas the BRTA is primarily responsible at present for undertaking the annual vehicle inspections, the Police also have an important role in undertaking roadside checks, along with BRTA and large-scale improvements will only be made when the Police are able to provide additional support in enforcing vehicle safety. Minimum Output Lead Agent Timing 2.1 Annual Vehicle Inspections 1. Review vehicle inspection and test procedures and agree changes BRTA Mar 2001 1. Define failure modes and standards for the inspection of all classes of vehicles BRTA Mar 2001 3. Prepare procedures for the inspection of all classes of vehicles, at all levels of test BRTA Mar 2001 station 4. Obtain sets of basic test equipment for all field offices BRTA Jun 2001 5. Arrange and implement training for all vehicle inspectors BRTA Mar 2001 6. Make the five, recently installed, test and inspection stations operational BRTA Ongoing 7. Determine policy for privatising inspection of small size private vehicles/ BRTA Jun 2001 privatisation of Vehicle Inspection Centres 2.2 Roadside Inspections 1. Determine policy and acquire basic facilities required for road side inspection BRTA/Police Jun 2002 2. Train staff including police officers in roadside inspections BRTA/Police Jun 2002 `3. Vehicle Registration

Improvements are urgently required to the computerised database system. The improvements below are also relevant to the driver training and testing sector.

Minimum Output Lead Agent Timing 1. Transfer the vehicle registration database across to the VI database and prove the file BRTA Dec 2001 transfer system. 2. Transfer all existing vehicle registration data to the new database. BRTA Jun 2002 32

4. Environmental impact of vehicles

As well as improving safety, improved vehicle inspections can be instrumental in improving air quality and reducing pollution by improving emissions testing. This is important in Bangladesh as a whole and especially in Dhaka where the bad air quality is having a detrimental effect on health.

Minimum Output Lead Agent Timing 1. Implement vehicle emission standards for routine and roadside testing BRTA Jul 2001 2. Adopt international (UN ECE) emission standards for new vehicles BRTA Jun 2001 3. Investigate the emissions from 2 stroke vehicles using new equipment at BRTA BRTA Jul 2001 4. Recommend strategy towards 2 stroke vehicles BRTA Dec 2001 5. Phase out 2 stroke engine 3 wheel vehicles from major cities MoC/BRTA Jun 2002 6. Liase with representatives of local, national and international agencies to encourage BRTA Ongoing commitment to road transport improvements 7. Understand effectiveness of transport management improvements through research BRTA Ongoing and refine environmental improvement programmes accordingly

5. STRATEGIC DEVELOPMENT

Continue to improve vehicle design and testing standards and facilities as technology advances.

Minimum Output Lead Agent Timing 1. Feasibility study for the setting up of more vehicle inspection centres and BRTA Dec 2001 procurement of mobile vehicle inspection units. 2. Feasibility study for setting up Transport Research Centre BRTA Dec 2001 33

2.8 Education and Publicity

Problem

To develop safe road user behaviour, children need to be taught skills rather than focusing simply on rules, regulations and knowledge of traffic signs. To be effective, road safety education requires a clear structure within a recognised curriculum with a planned, sustained and coherent programme of learning, based on sound educational principles. This is still not the case in Bangladesh.

In terms of road safety publicity for the general public, there is little activity. There is a need to develop a long-term data-led publicity strategy with adequate funding or sponsorship.

Road safety education is a long-term intervention, aimed at developing positive attitudes in children such that they become safer road users in the future. Publicity is an indispensable part of any nation’s road safety strategy. It is most effective when used in combination with engineering and enforcement initiatives.

Objective

To implement road safety education and publicity programmes in order to improve the knowledge, attitudes and behaviour of all road users, through a combination of formal education, non-formal education, adult programmes and mass communication.

Progress

Since the publication of the National Road Safety Strategic Action Plan (1997 – 1999), there has been a great deal of activity in this sector. Some of this is the result of donor agencies including education and publicity in road schemes and additional initiatives have been developed and implemented by local organisations. In addition, the Global Road Safety Partnership have begun implementation of a Community Road Safety Improvement Project as one of its focus projects. Recent activities include:

• CAMPE devoted one issue of their newsletter entirely to road safety education; • The Directorate of Non Formal Education (DNFE) have included a chapter in their text book for slum children and the Hard to Reach Programme; • LGED in Tangail have developed a road safety book for children, produced by CAMPE; • CAMPE have developed their own action plan for road safety for their member NGOs; • Bangladesh Betar Radio have offered free air time to BRTA; • NRSC Secretariat has appointed a local education and publicity advisor; • A major road safety campaign, targeting pedestrians, has been developed by the NRSC. 34

Action on Education and Publicity

1. Formal Education

Further and sustained activity in this area is required. There is still a need to develop supplementary road safety in line with the National curriculum. This requires development and production of teaching materials and trained teachers. The amount of road safety in the curriculum does not have to, and in reality, cannot increase. However, the existing road safety lesson needs to be further reviewed to ensure that it is appropriate to the age group and that it focuses on crossing skills. Once supplementary teaching materials have been developed and approved by the National Curriculum Training Board, a programme of in-service and initial teacher training is required. The former could be undertaken by including road safety in sub- cluster training organised by the Ministry of Education.

Minimum Output Lead Agent Timing 1. Include appropriate road safety education in primary curriculum supplementary PMED/NRSCS Dec 2001 materials 2. Include road safety education in secondary curriculum supplementary materials DSE/NCTB/NRS Jun 2002 CS 3. In-service teacher training programme MOE 2002 onwards 4. Designate a Traffic/ Road Safety Teacher in each School MOE 2002 onwards 5. Develop Teacher’s guide MOE 2002 onwards 6. Initial teacher training at PTIs MOE/PTIs 2002 onwards 7. Establish Road Safety Cell in each Primary/ Secondary School MOE/PTIs 2002 onwards

2. Non-Formal Education

In addition hard-to-reach and children dropping out of the formal education system must be targeted through non-formal education, NGOs and other organisations. The Directorate of Non- Formal Education (DNFE) has already included a chapter on road safety in their textbook for slum children and Hard to Reach programme. This needs to be reviewed, and other opportunities for inclusion identified. As with the formal education sector, the best approach may be to develop supplementary materials.

Minimum Output Lead Agent Timing 1. Road safety included in non formal curricula DNFE/NGOs Dec 2001 2. NGO training programme for teachers DNFE/NGOs Jun 2002

3. Materials

It may be possible to adapt teaching materials in the short term from other countries (bearing in mind cultural differences). In the longer term, it will be necessary to develop and produce new materials, based on needs. This will generally be where there is a gap in provision that is not covered by other organisations or projects.

Minimum Output Lead Agent Timing 1. Design and develop education materials MoE Jun 2002 2. NRSCS worksheets finalised/distributed NRSCS/DEOs/N Jun 2002 GOs 3. Additional materials developed NRSCS/NGOs/ Jun 2002 DNFE/NCTB 35

4. Community Programmes

The benefit of including road safety within existing programmes, for example, adult literacy is that it ensures best use of limited resources. There is additional benefit as it gives an opportunity to disseminate safety messages to parents - a group that is often difficult to access. Theatre has been used successfully in many countries to promote road safety. Bangladesh has a tradition of drama and puppetry and this can be used as a medium for getting road safety messages to appropriate groups. This approach is particularly useful to target community groups (especially where literacy rates are low). Talks to interested groups, such as the Lions or the Rotary Club can be useful in order to raise awareness of road safety issues and to encourage them to undertake their own programme of activities.

Minimum Output Lead Agent Timing 1. Investigate community involvement opportunity BRTA/NRSC Jun 2001 2. Include road safety in adult literacy programmes DNFE/NGOs Jun 2002 3. Design and develop materials MoE/BRTA Jun 2002 4. WB Community Road Safety Improvement Project DRSC/NRSCS/ Dec 2001 NGOs 5. Talks to relevant groups NRSCS/DRSC/ Ongoing from NGOs mid 2000

5. Publicity

Advice also needs to be given to the general public via targeted publicity campaigns. General awareness raising of both organisations that can affect road safety, and of the general public are important to generate an understanding of the problems and to develop a climate of change. Articles in the media can cover accident and casualty data, NRSC activities and particular issues of concern. Depending on availability of funding, at least one new National campaign should be organised annually and should be based on data. Initially, emphasis should be placed on pedestrians and bus occupants. Once a master copy is available, reproduction of campaign materials can be achieved at relatively low cost. As well as National publicity campaigns, there is a need to develop campaigns, based on local accident and casualty data and needs.

Minimum Output Lead Agent Timing 1. Design mass media program BRTA/NRSC/ Jun 2001 Police 2. Design and develop publicity materials BRTA/NRSC/ Jun 2001 Police 3. New National campaigns (1 per year) BRTA/NRSCS/ Annual DRSC 4. Repeat National campaigns (1 per year) BRTA/NRSCS/ Annual DRSC 5. Local publicity campaigns NRSCS/DRSC Annual

6. Training of NRSCS Staff

In order to meet the responsibilities and targets and to become a centre of excellence for road safety education and publicity, staff based in the NRSCS will require adequate training. If technical assistance to the Secretariat is forthcoming, from whichever source, the foreign consultants should be encouraged to undertake training of local staff. Project activities can be used as demonstration projects. Best practice in education and publicity must be followed to ensure that local staff are aware of the main issues. There are also various options for overseas training. Possibilities exist, for example, for attendance at a two-week training course combined with placement with a local authority road safety section. 36

2.9 MEDICAL SERVICES

PROBLEM

Lack of first aid and prompt transportation contribute to what medical professionals call the `second accident’, where injury severity is worsened for lack of proper care and quick transport services. A collection is often required before a driver will transport the injured. While major hospitals have ambulances, they are primarily used for non-emergency situation and rarely if ever attend a road accident scene. In addition, hospital facilities and rehabilitation services leave much to be desired.

Road accident victims account for the vast majority of beds at the Rehabilitation Institute Hospital for the Disabled (RIHD) in Dhaka. RIHD was estimated treating 13,000 road traffic accident casualties in 1996 with an in-patient admission rate of 37%. An equivalent number is expected to be treated at the Dhaka Medical College Hospital although police reported figures indicate the nation-wide casualty rate at approximately one-tenth of those treated at RIHD and DMCH. Despite the readily available proof that road accidents are affecting a great many more than is being reported, the Hospitals have not pooled their data or made much effort to broadcast their findings.

In Bangladesh, where less than Taka 115.00 is spent on health care per capita per annum, road accidents have added greatly to the demand for medical services. The need for orthopaedic surgeons and orthopaedic beds have grown with road accidents and Bangladesh has only half the recommended number of orthopaedic beds at present.

OBJECTIVE

To improve the emergency assistance, treatment, hospital care and rehabilitation available for road traffic accident victims in addition to having the medical professionals actively promote road safety and help identify the true incidence of road accident casualties.

PROGRESS

The medical sector had been more actively involved in road safety several years back with a WHO funded programme that trained casualty doctors in road traffic accident victim management care as well as bus conductors and assistants in first aid care. While individual doctors have occasionally published research on road accident casualties or typical injuries, i.e. sideswipe injuries, little organised effort has occurred on the part of the medical sector.

This is beginning to change with the RIHD Director being a guest speaker at the International Seminar on Road Safety in Dhaka last year and the Technical Working Group on Treatment and Rehabilitation was very active in developing recommendations for the Strategic Action Plan. It is also apparent that the medical professionals are realising the pivotal role they can assume in the road safety struggle as it is only through the hospitals that a realistic estimate of road accident casualties be conducted and the severity of the road safety crisis acknowledged. 37

ACTION on MEDICAL SERVICES 2.9

1. FIRST AID Initial at-scene first aid care can contribute greatly to reducing morbidity and injury severity by ensuring the casualty is kept breathing, bleeding reduced and shock controlled. To improve at- scene first aid care, it is necessary to introduce:

Minimum Output Lead Agent Timing 1. First Aid training for Police and commercial vehicle drivers MoH/Police/ Jun 2001 BRTA 2. RTA casualty training for graduate doctors and para-medics MoH Dec 2001 3. First Aid lessons in schools and colleges MoH/ MoE Jan 2002

First Aid Training for Police and Commercial Vehicle Drivers First Aid Lessons in School RTA Casualty Training for Graduate and Village Doctors

2. TRANSPORT OF THE INJURED The first and most critical hour after injury is called the `Golden Hour’. At present, the ambulance systems are incapable of providing fast and qualified care to road accident casualties. Transport time needs to be minimised and this involves:

Auto Rickshaws/Tempos Required by License to Transport RTA Casualties Traffic Police Vehicles Equipped with First Aid Supplies ‘Golden Hour’ Publicity Campaign NGO Provided Ambulance Services Roadside Fuel Stations Required to Have First Aid & Communication Facilities

Minimum Output Lead Agent Timing Traffic Police vehicles equipped with first aid supplies Police Jun 2001 “Golden hour” publicity campaign initiated BRTA/NRSCS Jun 2001

3. HOSPITAL DATA The official police reported statistics underestimate the true toll of road accidents. Hospital surveys of the number of RTA casualties indicate a much higher human toll to be occurring. To document the true loss due to road accidents and the resulting medical burden: All Major Hospitals Required to List and Report RTA Casualties Hospital Reported Figures to be Used in Publicity Campaigns

Minimum Output Lead Agent Timing 1.Hospitals regularly maintain RTA casualty records. MoH On going 2. System developed to cross check RTA casualty figures from Police sources and MoH/Police/ Jan 2002 hospital sources. NRSCS 3. RTA casualty figures published annually NRSCS Mar 2002 38

4. TRAUMA CENTRES Centres of trauma treatment excellence have been proposed in the light of growing number of injuries, especially road accidents. In the short term, existing resources must be strengthened with training while the long term strategy recommends:

Primary Trauma Centres at Every 70 km Along Major Highways Secondary Trauma Centres at Every Medical College Central Trauma Centres in Major Cities.

Minimum Output Lead Agent Timing Establishment of primary trauma centres at every 70 km along major highways MoH 2002 onwards Establishment of secondary trauma centres at all Medical college hospitals MoH 2002 onwards Establishment of central trauma centres in major cities MoH Beyond 2002

5. ROAD SAFETY HEALTH AWARENESS The medical sector need not be restricted to a post-accident curative role as doctors can play a strategic role in highlighting the growing burden of road accidents and thus strengthen accident prevention efforts. The first step in incorporating the medical professionals will be a:

Road Safety and the Medical Sector Seminar Minimum output Lead Agent Timing Hold road safety and medical sector seminar BRTA/ MoH Jan 2002 Forward recommendations of the seminar to the concerned Government departments BRTA Jun 2002 Follow up implementation of the recommendations BRTA/NRSCS As required 39

Section 3

Appendices

Apppendix A

Composition of the National Road Safety Council 40 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Driver Training and Testing in Bangladesh by

Garnet Marshall Transport Research Laboratory

Prepared for: Institutional Development Component of RRMP2.

Customer: WSP International Ltd.

This is an unpublished report prepared for WSP International Ltd. and must not be referred to in any publication without the permission of TRL or of WSP. The report was prepared by Garmet Marshall and the views expressed are those of the author and not necessarily those of TRL or of WSP. © Copyright Transport Research Laboratory, 1998. All rights reserved. Transport Research Laboratory is the trading name of the Transport Research Foundation [a company limited by guarantee].

1 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

1 EXECUTIVE SUMMARY...... 1

2 INTRODUCTION...... 2

2.1 BACKGROUND...... 2 2.2 STRUCTURE OF REPORT ...... 2 3 TERMS OF REFERENCE...... 4

4 CURRENT SITUATION IN BANGLADESH...... 5

4.1 OVERVIEW...... 5 4.2 BRTA ORGANISATION AND MANAGEMENT STRUCTURE ...... 5 4.2.1 Driving Inspectors/Vehicle Fitness Inspectors...... 5 4.2.2 BRTA Activities...... 6 4.3 THE BANGLADESH DRIVING LICENCE ...... 6 4.3.1 Applying for a licence...... 6 4.3.2 Drivers outside the system...... 7 4.4 DRIVING TESTS...... 7 4.4.1 Driving Test Review: Content and Procedures...... 8 4.4.2 The Written Test...... 8 4.4.3 Oral Test ...... 9 4.4.4 The off-road Practical Tests...... 10 4.4.5 The on-road Practical Test ...... 12 4.5 THE BANGLADESH DRIVER TRAINING INDUSTRY...... 13 4.5.1 Driving Instructors ...... 13 4.5.2 Driving Schools...... 13 4.5.3 Driving school vehicles ...... 13 4.5.4 Industry Standards...... 13 5 CONCLUSIONS AND RECOMMENDATIONS ...... 14

5.1 GOVERNMENT SUPPORT ...... 14 5.2 BRTA ORGANISATION AND MANAGEMENT STRUCTURE ...... 14 5.2.1. Driving Inspectors ...... 14 5.2.2 BRTA Activities...... 16 5.3 THE BANGLADESH DRIVING LICENCE ...... 17 5.3.1 Licence terms and conditions...... 17 5.3.2 Drivers outside the system...... 19 5.4 DRIVING TESTS...... 19 5.4.1 Testing and Administrative Procedures ...... 19 5.4.2 A Written Test...... 20 5.4.3 Oral Test ...... 21 5.4.4 Off-road Practical Test...... 21 5.4.5 The on-road Practical Test ...... 22 5.4.6 Manpower considerations...... 22 5.5 REGISTERING AND APPROVING DRIVING INSTRUCTORS...... 23 5.5.1 Setting standards...... 23 5.5.2 Instructor Communication networks...... 24 5.5.3 Registration and Testing...... 24 5.5.4 Implementation...... 24 5.6 END NOTE: 'THE NEXT ROAD SAFETY STEPS'...... 26 6 ACKNOWLEDGEMENTS ...... 27

TECHNICAL NOTES

TECHNICAL NOTE 1: RECOMMENDED SYLLABUS FOR DRIVING EXAMINERS TECHNICAL NOTE 2: RECOMMENDED SYLLABUS FOR NON-PROFESSIONAL [LEARNER] DRIVERS TECHNICAL NOTE 3: ADDITIONAL SYLLABUS FOR PROFESSIONAL [BUS] DRIVERS TECHNICAL NOTE 4: DRIVING TEST PROCEDURES AND ASSESSMENT FORMS

2 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

TECHNICAL NOTE 5: RECOMMENDED SYLLABUS FOR DRIVING INSTRUCTORS ANNEXES

ANNEX A: FUNCTIONS OF BANGLADESH ROAD TRANSPORT AUTHORITY (BRTA) ANNEX B: SAMPLE BRTA WRITTEN EXAM PAPER ANNEX C: LOGFRAME - TECHNICAL ASSISTANCE INPUT ANNEX D: TERMS OF REFERENCE - EXAMINER TRAINING ANNEX E: SUGGESTED LEGISLATION MODIFICATIONS ANNEX F: ON-ROAD TEST ROUTE FOR DHAKA ANNEX G: REFERENCES ANNEX H: SUMMARY OF RECOMMENDATIONS

3 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

1 EXECUTIVE SUMMARY

Effective Driver Training and Testing regimes are now recognised in most parts of the world as a means of achieving a long-term reduction in accident statistics. This report outlines the work carried out to improve the Driver Training and Testing capabilities in Bangladesh as part of the Institutional Development Component [IDC] under the Second Road Rehabilitation and Maintenance Project [RRMP2]. The terms of reference state that this project will be undertaken as one input split into two visits. These were carried out during the months of February/March and May/June 1998.

The way in which driver testing is conducted in Bangladesh is described in detail, with the strengths and weaknesses outlined. Where appropriate, new procedures are set out in the form of Technical Notes. The roles of the various organisations concerned and the processes whereby they can interact more effectively are covered. Particular attention in this respect is given to strengthening communications between the Bangladesh Road Transport Authority [BRTA], the general public and driving instructors.

Achieving an effective driver training and testing regime is an important part of the National Road Safety Strategic Action Plan. In order to be able to do this BRTA will have to increase the number of driving inspectors. However, it has the power to finance its activities through the revenue it generates from test fees. Particular attention is paid to how BRTA should cost and budget for the increases.

The report includes training syllabuses for new drivers, bus drivers, driving instructors and driving inspectors. In addition a number of recommendations are made aimed at establishing a high level of expertise [through training], within the BRTA. These include the establishment of a 'driving inspector' training school and implementation of 'quality control' systems.

Finally, there is a section devoted to the way forward with regard to registering and testing driving instructors.

1 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

2 INTRODUCTION

2.1 Background

The UK department for International Development [DFID], funds the Institutional Development Component [IDC2], of the Second Road Rehabilitation and Maintenance Project [RRMP2]. Included in IDC2 are a number of ‘short term’ road safety inputs that arose as a consequence of a report1 on the state of road safety in Bangladesh.

Published statistics in 1996 suggest that Bangladesh has a fatality rate of 47 deaths per 10,000 registered motor vehicles, this is some 25 times higher than most industrialised countries and the second highest in Asia. Also, it is a widely held view that a significant number of accidents and casualties go unreported, so this figure is likely to be an underestimate. With vehicle growth in Bangladesh estimated to be in the region of eight per cent per annum the authors of the report felt it was time to take action. Amongst the areas highlighted for special attention were;

· Road safety engineering · Vehicle safety and inspections · Driver training, driver testing · Children’s road safety education · Road safety publicity · Accident data analysis · Accident costing · Legislation and enforcement.

A draft National Road Safety Action Plan [incorporating the above components], was written and presented through the National Road Safety Council [NRSC], in February 1997. A final version2 was produced in late summer of the same year. Section 2.6 pages 27 to 28 of the document sets out the problems, the objectives and the actions required to improve the Driver Training and Testing procedures in Bangladesh. The ‘terms of reference’ that emulated from these considerations are set out in section 2 of this final report.

A newly formed Secretariat, whose offices are based at the Headquarters of the Bangladesh Road Transport Authority [BRTA], in Dhaka is charged with co-ordinating the various inputs to this RRMP2 project.

2.2 Structure of report

Following on from this introduction the report has two main sections, (1) The Current Situation and (2) Conclusions and Recommendations.

1 Aeron-Thomas, A. Elliott, G. (1996) Road Safety in Bangladesh, Final Report by TRL. IDC Project 1996 2 National Road Safety Strategic Action Plan Jul’ 97 - Jun’ 99

2 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

The ‘current situation’ summarises how driver training and testing is done, by focusing on the administrative and operational systems, the people and the resources deployed.

The ‘conclusion and recommendation’ section points a way forward for the improvements that must be made to the current systems. Also in this section are some suggestions for the “next road safety step”.

Although not part of the ‘terms of reference’ the consultant thought it appropriate to include a critique on the issuing, the re-issuing and the format of the Bangladesh driving licence. There are resource and security improvements to consider and these are intrinsically linked to the changes that are being proposed to the testing regime.

3 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

3 TERMS OF REFERENCE

Driver Training and Testing Specialist

Location: Bangladesh Road Transport Authority [BRTA] Reporting to: BRTA Chairman Objective: To improve the driver training and testing capabilities. Revise the driver testing process to produce a better more consistent method of evaluating driving standards.

Role and Tasks

1. Review current driving examination process, (written viva, on-road and off-road) for all licence categories. 2. Evaluate the skills and general knowledge of driving examiners. 3. Produce a training syllabus for driving examiners 4. Assist BRTA to design new driving examinations with set routes and required procedures. 5. Develop simple driving test assessment forms and produce a syllabus for learner drivers. 6. Produce a training syllabus for Driving Instructors. Draw up a schedule for training and regulating driving instructors. 7. Assist BRTA to develop monitoring indicators. 8. Produce a final report identifying desired role of the driving examination and the required manpower, training, financial resources, relevant performance targets and appropriate monitoring indicators. Functional responsibilities are to be clarified along with the “next road safety step”. 9. Provide lists of key reference and contact names and addresses of relevant organisations and training courses. 10. Specify any legislation modifications required by new examination procedures. 11. Outline necessary steps involved in regulating the driver training industry. 12. Provide a seminar on work undertaken and recommendations for promoting safe driving practices.

Milestone Achievements:

· Syllabus for training driving examiners, instructors and learner drivers. · Draft driving examination procedures · Report · Seminar

Timing of Input: 8 weeks divided into two visits

Counterpart from Government: Mr Mustafizur Rahman, Asst., Director (Engg) BRTA (Mirpur) Dhaka.

4 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

4 CURRENT SITUATION IN BANGLADESH

4.1 Overview

The BRTA holds centre stage in all significant road safety matters relating to vehicles, drivers and pedestrians. Amongst other things it is charged with conducting tests, licensing all drivers and monitoring the activities of driving instructors.

The number of driving tests recorded has almost doubled since the 23118 conducted in 1991/92. The number of driving inspectors has remained about the same at between 45 to 49.

BRTA is legally responsible for licensing driving instructors and registering driving schools. However, these regulations are not enforced so the number of driving instructors operating is impossible estimate.

Published statistics3 suggest that road deaths and injuries involving buses are significantly higher than others forms of transport.

Traffic Police Office claim the number of fake driving licences in circulation is probably between 70 to 90 percent.

4.2 BRTA Organisation and Management Structure

Created by statute in 1987 the BRTA has it’s Headquarters in Dhaka from where it oversees the operations and administration of eighteen Regional Testing Stations, which are situated in the ‘greater’ districts and 36 so-called zonal offices, each comprising of smaller districts. A Chairman, a director and two deputy directors head the top management team. Two assistant directors are also based at headquarters plus a number of support staff. Eighteen assistant directors, based at each of the regional testing stations oversee the driver testing and vehicle fitness inspections. Assistant directors have a university degree in engineering. It is to these people that the driving/vehicle inspectors report. Their roles as vehicle fitness inspectors are covered in an accompanying report4 on Vehicle Safety and Roadworthiness.

4.2.1 Driving Inspectors/Vehicle Fitness Inspectors

Driving inspectors/vehicle fitness inspectors are qualified to diploma level in engineering. They receive no specific training in driver competency testing. What they have learned has been picked up as they have gone along. This has resulted in a wide variation in knowledge and skills. The consultant also learned that at the time of their appointment to the role many had none or very little driving experience.

3 DMP. Traffic Accident Analysis Annual Report 1996, Figure 8 4 Pearce, T. Vehicle Safety and Roadworthiness in Bangladesh. An unpublished report by TRL, March 1998

5 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

4.2.2 BRTA Activities

The functions and responsibilities are set out in a document, which is believed to have been conceived at the time the BRTA was established in 1987. It is an extensive list and is reproduced here, verbatim as Annex A. Issuing driving licences, conducting driving tests, supervising driving instructors and driving schools are all clearly defined as major activities. [As are vehicle inspections, and registrations, accident investigation and the issuing of route permits to public service vehicles.] Table 1, below provides an overview of the numbers involved in all these activities.

Table 1: Statistics of Different Types of Work Performed by BRTA in Different Financial Years

SI No Description 91/92 92/93 93/94 94/95 95/96 96/97 1 No. Of fitness certificates 70109 80472 96192 10346 110175 11337 issued 2 3 2 No of registrations 19444 17941 23567 30829 41305 36545 3 No of driving licences 10103 8406 15329 11525 13137 16995 4 No of conductor licences issued 425 727 796 387 609 509 5 Inspections of accident 2980 3109 3950 4020 4069 3922 vehicles 6 Repair of GOB* vehicles 2163 1065 3616 3058 3418 3193 7 No. of route permits issued 9716 15171 22230 22660 25057 22583 8 No. Of inter Dist route 1016 1064 1518 1538 1629 2107 permits issued 9 Learner driving licence issued 25946 22755 37806 35185 365185 46374 6 10 No. Of driving tests 23118 20235 35035 55378 56880 77756 11 No. Of Road Vehicles 30516 32293 33701 36764 408253 44406 3 9 2 1 8

Reproduced with the permission of BRTA

4.3 The Bangladesh Driving Licence

Current regulations5 specify that there are three types of licence in force. A learner licence an ordinary or ‘non-professional’ licence, required by all drivers of light motor vehicles and a ‘professional’ licence for driver’s of medium sized and larger goods vehicles, this one also covers public service vehicles. Apart from vehicle size the main distinction between these licence types as that the first two exclude the holder from driving a vehicle for payment or reward of any kind.

The minimum driving ages are eighteen, absolutely for learner and non- professional and twenty for most types of professional driving licence.

4.3.1 Applying for a licence

5 Motor Vehicle Ordinance 1983 (MVO), Chapter II - Licensing of Drivers of Motor Vehicles.

6 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

A licence is issued subject to payment of correct fees and minimum requirements6. The fees are paid to the post office, licences are issued by the BRTA. A learner’s licence is valid for three months during which time the applicant will be summoned to appear before a driving test competency board7. Non-professional licences are normally valid for twelve months. However, it is possible on payment of the correct fee for this licence to be valid for three years. All licences must be renewed on expiry. In addition professional licence holders should take a re-test every three years.

4.3.2 Drivers outside the system

Fake licences are an endemic feature in Bangladesh. This is in spite of the need for all licences to include a photograph of the holder and time consuming administration systems.

A written driving test [introduced in 1993], has single handedly managed to exclude a large percentage of potential drivers [who are illiterate], from the testing process. This in turn has lead to an explosive increase in the number of fake driving licenses in circulation. Consequently, a significant number of drivers have never been tested on their competence to drive any type of vehicle.

4.4 Driving Tests

According to the regulations8 there has to be four parts [see Table 2] to the test, each must be taken and passed in sequential order. These are common for all types of licence

Table 2: Driving Test Components

Written Test Oral Test Off-road Manoeuvres On- road driving

Two testing stations were visited by the consultant they were chosen because together they represent sixty percent of the total workload for Bangladesh.

Mirpur Testing Station, Dhaka Metropolitan Area The testing station at Mirpur in Dhaka operates in a different way to the rest of the country, both in terms of the facilities available for testing drivers and how the work is allocated. It has an examination room for written and oral tests and an area set aside for off-road manoeuvring tests. On-road tests are conducted on an adjacent stretch of road.

Table 3: Test booking schedules for Mirpur Testing Station

6 The Bangladesh Gazette, Extra, July 7, 1984. Chapter II - Licensing of Drivers of Motor Vehicles. 7 The Bangladesh Gazette, Extra, July 7, 1984. Chapter II, rule 6 in particular, refers to the ‘driving competency test board’.. 8 Bangladesh Gazette, Extra, July 7, 1984. Chapter II - Licensing of Drivers of Motor Vehicles.

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Days Activities Licence Types Thursday Written Test For all types Friday Holiday Saturday Holiday Sunday Oral Test Non-professional Monday Off-road tests + On-road tests Non-professional Tuesday Oral tests Professional Wedneday Off-road tests + On-road tests Professional

There are four driving inspectors, four vehicle fitness/accident inspectors and four vehicle registration officials at Mirpur, Dhaka. Elsewhere in the country the work is organised differently and allocated to inspectors who have a multi- purpose role.

Chittagong Division At the Chittagong testing station, a school room is hired for the written test and a sports stadium is used when required for the off-road test. No on-road tests are carried out.

In the review that follows there is no attempt to criticise the behaviour of any BRTA staff or members of the general public. The consultant acknowledges that manpower shortages, lack of training and poor facilities make it impossible to apply the regulations in any effective way.

4.4.1 Driving Test Review: Content and Procedures

The basic ‘content’ for all non-professional and professional tests is the same. The Bangladesh Gazette, referred to earlier sets out some additional testing requirements [under rule 7], for candidates taking professional tests. These are set for those wishing to be qualified to drive heavy vehicles and public service vehicles.

Very few of these professional tests have been conducted on vehicles other than small to medium sized cars. The consultant could find no evidence of any being done in the past year or so. Also, it must be noted that the inspectors were very vague about how they could translate the provisions of rule 7 into practice.

The review that follows is set out as an introduction, a list of bullet points and a summary. There is some repetition in the text, but this is necessary in order that an in-depth account be presented.

4.4.2 The Written Test

Introduction This consists of nine questions [seven of the multiple choice type and two requiring written answers] and was introduced in 1993. A copy of the English version of the paper is reproduced as Annex (B) Up to as many as 200 people, perhaps more will turn up on the day. Candidates are given the results on the day

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· There are three question papers in use, one is provided in English for foreigners. Taking into account any meanings lost or altered due to the English translation the questions are of very poor quality in both construction and content.

· Ambiguities abound and this leads to a wide variation in the awarding of marks and the inevitable protestations from candidates who feel they ought to have done better.

· The time allocated to complete the paper is fifteen minutes, most people take far less then this

· The candidates then wait around in the immediate vicinity for their results. This can take some time depending on examiner workloads.

· Successful candidates will return to the same place, two days later to take the oral test.

· If they wish to, unsuccessful candidates will pay another fee and be given a date to return, depending on numbers, this could take some weeks.

· In all cases the signature of the examiner, together with the date and result are written on the front of the licence. This is required as proof before further processing can be started.

Summary: The general public have free access to the offices and it is difficult to distinguish between those who are there to take the test and those who have merely come along to watch. Some of these people maybe friends and relatives of candidates there to intercede on their behalf. This adds to the general confusion and noise puts great strain on the examiners. Cheating is a relatively easy option in this sort of environment.

It will be proposed that this component of the test be suspended and replaced with a more comprehensive oral test.

4.4.3 Oral Test

Introduction

This test is conducted by the examiners on a one to one basis. They first check the candidate’s licence for identity and that the result [a pass] for the written test is marked on it.

· Candidates are asked to identify a selected number of road markings and signs used by traffic control officers. A question on driving procedure, such as overtaking may also be asked.

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· The questions can be phrased in Bengali or English, according to candidate preference. Notwithstanding any meaning lost or altered due to the translation the questions are of very poor quality in both construction and content.

· Ambiguities abound and this leads to the inevitable protestations from candidates who’s answers are deemed unacceptable by the examiner.

· The whole process takes about four minutes if there are no problems, much longer if an argument ensues.

· Candidates are told the result there and then.

· Successful candidates will return to the testing station on another day for the off-road test.

· If they wish to, unsuccessful candidates will pay another fee and be given a date to return, depending on numbers, this could take some weeks.

· In all cases the signature of the examiner, together with the date and result are written on the front of the licence. This is required as proof before further processing can be started.

Summary There are some obvious deficiencies and limitations with this test, but, with better questioning techniques and a strict observance of criteria this test could be made more rigorous and valid.

A longer oral test with a wider question base will be proposed.

4.4.4 The off-road Practical Tests

Introduction This component of the test is split into two parts, these are colloquially known as the;

The zigzag test This is designed to test the manoeuvring capabilities of drivers

The ramp test This is designed to test the co-ordination and clutch control of drivers

Two examiners are assigned to this component, one to conduct the zigzag test the other to conduct the ramp test. For both parts drivers sit alone in their vehicles and await the instructions of the examiners.

Zigzag test · On an audible signal from the examiner [who sits in a elevated position to the rear of the vehicle] the candidate is required to drive forward and

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negotiate a set of posts placed in a zigzag formation without touching any of them and stop at a designated point.

· The candidate is then required to reverse in the same direction, again without touching a post.

· Touching or knocking down a post will result in failure and termination of the whole of this part of the test. [Two attempts are allowed for the reversing manoeuvre].

· The result is written [in both Bengali and English] on the front of the licence. This is required as proof by the second examiner before the candidate is permitted to attempt the ramp test.

· If they wish to, unsuccessful candidates will pay another fee and be given a date to return, depending on numbers, this could take some weeks.

· Successful candidates then go forward [sometimes in a different vehicle] to take the ramp test.

Ramp test · The candidate is asked to bring the vehicle to a halt on the incline of the ramp.

· At a signal from the examiner the candidate is required to move away, without any visible signs of the vehicle rolling backward.

· Rolling back will result in failure and the need to take the ramp test again.

· The candidate is then expected to drive off the ramp under control, stop and await adjudication by the examiner. This may be after he has had to observe a number of ramp tests.

· Successful candidates will be assigned to one of the other examiners who will conduct the on-road test.

· If they wish to, unsuccessful candidates will pay another fee and be given a date to return, depending on numbers, this could take some weeks.

Summary The procedures in place to deal with the execution and results of the zigzag and ramp test are haphazard and time consuming for both candidates and examiners. In addition the general public have free access to the testing sites. It was clear to the consultant that some of these people were driving instructors, friends or relatives of the candidates, there to shout instructions or to make protestations with the examiner on their behalf. This tended to add to the general confusion and also seemed to be having a negative effect on examiner performance.

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In spite of the procedural errors of this part of the testing process the consultant concludes that this component has the potential [with a tightening of criteria and procedure ] to achieve it’s aims.

4.4.5 The on-road Practical Test Introduction This final part of the test is carried out in the candidate’s own vehicle or one provided by a driving school. The examiner meets the candidate at the vehicle and after checking that the licence is endorsed with the signature and a pass result from of his colleague he proceeds with the test.

· The candidate is asked to drive off and proceed along a moderately busy ‘dual carriageway’ type road for about 0.20 klms.

· At a break in the carriageway the examiner ‘instructs’ the candidate to make a U-turn and proceed along the opposite carriageway.

· Somewhere along this stretch of road the candidate is instructed to pull in and park on the left and then to move off again.

· After another U-turn, prompted by the examiner, they return to the original starting point and the driving test is over.

· The whole test lasts approximately six minutes.

· The result is announced to the candidate there and then.

· On payment of the relevant fee successful candidates will be issued a full licence to drive by BRTA.

· If they wish to, unsuccessful candidates will pay another fee and be given a date to return, depending on numbers, this could take some weeks.

Summary Because of the relatively short distances involved the road speed of the vehicle does not exceed 40 klms per hour. It is not at all clear what constitutes a failure, neither is it clear what skills are being assessed, except perhaps the ability to change gear and steer at the same time. The consultant concluded that this test is wholly inadequate and is adding nothing to road safety. Indeed, it cannot be stressed too forcibly that it may even be counter productive to this cause. The inference that the candidate gets about safe driving when taking this test is at best, too simplistic and at worst, dangerously misleading.

The learner driver syllabus accepted it will be proposed that [allowing for reasonable time constraints], the test route be extended to cover a wider range of road and traffic conditions.

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4.5 The Bangladesh Driver Training Industry

4.5.1 Driving Instructors

According to the regulations9 people giving driving tuition for hire or reward must have a valid driving instructors licence issued by the BRTA. Once issued, licenses are valid for a lifetime unless surrendered by the holder or cancelled by the authority. A candidate for such a licence is required to take and pass a rigid test to advanced driving standard. In practice very few licenses have ever been issued, BRTA estimate the number to be around 30. These licenses are of questionable value as a certificate of instructor competence because no advanced driving tests have ever been conducted.

4.5.2 Driving Schools

The same set of regulations apply to the schools of motoring. In addition to proprietors having to ensure that their instructors comply with the their own regulations, there are extra requirements for classroom and teaching facilities that have to be met. No schools have been registered.

4.5.3 Driving school vehicles

Many of the driving school cars have damaged dangerous body work and vital safety features such as mirrors, lights, indicators are broken or missing. In some of the vehicles inspected by the consultant it was impossible to adjust the driver’s seat and one had a cracked windscreen that seriously impeded the driver’s vision.

4.5.4 Industry Standards

The problem of low standards within the driver training industry is self evident. However simply trying to raise them through regulation has proven to be ineffective. Communication between BRTA and the industry is poor. This has lead to a great deal of ignorance and confusion amongst driving instructors about what the examiner requires of the candidate on test.

9 The Bangladesh Gazette, Extra, July 7, 1984. Chapter II Issue of Instructor’s licence

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5 CONCLUSIONS AND RECOMMENDATIONS

5.1 Government Support

Whilst there is a high level of awareness of the important role that a comprehensive test and structured driver training can play in road safety, the following recommendations need to consider the resolve and resources that can be expected from the government.

5.2 BRTA Organisation and Management Structure

The infrastructure needed for an effective and efficient testing regime will effect BRTA’s cost base quite considerably. The senior management team are financially astute and will no doubt endeavour to recover these costs from the fees it will charge candidates. However it will need some initial investment in the short term in order to train and increase the numbers of testing staff. Increases in test fees will rely very much on government support and resolve.

5.2.1. Driving Inspectors

Driving inspectors are chronically under-trained. However, for the most part what they lack in expertise they make up for in enthusiasm. Nevertheless there is a real inherent fear among many that they will not be able to cope with car tests on public roads. At the heart of this is a fear of the unknown. Good training and supervision can go along way to helping them cope with what is by any standard a stressful job. Quality control procedures are also an essential requirement as they enable training and supervision to be focused to where it is needed.

Training

BRTA will need to consider the setting up of an examiner training school, equipped with classroom facilities and vehicles. Initially these could probably be rented. Table 4, sets out the main items to consider when planning such an establishment.

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Table Four: Financial planning matrix for examiner training school

Equipment Fixed Costs Variable Costs Other expenses Classroom Rent/rates/services Training Materials Consumables/ 1* photo copies etc. Vehicles Hire/tax/insurance/ser Fuel/tyres Accident repair 2* vicing Trainers Wages Out of pocket 3* expenses Trainees Wages Accommodation/ Refreshments 12* Travel and and meals subsistence

*As a general guide the average ratio of trainee to trainer would be four to one. A typical course structure would be split half classroom, half in-car training. A well planned and structured course could train twelve examiners per month using three trainers, two vehicles and one classroom.

Technical Assistance

Short focused inputs from an examiner training and testing expert will be needed. The principle aim of the inputs will be to impart knowledge and expertise, to a small core of specially selected existing inspectors. These people will then be charged with the responsibility of delivering training and development courses for current and new driving inspectors.

The proposed inputs will therefore have two main objectives;

· To raise the testing and training skills of a core number of driving examiners

· To assist BRTA in establishing a ‘centre of excellence’ for driver training and testing.

A LogFrame, together with the ‘terms of reference for such an input are included as Annexes C and D.

Inspector certification

According to the regulations only a 'driving test competency board' has the right to sanction a test pass. Originally set up to provide integrity to the system in reality it has proven to be ineffective. The time has come to look at a more practical way to establish probity in the system.

The consultant recommends that in its’ place and only on successful completion of training, a Driving Inspector ‘certification scheme’ should be considered. An appeals procedure to cover allegations from candidates that tests have not been carried out fairly would be an integral part, as would a supervision and ‘quality control’ system.

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Supervision

Driver Inspectors should be subject to regular supervision by a senior inspector. This not only serves as a ‘quality control’ mechanism, but also ensures that individual assessments are being conducted according to regulations.

Quality control

The data from driving test marking sheets [see Technical Note Four] should be scrutinised and recorded. This can be used to monitor the inspector’s pass rates. Discrepancies from the 'norm' can be detected and enable additional supervision to be directed to where it is needed most.

It would be necessary to have at least one senior inspector for every thirty inspectors. Their role would be to monitor examiners and their pass rates and to sit in on tests. The costs associated with senior inspectors should be recovered via the test fees.

In addition to regular supervision an inspector’s ‘terms and conditions’ of employment should forbid him from giving driving tuition or having any financial connections with driving schools or instructors.

With all these safeguards in place and working it should be possible for Driving Inspectors to be certified by the highest appropriate level to conduct tests on behalf of the government of the People’s Republic of Bangladesh.

Recruiting Additional Examiners

BRTA has had a policy of insisting that potential driving inspectors have a diploma in engineering. In the consultant's experience good inspectors can be recruited from many backgrounds. However, in particular they must be;

- good communicators - of an even temperament - non-partisan - able to quickly write clear and concise reports

Whether there is a significant correlation between people with these skills and only those with a diploma in engineering is questionable. BRTA's policy of recruitment should therefore be reviewed. Consideration should be given to retired armed forces or police personnel. This policy has a good track record in many other countries. Technical Note 1 of this report gives a fuller account of the skills and qualities required of inspectors.

5.2.2 BRTA Activities

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It is predicted that the numbers of motorised vehicles in Bangladesh will double over the next five years. The numbers of people wanting to learn to drive will probably shadow this increase. This puts BRTA in a strong position for generating extra revenue from this source. Provided, of course, that its methods of collection, its pricing structures and financial controls are properly in place.

‘Cost Centre Management’

BRTA should consider managing its activities by assigning each one to a separate cost centre. They could be split according to whether they generate revenue or not. For instance, vehicle inspections do, accident investigations do not. The sources of revenue, whether from vehicle licensing/testing or driver licensing/testing should also be differentiated, as should driving licence v driving test revenue. This would enable the salaries, administration and training costs to be budgeted and fees for the different activities to be set on a cost recovery basis more easily.

5.3 The Bangladesh Driving Licence

5.3.1 Licence terms and conditions

The rationalé for limiting the term of a learner licence to three months is based on the assumption that the longer the term of the licence the greater the risk of the holder driving unaccompanied. Even if the risk is real, [and there is no evidence to support the assumption], this is a myopic view for the BTRA to adopt. Forcing the learner driver to prepare for a driving test in such a small time scale cannot be conducive to the acquisition of adequate driving skills and experience.

Enforcement

If people drive unaccompanied on a learners licence it is a matter for enforcement and this is best left to the police, with BRTA playing an administrative supporting role.

New style Licenses

BRTA plans to issue a new plastic licence, backed up by a computerised database within the next one to two years. The licence will be harder to forge. BRTA should now be taking the opportunity to review its policy on the terms and conditions of all licenses.

Learner Licence

The term for this licence should be increased to allow more time for the learner to prepare for test. A period of two years would facilitate this process. It would also simplify administration with the potential to reduce costs. Licence fees would have to be reviewed in order to make up any shortfalls in revenue.

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Learner Licence Restrictions

Careful consideration should also be given to the conditions of issue. There is general confusion amongst the public as to when a learner’s licence can be obtained. Some think its before passing the written/oral test some think it’s after. There is also confusion regarding whether a learner is restricted to a lower speed limit and if so what it is.

Minimum requirements

Some countries state that before an applicant can obtain a learner’s licence he/she must pass a theory test. Some issue licences subject to minimum age and health requirements only. There has been no research to suggest that either has a positive or negative effect on a person’s ability to drive safely in the long run. Neither is there any data to prove that learner drivers who have passed some kind of theoretical test have fewer accidents [while learning], than those who have not.

Good educational practice tends to suggest that ‘learning’ is facilitated by using a wide range of stimuli, in both a theoretical and practical setting. In a country like Bangladesh [where the literacy rate is quite low], it could be argued that it would be counter productive to restrict learner licenses to those who have passed a theory test. People without reading and writing skills may learn more easily by ‘seeing’ and ‘doing’ things in the vehicle under close supervision.

The consultant advises BRTA to issue a learner’s licence subject to age and satisfactory health conditions only.

Driving speed restrictions

Some countries impose speed restrictions on learner drivers for a probationary period. This usually includes the time spent learning and up to two years after passing the test. These are usually enforced by requiring drivers to display a ‘P’ plate or similar on the vehicle. Research into the efficacy of such schemes seems to suggest accident rates are low for ‘P’ plate drivers. However, it also shows that they soon catch up when the probationary period expires. Figure 1, shows how this accident rate profile would look with point (a) signifying a test pass with no probationary period and (b) the end of a probationary period

Fig 1 Accident rate profile New Drivers

Accident rate

------

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(a) (b) Years

The consultant advises BRTA to think carefully before placing speed restrictions on learner drivers over and above those set for road and traffic conditions. They might like to consider the point that in order to drive safely at speed a driver has to be trained and the best time to do this is under the supervision of an instructor before the test is taken.

Syllabus for learning to drive

BRTA has an important role to play in informing drivers of their responsibilities, especially those just about to take to the road. The MVO states that a syllabus for learning to drive should be issued with every new licence. Also, it would help spread the safe driving message if it was to circulate the syllabus to driving schools and driving instructors.

The consultant lists this as one of “the next road safety steps” that BRTA should take.

5.3.2 Drivers outside the system

The problem of drivers with forged licenses will have to be tackle sooner rather than later. BRTA acknowledges this. The discussions the consultant has had with the BRTA, the Police, driver's unions and fleet owners clearly show concern about this problem, but for different reasons, mostly founded on self interest. There are different views on how the problem should be tackled and a real fear that a heavy handed enforcement approach would be counter productive and cause wide spread strikes.

Some country's have decided to give so-called 'grandfather rights' to drivers [fake licence holders included], who can prove that they have been driving for a given period. This sort of 'amnesty' may be the only way to bring all drivers into the system. It would need careful planning and would have to be conditional but it could prove to be the lesser of two evils.

5.4 Driving Tests

5.4.1 Testing and Administrative Procedures

BRTA’s testing and monitoring systems tend to be too heavily focused towards meagre administrative tasks. These are carried out at the expense of actually physically testing drivers. The accumulated time that the examiner spends in this pursuit, [face to face with the learner driver] is less than 30 minutes, fifteen minutes of which is devoted to a wholly inadequate written test. An oral test and some off-road manoeuvres take up the bulk of the rest

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of the time. The on-road driving test, [the most crucial element] is allocated a mere five minutes and is often not carried out at all.

The Desired Role of the Test

“is to ensure that a driver is able and knowledgeable enough to drive the vehicle safely on his or her own without supervision”

This statement accepted a driving test should be designed to test:

· Knowledge

· Skill

· Behaviour (the application of knowledge and skill in a real life situation)

There is only one tried and tested way to do this:

· By asking questions that test knowledge and understanding

· By observing the driver in action in a range of situations

There are a number of variations amongst different countries in the way they do this. The important thing to remember is that in order to gain public support for a driving test it must be seen as fair and unbiased.

5.4.2 A Written Test

Designing and implementing a written test for potential drivers is an ambitious task. Question banks need to be compiled, with each question checked for it’s validity in terms of content and comprehension. Papers have to be set with the right balance of subjects to test overall knowledge effectively. Many experts say that papers should have at least 40 questions. The best type being multiple choice.

BRTA would not have to start from the beginning as it could simply buy written tests from other countries and translate them into Bangla.

However in a country where well over 60% of the population are either illiterate or have very poor reading and writing skills one has to question whether a written test is appropriate at this time.

It was only as recent ago as 1996 that the UK introduced a written test, more than sixty years after the introduction of the first test. Up until then the knowledge test was done orally by the examiner at the end of the driving test.

The consultant would not advocate that the Bangladesh test go back to this. The principle of testing theoretical knowledge first and practical skills second is good and this should be maintained. However, the consultant recommends

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that this knowledge test in its current form be abolished and replaced with an longer more structured oral test.

5.4.3 Oral Test

The UK experience showed that knowledge can be tested orally provided rigorous methods are used and standards are uniformed and maintained. Technical Note 4, has a draft oral test form containing twelve sample questions covering the topics outlined in the MVO for non-professional drivers. The required pass mark for such a test should be initially set at 60% and reviewed regularly. Questions, tailored to test the extra and specific knowledge required of professional licence drivers [of Heavy vehicles and Buses], will replace some of the standard versions. Training in constructing and phrasing questions properly would be undertaken during the proposed technical assistance input.

When to Test

The oral test must come before the practical, but it could be conducted on the same day. The judgement as to exactly when to test is an operational matter for BRTA. But consideration must be given to the need to establish a 'formal booking' system [for all parts of the test], where candidates can arrange to book tests in advance and not just simply turn up on the day. Such a system would provide BRTA with the means of planning for the demand in advance and deploying inspectors accordingly. A paper diary system, operated on a local basis would suffice.

5.4.4 Off-road Practical Test

The current off-road 'zigzag' and 'ramp' test provides a sound basis for testing car control but the procedures need to be improved.

There are three recommendations to consider, which are aimed at standardising the test and giving more information to candidates and instructors.

1. Access to testing sites must be restricted to candidates, examiners and instructors only. Instructors are there to observe but not to take part in the test. This will ensure a fair test, and improve the safety on the testing sites.

2. Technical Note 4 provides a marking sheet for the inspector to use which doubles as certificate of pass or failure for the candidate. Using this form will ensure that every test is carried out in the same way. It will also provide data for quality control purposes. The candidate should be given a copy at the end of the test so that they can discuss the result with their instructor, this is particularly useful if they have failed.

3. Bangladesh's road building programme will signal the way for the onset of more articulated trucks and larger buses to be used. An alternative, to

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the zigzag manoeuvre must be considered for drivers taking a professional test to drive such vehicles. It should focus on a driver's ability to reverse accurately and safely. In most countries a reversing exercise into a specially marked out limited space is used and has proven to be adequate.

5.4.5 The on-road Practical Test

While in a few countries, the whole test is still conducted off-road. In most countries an on-road test is now standard procedure because it is seen as the only reliable way of assessing competence.

Bangladeshi roads are very congested and chaotic but this should not be used as an excuse not to test on road. Consideration must be given to introducing a universal on-road test sooner rather than later.

When testing on the road 'assessment forms' should be used to record faults as they occur. A draft form, specially tailored for Bangladesh from the UK version is included in Technical Note 4. Also in the note are instructions on how to plan test routes. One suggested test route for Dhaka is included as Annex F.

The frequency of tests is a policy decision, most countries test once and renew licences every five or ten years. The MVO says that professional drivers should take a re-test every three years. The consultant concludes that this is excessive and the benefits to road safety questionable as non- professional and professional tests are the same. Even with a harder test BRTA has limited resources and it would be better to deploy these in a targeted way by testing new drivers and re-testing persistent traffic offenders.

The number of tests that an examiner performs in one day is also a policy decision. The best practice seems to be between eight to ten, with ten the exception not the rule. The overriding consideration is the need to maintain examiner effectiveness.

5.4.6 Manpower considerations

The simplest method for estimating the numbers of inspectors required is to assign approximate times to each element of the test. These times should include administration procedures, before and after, the time the inspector spends testing, and the time it takes to get to and from the vehicle. Table five below provides a template to work from.

Table Five: Approximate Test Timings

Test Approx., Duration in Minutes 1. Oral Test and Administration = 15 2. Off-road practical Test and Administration = 15

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3. On-road practical Test and Administration = 45 ** On-road practical Lorry/Bus Test and Administration = 90

** Lorry and bus tests would be twice as long to in order that a longer test route is covered.

When predicting the number of inspectors required it would be difficult to arrive at a concise figure in the first instance. The process has to be a mixture of past experience and assumptions. In the case of the latter these can be refined by drawing on the experience of other counties. For instance, the UK's overall test pass rate for the on-road test has been around 48% since it was first introduced in 1935.

The four elements to consider are set out below in Table six

Table Six: Manpower planning matrix.

Number of Candidates Pass rates year on year by test (this will dictate the number of test) Working days in a year Working hours per day (making allowances for absence and sickness)

In using the above matrix it is best to work out the numbers by individual testing stations as the these will vary significantly. BRTA should consider establishing a policy for setting and managing maximum waiting times. This is quite an effective way of smoothing out the number of inspectors required. The consultant suggests a maximum waiting time of twelve weeks.

5.5 Registering and Approving Driving Instructors

5.5.1 Setting standards

The Bangladesh driver training industry is very fragmented with no major schools operating. Standards of teaching are very poor. It is not uncommon to see four pupils squeezed into the car, with the instructor holding the steering wheel and controlling the vehicle from the passenger seat. Setting industry standards in this kind of environment is not impossible but will take time.

A prerequisite for setting teaching standards for all driving instructors is to publish a government approved learner driver syllabus. Two are included in this report as Technical Notes 2 and 3. Both are tailored to suit the current road and traffic conditions in Bangladesh but should be subject to constant review and update.

Bus Drivers

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The inclusion of an additional syllabus for bus drivers is an attempt by the consultant to help BRTA start to tackle the appalling bus accident rate by ensuring that owners and drivers are not ignorant of their obligations.

Truck Drivers

The Transport Research Laboratory [TRL International] has produced a Lorry Driver’s Syllabus that could easily be tailored for Bangladesh.

5.5.2 Instructor Communication networks

Poor communication is the enemy of progress. To date BRTA has little to no contact with individual schools or instructors. A high profile launch of the syllabuses would be an important milestone for changing this situation. The consultant recommends that BRTA consult with road safety publicity experts [via the secretariat's office] to plan such a launch.

Separate from this they should consider helping to organise a driving instructor association. The best examples of these in other countries are commercially run and independent of government. Nevertheless, many of them were kick started by government in the first place. Once up and running they provide efficient communication channels.

5.5.3 Registration and Testing

Driving instructors and driving schools operate best in the private sector. This is because their success or failure is based on their ability to get people to pass the test. Customers decide with their feet and this is good for pushing up standards. As far as Bangladesh is concerned the weak link in this chain has been the ineffective learner driver test.

Notwithstanding these points registering driving instructors is good for consumer protection, as it provides for the use of sanctions against poor performers. A register would need to have minimum entry standards. Instructors would have to take a special test. There would also have to be a mechanism to exclude those who once registered fall below standard.

BRTA would have to run and control it, but in doing so it would have to be both an educator as well as a policeman. A key requirement in this process will be to publish a recommended syllabus for driving instructors , see Technical Note 5. There should then be a concerted effort to inform and educate instructor so that they can prepare themselves for the regulations. It would be appropriate for BRTA to enlist the help of teaching professionals and encourage the setting up of training courses for driving instructors.

5.5.4 Implementation

To conclude the steps required to regulate the industry are best described as incremental and they are as follows;

24 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Step 1. Publish the Learner Driver Syllabus

Step 2. Introduce a universal on road 'L' test.

Step 3. Publish an approved driving instructor training syllabus.

Step 4. Announce the introduction of a register and driving instructor examinations, with, perhaps a two year time scale for existing instructors to qualify in. They would, however, have to register within a short time period to gain this sanction.

Step 5. Facilitate the setting up of a driving instructor training association, this may require financial and or administrative support.

Step 6. Train selected driving examiners in the skills required to conduct the examinations.

Step 7. Introduce the examinations for all existing and new instructors, and a ‘check test’ system for periodic inspections. Instructors would have to satisfy the examiner during these inspections of their continued ability to teach driving to a high standard.

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5.6 End Note: 'The next Road safety steps'

The consultant concludes that the production of a 'learner driver's manual' should be considered, but not yet. There three reasons for delaying it.

· The speed of the road building programme is not being matched with the introduction of uniformed traffic signals and road markings. The manual would obviously promote safe driving and the obedience to road signs and markings would be a continuous theme. Red traffic lights are ignored, usually at the instruction of traffic policemen, who in fairness are trying to maintain traffic flow. It would be pointless to produce a comprehensive manual that contained pictures, rules, and advice that simple could not be adhered to.

Instead, the consultant suggests that fact sheets on different driving topics be issued, they could be produced cheaply and given to learner and experienced drivers as part of a wider road safety campaign.

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6 ACKNOWLEDGEMENTS

People Consulted.

The consultant gratefully acknowledges the help and co-operation of the following persons. Apologies are extended to those inadvertently missed out from this list. Any mistake or omissions in the text are of course the responsibility of the consultant alone.

· Abdul Rab - Asst Dir Eng BRTA · Abdul Alam Bhuiyan - World Bank Consultant and Project Co-ordinator · Abdul Jalil - ADDL DC (Traffic Police) · Ali Yakub - General Secretary Truck drivers and helpers union · A.T.M. Zalaluddin - Inspector of Motor Vehicles, BRTA · Graham Elliot - Accident Data Specialist · Inam Ahmed - Reporter Daily Star · Jahur Ahmed - General Secretary Vehicle Owners Assoc. · John Neades - Enforcement Specialist · K.B. Deb - Driving Instructor, Shyamoli Ideal Technical College · Kazi Lutfor Rahman- Asst Director (Engg) BRTA Chittagong · MOHD Amanullah Choudhury - Director (ENGG) BRTA · MD Mostafizur Rahman - Asst Dir Eng BRTA · M.A. Wadud Akhand - M.V. Inspector, BRTA · MD. SHAHIDULLAH - M.V. Inspector, BRTA · MD. Wahiduzzaman - M.V Inspector, BRTA · MD. Sheikh Sahim - M.V. Inspector, BRTA · MD. Aminuzzaman Bhuiyan - M. Director, UNI Group of Companies · Mhd Oli - General Secretary Bus Drivers and helpers union · Rasul Nizam - Managing Director, National Brokers Limited · Roger Legassick - Road Safety Engineering Advisor

27 TECHNICAL NOTES RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Technical Note 1: Recommended Syllabus for Driving Examiners

The role that the Driving Examiner has to play in reducing accidents in Bangladesh is a crucial one. It is his skill and diligence alone that will ensure that only competent safe drivers are allowed to drive the motor vehicle, that the candidate is being tested on without the supervision of an experienced driver. Candidates for test will come from many different sections of society. The examiner’s disposition must be characterised by his professional approach, his calm manner and his ability to communicate, effectively with all of them.

The syllabus lists the skills in which an examiner must attain a high degree of competence in order to be certified that he is fit to undertake the role.

Therefore an examiner must

· Have a thorough knowledge of the rules, traffic signs, signals and regulations for driving in Bangladesh.

· Be able to demonstrate that he is a skilled and safe driver.

· Be able to express himself concisely, both orally and in writing.

1 Legal requirements

Driving Examiners and Potential Driving Examiners must;

a) be at least 26 years old and hold a professional licence, with no current endorsements for any category of vehicle what so ever. b) be able to comply with the requirements of the eyesight regulations as specified in the Bangladesh Ordinance. c) be medically fit to drive. d) be of good character with no criminal or civil convictions, either pending or in force. e) not own or work in the driving tuition business or have any business or monetary connections with driving schools, driving school proprietors or driving instructors f) be aware of the requirements to inform the BRTA of any reason which could undermine their ability to carry out their job effectively, or prejudice their own personal integrity or that of the BRTA.

2 Driving Skills

Good drivers do not always make good examiners, but good examiners will always be good drivers. A driving examiner must therefore be able to demonstrate a high level of competence;

a. When using the controls, especially the

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- Accelerator - Foot brake - Hand brake - Clutch - Gears - Steering

b. Whilst driving the vehicle, especially when

- Moving off - Slowing down - Making normal stops - Turning right and left - Emerging at junctions and intersections - Manoeuvring the vehicle - Dealing with pedestrians and other road users - Dealing with road markings and signs

In addition to these requirements the examiner must be able to demonstrate that he is able to drive safely, at speed whilst obeying the regulations and taking into account the prevailing conditions. He should also be able to bring the vehicle to a stop, safely, in the event of an emergency.

3 Mechanical Knowledge

The examiner must

- Have a good understanding of how a car works.

- Know the need for regular maintenance.

- Be able to spot potentially dangerous faults on vehicles.

4 Interpersonal Skills

Potential driving examiners can be recruited from many backgrounds. However, in particular they must be;

- good communicators - of an even temperament - non-partisan - able to quickly write clear and concise reports

5 Additional Requirements

It is essential that driving examiners have a good understanding of driving, and vehicle licensing laws.

It is preferable that an examiner has experience of driving many types of vehicles.

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It is advantageous if the examiner can speak a foreign language.

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Technical Note 2: Recommended Syllabus for non-professional [Learner] Drivers

Driving is a skill which takes years to master properly. Learning does not and should not stop when you have passed the test. Safe driving is as much about your attitude as it is about your ability to control a vehicle.

The syllabus lists the skills in which you must achieve ‘basic competence’ in order to pass all three parts of the driving test.

You must also

· Have a thorough knowledge of the rules and regulations for driving in Bangladesh.

· Know what all traffic signs and signals mean and be able to demonstrate the actions that you need to take when dealing with them.

· Know and understand your responsibilities as a driver.

This means that you must have a real concern, not only for your own safety, but for the safety of all other road users, including pedestrians.

1. Legal requirements

To learn to drive you must;

1. be at least 18 years old 2. be able to comply with the requirements of the eyesight regulations as set out in the Motor Vehicle Ordinance [MVO] 3. be medically fit to drive 4. hold a valid learner licence 5. ensure that the vehicle being driven is, (a) legally road worthy, (b) has a current vehicle fitness certificate if applicable, (c) displays ‘L’ plates which are clearly visible from the front and back of the vehicle. 6. be supervised by a person who is currently a holder of a full licence for the category of the vehicle being driven 7. be aware of the legal requirement to inform the BRTA of any medical reason which could effect their fitness to drive safely

2. Car controls, equipment and compone nts

You must

a. understand the functions of the:

- accelerator - clutch - gears

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- footbrake - handbrake - steering and be able to use these competently.

b. know the functions of other controls and switches in the vehicle that have a bearing on road safety and use them competently.

c. understand the meaning of the gauges and other displays on the instrument panel

d. know the legal requirements of the vehicle

e. be able to carry out routine safety checks such as

- oil and coolant levels - tyre pressures

and identify defects10 especially with

- steering - brakes - tyres - seat belts 11 - lights - reflectors - direction indicators - windscreen wipers and washers - horn - rear view mirrors - speedometer - exhaust system12

f. understand the effects which a loaded roof rack or extra passengers will have on the handling of your vehicle

3. Road user behaviour

You must

a. know the most common causes of accidents

b. know which road users are most at risk and how to reduce that risk

c. know the effects and risks of drinking alcohol and driving

10 These are safety items that if faulty would compromise the drivers ability to drive safely and with regard for other road users and pedestrians. 11 There is no doubt that seat belts can save lives and reduce the risk of serious injury in an accident. 12 Emissions from worn-out or faulty exhaust systems are a serious health hazard to everyone.

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d. know the effects of fatigue, illness and drugs on driving performance

e. be aware of the age dependent problems among other road users, especially children and the elderly

f. be alert and be able to anticipate the likely actions of other road users and be able to suggest appropriate precautions

g. be aware of the need to show reasonable regard towards road users, including pedestrians, in order to drive safely

4. Vehicle characteristics

You must

a. know the most important principles concerning braking distances and road holding under various road conditions

b. know and have respect for the handling characteristics of other vehicles with regard to their stability, speed, braking and manoeuvrability

c. know that some vehicles are less easily seen than others

d. be able to assess the risks caused by the characteristics of other vehicle and suggest precautions that can be taken

for example:

- large goods vehicles pulling to the left before turning right

- rickshaws, auto-rickshaws, tempos and buses pulling in and out at short notice

- the blind spots for drivers of some commercial vehicle

5. Road and weather conditions

You must

a. know the particular hazards of driving

- in both daylight and darkness

- rain and strong cross-winds and muddy conditions

- on different type of roads, for example

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- on single track roads, including those with poor surfaces and gravel tracks

- dual carriageways, separated by concrete barriers or yellow lines

b. - know of the hazards and dangers of making U-turns13 on any type of road

c. - gain experience in driving on urban and higher speed roads in both daylight and darkness

d. - know which road surfaces provide a better grip when braking

f. - be able to assess all these risks and be able to take suitable precautions to deal with them

6. Traffic signs, rules and regulations

You must

a. have a sound knowledge of the meaning of all traffic signs and road markings and instructions from police officers

7. Car control and road procedure

You must have the knowledge and skill to carry out the following tasks safely and competently making proper use of mirrors, observations and signals

a. take necessary precautions before getting in or out of the vehicle

b. before starting the engine carry out safety checks including

- doors - seat - seat belts - mirrors

take proper precautions

c. start the engine and move away safely

- straight ahead and at an angle - on level ground and uphill

13 U-turns are a constant source of danger, and aggravation to other road users, (often forcing them to take swift action to prevent a collision) and should be avoided.

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d. take proper observation in all traffic conditions

e. drive at a speed suitable for the road and traffic conditions

f. react promptly to all risks

g. meet, overtake and cross the path of other vehicles

h. turn right and left in and out of junctions and intersections

I. deal with other overtaking vehicles

j. show proper regard for the safety of other road users, with particular care toward the most vulnerable

k. drive on both urban and rural roads and, where possible dual carriageways keeping up with the traffic flow where it is safe and proper to do so

l. obey traffic regulations and traffic signs and signals given by police officers and other officials

m. stop the vehicle safely, normally and in an emergency, without locking the wheels

n. manoeuvre the vehicle safely, both forward and backwards in a confined area

o. cross all types of railway level crossing safely

8. Additional knowledge

You must know

a. the importance of correct tyre pressures

b. the action to avoid and correct skids

c. how to drive through floods and flooded areas

d. what to do if involved in an accident or vehicle breakdown

e. basic first aid for use on the road

The syllabus lists the skills in which you must achieve basic competence in order to pass the non-professional Driving Test. Throughout all three parts of the test the Tester, (Driving Examiner) will need to be satisfied that you are able and knowledgeable enough to drive the vehicle on your own, without supervision

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Technical Note 3: Additional Syllabus for Professional [Bus] Drivers

Bus drivers need to be thoroughly professional in their work. They carry not only the responsibility for their own lives, but also the lives of their passengers and all other road users, including pedestrians. Buses are different to cars. Their unique handling characteristics, together with the tremendous responsibilities and pressures of driving them makes the job one of the most demanding and potentially dangerous on the road. The importance of the correct attitude to driving is paramount, without this you will be a danger to yourself and everyone else in Bangladesh.

This syllabus lists the skills in which you will have to prove a very high level of competence in order to pass this Professional Driving Test.

Legal Requirements

To learn to drive a Bus you must

1. Be at least 26 years old with a minimum of six years14 driving experience on a full licence.

2. Meet the stringent eyesight15 requirements.

3. Be medically fit to drive buses of any type.

4. Hold a full non-professional licence.

5. Be sure that the vehicle driven

- is legally roadworthy - has a current fitness certificate that covers its use - has all the essential visual, audible and lever controls required to operate the vehicle safely

6. Display Learner Plates to the front and rear that are clearly visible to all other road users.

7. Be accompanied by a supervisor who holds a full professional licence for the type of vehicle being driven.

8. Be aware of the legal requirement to inform the BRTA of any medical reason which could effect your fitness to drive safely.

9. Be aware and avoid

- having a conversation, other than in an emergency

14This acknowledges the regulation currently in force, included in the Ordinance, (1983) 15 A person wishing to become a bus driver must be able to prove that he has no physical defects of the eyes whatsoever. 9 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

- being distracted - smoking - having passengers sitting in your line of vision or so close to you that they obstruct your ability to handle the vehicle safely

10 Never allow passengers to board or disembark anywhere other than recognised bus stops and you must always pull in and stop as close to the left hand side of the road as possible.

Vehicle controls, equipment and components

You must

1. Understand the functions and use of the main controls of the vehicle;

- accelerator - clutch, if applicable - footbrake - handbrake - gears - steering

and be able to use them competently

2. Know the function of all other controls and switches on the vehicle and be able to use them competently.

3. Understand the information given by;

- gauges - warning lights and buzzers - other displays on the instrument panel

4. Know which checks should be made before starting a journey

5. Know the safety factors relating to;

- seated and standing passengers - loading - stability - controls of any driver operated doors - stowing luggage

6. Be able to carry out routine safety checks and identify defects with

- engine performance - fuel systems - lubricating systems and oil levels - exhaust systems - coolant temperature and levels - gearbox operation

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- transmission - braking systems - steering, (including power assisted systems) - tyres and fittings - electrical systems, especially lights, wipers, bells, buzzers, horns, fuses cut-outs and relays - Interior bodywork, especially seat fittings, handrails, floor covering and mirrors - Exterior bodywork, especially, panels, trim, access doors and rear view mirrors

Road user behaviour

You must know how you can lower the risk of being involved an accident by being fully aware of

1. The most common causes of accidents

2. Which road users are the most vulnerable for example

- children and the elderly - crippled and blind people - young riders and drivers - rickshaw wallahs and their passengers - cyclists and motorcyclists - learner drivers

3. The effects on your own performance in relation to

- illness - drugs - alcohol - tiredness - certain types of medication

4. The importance of taking a rest

5. How to

- concentrate - plan ahead - anticipate the actions of all other road users and pedestrians

Vehicle characteristics

You must know

1. The most important principles of cornering and braking distances under various road, weather and loading conditions

2. The different handling characteristics of vehicles with regard to

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- speed - stability - braking - turning circles - overall handling

3. Some vehicles are harder to see than others, such as cycles and motorcycles

You must be aware of

4. Blind spots on your own and other vehicles, especially large vehicles

5. The risks and difficulties when

- negotiating speed reduction humps - humped bridges - adverse road cambers

that could lead to possible collisions with;

- buildings and or bamboo or metal scaffolding - overhead cables, telephone poles - trees - other high vehicles

6. Reasonable regard for the difficulties that other drivers may have because of the size and handling characteristics of your vehicle, examples of these are,

- you having to pullout to the right before turning left - turbulence created by your vehicle when it is travelling at speed, particularly for: - pedestrians - cyclists - motorcyclists - small motorised vehicles, (auto-rickshaws, tempos etc.) - small non-motorised vehicles, (rickshaws)

Road and weather conditions

You must

1. Know the particular hazards of driving

- in both daylight and darkness

- rain and strong crosswinds and muddy conditions

- on different type of roads, for example

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- on single track roads, including those with poor surfaces and gravel tracks

- dual carriageways, separated by concrete barriers or yellow lines

2. Know of the hazards and dangers of making U-turns16 on any type of road

3. Know which road surfaces provide a better grip when accelerating or braking

4. Be able to assess all these risks and be able to take suitable precautions to deal with them

5. Drive sensibly, always anticipating how your actions and the road conditions can effect other road users.

6. Be aware of the inherent risks to you, your passengers and other road users when overtaking or being overtaken

7. Appreciate the need to give signals in good time before

- pulling in - pulling out - turning - stopping

8. Recognise the special risks to your passengers when boarding or alighting from your vehicle

9. Be aware of the presence of other road users by making effective use of mirrors and by looking all around before moving off from a standstill.

Traffic signs, rules and regulations

You must

1. Have a thorough knowledge and understanding of the meaning of all traffic signs and road markings and instructions from police officers

2. Be able to recognise and comply with signs that point out

- weight limits - height limits - prohibited entry - traffic calming humps - speed limits

Vehicle control and road procedure

16 This is an extremely dangerous manoeuvre and should be avoided at all times 13 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

You must

1. Have the knowledge and skill to carry out the following tasks safely and competently making proper use of mirrors, observations and signals

2. Take necessary precautions before getting in or out of the vehicle

3. Before starting the engine carry out safety checks including

- checking that the handbrake is on - the gear selector is in neutral or the start position - your driving seat is positioned properly - the mirrors are set properly - doors, (if fitted) are closed

4. Start the engine and move away safely

- straight ahead and at an angle - on level ground and uphill

5. Take proper observation in all traffic conditions

6. Drive at a speed suitable for the road and traffic conditions

7. React promptly to all risk

8. Meet, overtake and cross the path of other vehicles

9. Turn right and left in and out of junctions and intersections

10. Deal with other overtaking vehicles

11. Show proper regard for the safety of other road users, with particular care toward the most vulnerable

12. Drive on both urban and rural roads and, where possible dual carriageways keeping up with the traffic flow where it is safe and proper to do so

13. Obey traffic regulations and traffic signs and signals given by police officers and other officials

14. Stop the vehicle safely, normally and in an emergency, without locking the wheels

15. Manoeuvre the vehicle safely, both forward and backwards in a confined area

16. Cross all types of railway level crossing safely

In addition, and as a set routine you must get into the habit of checking the brakes when first setting off on any journey no matter how short.

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Additional knowledge

You must know

1. The importance of inspecting all tyres on the vehicle for

- correct pressure - evidence of wear - evidence of damage - safe tread depth - objects between tyres - signs of overheating

2. The action that you should take if your vehicle breaks down in day or night time when your vehicle is in a dangerous position, i.e.bend, level crossing, in the middle of the road.

3. What you should do if you are involved in an accident

- with regard to the safety of your passengers and the care of any that may be injured - your legal obligations

4. Have a basic knowledge of basic First Aid for use on the road

5. The correct procedure to adopt if it becomes necessary to have to reverse the vehicle where people may get in the way.

The syllabus lists the skills in which you must achieve a high level of competence in order to pass the Professional Driving Test for driving a Bus. Throughout all three parts of the test the Tester, (Driving Examiner) will need to be satisfied that you are able and knowledgeable enough to drive the vehicle on your own, without supervision.

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Technical Note 4: Driving Test Procedures and Assessment Forms

Introduction

The purpose of a driving test is to see if the candidate has the knowledge, skill and experience to drive the vehicle safely without supervision. The tools that the examiner uses to carry out this task are his ears, and eyes. He needs, also, to be able to record the events of the test while it is happening. No matter what the outcome of the test the candidate needs to feel that it was conducted concisely and without prejudice.

The purpose of this note is to set out the basic foundations that will help the examiner to achieve the above aims. The note is subdivided into the following sections.

1 Testing facilities and test routes

This gives full guidance on how to create the right environmental conditions for testing knowledge, skill and experience.

2 Guidance to examiners and standards

This section covers how to conduct tests correctly and also lays down the criteria on which to judge whether a candidate has passed or failed the test.

3 Marking sheets for assessing and recording faults

Samples of specimen forms, for use during the testing process, are included in this section. Definitions of ‘driving faults’ and how these should be applied to the various parts of the test are also set out.

Summary

The ultimate aim of this note is to outline the conditions by which the standard of testing in Bangladesh can be uniformed, maintained and eventually improved on over time.

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1 Testing facilities and test routes

· Equipment and Establishment Requirements

Driving testing stations should be located close to large areas of population. They should be able to accommodate the examiners in reasonable comfort and provide desks and facilities for writing reports. Standard marker posts for manoeuvring exercises.

Toilet facilities should be provided for examiners and candidates. Parking spaces should be convenient to the testing station for all types of vehicles. Space should be allocated for conducting theory/oral tests and additional staff may be required to deal with marking papers.

· Driving Test Routes

The route for the on-road test should include busy main roads and quieter residential areas, and as many different types of junction and intersection as is practical for the location and time restraints. This is because a driver who may appear to be cautious and safe in one type of situation may behave quite differently in another.

2 Guidance to examiners and standards

· Test Requirements

The Bangladesh Gazette, Extra, July 1984, chapter II sections 6 and 7 sets out the provisions for the testing of drivers for non-professional and professional licence categories. Elsewhere in this report there are recommendations for amendments to be made to these provisions that will both clarify and simplify them. These accepted;

to pass the test a candidate must satisfy the examiner that:

a) he/she is fully conversant with the contents of the Highway Code b) generally, he/she is competent to drive, without danger to and with due consideration for other road users, the vehicle on which he/she is tested. c) he/she is able to comply with the additional requirements set out below which are appropriate to the particular category within which the vehicle falls · start the engine of the vehicle · move away straight ahead or at an angle · overtake, meet or cross the path of other vehicles and take an appropriate course d) turn right-hand and left hand corners correctly e) stop the vehicle in an emergency and normally, in the latter case bring it to rest at an appropriate part of the road f) carry out manoeuvres involving the use of reverse gear g) indicate his/her intended actions at appropriate times by giving appropriate signals in a clear and unmistakable manner, provided that, in the case of a disabled driver for whom it is impracticable or undesirable to give signals by arm, there shall be no requirement to give signals which cannot be given by mechanical means

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h) act correctly and promptly on all signals given by traffic signs and traffic controllers/officers and take appropriate action on signs given by other road users i) drive the vehicle backwards, while keeping it safe and under control j) drive the vehicle forwards, slowly, while keeping it under control

· General competencies needed to drive safely

The objective of the driving test is for the examiner to be certain that the candidate is well grounded in the basic principles of safe driving and is sufficiently practised in them to show, at the time of the test, that he/she is a competent and considerate driver and therefore is not a source of danger to him/herself or other road users.

Candidates should be expected to know about the principle causes of skidding, the importance of proper maintenance of brakes, tyres, steering, lights, indicators and windscreen washers and wipers, and the legal requirements for reporting accidents. Candidates should also be able to recognise, explain the meaning of traffic signs and signals and react promptly to them.

Nevertheless, examiners should remember that, in most cases, candidates will have only limited driving experience and will have been accompanied by an instructor or other tutor. It would therefore be unreasonable to expect them to demonstrate the degree of skill and road sense of an experienced driver.

Also, it must be born in mind that many candidates will be more nervous during the test than when they have been with their instructor or friend. A pleasant approach throughout all parts of the test is particularly important as it will help candidates relax and give their best.

· Instructions to candidates

In all cases [whether the test is written, oral, off-road or on-road], examiners should ensure their instructions to candidates are absolutely clear. Candidates must not be left in any doubt about what is required of them or what route should be taken. In the case of the latter directions must be given in good time.

3 Marking sheet for assessing and re cording faults

It is important that, in addition to a common standard of test, there should be a common standard of assessment of the candidates’ knowledge and driving ability.

Specimen driving test assessment forms have been developed by the consultant and are included as part of this note. There are three sets, each is designed in such a way as to achieve three objectives:-

- to be simple and easy to complete during the test - to help uniform the style of marking and the content of the test - to provide information for the benefit of the candidate and a source of data for BRTA

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The working titles of these forms are:-

Form T1 - Record of Oral Test Form T2 - Record of Off-road Test Form T3 - Record of On-road Test

· Assessing Competence

The most reliable basis for assessing a person’s ability is to observe faults as they are committed and to evaluate them as soon as a confident judgement can be made. Once assessed faults should be recorded in ink on the assessment form.

The way that the candidate is assessed via these forms is for the most part self explanatory. However, assessing a candidate’s ability to drive on the road, using form T3, is more complex and it is therefore worthy of a detailed explanation here.

· Categorising faults

Faults are defined as follows:-

a minor fault is one which is of a minor nature and, in itself, is in no way even potentially dangerous. Minor faults should not normally be built up through repetition into a serious one. However there maybe occasions when minor faults can be regarded as potentially dangerous, e.g. a candidate continues to fail to check the mirror correctly, even when no other traffic is present.

a serious fault is one which is considered to be potentially dangerous.

a dangerous fault is one involving actual danger to the examiner, candidate the general public, property or other road user.

Start of Drive The drive should start without any instructions from the examiner except to indicate the immediate route to be taken.

Starting the Engine The candidate should take the usual precautions of seeing that the handbrake is applied and the gear lever/selector is in neutral before operating the starter.

Natural Drive As far as it is practicable the candidate should not be asked to perform a specific test requirements until he/she has had a certain amount of straightforward driving. This is to help them settle down and enables the examiner to see how the candidate normally drives. The ‘natural drive’ is, however, part of the test and the candidate’s performance should be assessed in the normal way.

Moving off The examiner should observe whether the candidate first sees - to the front, then to the rear- that the way is clear for pulling out, gives the appropriate signal if necessary and moves away smoothly and safely. A candidate starting off on a gradient should

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be capable of paying attention to other traffic as well as getting the vehicle safely, without rollback and/or excessive engine revolutions.

Emergency Stop An emergency stop should be given, preferably soon after the ‘natural drive’. This can only be carried out safely and effectively where the road conditions are suitable and should not be left until late in the test. If an emergency has arisen naturally during the test this special exercise is not required.

With the vehicle at rest the examiner explains to the candidate that he/she will shortly be tested in stopping in an emergency and that the warning to stop the vehicle immediately and under full control will be an audible ‘Stop!’ together with a simultaneous visual signal by placing a hand against the centre of the windscreen. This should be demonstrated.

It is essential that examiners take direct rear observation to ensure that it is perfectly safe to carry out the exercise.

Methods of Signalling Candidates normally signal by direction indicator but may, if they wish, additionally signal by arm. Signals should be assessed on whether necessary and appropriate signals are given in good time and indicators cancelled afterwards.

At remote testing stations a particular procedure may have to be adopted in which the candidate is asked to assume during the test that another vehicle is following and give signals accordingly.

Overtaking, Meeting and Crossing The examiner should observe the candidate’s actions when overtaking, being overtaken and meeting and crossing the path of other traffic when he/she is turning to the right. Before overtaking, the mirror should be used to observe following traffic and appropriate signals given if necessary. When being overtaken the candidate should knowingly impede the progress of the other driver. While showing consideration for other traffic, the candidate should not give way unduly when it would be safe and proper to proceed. On the other hand he/she should not be inconsiderate, e.g. turning right in the face of closely approaching traffic.

Road Junctions The examiner should observe whether the candidate has the vehicle under proper control and in the appropriate gear, takes account of the type of junction, any road signs or markings, and following traffic, gives any necessary appropriate signals in good time and keeps the vehicle positioned safely throughout. The examiner should also note whether the candidate takes adequate and effective observation before entering the intersection and he/she does so with reasonable regard for other road users.

Stopping Normally Two or three normal stops should be made during the test. The words ‘pull up’ or their equivalent in Bangla should be used for these stops, the imperative ‘Stop’ or it’s Bangla version being used only for the emergency stop. The candidate should be able to pull up within a reasonable close distance of the nearside kerb or edge of the road,

20 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

a high degree of accuracy should not, however, be expected of an inexperienced driver. The examiner would observe whether the candidate then applies the handbrake and puts the gear lever into neutral. On these occasions failure to select neutral in vehicles with automatic transmission should not be regarded as a fault.

Reaction to Traffic Signs and Signals The examiner should satisfy himself that the candidate reacts promptly and correctly to traffic signals and signs and to signals given by police officers and other road users.

The candidate should be fully aware of his/her responsibilities when dealing with pedestrians and act safely and accordingly.

End of Test At the end of the test the examiner should advise the candidate of the test result. A decision to fail should be conveyed sympathetically but firmly. The necessary forms should be completed, handed to the candidate and a copy kept by the examiner.

21 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Form T1 Oral Test Vehicle Category Test Station

Date/Time

Candidate’s Full Name

Q1.You are driving along a road and you feel the rear of your car skidding to the left. - Which way do you turn the steering wheel in order to correct the skid? (A1 Left)

Q2. If you are applying the brakes when travelling in a straight line, the extra weight is thrown on the ...... wheels? (A2 front wheels )

Q3. When should you check the tyre pressures of your car. When the wheels are, hot, cold, warm or any temperature? (A3 Cold)

Q4. What is the stopping distance of a vehicle travelling at 96 kilometres (60mph)? (A4 73 metres (240 feet)

Q5 When approaching a right hand bend should you position your vehicle well to the left or well to the right of your side of the road? (A5. To the left)

Q6 What do these traffic signs mean ----- 6 signs should shown

Q7 If you are involved in an accident which damages other people’s property should you report it to the police (A7 Yes)

Q8 The Motor Vehicle Ordinance regulations require that once a year your vehicle must have a fitness inspection after it has been registered for how many years? (A8 3)

Q9 A learner’s licence is valid for how long? (A9 3 months)

Q10 What is the final check that should you always make before starting the engine? (A10 That the hand brake is on and the gear lever is in neutral)

Q11 When should you not overtake? (A11 On or approaching a bend, also when to do so would cause an on coming vehicle to break or steer to avoid me, and any where when it could be a danger to other road users)

Q 12 What does an amber light mean? (A12 Stop)

22 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Form T 1 (b)

Questions on knowledge of driving rules and regulations and other motoring matters

Candidates for test are be expected to know about the principal causes of skidding, the importance of proper maintenance of brakes, tyres, steering, lights, indicators, windscreen washers and wipers, and the legal requirements for reporting accidents. On matters of law examiners will ask straightforward questions about the most important items for a driver. Questions will not be asked on the law relating to road traffic generally.

Twelve questions will be asked and to represent one question the candidate will be asked to identify not more than six illustrated traffic signs.

Questions will be kept fairly short and clearly phrased.

23 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Application Form for Test 2 The Off-Road Driving Test Form T2(a) Off-Road Driving Test Report

Vehicle Category Test Station

Date/Time

Candidate’s Full Name

Name of Instructor (where known) Reg; Vehicle Details: Make Type Number

Part I - Manoeuvring Capability

Drive Forward þ r r S T O r r P r r

r r »Reverse Backwards The examiner will mark an X Touched Post to indicate what part of the manoeuvre was not up to standard, an X will always result Poor all round observation in failure. throughout

Part II Control and Co-ordination Capability The examiner will mark an X to indicate what part of the manoeuvre was not up to standard, an X will always result in failure.

Rolled back 2 Too Fast 1 ³Stop Touched kerb ³Stop RAMP Start

24 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Form T2 (b)

Information to Candidates

Test 2: Part I The width between the posts should be not less than twice the width of the candidates vehicle. You must be able to drive forward slowly and under control, negotiating the marker posts without touching them or knocking them down. You must then reverse back the same way without touching or knocking any of the poles down. You may be given a second attempt at the reversing part of this test.

Test 2: Part II You must be able to move off smoothly and stop at point 1. You must then put the handbrake on and the gear in neutral. The examiner will then signal you to move off, without rolling backwards and stop on the top part of the ramp at point 2. The examiner will then signal you to move off again and you must be able to do so, smoothly and in full control, down the other side of the ramp. You must not touch any part of the kerb of the ramp at any time.

You will have passed the test if there are no Xs on this marking sheet

Test result - certified by examiner

Application Form for Test 3 The On-Road Driving Test

25 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Form T3(a) On-Road Driving Test Report

Vehicle Category Test Station

Date/Time

Candidate’s Full Name

Name of Instructor (where known) Reg; Vehicle Details: Make Type Number

1. Comply with the requirements of the eyesight test

2. Take precautions before starting the engine

3. Show smooth operation of;

Accelerator Clutch Footbrake

Handbrake Steering

4. Move away with safety Make normal stops

5. Stop vehicle in an emergency

6. Give correct signals in good time by ;

Indicator Hand

7. Make effective use of mirrors well before;

Signalling Turning Slowing down/Stopping

8. Obey all;

Traffic signs Instructions from Police Officers

9. Emerge and join roads/intersections with reasonable regard for all road users

10. Drive at a safe speed for road and traffic conditions

Too slow Too Fast

11. Overtake and permit other vehicles to overtake with safety

12 Examiner had to take action to avoid a possible mishap Verbally Physically

26 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Form T3(b)

Statement of failure to pass the test of competence to drive on the road

Examiners have regard to the items listed overleaf when deciding whether a candidate for test is competent to drive without supervision. The matters needing special attention are marked for your information and should be studied in detail. You should get your instructor to explain any item that you do not understand.

THE EXAMINER IS NOT PERMITTED TO DISCUSS THE DETAIL OF THE TEST WITH YOU.

= a minor mistake These mistakes alone / will not result in failure

= a potentially dangerous mistake Committing one of X these mistakes will result in failure

= a dangerous mistake Committing one of D these mistakes will result in failure

27 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Technical Note 5: Recommended Syllabus for Driving Instructors

Driving instructors should have the ability impart theoretical knowledge and practical skills to their pupils. They should be as comfortable teaching in the classroom as they are in the car. When it is necessary they should be able to demonstrate the techniques required to be a safe driver.

The syllabus lists the skills in which an instructor must attain a high degree of competence in order to be placed on the register of government approved driving instructors.

An instructor must

· Have a thorough knowledge of the rules, traffic signs, signals and regulations for driving in Bangladesh.

· Be able to demonstrate that he is a skilled and safe driver.

· Have a good understanding of the principles of teaching adults.

· Have a good knowledge of a range of learning theories, such as behavioural, cognitive and affective.

· Be able to express himself concisely, both orally and in writing.

1 Legal requirements

Driving Instructors must;

a) be at least 26 years old and hold a professional licence, with no current endorsements for any category of vehicle what so ever. b) be able to comply with the requirements of the eyesight regulations as specified in the Bangladesh Ordinance. c) be medically fit to drive. d) be of good character with no criminal or civil convictions, either pending or in force. e) be aware of the requirements to inform the BRTA of any reason which could undermine their ability to carry out their job effectively, or prejudice their own personal integrity or that of the BRTA. f) be willing to undergo regular inspections of continued fitness to give instruction

2 Driving Skills

Good drivers do not always make good instructors, but good instructors will always be good drivers. A driving instructor must therefore be able to demonstrate a high level of competence;

a. When using the controls, especially the

28 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

- Accelerator - Foot brake - Hand brake - Clutch - Gears - Steering

b. Whilst driving the vehicle, especially when

- Moving off - Slowing down - Making normal stops - Turning right and left - Emerging at junctions and intersections - Manoeuvring the vehicle - Dealing with pedestrians and other road users - Dealing with road markings and signs

In addition to these requirements the instructor must be able to demonstrate that he is able to drive safely, at speed whilst obeying the regulations and taking into account the prevailing conditions. He should also be able to bring the vehicle to a stop, safely, in the event of an emergency.

3 Mechanical Knowledge

The instructor must

- Have a good understanding of how the vehicle works.

- Know the need for regular maintenance.

- Be able to spot potentially dangerous faults on vehicles.

- Be able impart this knowledge in a clear concise way to his pupils.

4 Interpersonal Skills

Instructors need to be

- good communicators - of an even temperament - non-partisan - able to motivate

5 Additional Requirements

Government approved instructors should be able to demonstrate that they have a;

29 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

- thorough working knowledge of the syllabus that they are teaching from

and they must be adept in

- designing ‘lesson plans’

- keeping records of a pupils progress

- identifying ‘barriers to learning’

- setting realistic and challenging targets

- keeping up to date with new developments in teaching

Teaching driving is teaching a skill for life. Your responsibilities are therefore self evident. The syllabus lists the skills in which you must achieve a high level of competence in order to become a Government Approved Driving Instructor.

30 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

ANNEXES

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Annex A: Functions of Bangladesh Road Transport Authority (BRTA)

The main functions of the BRTA are as follows;

(a) responsible for overall management, control and supervision of road transports (b) to help government in framing motor vehicles laws, rules, regulations, policies, etc. and the implementation of the laws (c) to deal with safety of road users and taking remedial measures for prevention of road accidents (d) registration of motor vehicles, motor repairing workshops and school of motoring (e) to conduct competency tests of driving instructors, drivers and conductors (f) licensing of vehicles, drivers and conductors (g) to issue and renew road worthiness certificate to motor vehicles (h) inspection and testing of motor vehicles involved in accidents (i) to issue and renew route permits of commercial vehicles (j) to advise repair maintenance etc., for government vehicles (k) collection and accounting of taxes and fees on account of motor vehicles (l) to maintain statistics relating to motor vehicles, motor drivers, road accidents, etc. (m) research and planning for the development of road transport system, implementation of development schemes, etc. (n) to constitute and control of Regional Transport Committees in the districts and metropolitan areas (o) co-ordinate between agencies, organisations providing transport services (p) to attend problems relating to road transport owners and workers and suggest appropriate measures therefor

32 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex B: Sample BRTA Written Exam Paper

Bangladesh Road Transport Authority Driving competence test board

Time - 15 Minutes Serial No: Mark - 25 Name: Put the (U) on the leftside Date:

1. The engine of a Motor car is being cool by: 2

(a) Air (b) Water (c) Engine oil (d) Above all are correct

2. Traffic sign are: 2

(a) 2 Type (b) 4 Type (c) 3 Type (d) 5 Type

3. Continuous yellow thick line on the centre of road is used as: 2

(a) Road divider (b) Island (c) a and b are correct (d) none is correct

4. Right side lane (Track) of the road will be always used by: 2

(a)VIP car (b) fire vehicle (c) Over taking vehicles (d) Ambulance

5. If the vehicle is running at the speed of 60 K.M. per hour on a dry and build up 2 road. The safety distance is:

(a) 30 yds (b) 30 feet (c) 30 metres (d) 60 metres

6. Accident mainly occurs due to: 2

(a) Over speed,Over load, Excess engine oil in sump (b) Over speed, Less Tyre pressure, Oily road (c) Over speed, Over confidence, Over Load (d) Excess tyre pressure, over speed, Slow speed

7. Who are authorised to check the relevant papers of a Motor vehicle on the road: 2

(a) Traffic sergeants, BRTA officers, Answers (b) BRTA officers, Traffic sergeants, Mobile Court Magistrate (c) BRTA officers, Military officers, traffic sergeants (d) Traffic police, Traffic sergeants, Mobile Magistrate

8. The driver of a motor vehicle will observe the following procedures while overtaking 6 the front vehicles:

9. The footbrake on a car is used for : 5

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______Sig of Candidate

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Annex C: LogFrame - Technical Assistance Input

Goal OVI MOV Risks/Assumptions To produce and 10% reduction, year on MAAP 5 Agreement on the maintain a safe cost year of road traffic Hospital casualty methodology used to effective road and related accident reports collect and collate date transport system for casualties Bangladesh Project Purpose 10% reduction, year on MAAP 5 Accurate reporting To improve the year of reported vehicle standard of driving on accidents. Police and BRTA Effective police all types of vehicles 10% increase in years 1 driver conviction enforcement to 3 of reported records convictions for driver violations Project Output Test pass/fail stats for BRTA records Adequate manpower 1. An increase in the next 4 years number of people Police and BRTA Effective police taking a driving test 90% reduction in fake records enforcement 2. A reduction in the licenses number of fake licenses Financial resources to in circulation establish license data 3. National driving base license data base Project Activities Project Inputs

Training driving Driver training and Between 6 and 12 Resource allocation examiners in driver testing specialist input driving examiners fully classroom and vehicles. assessment skills of 14 weeks trained. Train selected driving At least 3 examiners examiners to become trained to be trainers trainers Ministerial support and approval Review selection BRTA working group criteria for potential with assistance from Examiner job driving examiners driver training and description and person testing specialist as profile part of the above input Adequate manpower Driver training and and resources. Design competence testing specialist Driving instructor Ministerial support and tests for driving working with BRTA examination with approval instructors. Train examiners 8 weeks scheduled driving examiners to implementation conduct the tests Financial backing Software design Ministerial support and Design software specialist System up and running approval package for license data base Interdepartmental co- Secretariat co- Public awareness operation. Publicity campaigns ordination surveys to tell of the changes

35 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex D: Terms of Reference - Examiner Training

Driver Training and Testing Specialist

Location: Bangladesh Road Transport Authority, [BRTA]

Reporting to: Chairman, BRTA

Objective: To deliver a training course for BRTA driving examiners in driver assessment skills. To assist in the establishment of a long term training and development programme for driving examiners and instructors.

Description of Role and Tasks

1. Design basic examiner training course and then deliver practical training for three to six BRTA driving examiners. Review and refine course and produce training notes and materials for future courses. 2. Coach and supervise the newly trained examiners in driver assessment skills in situ. 3. Assist BRTA to establish a ‘centre of excellence’ for examiner training and development. Assist with the planning and implementation of ‘quality control’ and ‘continuous improvement’ procedures. 4. Design and deliver advanced course for ‘training the trainers, [up to three specially selected examiners] monitor their progress and coach them in situ 5. Assist BRTA to design and strategically plan for the introduction of a separate driving instructor qualification scheme..

Qualifications and experience: Senior driving examiner/trainer with with overseas experience

Counterpart from Government: BRTA Director

Milestone achievements:

· Delivery of basic driving examiner training course. · Production of course notes and materials for future use. · Written ‘quality control’ and ‘continuous improvement’ procedures. · Delivery of advanced training course. · Strategic plan for the introduction of the instructor exam. · Final report.

Timing of input: Two Phases

Phase 1. Examiner Training - 12 weeks, split 4 weeks, 4 weeks and 4 weeks

Phase 2. Driving instructor testing - 8 weeks TBA

36 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Risks and assumptions: Adequate manpower

37 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex E: Suggested Legislation Modifications

Changes to the driving test accepted, the following is a list of legislation modifications there will need to be considered.

The Bangladesh Gazette Extra, July 7, 1984 · Chapter II, Licensing Drivers of Motor Vehicles, Section 6 refers to the Driving Test Competency Board. Consideration must be given to abolishing this requirement and replacing it an Examiner Certification Scheme. · Subsection (h) of this chapter sets out the need for applicants to be able to read and write either Bengali or English. This requirement should be abolished except for potential driving instructors. · Section 3 stipulates that applicants will have to pass both a written and oral test and should be amended to oral test only. · Section 4 should exclude the phrase “in the presence of other members, including the Chairman of the Board”. · Section 7 will have to be rewritten to accommodate the changes to the oral test. · Subsection (2) of this section also refers to the need to take both a written and oral test and will have to be amended. The sections under General and Technical will have to be rewritten once the actual content of the oral test is known.

Motor Vehicles Ordinance (MVO), 1983

Amendments to The Third Schedule

· (1) Start the engine after making safety checks · (2) Move away safely, on a level, at an angle with proper observation, ( no reference should be made to gear changing, either here or in the next section. Instead a new phrase on being able to select the appropriate gear for the speed of the vehicle should be considered) · (7) The phrase ‘by looking only in the rear view mirror’ should be deleted. Emphasis on safety observation and control should be given. · (8) can be deleted · (9) The phrase by hand and or by mechanical means should be considered as the vast majority of vehicles have indicators and should be working on the test. · (12) Can be deleted as the suggested rewriting of sections (2) and (3) will a ccommodate this requirement.

Throughout both documents there are actual references to fees in Taka. Consideration must be given to removing these, as they limit the authorities ability to set fees to cover prevailing costs, the phrase “ at a fees deemed necessary and set by the authority” could simple be added.

38 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex F: On-road Test Route for Dhaka

39 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex G: References

‘Oral’ Theory Test Questions : BSM, 81/87 Hartfield Road WIMBLEDON London UK.

Driving Licence Regulations: The DVLA Swansea Wales UK.

40 RRMP2: Institutional Development Component Driver Training and Testing in Bangladesh

Annex H: Summary of Recommendations

Phase one · Increase the term of a learner’s licence to two years minimum. · Abolish the requirement for learners to have to take a written test. · Extend the scope of the oral test. · Introduce universal on-road tests for all drivers. · Abolish the need to re-test professional licence holders every three years. · Launch sustained safe driving campaigns on safe driving. · Publish learner driver and bus driver syllabuses without delay. · Establish a driving inspector training school. · Publish driving instructor training syllabus. · Co-ordinate the setting up of a driving instructors association.

Phase Two · Introduce Driving Instructor Competency examinations and a supervision system. · Set up a Register of Government Approved Driving Instructors.

41 GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND RAILWAYS DIVISION

SECOND ROAD REHABILITATION AND MAINTENANCE PROJECT

INSTITUTIONAL DEVELOPMENT COMPONENT

Development of Road Safety Education Materials for Lower Primary School Children in Bangladesh Draft Report

July 1998

{ EMBED CDraw5 } RRMP: Institutional Development Component Children’s Traffic Education Materials

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1 INTRODUCTION 1.1 BACKGROUND 1.2 ROAD SAFETY IN BANGLADESH 1.3 SAFETY EDUCATION IN BANGLADESH

2 EDUCATIONAL MATERIALS 2.1 GENERAL GUIDELINES 2.2 DEVELOPMENT OF PILOT MATERIALS 2.3 EVALUATION OF MATERIALS

3 PILOT PROJECT 3.1 BACKGROUND 3.2 PHASES OF PILOT SCHEME 3.3 PROPOSED TIME-TABLE 3.4 NRSC SECRETARIAT ASSISTANCE 3.5 EXTENDING PILOT SCHEME 3.5 PILOT SCHEME AND IDC3

4 FUTURE REQUIREMENTS FOR ADDITIONAL MATERIALS

5 RECOMMENDATIONS 5.1 SHORT-TERM 5.2 LONG-TERM

ANNEXES: Annex A: Terms of Reference Annex B: Contents page of ‘Road Safety Education in Bangladesh’ report Annex C: Individuals and organisations consulted Annex D: Pilot materials (English) Annex E: Pilot materials (Bangla) Annex F: Notes from ‘Evaluation workshop’ and discussions about ‘Pilot project’ Annex G: Report on evaluation from Sripur Primary School Annex H: Report on evaluation from Nawgoor Primary School Annex I: Final materials (English) - without figures Annex J: Final material (Bangla)

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

EXECUTIVE SUMMARY

In many countries, including Bangladesh, the involvement of children in traffic accidents is a particular problem. Many of these are described as pedestrian accidents as they involve children who are walking or running in the road; often the children are playing rather than making a journey. While there are many potential countermeasures to reduce the numbers of such accidents (such as engineering and enforcement, and educating and training drivers), it is generally recognized that many of these accidents are the result of children having problems dealing with the dangers associated with traffic, and appreciating concepts such as ‘safety’.

In order to help children cope with, and survive, the dangers posed by traffic they need to be educated about road safety and taught how to behave in the road environment. While parents and other family members, such as older brothers and sisters, have an important role to play, more formal education provided by schools is also vital. In this context the use of the mass media should also be recognised as an important tool to improve road safety for children.

In order for this education process to be effective it is important that suitable materials and methods are used, that take due account of the child’s age (or their linguistic, perceptual, cognitive and social development ) as well as the particular characteristics of their environment. Evaluation should play an important role in the development of these materials.

At the moment in Bangladesh there is very little road safety education taught in schools and there are very few materials available for either the children or the teachers. In order to improve this situation the IDC ‘Education in schools’ component provided for the inputs of two education specialists, each making two visits.

In addition to carrying out a general review of the current situation with respect to children’s traffic education in Bangladesh, and making recommendations about how it could be improved in the future, two subtasks were also required. One involved developing and evaluating some road safety education materials; the second involved setting up a pilot project to start introducing these materials into schools. This report deals only with these two subtasks.

The road safety materials that were developed were designed to be used by teachers of Primary School children in Class 1 (entered when aged 6); however, they were evaluated using children in Classes 1 and 2. Children are particularly vulnerable at this age as they start becoming more independent and trusted by their parents; and are therefore more at risk. The first years of formal education provide the ideal opportunity to start the road safety element of their ‘social’ education. However, it is important to acknowledge that children of this age do not think (or behave) like adults, or have their vocabulary, and therefore need special materials tailored to their particular stage of development.

The pilot scheme involved both training teachers in the use of the materials and introducing them into a sizeable number of schools within the Gazipur District. As a result of this scheme it would be possible in the future, to conduct a more extensive evaluation of the latest materials, and review 3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

how they were being used. While the initial evaluation had been conducted in a relatively small number of schools in urban areas, the pilot project would be introducing the materials into many more schools including some in rural areas as the 6 Thanas in the Gazipur region have both urban and rural areas.

While it is expected that road safety will eventually form part of the national core curriculum, as well as being included in the Certificate of Education (CinEd) course provided for primary teachers, this may not happen for some time. The development of road safety materials for lower Primary children and introducing them into schools in a single area is only the start of a long-term programme that will continue within IDC3.

This report serves as a supplement to a more extensive report on ‘Children’s Traffic Education in Bangladesh’ that: reviewed the education system in Bangladesh; considered accident statistics with respect to children; the current provision of road safety education; provided some general principles for road safety education; and made detailed proposals about how children’s traffic safety education could be improved over the next 4 - 5 years.

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

1 INTRODUCTION

1.1 Background This report has been produced as part of the Institutional Development Component (IDC) of the Second Road Rehabilitation Project (RRMP2). IDC is funded by the UK’s Department for International Development (DFID) and provided for a series of separate road safety inputs by specialists in the areas of:

· Road safety engineering

· Vehicle inspection and safety

· Legislation and enforcement

· Driver training and testing

· Accident data

· Accident costing

· Road safety publicity, and

· Children’s traffic education.

These various safety sectors are similar to those contained in the National Road Safety Council (NRSC) Strategic Action Plan, although this plan linked ‘education’ and ‘publicity’ within a single sector.

With the exception of the engineering component (which provided for an input of 18 months) these inputs were to be provided by individual specialists making from 1 to 3 short-term visits. In the case of ‘education’ two specialists were involved, each making two trips. The Terms of Reference (ToR) for each specialist are included in Annex A. These show that one specialist was mainly involved with providing ‘Advisory Services’, while one was to be more responsible for the ‘Development of Materials’.

Their first trips, but not second, took place at the same time - and they both attended many of the meetings that took place in the early stages of the project. This overlap also meant that they could both contribute to the initial development of the materials. Experience in other countries has shown that such materials benefit from the inputs of more than one individual. These pilot materials were then be used by a small number of teachers in a sample of schools, so that they could be evaluated (and improved as necessary) during the second visit of the specialist whose main task was to develop the materials. A pilot project was then to be initiated so that the materials could be introduced into a sizeable number of schools in both urban and rural areas.

This report deals mainly with the development and evaluation of the road safety educational materials and the pilot project designed to introduce them into schools. The materials were designed for use by teachers of Primary School children in Class 1 (entered when aged 6); although they were evaluated using children in Classes 1 and 2. Often it is this age group of children that are 3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

particularly vulnerable because it is normally when children start becoming more independent and trusted by their parents; and are therefore more at risk. The early years of formal education provide the ideal opportunity to start the road safety element of their social education. However, it is important to acknowledge that children of this age do not think (or behave) like adults, or have their vocabulary, and therefore need special materials tailored to their particular stage of their development.

A separate report deals with the ‘Advisory’ input. ‘Children’s Traffic Education in Bangladesh’ contains: a review of the education system, considers current road accident statistics, the provision of road safety education, as well as providing some general principles for road safety education and making detailed proposals about how children’s traffic education in Bangladesh could be improved in the future. The contents page of this report is included as Annex B of this report.

A list of the people, and their organisations, who were consulted by the specialists during this input are provided in Annex C.

The IDC project (sometimes referred to as IDC2, as it followed on from an initial review phase), is to continue as IDC3, which will start in January 1999. A ‘transitional’ phase (T-IDC) will operate until IDC3 starts. The National Road Safety Council (NRSC), by means of it’s Secretariat will play a key role in bringing about the proposals currently being considered for T-IDC and IDC3.

1.2 Road safety in Bangladesh Compared to other countries Bangladesh has a serious road safety problem and all indications suggest that it is rapidly worsening.

Although, the accident database system being introduced as part of the IDC project does not yet cover the whole of the country (and there are still concerns about how complete the ‘capture’ of accidents is in those areas where it is being collected) there is now a sizable body of accident data available; especially within Dhaka.

An analysis of the available accident statistics suggests that pedestrians appear to be particularly vulnerable ; and that very often these pedestrians are school-aged children. This situation is typical of many other comparable countries. While there are a number of ways that the numbers of such accidents can be reduced (for example by measures involving engineering and enforcement) road user education has a critical role to play. This appears to be particularly true in Bangladesh where there is a general belief that road users lack the knowledge (and understanding) required to behave safely and responsibly on the roads.

This education process should start in school and be part of the formal education process. Eventually this will mean all road users (children and adults alike) will have the necessary knowledge, in addition to having appropriate attitudes, be make their contribution to road safety.

1.3 Safety education in Bangladesh

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

This section contains a very brief overview of the current education situation in Bangladesh that is relevant to the provision of road safety. A more detailed picture is provide in the companion ‘education’ report - see Section 1.1.

The existing Road Safety Education (RSE) in primary schools is extremely poor; there is only one lesson devoted to road safety in the primary years (in Class 3) and this is of limited quality; and may not actively ‘persuade’ children to change already established behaviours.

In general, primary education is teacher-centered (‘chalk-and-talk’) although the new education policy (which is currently in draft form) encourages a move towards child-centered learning. However, it is likely to be a number of years before road safety education becomes a high priority element within the national curriculum. One of IDC3 ‘s many tasks is to speed up this process.

2 EDUCATIONAL MATERIALS

2.1 General guidelines All educational materials need to take account of the both the age groups for which they are intended as well as the environment in which they are to be used. This means that safety materials developed for use in schools in the UK, for example, are generally unsuitable for use in schools in developing countries. In addition to the children, the teachers and the classrooms all being different, what actually needs to be taught can also be very different. For example, not all countries have the numbers of zebra or panda crossings that there are in the UK.

This means that materials have to be developed separately for each country. This development process should involve an evaluation phase (or phases) where pilot materials are tested, and possible improvements identified, before the materials are introduced on a wider scale. Materials also need to be re-evaluated, and undated, on a regular basis.

Ideally road safety should be part of the national curriculum. This is in the process of being updated in Bangladesh and the IDC education input started too late to influence this process. As a result there is likely to be limited road safety education provided at an early stage of the formal education process; although this is likely to be remedied the next time the curriculum is updated.

In any case, materials need to be based on sound educational principles. They should be graduated, child-centered and, whenever possible, involve practical demonstrations. There has been considerable effort put into the development and evaluation of materials in other countries and this experience should be used to speed up and improve the provision of safety education in Bangladesh.

2.2 Development of pilot materials

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The UK’s Transport Research Laboratory (TRL) , which has provided the specialist input for the safety element of the IDC project, has considerable experience of developing education materials for use in schools (and elsewhere) in a number of countries. They have now published guidelines on how this can most easily be achieved (TRL Overseas Road Note 17).

In recent years TRL have developed educational materials in countries such as Uganda, Ghana, India and Nepal. The experience and materials developed in these other countries were used to help develop the initial materials for trialing in Bangladesh.

The accident data available at the time of the first input did not suggest that one particular age group of child was particularly at risk and so the decision was made to target the materials at lower primary children, that is those starting school (Class 1), who would normally be aged six.

The expectation at the time was that additional materials would be provided for older children during later stages of the IDC project.

The pilot materials produced consisted of 3 activity sheets; each one containing three or four activities. The sheets were designed as teaching resources - that is they contain information, guidance and ideas for the teacher, and were not ‘text books’ for the children. The aim of the sheets was to make children safer pedestrians.

However, it was felt that knowledge levels were so low that the teachers themselves were likely to benefit; and that the children, once taught, could be encouraged to pass on what they had learned to their parents and their older brothers and sisters.

The sheets were designed to:

· provide children with a road safety vocabulary (a pre-requisite for further RSE)

· introduce the concept of danger on the road and identify it’s source

· inform children about safe behaviour near roads.

Additional materials will be required for older children. Many adults in Bangladesh also need to be involved in RSE, and this will also involve developing suitable materials.

These sheets (then in English, see Annex C) were presented at a workshop for teachers at a Primary Training Institute (PTI) in Gazipur, about 15 km north of Dhaka. The objectives of this workshop were:

· to explain the need for and the principles of RSE to a group of local teachers

· to train the teachers in the use of the materials

· to obtain feedback from the teachers about the quality of the materials.

This workshop revealed that very few of the teachers had considered RSE before, at least not beyond the teaching of a few road signs. The teachers appeared very enthusiastic about the 3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

materials and in addition to making a number of suggestion about how they could be improved, said that they would use the sheets with their children as a way of evaluating their suitability.

Provision was then made to translate the materials into Bangla (see Annex D) and to circulate these to the teachers via the Gazipur PTI. This resulted in the materials being trialed in 5 schools. All of these schools were ‘on or near’ large roads. While this meant that they had a real need for the materials (a child had recently been killed in a road accident at one of the schools), it also meant that the schools were not representative of the many ‘rural’ schools in Bangladesh

2.3 Evaluation of materials A workshop to evaluate the materials was held, again at Gazipur PTI. All the teachers that had use the materials were requested to attend in order to obtain feedback from them about how they felt that the materials had ‘worked ‘ with the children. The evaluation found that the teachers, although they were extremely supportive of the initiative, felt that a number of improvements could be made to the materials; the reason for conducting the evaluation.

Summary notes taken at this evaluation workshop are contained in Annex F. Two letters provided by individual teachers of their experience and thoughts on the materials (translated from Bangla) are included as Annexes G and H.

The new materials produced as a result of this evaluation are produced in Annex I (English) and Annex J (Bangla).

3 PILOT PROJECT

3.1 Background The ToR for the second input of the education component (see Annex A) called for the ‘development of a pilot project in urban and rural areas’. The objective of this was to disseminate the materials more widely than the small number of schools used for the evaluation and therefore increase the types of school (and children) using the materials. This would provide better opportunities in the future to:

evaluate, and improve, the materials, especially with regard to rural areas

examine whether the materials, if provided for schools along with appropriate teacher training, were actually being used; and used in the correct way, and

conduct additional evaluations of the materials based on either a larger sample of teachers, or by examining children’s knowledge and behaviour.

The earlier stages of this programme had been conducted within the Gazipur District. This had involved the support and participation of their District Primary Education Officer (DPEO, Mrs Meherunnesa) and the Superintendent of their Primary Training Institute (PTI, Mrs K Sabina). 3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

Also, one of the PT I teaching staff (Md. H Ferdous) had provided invaluable assistance when any translating was required, for example at the initial training seminar and also at the evaluation workshop.

Following the evaluation workshop a separate meeting was held to discuss what would happen with respect to RSE in Gazipur in the future and the possibility of them being involved in a pilot project supported by the NRSC (see Annex F). This meeting confirmed their recognition of the need for such activity and their commitment and motivation to continue to provide training in road safety education for the teacher they were training and also, if possible, for the children within their region under their ‘care’.

The extent of this commitment was clear when it emerged that road safety education was to be introduced (almost immediately) into their teacher training curriculum. This was normally determined nationally by the Ministry of Education (MOE). They also indicated that they would be happy to provide any help that might be required to ‘deliver’ materials that could be produced to either schools or teachers.

These discussions included the ‘news’ that Mr Ferdous would be given the task and responsibility for introducing the road safety education into the PTI’s curriculum based on the ‘new’ materials.

Further discussions revealed that the Gazipur Region consisted of 6 separate Thanas, some of which could be described as ‘rural’. The region had a total of 29 Assistant Thana Education Officers (ATEOs), who were responsible for monitoring the quality of the teaching in their areas. In addition these ATEOs conducted regular (‘cluster’) training for the teachers under their supervision. This training took place approximately every 2 months.

As a result of these discussions it was concluded that the ‘pilot’ project should take place in the Gazipur Region.

This activity was to supported by the NRSC Secretariat (rather than IDC2 or the T-IDC), although IDC3 would be involved in reviewing the pilot scheme, producing additional materials and disseminating them more widely.

A lack of accident data in the Gazipur District meant that no longer term evaluation based on accident data could be planned.

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3.2 Phases of pilot scheme 3.2.1 Final agreement on materials

Although both specialists (KS and CP) had originally been involved in developing the pilot materials, only one specialist was involved in the evaluation process reported here and in making changes to the original materials. It was therefore considered necessary to provide the other specialist (KS) the opportunity to have an input into the new materials following the evaluation. This would need to be done from her base in the UK.

3.2.2 Training of trainers (ToT)

Following the end of IDC2 (in July 1998) there is no provision for visiting specialist input into the pilot project until the start of IDC3. While the NRSC Secretariat will be able to provide some assistance they will not yet able to provide appropriate technical support for the pilot project. This meant that the pilot scheme would be dependent on ‘local’ (Bangladeshi) support.

In order to provide this support it was necessary to get the agreement of Gazipur PTI to provide a suitable trainer to be involved in the project. An agreement was reached that a suitable Experimental Training Officer (stationed at Gazipur PTI) could be involved.

The individual (Mr Ferdous) was chosen because he:

· had attended (and translated for) the original teacher training workshop (conducted by KS and CP)

· had attended (and again translated at) the evaluation workshop (conducted by AQ)

· had discussed the new materials in depth with the specialist after the evaluation workshop

· had been given overall responsibility for road safety training within Gazipur PTI

· was fully conversant with, and in support of, ‘new’ teaching practices (such as ‘child-centered learning’)

· was highly motivated by and committed to the programme.

He was given additional detailed one-to-one training by the visiting specialist during the evaluation phase of the input. In order to provide additional support the proposal was that additional trainers would be taught during the early training workshops, to be conducted at Gazipur.

3.2.3 Training of new teachers

The pilot scheme proposed to provide training in the use of the road safety materials, and the materials themselves, for all current trainee teachers attending Gazipur PTI. As a result when they qualified and joined the schools where they were to work, they would already be equipped to use the materials. There are currently approximately 70 trainee teachers at Gazipur PTI.

3.2.4 Re-training existing teachers

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The District Primary Education Officer in Gazipur is responsible for nearly 700 Primary schools. The pilot project planned to provide both training and materials for existing teachers in these schools by ‘cascading’ training down through the ATEOs. It was decided that the most effective way of achieving this would be to initially conduct two, or possibly three, workshops at Gazipur PTI to which the 29 ATEO serving in Gazipur would attend. These would then be able to provide materials and training in each of their areas during their normal training programme. The ATEOs would also be responsible, as part of their normal role, in evaluating the teaching being provided for children in each of the schools in their areas.

3.3 Proposed time-table The time-table for the pilot project given below is only ‘proposed’. This is because the NRSC Secretariat, which will support the project, is still being staffed. The level of support provided and the speed at which the project operates is likely to be dependent on the number (and interests) of the staff working within the Secretariat and when they start these jobs.

The pilot project could be administered with relatively little support. The minimum level of support required will simply involve providing materials (this will mainly involve photocopying and possibly delivering materials to Gazipur) and providing some small level of financial assistance for travel and attending workshops.

It should be noted that Gazipur PTI has no photocopying facilities. Nor does it have an overhead projector, or screen, that would make the training workshops more effective. The Secretariat should consider whether any assistance my be possible with regard to the overhead projector.

Task Aug Sep Oct Nov Dec Finalise materials(KS) Finalise materials (NRSC) Train trainee teachers Train additional Trainer Train ATEOt Train existing teachers Initiate evaluation

The ‘evaluation’ included above will largely consist of providing information that will be of value to the education specialist involved in IDC3. This person will need to know details of the scheme being operated, such as how may teachers and schools, and which ones, had been involved.

It is expected that the specialist will ‘re-evaluate’ the materials used in the pilot scheme - with special reference possibly being given to children and schools in rural areas.

3.4 NRSC Secretariat assistance

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For the pilot project to succeed (during the T-IDC phase) it will be necessary for the NRSC Secretariat to confirm (to Gazipur PTI) that the assistance discussed (and ‘promised ‘) by the visiting specialist at the conclusion of IDC2 will be available. This support would involve:

a) providing photocopies of the material for trainers to give out to those attending the workshops, or (in the case of ATEOs) planning to hold their own workshops.

The materials currently consist of 12 sides of A4 (in the English version). This might change if the Secretariat were to employ an ‘artist’ to improve the pictures contained in the materials. The proposed pilot scheme might require providing between 300 to 800 sets of materials.

b) providing financial help with the workshops. In Bangladesh, government workers (such as teachers) if required to attend a seminar or workshop for training normally expect to receive both the travel costs plus a small attendance allowances - to recompense them for the additional ‘duty’. Both of these costs are more or less fixed according to existing agreements, but in any case they are not large.

It was agreed that all ATEOs in Gazipur could attend a days workshop in Gazipur without having to be paid overnight accommodation costs. Individual travel costs would differ but on average would be (of the order) 20-25 thakas. Each person attending would need to receive an attendance allowance of 125 thakas - this means that no lunch would need to be provided (unless the Secretariat were feeling generous!).

The two workshops proposed to train all the AETOs in Gazipur wouId therefore cost 4-5 thousand thakas.

These estimates do not provide money to pay for the time needed by the trainer to conduct the seminars. While this would be provided for nothing it may be acceptable for the Secretariat to support the time he spends - especially if this turns out to be more than originally proposed (see Section 3.5 below)

c) additionally, it is strongly recommended that the Secretariat undertake to employ a graphic artist to improve the quality of the ‘pictures’ that are included in the materials. Education materials work better if they are professionally produced - and even more so in the case of children. None of the educational specialists involved in this project had the professional skills required to perform this function. It is suggested that Mr Ferdous be involved in this activity.

The MOE have experience of producing such materials.

It is estimated that this work might cost between 1,000 and 1,500 thakas.

3.5 Extending pilot scheme While no provision was made for extending the pilot scheme outside Gazipur, it may be worth placing on record that during discussions with ADC Jallil (Dhaka Traffic Police) on the proposed scheme in Gazipur, he expressed the strong desire for a similar exercise to take place in Dhaka

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itself. He suggested that this might be accomplished by ‘simply’ getting the Dhaka DPEO to contact the DPEO in Gazipur.

If this were to happen and the Secretariat were to support the extension of the scheme, it would require additional funding. This might also involve paying for Mr Ferdous (or other trainers) time to work in Dhaka and not Gazipur.

The visiting specialist has taken no action with regard to this possible extension.

3.6 Pilot scheme and IDC3 The pilot scheme is expected to continue (managed and coordinated by the NRSC Secretariat) until IDC3 starts. The education specialist should then review the scheme and decide on whether it should continue to be supported and what particular form it should take. In any case it is likely that Gazipur District (and probably their PTI) will continue to be involved as any new materials, developed for older children, will need to be trialed in schools during the evaluation phase.

4 FUTURE REQUIREMENTS FOR ADDITIONAL MATERIALS

This input into the IDC programme has only produced materials suitable for children starting primary school (Class 1). There will therefore be a need in the future to develop additional materials for older children. These will be need to teach more complicated skills - such as how to cross the road safety.

It would be sensible for this process to follow the incremental policy adopted for this input, so that gradually materials become available for older and older children.

It is also important that road safety is not just treated as a ‘one lesson a year’ subject, but that teachers continually remind children of the need for care near traffic and regularly reinforce what they have been taught in formal lessons in the classroom. Teachers will need to have this pointed out to them both during their initial training and subsequent re-training.

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5 RECOMMENDATIONS

5.1 Short-term The pilot scheme in Gazipur District should be actively supported by the NRSC Secretariat. This is especially important during T-IDC in the absence of visiting education specialists. It is likely that the contacts made with Gazipur will be continued into IDC3.

A graphic artist should be given the task of improving the ‘pictures’ in the materials.

The pilot scheme should be reviewed at the start of IDC3. It can then either extended or reduced in size. However, it is recommended that any future materials be made available to Gazipur District so that they can continue with their plans to provide safety education for the children in their care.

5.2 Long-term Longer term proposals for the provision of road safety education in schools in Bangladesh, covering the years 1999 to 2004 (the duration of IDC3), are provided in the ‘Children’s Traffic Education in Bangladesh’ Report.

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ANNEXES

Annex A: Terms of Reference for Children’s Traffic Education Input

Annex B: Contents page of ‘Children’s Traffic Education in Bangladesh’ report

Annex C: Organisations and Individuals Consulted

Annex D: Pilot Materials (English)

Annex E: Pilot Materials (Bangla)

Annex F: Notes on ‘Evaluation Workshop’ and ‘Pilot scheme’ discussions

Annex G: Report on evaluation from Sripur Primary School

Annex H: Report on evaluation from Nawgpoor Primary School

Annex I: Final materials (English) - without figures

Annex J: Final material (Bangla)

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ANNEX - A

Terms of Reference for Children’s Traffic Education Input

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Road Safety Education Advisors

Location: Ministry of Education

Counterpart: Md. Tabarak Ali Senior Specialist, National Curriculum and Textbook Board

Reporting to: IDC Team Leader

Objective: To increase the effectiveness of road safety education in schools and to assist NGOs to promote road safety education awareness in the community

Description of Role and Tasks

1 Introduction

1.1 It is proposed to use two specialists to undertake the tasks identified below. this approach has the benefit of combining the skills and expertise of two specialists, thereby enhancing the value of their inputs. This makes the best use of limited resources, enables more tasks to be undertaken in the short timescale and increases cost effectiveness. The approach of using more than one specialist to address a sector of activity has been used with success in several other countries. experience shows, especially where teaching materials are to be developed, that the end product is better if input from more than one person is utilized. It should be stressed that, due to prior commitments and individual areas of expertise, it would not be possible for this work to be carried out by one person before the end of the project.

1.1 The Terms of Reference should be considered as two separate, but related, areas of work: advisory services I road safety education (RSE) materials development

There is a great deal of inter-dependence between the two areas of work and, therefore, the project would benefit from having a degree of overlap in the visits of the two consultants. Experience shows that such short term consultancy inputs are usually more effective if they consist of two visits by each specialist. This allows for ongoing activity by local counterparts during the period that the specialists are away from the country.

2 Advisory Services - Kim Smith, (Senior Consultant, Ross Silcock)

2.1 Phase 1 would review road safety provision in the national curriculum and activities undertaken via school based teaching ad through NGOs. This phase would involve consultants with relevant professionals in the field, including the ministry of education, teacher training colleges, schools and NGOs. the national curriculum would be reviewed to determine existing road safety content and to provide advice on ways in which road safety could be integrated within the existing curriculum.

2.2 Teacher training would also be reviewed and recommendations for inclusion of road safety in the syllabus made in consultation with teacher training colleges and the Ministry. Other professionals, for

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example, police officers with a role in RSE, would also be consulted. It is important for effective road safety education for children that visiting speakers to schools are not relied upon but supplement an overall curriculum based approach.

2.3 Phase 2 would develop a structured program for improving road safety y education. Recommendations for further resource/teaching materials would be made based on available accident data and gaps identified in teaching materials available.

2.4 Kim Smith (KS) would primarily be responsible for undertaking the Advisory services and would also produce a final report and recommendations which would be presented at a final seminar.

2.5 Teachers, head teachers and Ministry of Education officials would be invited to participate in a final seminar on ‘The Teaching of Road Safety Education to Children.

3 Development of Materials

3.1 In Phase 1 of this part of the project, pilot education materials would be developed based on accident analysis and teaching resource requirements. From previous experience, it is expected that a pedestrian teaching resource incorporating classroom based and practical roadside activities will be required. An integrated part of introducing a new resource is to train teaches in its use. The schools selected for piloting the materials will be invited to participate in a teacher training workshop for this purpose.

3.2 A pilot teaching program, using the draft materials, will be developed allowing participating schools to trial the materials during the 3 month period when the specialist is not in the country. On the second visit (Phase 2), the results of the trials would be evaluated and the materials reviewed and finalized.

3.3 During Phase 2 a road safety pilot project would be developed to ensure training of teachers in the use of the materials and allow for incremental use of the resource in schools in urban and rural areas. This would involve training trainers who could then continue training existing teachers, both in the use of the resource and the need for road safety education in general.

3.4 Christian Palmer (CP) would be primarily responsible for the development and piloting of teaching materials and would contribute to the final report and seminar.

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Summary of Road Safety Education Input

1 Road Safety Advisory Service Tasks (KS)

1.1 Phase 1 Review of RSE provision and teacher training Review of curriculum Liaison with MOE, teachers, NGOs Review of existing resources Review of accident data

1.2 Phase 2 Development of star structured RSE program Recommendations for further teaching/resource materials Preparation of final report

2 Development of Materials Task (CP)

2.1 Phase 1 Review of existing resources Review of accident data Preparation of pilot materials Pilot teacher training workshop

2.2 Phase 2 Evaluation of pilot materials Development of pilot project in urban and rural areas Preparation of final report Input to final report Input to final seminar

Timing of Inputs: Seven weeks for each specialist. The first visit for each would occur simultaneously in February 1998 with the second visits being staggered over the period mid may to end of June 1998.

Changes to ToR/staff:

The specialist responsible for the ‘development of materials’ aspect of this work (CP) was did not undertake his second input. Instead this was done by Allan Quimby (AQ), (like CP a TRL psychologist with overseas experience of road safety education).

This change of personnel resulted in: - the second input being delayed - the duration of the second input being reduced.

The required delay of the second input was fortunate because the Bangla version of the pilot was not provided to Gazipur PTI until the end of KS’s second visit; and thus allowed them sufficient time to trial them before their evaluation undertaken by AQ.

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However, the shortened input meant that proposals to extend the provision of materials into more ‘rural’ areas would need to take place after the second input had taken place.

ANNEX – B Contents page of Children’s Traffic Education in Bangladesh Report

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ANNEX – C Organisations and Individuals Consulted

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Prof Muhhamed Ali (Member of National Curriculum and Text Book Board, NCTB) Mr Kuddus (Curriculum Specialist, NCTB) Mr Tobarek Ali (Curriculum Specialist, NCTB) Mr Shafiul Alam (Curriculum Advisor, NCTB)

Mrs Kawsar Sabina (Superintendant of Primary Training Institute, Gazipur) Mr Hasanrul Ferdous (Experimental Instructor at PTI, Gazipur)

Mrs Meherunnesa (District Primary Education Officer, Gazipur)

Dr Terri Kelly (Education division, DFID, Dhaka) Mr Mike McCarthy (DFID, Dhaka)

Md Iqbal Karim (World Bank) Mr Stein Lundebye (World Bank)

Prof Md Mazural Hoque Prof Amalgir Mujibul Hoque Prof Md Zakaria (all Bangladesh University of Engineering and Technology, Dept of Civil Engineering)

Mrs Mashuda Khatun Shefali (Executive Director of NUK - a NGO)

Mrs Chritine Bardsley (British Council) Eric Thripthrope (British Council)

Mrs Birgiter Lund-Henriksen (UNICEF)

Md Shamsul Haque (Director of Training at the Directorate of Primary Education) Dr A K M Alam (Deputy Director of Training at DPE)

Mrs Neena Afreen (Senior Materials Development Specialist at BRAC - an NGO) Mrs Cerena Samad (ditto)

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Sheet 1: Road Safety Vocabulary

Introduction

One of the first steps in road safety education is to develop a vocabulary which can later be used to discuss more complicated concepts.

Objectives

· to develop a vocabulary of the road environment · particularly to understand the distinction between pedestrians and traffic · to understand the properties of various road users · to understand where various road users should be

Activity one: Naming the parts of the road

It is important that children are able to recognise and describe the various parts of the road. Unfortunately all roads look different, but they still retain some of the same properties.

Draw this simple diagram on the board. Point to the various items and ask the children to name them.

{ EMBED Word.Picture.6 } Road Footpath Median

On some roads the footpath is made of stone and is higher than the road. On most roads the footpath is less obvious.

N.B. Do not rub the diagram off the board - you will use it again later.

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Activity two: Naming vehicles

Ask the children to list as many vehicles as they can. As the children mention vehicles, write them up on the blackboard.

The list should contain at least the following words: Truck Bus Car Jeep Bicycle Rickshaw Baby Taxi Tempo Cart Van Pick-up

One word that children may not have heard is ‘traffic’. You should explain that traffic is a general word that describes all these vehicles.

Now ask the children to describe each of these vehicles. They should be encouraged to use as many descriptors as possible, but examples are size, how fast they travel, whether they have an engine, and so on.

Activity three: The difference between traffic and pedestrians

Another word that children may not have heard is ‘pedestrian’. It is very important that they learn this word because it helps them to make the distinction between vehicles (traffic) and people (pedestrians). Ask the children to describe people in relation to traffic - for example ask the children if pedestrians are fast or slow, hard or soft, and so on.

Ask the children to look at the pictures below. For each picture the children should say whether the picture is of something which is ‘traffic’ or something which is a ‘pedestrian’.

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Activity four: Where do pedestrians and traffic move?

The distinction between traffic and pedestrians is important, because they are supposed to use different parts of the road.

Draw the children’s attention back to the diagram of the road. Name various vehicles and people. For each one ask the children if it should move on the road or on the footpath.

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Sheet 2: Dangers On The Road

Introduction

The road is an extremely dangerous place. Although children may claim that they realise this, they probably have not actually thought about the dangers. The idea is not to scare children so that they are afraid to leave the house. It is to give children a respect for the dangers of traffic so that they make safe behaviour a priority when they are near roads.

Objectives

· to understand that many things are dangerous · to understand that traffic and roads are dangerous · to realise why traffic is dangerous · to think and talk about road mishaps/accidents · to realise that mishaps are avoidable · to practice using the words learnt in Sheet 1

Activity one: Dangerous things

Children are probably well aware that certain things are dangerous (for example fire), however they may not be so aware of other dangers. Ask children to look at the pictures below. When they have all been named, write the words on the blackboard (alternatively you could draw the pictures on the board before the lesson starts). Ask the children whether each item is safe or unsafe - for the ‘unsafe’ items ask the children to explain why they are{ EMBED unsafe. Word.Picture.8 }

Knife Paint Brush

Banana Fire

Longi Mosquito Ladder Key

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Now repeat the exercise using the pictures below. All of the dangerous items are vehicles. When asking the children why the vehicles are dangerous make sure they remember their descriptions of vehicles used in Sheet 1 - vehicles are fast, hard and so on, and make sure they mention road accidents. { EMBED Word.Picture.6 }

Jeep

Bus Flower Apple Motorcycle School bag Truck Slate

Activity three: Why are accidents dangerous?

The previous activity should have brought out the fact that traffic is dangerous because it can cause mishaps/accidents. If a vehicle collides with a pedestrian the result is often terrible, because vehicles are heavy and travel very fast - road mishaps hurt people more than they hurt vehicles!

This activity illustrates this point. It is very simple but also very effective. The exercise should be done outside the classroom, perhaps on the verandah.

Take an egg and draw on a face. Explain to the children that children’s heads are very brittle, just like the egg. Then explain that vehicles are very hard, just like the ground. Ask the children what they think will happen when the egg and the ground meet. Now drop the egg from head height and observe the results. Explain to the children that this is what happens in road accidents - the children get hurt and the vehicles are undamaged. You could also explain that the egg was only traveling at about 20 km per hour when it hit the ground - vehicles are often traveling four or five times as fast!

Activity four: Describing road mishaps

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Write on the blackboard “Anyone can have a road accident.” Ask the class if anyone has had, or nearly had, a road accident (or if the know of anyone who has). Ask then how it felt (e.g. frightening, painful) and write they key words up on the board. Ask the children if they think that the mishap could have been avoided if the children had behaved differently.

Split the class into small groups (e.g. five or six children) and get them to discuss amongst themselves the circumstances of the accidents they have had or nearly had. Give them a few minutes to talk, and then select a few children to tell the class about their experiences. If there is time you could ask your class to write a brief account of one of their experiences.

Try to bring out the following points: traffic is dangerous and can hurt you, roads are for traffic, the footpath is for pedestrians, you should behave safely near the road and that accidents are avoidable. Sheet 3: Safety By The Road

Introduction

It is not enough to tell children that the road environment is dangerous and that they should behave safely - children need to be told what safe behaviour really is. Many of the activities described below are carried out in the school compound.

Objectives

· to understand that it is not safe to run on or near the road · to know that children should be accompanied - and should hold hands with an adult that they know - when walking near roads · to know that they should walk facing the oncoming traffic

Activity one: Holding hands

As the children in your class are very young and their perceptual abilities have not developed sufficiently to betotally safe near roads, they should be accompanied by an adult. Whether children are being accompanied, or whether they themselves are accompanying other, younger children, they should hold hands.

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In the compound draw two lines on the ground with a stick - tell the children that this is the road. Ask pairs of children to demonstrate how they should walk along together. Tell one child he/she is the adult and the other is the child. The pair should walk together holding hands on the right hand side of the road (this is important and is explained later in the sheet), with the older child nearest the road.

Activity two: Walk - don’t run - near roads

Still in the compound, ask the children to run, skip, walk backwards and walk forwards. Ask the children which they think is the safest way to move near roads. Walking is the safest way to move because it minimises the chances of tripping and allows you to stop easily in the case of an emergency.

For the next demonstration you will need two children to be pedestrians and four children as helpers. Ask one pedestrian to walk and the other to run, and tell them that when you say ‘stop!’ they should try to stop as quickly as possible. Ask the helpers to mark where each of the children was when you said stop, and where they were when they finally managed to stop - each helper should mark one of these places (see Diagram A). Ask the children to measure the difference in stopping distance. Back in the classroom you can demonstrate the importance of this. Draw diagram B on the board - this shows the stopping distances. Now add lines representing roads as in diagram C. In the event of an emergeny the walker would have been able to stop on the footpath, but the runner would have ended up in the road and would have been exposed to danger. Distance

Diagram A Car Runner If running stops here, in the middle of the Diagram B Diagram C road

If walking stops here - still on the footpath Walker Runner Walker Pedestrian sees car approaching on side road

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

Activity three: Walk facing the traffic

It is very important that children walk facing the traffic - that is they should walk on the right side of the road wherever possible. The only exceptions are if there is no footpath on the right bu there is on the left, and in situations where crossing the road to get to the right exposes the children to unacceotable levels of danger.

Vehicles make noise - either an engine noise, or a horn or a bell. When walking with our backs to the traffic we have to guess the position of the vehicles by their noise. This is much less accurate than by using our sight. The importance of facing the traffic can be demonstrated in the compound by simulating the road environment.

Arrange around 20 children randonmly in a 2m by 5m area. Ask them to walk forwards slowly and ask them to hum (to simulate the noise of the traffic). Ask anoher child to walk slowly backwards through the other children with his/her eyes shut. This child should try to avoid bumping into any other children, just using the sound as a guide.

Now ask him/her to walk through the other children forwards with their eyes open but with their hands over their ears.

Ask the children which they think was easiest. Ask the children which is best - eyes or ears - for avoiding vehicles. Child tries to avoid other children a. walking backwards with eyes closed b. Walking forwards with ears Children walk forward slowly, humming covered

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

ANNEX G Report on evaluation from Sripur Primary school

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

Mawna J.M. Govt. Primary School Sripur, Gazipur 21-7-98

"Report on road Safety Education"

Road accident is a every day matter in Bangladesh. Though there are many reasons for the accident but accidents of the pedestrian due to ignorance are not less and involvement of Children are more. As a result every day young lives are lost. To get rid of accidents due to ignorance of the pedestrian, it is necessary to introduce learning in the primary school. Aiming to this one workshop was held at Gazipur P.T.I. in 8/7/98 on "Road Safety Education". In this connection necessary papers were sent to the school on 1/7/98 for training of the Children. Basing on the papers training courses were held for the students from Class III to Class V. The program and results are given below :

Class Training Date of training Time Remark seat number

Class I 1 4-7-98 3:30-4:15 " 2 5-7-98 " " 3 6-7-98 " Class II 1 8-7-98 " " 2 & 3 13-7-98 " Class III 1 14-7-98 " " 2 & 3 15-7-98 "

As per above program practical training was given

Experience from the training

Many children of this school use road as pedestrian. It is pity that few children know about the rules of the road and conscious about it. Road is dangerous, they have no realisation. This has been proved from the descriptions given by the children which they saw. They have no clear idea that road pavement is for the traffic and footpath is for the pedestrian. The children only know that drivers are responsible for the accidents. They do not know that as a pedestrian they have no knowledge.

Result of the training

1) They are enthusiastic to learn the words used in road safety. 2) The children have acquired sufficient knowledge that the road is very dangerous 3) They have learnt the rules for the pedestrian 4) The children are now cautions to use the road

At the end it can be said that if the children are taught about road safety in the schools, accidents due to ignorance will be reduced in near future. This is a continuos process and every year progress to be maintained and the workshop is to be carried out. Along with this remedies are to be found not for other causes of accident.

Md. Fakrul Islam Head Master Mowland J. M. Govt. Primary School Sripur, Gazipur.

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

ANNEX H Report on Evaluation from Nawgpoor Primary School

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

37 No. Nawgoor Govt. Primary School PO. Kodda Bazar, P.S. Gazipur, District, Gazipur.

REPORT

Safe crossing of road

After getting training on safe road crossing, we arranged training class wise in our school. The children knew the names of different parts of roads, name of traffic, difference between traffic and pedestrian, which things are dangerous, how accident can be avoided, standing on road pavement side is risky, crossing the road through walking and rules to cross road safely. The good result due safe crossing of the road, and to understand them we used egg for effect of accident due to uncareful crossing. The school is near a road. We took the children on road and asked the children one by one to cross road safely. Every children enthusiastically crossed the road safely. The children clearly understood the other rules of the road from other paper. 'Safe road crossing' is realy very useful and acceptable by the children. It will minimise the loss of life. We recommend to extend this program and keep if continuos.

Safiuddin Ahmed Head Master

3/2/9/allan/cont RRMP: Institutional Development Component Children’s Traffic Education Materials

3/2/9/allan/cont Government of The People’s Republic of Bangladesh Ministry of Communications Roads and Railways Division

Third Road Rehabilitation and Maintenance Project Institutional Development Component

Education and Publicity in Bangladesh

December 1999 Road Safety Education and Publicity End of Visit Report IDC3 December 1999

EDUCATION AND PUBLICITY END OF VISIT REPORT

1 INTRODUCTION

1.1 Technical Assistance Inputs

1.1.1 This report has been written by Kim Smith of Ross Silcock Limited, following two short inputs to IDC3 at the end of 1999. She was present in Bangladesh from 4 October to 19 October, inclusive, and from 22 November to 16 December inclusive. Terms of Reference are included in Appendix A.

1.1.2 A local education and publicity advisor was appointed to the Secretariat to work closely with the expatriate consultant. Dr Zohora Shamim started working on 4 October 1999 and was appointed for a three month period. Some of the activities reported on in this document were progressed by Ms Shamim during the period when the foreign consultant was absent from Bangladesh.

1.2 Format of Report

1.2.1 The main output required in the TOR was a “Final Report on activities, including recommendations on future road safety education and publicity activities and public awareness campaigns”. This report is intended to address that requirement. It is also used as a way of gathering together the various documents relating to the input and the resulting papers and reports.

1.2.2 The main body of this report deals with the activities undertaken, following the same order as the TOR. Recommendations on future road safety education and publicity activities are included in sections 4. Future publicity campaigns are dealt with in section 3.7.

1.2.3 Previous IDC reports in this sector have included the following: · Children’s Traffic Education in Bangladesh: Final Report (IDC2); · Development of Road Safety Education Materials for Lower Primary School Children in Bangladesh: Final Report (IDC2); · Road Safety Publicity in Bangladesh: Final Report (IDC2); and · T-IDC End of Visit Report.

It should be noted that this report builds on information documented in the previous reports rather than going over the same information again.

2 EXISTING CASUALTY SITUATION

2.1 Background

2.1.1 Previous reports on education and publicity have included some information on the existing crash and casualty problem. It became apparent during the consultant’s

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EDUCATION AND PUBLICITY END OF VISIT REPORT

1 INTRODUCTION

1.1 Technical Assistance Inputs

1.1.1 This report has been written by Kim Smith of Ross Silcock Limited, following two short inputs to IDC3 at the end of 1999. She was present in Bangladesh from 4 October to 19 October, inclusive, and from 22 November to 16 December inclusive. Terms of Reference are included in Appendix A.

1.1.2 A local education and publicity advisor was appointed to the Secretariat to work closely with the expatriate consultant. Dr Zohora Shamim started working on 4 October 1999 and was appointed for a three month period. Some of the activities reported on in this document were progressed by Ms Shamim during the period when the foreign consultant was absent from Bangladesh.

1.2 Format of Report

1.2.1 The main output required in the TOR was a “Final Report on activities, including recommendations on future road safety education and publicity activities and public awareness campaigns”. This report is intended to address that requirement. It is also used as a way of gathering together the various documents relating to the input and the resulting papers and reports.

1.2.2 The main body of this report deals with the activities undertaken, following the same order as the TOR. Recommendations on future road safety education and publicity activities are included in sections 4. Future publicity campaigns are dealt with in section 3.7.

1.2.3 Previous IDC reports in this sector have included the following: · Children’s Traffic Education in Bangladesh: Final Report (IDC2); · Development of Road Safety Education Materials for Lower Primary School Children in Bangladesh: Final Report (IDC2); · Road Safety Publicity in Bangladesh: Final Report (IDC2); and · T-IDC End of Visit Report.

It should be noted that this report builds on information documented in the previous reports rather than going over the same information again.

2 EXISTING CASUALTY SITUATION

2.1 Background

2.1.1 Previous reports on education and publicity have included some information on the existing crash and casualty problem. It became apparent during the consultant’s

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second visit that national data was now available1. Some of this data is included here to update previous information.

2.1.2 The main points from analysis of the 1998 national data, using the MAAPfive database are summarised as: · The majority of casualties are 26 – 30 years old (19%); · 47% of casualties are aged between 21 and 35; · Children (aged 0 – 15) account for 15% of casualties; · One third of casualties (33%) are pedestrians, followed by 14% bus occupants and 8% baby taxi occupants; · 51% of fatalities in Bangladesh are pedestrians; · Of the pedestrian casualties, 76% are male; · 28% of pedestrian casualties are aged between 21 and 35; · A further 28% of pedestrian casualties are children aged between 0 and 15; and · 54% of pedestrian casualties (61% of pedestrian fatalities) involve a collision with a heavy truck or bus.

2.1.3 It can, therefore, be concluded that the main priority, in terms of road safety education and publicity activities in Bangladesh on a national scale is pedestrian safety.

2.1.4 Figure 1 shows pedestrian casualties by age. From this it can be seen that the two age groups most at risk are children aged 6 to 10 and young men.

Figure 1: Pedestrian Casualties by Age (all severities, provisional) - 1998, Bangladesh 160

140

120

100

80

60 No. Casulaties

40

20

0 0..5 >75 6..10 11..15 16..20 21..25 26..30 31..35 36..40 41..45 46..50 51..55 56..60 61..65 66..70 71..75 Age Group

2.1.5 One unusual result is that, although for most age groups males are much more likely to be killed or injured, for 6 to 10 year olds, the incidence of female casualties is much closer. There could be various explanations of this, for example, perhaps children up to the age of ten are treated more similarly, but that after that age girls tend to be more protected. In general, the differences in reported casualties between males and

1 Data is provisional and requires validation

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females is likely to be due to the fact that women tend to have different travel patterns and are less exposed to the traffic environment.

2.1.6 While gender issues are important in any society, in Bangladesh at present the main priority in terms of road safety has to be men. However, it is important to recognise that road crashes involving men, especially young men who may often be the main breadwinner of the family, also have an impact on women.

3 ACTIVITIES UNDERTAKEN

3.1 Introduction

3.1.1 The following sections outline the activities undertaken by the Education and Publicity Specialist during the two inputs, and where relevant, the local consultant. The following sections discuss the activities undertaken, in the same order as the TOR (see Appendix A).

3.2 National Publicity Campaign

3.2.1 The first task outlined in the TOR required the consultant to “assist preparation of TV/radio/film road safety publicity/education material and advise on production and broadcast matters”. Essentially this has been achieved by assisting the NRSC and BRTA to develop and implement a national road safety publicity campaign – the first such campaign in Bangladesh.

3.2.2 Although the overall aim of any road safety publicity campaign is ultimately to achieve behavioural change and to reduce the number of casualties, it must be recognised that this is not possible to achieve with a single campaign. Behavioural change requires a sustained programme of publicity and education, combined with engineering and enforcement measures. Subsidiary aims of undertaking the campaign were identified as being: · to raise the profile of the NRSC; · to raise awareness of road safety and the need for publicity; · to provide a training opportunity for local Secretariat staff; and · to target a major crash and casualty problem.

3.2.3 It should be noted that although the intention was to develop and implement a high profile campaign, the level of exposure to a message is partly linked to the amount of funding available. The funds available for this campaign were extremely limited (around $20,000). Some elements of the campaign were either free of charge, or low cost, however, some expenditure will always be necessary to ensure an appropriate and effective media mix. Free airtime was obtained from BTV and Bangladesh Betar Radio.

3.2.4 There is currently limited (but improving) data available in Bangladesh. Although there are some concerns about the accuracy of data and the degree of under-reporting (and under-recording), the available data was used as a basis for campaign development. Good practice in publicity recommends the use of a data-led approach (which usually includes, but is not limited to crash and casualty data). It was also

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females is likely to be due to the fact that women tend to have different travel patterns and are less exposed to the traffic environment.

2.1.6 While gender issues are important in any society, in Bangladesh at present the main priority in terms of road safety has to be men. However, it is important to recognise that road crashes involving men, especially young men who may often be the main breadwinner of the family, also have an impact on women.

3 ACTIVITIES UNDERTAKEN

3.1 Introduction

3.1.1 The following sections outline the activities undertaken by the Education and Publicity Specialist during the two inputs, and where relevant, the local consultant. The following sections discuss the activities undertaken, in the same order as the TOR (see Appendix A).

3.2 National Publicity Campaign

3.2.1 The first task outlined in the TOR required the consultant to “assist preparation of TV/radio/film road safety publicity/education material and advise on production and broadcast matters”. Essentially this has been achieved by assisting the NRSC and BRTA to develop and implement a national road safety publicity campaign – the first such campaign in Bangladesh.

3.2.2 Although the overall aim of any road safety publicity campaign is ultimately to achieve behavioural change and to reduce the number of casualties, it must be recognised that this is not possible to achieve with a single campaign. Behavioural change requires a sustained programme of publicity and education, combined with engineering and enforcement measures. Subsidiary aims of undertaking the campaign were identified as being: · to raise the profile of the NRSC; · to raise awareness of road safety and the need for publicity; · to provide a training opportunity for local Secretariat staff; and · to target a major crash and casualty problem.

3.2.3 It should be noted that although the intention was to develop and implement a high profile campaign, the level of exposure to a message is partly linked to the amount of funding available. The funds available for this campaign were extremely limited (around $20,000). Some elements of the campaign were either free of charge, or low cost, however, some expenditure will always be necessary to ensure an appropriate and effective media mix. Free airtime was obtained from BTV and Bangladesh Betar Radio.

3.2.4 There is currently limited (but improving) data available in Bangladesh. Although there are some concerns about the accuracy of data and the degree of under-reporting (and under-recording), the available data was used as a basis for campaign development. Good practice in publicity recommends the use of a data-led approach (which usually includes, but is not limited to crash and casualty data). It was also

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important to demonstrate the use of MAAP data by practitioners, to build on development work undertaken through IDC.

3.2.5 Data analysis suggested that the campaign should target young male pedestrian casualties. Basic roadside observations were undertaken to determine likely pedestrian behaviours to be targeted through the campaign. The two main target groups were identified as either the pedestrians themselves or bus/truck drivers. The campaign background can be summarised as:

Pedestrian Campaign Possible Pedestrians target groups Truck/bus drivers Age 21 – 35 yr. Gender Male Observed Pedestrians: behaviours · Do not look for traffic before crossing; · Run across road; · Cross anywhere (including through roundabouts); · Stand in the road; · Walk on both sides (back to traffic); · Walk on road.

Drivers: · Don’t see pedestrians · Speed · Importance/macho/king of road Other issues Pedestrians thought to be poorer section of society

3.2.6 It was decided that the first major campaign organised by NRSC (and BRTA) should target pedestrians as they account for over 50% of fatalities in Bangladesh. In Dhaka alone, 60% of fatalities are pedestrians. In addition, implementation of a pedestrian safety campaign would comply with the current National Strategic Road Safety Action Plan (1997 - 1999). It was further decided that the pedestrians would initially be targeted rather than the bus and truck drivers.

3.2.7 It should be noted, for provision of future campaigns, that in Dhaka the second highest casualty group is rickshaw occupants, and on a national scale, pedestrian casualties are followed by bus occupants.

3.2.8 A campaign brief was prepared and given to several local advertising agencies. They were required to submit a proposal with itemised costings and creative ideas and BROTEE (Centre for People’s Participation, Training and Research) were subsequently appointed.

3.2.9 The campaign was launched on Tuesday 7 December 1999 by Anwar Hossain, MP, the Minister for Communications who unveiled the campaign banner. The event generated some press coverage and was reported on the evening news on Bangladesh

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Television (BTV). The campaign brief, materials associated with the launch and photographs are included in Appendix B.

3.2.10 The campaign consisted of posters, banners, TV adverts and radio messages. Each of these are briefly described below:

· Posters: Two posters with the message “look right and left before you cross”. Poster 1 had a photograph of a man waiting to cross, poster two showed a man, woman and child. Both posters were on a yellow background, included the NRSC logo and wording and “BRTA”. 10,000 of each poster were printed (double crown size) and distributed in Dhaka and the regions.

· Banners: 650 yellow banners with the same text message as the posters, and the logos was produced. The banner was approximately 1m by 1.5m.

· TV: Three 30 second public service commercials were filmed using well known celebrities. A 45 second advert showing the consequences (on the family) of a pedestrian fatality was also produced. All TV commercials included the NRSC and BRTA logos at the end. They were shown (free of charge) by BTV to obtain national coverage.

· Radio: Four short radio messages were produced. All had the same signature tune and ended with a message “brought to you by the NRSC”.

3.2.11 The campaign was intended to run for one month. This time period is generally adequate for maximum exposure to the message. Longer periods are not effective as the public become used to the message and are no longer aware of it. Funding constraints prevented wider coverage within Dhaka.

3.2.12 Ideally, the campaign should have been evaluated by pre- and post-testing knowledge and attitude surveys. However, this was not possible due to time and budgetary constraints. Some basic market surveys were conducted to ensure that the campaign message was appropriate to the target group and understood by the general public. Several potential messages were trialed by BROTEE in this way.

3.3 Training of Local Secretariat Staff

3.3.1 Technology transfer through shadowing and on-the-job training was undertaken on a one-to-one basis. A short paper on possible future training options for Secretariat staff is included in Appendix C.

3.4 Coordination of Road Safety

3.4.1 Road safety coordination, one of the major roles of the NRSC and it’s Secretariat, has been promoted throughout the input. This has been achieved primarily through meetings with many concerned organisations and individuals (see Appendix D).

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3.4.2 Specifically, advice was sought by LGED Tangail on the contents of two draft handbills that they had prepared on women’s safety and first aid respectively. Detailed comments were prepared and submitted to LGED.

3.4.3 UNICEF produces a book entitled “Facts for Life”. It is intended as a book for communicators and outlines low-cost ways of protecting children’s and mother’s lives and health. The book is produced internationally as a draft, and is then adapted in Bangladesh. 37,000 copies of the first edition (printed in 1995) were distributed. Since then, a second edition (1997) has been produced and 500,000 copies distributed. The third edition is currently being prepared and will be produced early in the new year. It was agreed that a draft chapter on road safety education could be presented for consideration to the Bangladeshi experts committee that decides the contents of Facts for Life. While there is no guarantee that it will be accepted, it was felt that an attempt should be made, as this was too good an opportunity to miss. A similar opportunity is unlikely to arise again for two years. The draft chapter is included in Appendix E.

3.4.4 Discussions have also been held with UNICEF to determine the possibility of road safety being included as an issue into the “Meena” initiative. Meena is a regional initiative in South East Asia and is currently used in Bangladesh, India, Pakistan and Nepal. It is soon to be introduced in other countries, including Vietnam, Afghanistan, Sri Lanka and the Maldives.

3.4.5 The initiative was originally introduced in 1990 to improve girls’ rights, to encourage school attendance and to increase self-esteem, and is based on the Convention of the Rights of the Child and the Convention on the Elimination of All Forms of Discrimination Against Women. The initiative combines the use of animated films, BBC radio series, books, posters, flip charts and facilitators guides. There are now 12 episodes which include health and social issues, such as gender equality, sanitation, hygiene and diarrhoea. 24 September is designated as Meena Day in the region.

3.4.6 There is a possibility of including road safety messages in Meena in the future. This is an exciting opportunity as it is always much more effective to build road safety education into existing resources and networks that to develop a new approach. Road safety is increasingly being seen as a health issue and can easily built into such programmes. In addition, all children have the right to receive road safety education and to be protected from involvement in a road crash.

3.4.7 In the future, UNICEF have stated that they would be prepared to include one or two road safety messages in the activities undertaken on Meena Day and to consider road safety issues when developing new materials. At this stage, it is not likely that an episode of the cartoon will be prepared on road safety alone. UNICEF has been supplied with some basic guidelines on road safety education and priority messages for inclusion in materials on other issues (see Appendix F).

3.5 Quarterly Newsletter

3.5.1 A newsletter can be a good way of disseminating information about road safety. It can also assist in the co-ordination function of the NRSC Secretariat by featuring articles about activities undertaken by various projects or other agencies.

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3.5.2 It had been intended that the first edition of what would, hopefully, have become a quarterly newsletter be produced. However, changes to the focus of the road safety inputs as a whole meant that this activity had to be postponed.

3.6 Road Safety Education Pilot Project

3.6.1 The consensus of opinion of those consulted is that the best way to introduce materials into schools is as supplementary teaching materials through the NCTB. The previous pilot project of the materials was undertaken in Gazipur, however, it was suggested that it would not be possible to re-start this until March/April 2000. In the meantime, the work sheets have been re-translated, by the local education and publicity advisor, to make the language more appropriate and to clarify points that were previously queried.

3.6.2 It is generally accepted that inclusion of road safety in a country’s national curriculum is the best way to ensure that children are incrementally taught appropriate safe behaviour. However, in Bangladesh there is a danger of the curriculum being overloaded with various health and social issues. The best way to improve road safety education is, therefore, to develop supplementary teaching materials that support the core subjects and core competencies of the existing curriculum.

3.6.3 An earlier version of the IDC worksheets has been sent to the NCTB for their consideration and eventual inclusion in supplementary materials if appropriate. In due course, the re-translated version will need to be sent to NCTB. They should also be sent to Tangail District who had started using the previous materials.

3.7 Future Publicity Campaigns and Promotional Activity

3.7.1 The TOR required the consultant to develop a list of potential publicity campaigns for future implementation. A long list of suggestions has been prepared and is included as Appendix G. The suggested messages are based on a combination of crash and casualty data, observation during several visits to Bangladesh, opinions of the local consultant and experience.

3.7.2 It is recommended that, initially, at least one new national campaign per year be developed and implemented, depending on availability of funding. Ideally it should focus on pedestrian safety to ensure that this major casualty problem is systematically tackled. The target group and campaign message can change, but with the overall aim of reducing pedestrian casualties. As more funds and technical capability become available, this could be increased to two campaigns per year, with a second topic being targeted.

3.7.3 Based on the national data available, the second campaign should be aimed at bus crashes and casualties, especially focussing on rural areas. In Dhaka, the second priority is rickshaws.

3.7.4 Evaluation of future campaigns is strongly recommended to ensure that lessons are learnt from each campaign. If sponsorship is secured, this should include additional funds for evaluation, where possible.

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3.7.5 Good practice included in previous IDC reports on publicity2 should be followed to ensure best value for money and a consistent approach. It is recommended that an advertising agency be appointed where possible as this often results in a better (more effective) product.

3.7.6 In addition to organised national publicity campaigns, co-ordinated and organised by the Road Safety Secretariat (RSS), District Road Safety Councils need to identify their own casualty problems and develop local publicity accordingly. To reduce duplication of effort, it is essential that DRSCs keep the RSS informed of their activities.

3.7.7 Formal organised publicity campaigns can be supplemented by other promotional activity on an ad hoc basis, including but not limited to: · press releases; · articles in newspapers, journals and magazines; · seminars and workshops; · production of the quarterly newsletter (see 3.5); · safety aids (such as the rickshaw reflectors currently being promoted by the RSS); · give-aways (such as key fobs); · promotional videos on a particular subject; or · lobbying decision makers.

3.7.8 In addition to casualty reduction aims, such activities are useful in raising general awareness of road safety and the scale of the problem in Bangladesh and can also raise the profile of the NRSC. Any materials produced, including press releases and articles, should always mention the NRSC and/or RSS to increase name recognition.

3.8 Sources of Funding

3.8.1 Due to time constraints, only one private company was approached with a view to sponsoring the publicity campaign. Also, the Community Road Safety Initiatives Project (World Bank) was investigating the possibility of setting up a road safety fund. There was a danger of duplication of effort if both projects approached the private sector.

3.8.2 Considerably more investment needs to be made in road safety publicity and education so that there is a continuous stream of ongoing advice, information and education available to road users in Bangladesh. The activities of the proposed Road Safety Board and the newly staffed RSS should assist this aspect in future years. Increasing the visibility of the RSS as the organisation with main responsibility for road safety will help.

3.8.3 Apart from considerably greater investment in this sector by government organisations, the goodwill and corporate responsibility of the private sector should be harnessed by getting them, where possible, to sponsor specific campaigns and road safety education initiatives. This could include sponsorship of production of

2 Road Safety Publicity in Bangladesh: Final Report. IDC2, 1998

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training/teaching materials, sponsorship of printing and distribution of documents and implementation of publicity campaigns.

3.8.4 In other countries the private sector (e.g. banks, insurance companies, manufacturers and distributors) are often willing to invest large sums in road safety as part of their corporate responsibility and/or marketing and public relations activity. There is already some interest in Bangladesh and, once full-time technical staff are appointed to the RSS, one of their functions should be to raise funds through sponsorship.

3.9 Education and Publicity Sector Plan

3.9.1 In developing a revised National Road Safety Strategic Action Plan, comments during consultations on this, and previous inputs, have been taken in to account. It had been intended to convene a Technical Advisory Group, however, there was little support for this approach. Instead, the preferred approach appears to be for the consultant to prepare recommendations that can then be reviewed by local specialists. In addition, this would allow a consistent approach to other sector inputs.

3.9.2 The activities included in the previous Plan (July 1997 to June 1999) were, on the whole, broad and non-specific. Many of the actions have been carried out, although this has often been the result of expatriate inputs through IDC rather than by the local organisations mentioned in the plan. This limits the degree of ownership that is possible. Activities have also, on the whole, been carried out later than had been planned.

3.9.3 Table 1 shows the current status of the actions included in the previous plan. No formal monitoring system has been applied, and this is a subjective assessment, but is only used as an indication of how progress has been achieved to date. This also gives a basis for development of the next action plan for this sector.

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Table 1: National Road Safety Strategic Action Plan, July 1997 – June 1999: Action on Education and Publicity

Children’s Traffic Education Minimum Output By Date Status Comments An education programme has been designed, e.g. in terms of suggested inputs to the Design education MoE Sept Partly programme BRTA 1997 achieved environment curriculum. Draft worksheets for teachers were piloted under the IDC project. The programme has not been implemented. Some materials have been procured from Procure training MoE Mar Partly India as examples that it may be possible to adapt in the future. Training materials have materials NGO 1998 achieved also been developed by other projects, e.g. Tangail TIDP. Several teachers were trained in 1998 as part Start training of MoE Mar Complete of the introduction of pilot education teachers NGO 1998 materials. The pilot education materials were piloted under the IDC project. Further implementation was planned in late 1999, but Implement June In- general advice was that it was not possible MoE programme 1998 complete until March 2000. The process for development/approval of supplementary teaching materials is longer than the plan period.

Publicity Campaigns Minimum Output By Date Status Comments Design publicity NGO July Complete Review of crash and casualty data confirmed campaign to BRTA 1997 that pedestrians are a problem in Bangladesh. educate and Police A local advertising agency was appointed to improve awareness develop a campaign. of pedestrians and other road users Arrange funding BRTA Sept Complete Limited funding was secured for the NGO 1997 campaign. Future funding for publicity and other activities, through a road safety fund was being investigated by CRSIP project. Implement NGO Dec Complete The NRSC Secretariat was responsible for campaign MOI 1997 implementing the campaign, in consultation Police with BRTA. The assistance of the Traffic BRTA Police in an advisory role was also requested.

3.10 Revised National Road Safety Strategic Action Plan

3.10.1 The revised draft Action Plan for education and publicity is included in Appendix H. This is more detailed than the previous plan and is designed to assist the executing agencies by providing more guidance than in the earlier edition. It is suggested that an appropriate Technical Working Group be formed to discuss the plan prior to finalisation and adoption of the plan by the Government.

3.10.2 Although some initial technical assistance is suggested within the plan period, this is intended to develop local capability such that there is no further need for long term expatriate inputs. The aim is for sustainable, local road safety provision. However, at

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present there is limited technical capability within Bangladesh. Specific education and publicity activities specified within the plan would be used as demonstration projects to give training to locally appointed RSS staff.

4 THE WAY FORWARD

4.1 Introduction

4.1.1 In this section, the activities included in the draft Action Plan are discussed in more detail. The intention is to give some of the reasoning behind the suggested activities and to indicate how they can be achieved.

4.1.2 Any provision of road safety supplementary materials must go through the Ministry of Education (MoE). It had been suggested previously that the best approach is for the Chairman of BRTA to write to the Minister of Education requesting that road safety input in the curriculum be revised in the next revision cycle. The meetings that have been held with various individuals in the education sector on this visit have reinforced this. This is now a matter of urgency.

4.2 Formal Education

Include appropriate road safety education in primary curriculum supplementary materials

4.2.1 The amount of road safety in the curriculum does not have to, and in reality, cannot increase. However, the existing road safety lesson needs to be further reviewed to ensure that it is appropriate to the age group and that it focuses on crossing skills. The current lesson places too much emphasis on the knowledge of traffic signs. The best approach will be to develop supplementary teaching materials that are then passed to the NCTB for comment and adoption.

Include road safety education in secondary curriculum supplementary materials

4.2.2 It is reported that there is currently no provision for road safety in the secondary curriculum. Again, the overloading of the curriculum suggests that the best approach is to develop supplementary teaching materials. These could support existing curricular areas.

In-service teacher training programme

4.2.3 Once supplementary teaching materials have been developed and approved by NCTB, it is recommended that a programme of in-service teacher training seminars be commenced. There are various existing programmes in existence that it may be possible to link road safety with, rather than developing a new scheme. A sustainable option for the formal education system would be to link into an established programme of in-service teacher training, such as sub-cluster training, organised by the MoE.

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present there is limited technical capability within Bangladesh. Specific education and publicity activities specified within the plan would be used as demonstration projects to give training to locally appointed RSS staff.

4 THE WAY FORWARD

4.1 Introduction

4.1.1 In this section, the activities included in the draft Action Plan are discussed in more detail. The intention is to give some of the reasoning behind the suggested activities and to indicate how they can be achieved.

4.1.2 Any provision of road safety supplementary materials must go through the Ministry of Education (MoE). It had been suggested previously that the best approach is for the Chairman of BRTA to write to the Minister of Education requesting that road safety input in the curriculum be revised in the next revision cycle. The meetings that have been held with various individuals in the education sector on this visit have reinforced this. This is now a matter of urgency.

4.2 Formal Education

Include appropriate road safety education in primary curriculum supplementary materials

4.2.1 The amount of road safety in the curriculum does not have to, and in reality, cannot increase. However, the existing road safety lesson needs to be further reviewed to ensure that it is appropriate to the age group and that it focuses on crossing skills. The current lesson places too much emphasis on the knowledge of traffic signs. The best approach will be to develop supplementary teaching materials that are then passed to the NCTB for comment and adoption.

Include road safety education in secondary curriculum supplementary materials

4.2.2 It is reported that there is currently no provision for road safety in the secondary curriculum. Again, the overloading of the curriculum suggests that the best approach is to develop supplementary teaching materials. These could support existing curricular areas.

In-service teacher training programme

4.2.3 Once supplementary teaching materials have been developed and approved by NCTB, it is recommended that a programme of in-service teacher training seminars be commenced. There are various existing programmes in existence that it may be possible to link road safety with, rather than developing a new scheme. A sustainable option for the formal education system would be to link into an established programme of in-service teacher training, such as sub-cluster training, organised by the MoE.

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Initial teacher training at PTIs

4.2.4 Initial teacher training in road safety can be achieved through the Primary Training Institutes (PTIs). The system in Bangladesh is such that once the national curriculum is changed (and it is understood that this is also the case when there are changes to supplementary teaching materials) the teacher training curriculum automatically follows.

4.3 Non Formal Education

Road safety included in non formal curricula

4.3.1 The Directorate of Non Formal Education (DNFE) has already included a chapter on road safety in their textbook for slum children and Hard to Reach programme (which they say is as a direct result of the IDC project). This needs to be reviewed, and other opportunities for inclusion identified. As with the formal education sector, the best approach may be to develop supplementary materials.

4.4 Materials

NRSC worksheets finalised/distributed

4.4.1 The worksheets that were developed under IDC2 have been re-translated to ensure that the language used is more appropriate. In order to finalise and distribute them, it is necessary to obtain NCTB approval. This procedure should be started as soon as possible. In the meantime, indications are that it may be possible to pilot the amended materials in the field early in the new year.

NFE flip chart developed and distributed

4.4.2 One possibility that has been discussed previously with the DNFE is the development of a flip chart or other materials for use with adult literacy and other community programmes. The actual work could be undertaken by an NGO, but the RSS must coordinate with the DNFE to ensure that the flip chart also meets their needs.

Child-to-Child sheet translated/distributed

4.4.3 Some organisations within Bangladesh use the Child-to-Child programme to disseminate health messages. There is already a Child-to-Child activity sheet on road safety that could easily be translated from English to Bangla and modified slightly to make it more appropriate to Bangladesh. This would allow immediate inclusion of road safety into an existing, albeit not yet widespread, scheme.

Additional materials developed

4.4.4 It may be possible to adapt teaching materials in the short term from other countries (bearing in mind cultural differences). In the longer term, it will be necessary to develop and produce new materials, based on needs. This will generally be where there is a gap in provision that is not covered by other organisations or projects.

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4.5 Community Programmes

Include road safety in adult literacy programmes

4.5.1 The benefit of including road safety within existing adult literacy programmes is that it ensures best use of limited resources. There is additional benefit as it gives an opportunity to disseminate safety messages to parents - a group that is often difficult to access.

Community theatre production

4.5.2 Theatre has been used successfully in many countries to promote road safety. Bangladesh has a tradition of drama and puppetry and this can be used as a medium for getting road safety messages to appropriate groups. This approach is particularly useful to target community groups (especially where literacy rates are low). However, productions should be used as part of a wider programme rather than as a stand-alone activity to maximise the benefits. It is essential that they focus on one topic and do not try to cover too many road user groups or behaviours.

Talks to relevant groups

4.5.3 Research suggests that one-off talks are not effective alone in changing road user behaviour. However, there is a place for giving talks to interested groups in order to raise awareness of road safety issues and to encourage them to undertake their own programme of activities. Talks to community organisations, such as the Lions or the Rotary Club can be useful as often their members are in a position to influence the safety culture of their own companies.

4.6 Publicity

Press releases – general awareness raising

4.6.1 Press releases are a simple way to increase public awareness of road safety. They can cover crash and casualty data, NRSC/RSS activities and particular issues of concern. In Bangladesh the system of releasing press releases is particularly easy and effective as the RSS simply have to send a press release to the Press Information Department (PID) of the Ministry of Communications. PID then distribute the information to the media.

New national campaigns (minimum 1 per year)

4.6.2 At least one new national campaign should be organised annually. The RSS should coordinate the campaign and can be involved in development, but should contract out the production of materials either to an NGO or to an advertising agency. For the next, say, five years, it is recommended that the campaigns target pedestrians or bus occupants. However, data will need to be reviewed to determine whether these are still the priority areas. Data should also be used to determine the target groups.

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Repeat national campaigns (1 per year)

4.6.3 The most expensive part of producing a campaign is the development of materials. Once a master copy is available, reproduction of campaign materials can be achieved at relatively low cost. It is therefore recommended that the same, or at least the most successful, campaigns are repeated. Depending on funding available, they could either all be repeated every year, or by rotation. This would be a cost-effective way of increasing the amount of publicity undertaken.

Local publicity campaigns

4.6.4 As well as national publicity campaigns, there is a need to develop local campaigns, based on local crash and casualty data and needs. These should be coordinated or developed by the District Road Safety Committees, but with guidance from the RSS. The RSS need to be aware of local campaigns so that information and campaign materials can be shared to avoid duplication of effort.

4.7 Training of Secretariat Staff

In-service training

4.7.1 If technical assistance to the RSS is forthcoming, from whichever source, the foreign consultants should be encouraged to undertake training of local staff. Project activities can be used as demonstration projects. Best practice in education and publicity must be followed to ensure that local staff are aware of the main issues.

Overseas training (course + placement)

4.7.2 There are various options for overseas training. For example, possibilities exist in the UK for attendance at a two-week training course combined with placement at a local authority road safety section. This would give the delegates broader experience of road safety practices in a developed country. There are many Bangladeshi communities in the UK and some of the road safety sections serving these communities have offered placements.

5 CONCLUSIONS

5.1.1 There is great scope for improving road safety education and publicity, and the functions of the RSS, in both the short and the long term. Ideally, momentum from activities undertaken during IDC2 and IDC3 should not be lost. The newly appointed Government staff to RSS will, however, require training to ensure that they are capable of meeting the road safety challenge, especially in the initial period.

6 REFERENCES

Dhaka Metropolitan Police: Traffic Accident Analysis Annual Report 1998

IDC2 (1998) Children’s Traffic Education in Bangladesh: Final Report

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Repeat national campaigns (1 per year)

4.6.3 The most expensive part of producing a campaign is the development of materials. Once a master copy is available, reproduction of campaign materials can be achieved at relatively low cost. It is therefore recommended that the same, or at least the most successful, campaigns are repeated. Depending on funding available, they could either all be repeated every year, or by rotation. This would be a cost-effective way of increasing the amount of publicity undertaken.

Local publicity campaigns

4.6.4 As well as national publicity campaigns, there is a need to develop local campaigns, based on local crash and casualty data and needs. These should be coordinated or developed by the District Road Safety Committees, but with guidance from the RSS. The RSS need to be aware of local campaigns so that information and campaign materials can be shared to avoid duplication of effort.

4.7 Training of Secretariat Staff

In-service training

4.7.1 If technical assistance to the RSS is forthcoming, from whichever source, the foreign consultants should be encouraged to undertake training of local staff. Project activities can be used as demonstration projects. Best practice in education and publicity must be followed to ensure that local staff are aware of the main issues.

Overseas training (course + placement)

4.7.2 There are various options for overseas training. For example, possibilities exist in the UK for attendance at a two-week training course combined with placement at a local authority road safety section. This would give the delegates broader experience of road safety practices in a developed country. There are many Bangladeshi communities in the UK and some of the road safety sections serving these communities have offered placements.

5 CONCLUSIONS

5.1.1 There is great scope for improving road safety education and publicity, and the functions of the RSS, in both the short and the long term. Ideally, momentum from activities undertaken during IDC2 and IDC3 should not be lost. The newly appointed Government staff to RSS will, however, require training to ensure that they are capable of meeting the road safety challenge, especially in the initial period.

6 REFERENCES

Dhaka Metropolitan Police: Traffic Accident Analysis Annual Report 1998

IDC2 (1998) Children’s Traffic Education in Bangladesh: Final Report

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Repeat national campaigns (1 per year)

4.6.3 The most expensive part of producing a campaign is the development of materials. Once a master copy is available, reproduction of campaign materials can be achieved at relatively low cost. It is therefore recommended that the same, or at least the most successful, campaigns are repeated. Depending on funding available, they could either all be repeated every year, or by rotation. This would be a cost-effective way of increasing the amount of publicity undertaken.

Local publicity campaigns

4.6.4 As well as national publicity campaigns, there is a need to develop local campaigns, based on local crash and casualty data and needs. These should be coordinated or developed by the District Road Safety Committees, but with guidance from the RSS. The RSS need to be aware of local campaigns so that information and campaign materials can be shared to avoid duplication of effort.

4.7 Training of Secretariat Staff

In-service training

4.7.1 If technical assistance to the RSS is forthcoming, from whichever source, the foreign consultants should be encouraged to undertake training of local staff. Project activities can be used as demonstration projects. Best practice in education and publicity must be followed to ensure that local staff are aware of the main issues.

Overseas training (course + placement)

4.7.2 There are various options for overseas training. For example, possibilities exist in the UK for attendance at a two-week training course combined with placement at a local authority road safety section. This would give the delegates broader experience of road safety practices in a developed country. There are many Bangladeshi communities in the UK and some of the road safety sections serving these communities have offered placements.

5 CONCLUSIONS

5.1.1 There is great scope for improving road safety education and publicity, and the functions of the RSS, in both the short and the long term. Ideally, momentum from activities undertaken during IDC2 and IDC3 should not be lost. The newly appointed Government staff to RSS will, however, require training to ensure that they are capable of meeting the road safety challenge, especially in the initial period.

6 REFERENCES

Dhaka Metropolitan Police: Traffic Accident Analysis Annual Report 1998

IDC2 (1998) Children’s Traffic Education in Bangladesh: Final Report

F:\ManagementSvcs\Idc3_DFID\06reports\07Road Safety\Road Safety CD\Education14 & Publicity\end of visit report by Education & Publicity Specialist\end of visit report by Education & Publicity Specialist.doc Appendix A

TERMS OF REFERENCE FOR EDUCATION AND PUBLICITY SPECIALIST

Position: Education and Publicity Specialist

Location: NRSC Secretariat

Report to: IDC3 Team Leader NRSC Secretariat Coordinator

Counterpart: Mr Amanullah Choudhury, Director (Engg), BRTA

Timescale: 1.5 months during IDC3

Objectives: Oversee development of programme of road safety publicity campaigns and give training and guidance on best practices in road safety education and publicity to newly recruited local education and publicity specialist

Description of Role and Tasks: 1. Assist preparation of TV/radio/film road safety publicity/education material and advise on production and broadcast matters 2. Give training to local Secretariat staff and assist with capacity building 3. Assist and promote coordination between NRSC, NGO and consultant road safety specialists 4. Assist Secretariat in production of NRSC quarterly newsletter 5. Evaluate proposal for pilot project in road safety education and advise on implementation 6. Identify road safety publicity campaigns for funding and advise on future publicity campaign programme for inclusion in NRSC stand-alone road safety project 7. Investigate and identify potential sources of funding for future public education/awareness-raising campaigns 8. Assist NRSC Education and Publicity Technical Working Group to develop 2-year Education and Publicity sector Action Plan.

Outputs: Final Report on activities, including recommendations on future road safety education and publicity activities and public awareness campaigns. Appendix B PEDESTRIAN SAFETY CAMPAIGN 1999

This appendix contains the following items:

1. Campaign brief 2. Press release (1) 3. Press release (2) – included in press pack 4. Factsheet – included in press pack 5. Photographs of materials 6. Photographs of launch NATIONAL ROAD SAFETY COUNCIL BANGLADESH PEDESTRIAN CAMPAIGN

CAMPAIGN BRIEF

Background

In 1998 over 500 people died on the roads of Dhaka. 60% of those killed were pedestrians and 36% of all casualties were pedestrians. The NRSC Secretariat therefore intend to run a low cost, but high profile publicity campaign on this issue in November/December 1999.

From the data (Dhaka Metropolitan Police: Traffic Accident Analysis Annual Report 1998) the following emerge: • there is no effect of month, day of week or time of day; • 21 – 35 year olds are the main casualty group; • 84% of victims are male; • most pedestrian casualties were hit by a truck (24%), a bus (18%) or a minibus (16%).

Campaign Information

Target Audience: 21 – 35 male pedestrians Secondary Target: Truck/bus/minibus drivers Action: Most collisions are with pedestrians crossing the road away from junctions Observed behaviours: Pedestrians Run across road Cross anywhere (including roundabouts) Stand in the road Walk on road Walk on both sides (back to traffic) Do not observe traffic Drivers: Don’t see pedestrians Speed Importance/macho/king of road Main message: Look and listen to make sure it is safe before you cross the road Timing and Duration: Mid November 1999 for approximately 1 month Other issues: Tend to be poorer section of society; literacy rates Possible media mix: Radio; (for consideration) TV advert/filler; Cinema; Press; Leaflets/posters (minimal text); Public meetings; Drama production or puppet show.

Note: all campaign materials to include NRSC logo or tag line (“National Road Safety Council of Bangladesh – working for safer roads in Bangladesh”) to raise general awareness of NRSC. NRSC Permanent Secretariat, BRTA, Old Airport Road, Allenbury, Dhaka. E-mail: [email protected]. Tel & Fax: 9113280 PRESS RELEASE

Date: 5 December 1999 Reference: NRSC/PR/2

FIRST NATIONAL ROAD SAFETY CAMPAIGN

Mr Anwar Hossain MP, the Minister of Communications will launch the first national road safety campaign on Tuesday 7 December. Safety messages will appear throughout December on posters, banners, TV and radio.

The Minister will launch the campaign by unveiling a banner showing the campaign message which is aimed at pedestrians throughout Bangladesh.

ENDS

The Minister will launch the campaign at BRTA headquarters at 3.30pm on Tuesday 7

December 1999. Members of the press are cordially invited to attend.

For more information, contact Patrick Gleeson, NRSC Coordinator. Tel: 9113280 NRSC Permanent Secretariat, BRTA, Old Airport Road, Allenbury, Dhaka. E-mail: [email protected] Tel & Fax : 9113280

PRESS RELEASE

Date: 7 December 1999 Reference: NRSC/PR/3

LOOK BEFORE YOU CROSS THE ROAD

In an attempt to save lives, the National Road Safety Council (NRSC) today launched their first ever national campaign. Safety messages will appear throughout December on posters, banners, BTV and Betar Radio.

Every year thousands of people are killed and injured on the roads in Bangladesh. Many of those injured are maimed for the rest of their lives. The campaign highlights the consequences of road crashes and the fact that the whole family can be affected, not just the victim. The NRSC are calling for pedestrians to look for traffic before they cross the road.

Many collisions occur when a pedestrian simply steps into the road without looking. This mistake could cost them their livelihood or even their life.

Mr Anwar Hossain MP, the Minister of Communications launched the campaign at BRTA headquarters by unveiling the banner.

The campaign has been developed through the ongoing IDC project which is funded by the

UK Department for International Development.

ENDS NRSC Permanent Secretariat, BRTA, Old Airport Road, Allenbury, Dhaka. E-mail: [email protected]. Tel & Fax: 9113280

PEDESTRIAN SAFETY FACT SHEET

Over half of the people killed on roads throughout Bangladesh are pedestrians.

From 1998 national data (provisional), the following were found:

• One third of casualties (33%) are pedestrians, followed by 14% bus occupants and 8% baby taxi occupants; • 51% of fatalities in Bangladesh are pedestrians; • Of the pedestrian casualties, 76% are male; • 28% of pedestrian casualties are aged between 21 and 35; • A further 28% of pedestrian casualties are children aged between 0 and 15; and • 54% of pedestrian casualties (61% of pedestrian fatalities) involve a collision with a heavy truck or bus.

As well as looking right and left before crossing the road, pedestrians can keep themselves and their families safe by following these simple rules:

☺ Walk along the right hand side of the road so that you are facing oncoming traffic, especially if there is no footpath; ☺ Hold hands with young children to stop them running into the road; ☺ Teach children to “stop, look and listen” before crossing the road; ☺ Use overbridges and subways when they are available as this is safer than crossing a road; ☺ When trying to cross a road wait on the footpath or at the edge of the road; ☺ Do not run across the road; ☺ Wear something light coloured at night so that drivers can see you.

For more information about the campaign or pedestrian safety, contact:

Patrick Gleeson, Coordinator, NRSC Secretariat, BRTA, Allenbury, Old Airport Road, Tejgaon, Dhaka. Tel: 9113280. E-mail: [email protected] CAMPAIGN MATERIALS (Posters) CAMPAIGN MATERIALS (Banner) PHOTOGRAPHS OF LAUNCH

Launch of Pedestrian Road Safety Campaign by Mr Anwar Hossain MP, the Minister of Communications at BRTA. Tuesday 7 December 1999. NRSC Secretariat Road Safety Education Specialist, Dr Zohora Shamim being interviewed prior to launch. Appendix C

TRAINING OPTIONS FOR NRSC SECRETARIAT STAFF IN EDUCATION AND PUBLICITY

In the earlier IDC project report on Road Safety Education in Bangladesh, several options for training Secretariat staff responsible for education and publicity were presented. As part of the current input of TA by the Road Safety Education and Publicity Advisor, these have been reviewed. These recommendations are concerned only with training opportunities in the next one to two years.

It is recommended that a combination of overseas and in-service training is most appropriate in Bangladesh.

Both the proposed manager and any local technical staff would benefit from a structured training programme, comprising of two main phases:

Phase 1: In-service training through TA

This relies to a great extent on longer term inputs of a specialist consultant and sufficient funds for implementation. The latter allows theoretical training exercises to be followed through and gives opportunities for technology transfer via demonstration and pilot projects, while also ensuring that activity continues under the NRSC.

During this phase the basics of road safety education/publicity provision would be taught through regular in-house training workshops and shadowing of the specialist consultant.

Phase 2: Short course in the UK

The British Institute for Traffic Education and Research (BITER) run an approved one-week course for new entrants to road safety in the UK. This course would be of benefit to all professional staff working in the Secretariat, including the Manager, as although it is primarily designed for the UK, the principles of RSE are the same. The BITER course includes:

· The role of the Road Safety Professional; · Education and Publicity; · Introduction to Accident Investigation; · Working with Groups; · Enforcement; and · Integrated Approach.

Delegates are generally expected to have some experience of road safety prior to joining the course.

Timing: Dates for the course in the year 2000 are 2 – 7 April and 17 – 22 September 2000. Cost: £934.00 excl. VAT + air fare + return rail fare from London to Birmingham. Appendix D

PERSONS AND ORGANISATIONS CONSULTED

BANGLADESH BETAR RADIO M I Chowdhury, Director General

BANGLADESH ROAD TRANSPORT AUTHORITY (BRTA) Md Amanullah Choudhury, Director (Engineering) Md Abdur Rab, Assistant Director (Engineering)

BANGLADESH SCOUTS Habibul Alam, National Commissioner (Programme) Md Rafiqul Islam Khan, Deputy National Commissioner (Programme) Md Abul Husain Sikder, Acting Executive Secretary Nizam Ahmed (BUET) – Scout Leader

CAMPE Tapon Kumar Das Anita Zeenat Zahan

COMMUNITY ROAD SAFETY INITIATIVES PROJECT (World Bank) Naheed Mustafa Ahmed, (ActionAid Bangladesh) Leif Ellevset Michael Gould Jude de Vera Julie Viloria

DHAKA METROPOLITAN POLICE Md Mukbul Hossain Bhuiyan, Deputy Commissioner, Traffic

DEPARTMENT OF PRIMARY EDUCATION Chris Cumming, ESTEEM Project FK Chowdhury, ESTEEM Project Aluddin Ahmad, IDEAL Project Director

DEPARTMENT OF MASS COMMUNICATION Abdur Rahman, Director General

DFID Teri Kelly, First Secretary, Senior Education Advisor

IMCT Murtaza Ahmed Babu, Co-ordinator, NGO Network on Road Safety Zebun Naher Khan Poli, Co-ordinator Appendix E UNICEF: FACTS FOR LIFE

SUGGESTED CHAPTER ON ROAD SAFETY

What every family and community has a right to know

Road Safety

NOTE TO COMMUNICATORS

It is estimated that at least 5,000 people are killed in road traffic crashes every year in Bangladesh. However, the level of under-reporting means that the problem may actually be much worse. It is also estimated that around 40,000 people are injured. Some will be disabled for the rest of their lives.

The four prime messages in this chapter can help to prevent these tragedies.

Teaching children about road safety from an early age can help to develop good road safety knowledge and behaviour, and can save lives. It is a long term strategy as we need to change attitudes.

It is essential that parents, older brothers, sisters and others who take care of children know what they need to do to prevent children from being involved in a road crash. Very young children need to be protected. As they grow older and become more independent they need to be taught safe road user behaviour.

Many of the adults who are killed or injured are young men, which has serious implications for their wife, children and extended family.

PRIME MESSAGES

1. Road crashes are often avoidable. Research shows that human error plays a part in around 95% of road crashes.

2. Very young children need to be protected. They do not have the skills required to be safe on the road and should not be allowed out alone.

3. By teaching road safety to children, we can prepare them for the future and help to develop positive, safe attitudes that will reduce the number of people killed or injured in years to come.

4. Everyone in the community has a responsibility to teach road safety to children.

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DRAFT PUBLICITY PROGRAMME

There is a need to develop sustained, well planned road safety publicity campaigns for the general public that focus on behavioural changes. It is essential that such campaigns are data- led, i.e. relevant data should be used to determine the subject of publicity and also the target group. One obvious data source that can be used for campaign planning is crash and casualty data.

In Bangladesh adequate national data is becoming more readily available. The MAAP database, which has been introduced to Bangladesh, allows appropriate data to be used by road safety practitioners.

To be more effective in changing some of the more ingrained road user behaviours, it has been found that publicity measures work better when combined with increased enforcement activity. In addition, engineering remedial schemes implemented should be publicised.

The level of literacy of the target audience will affect both the choice of media, and the eventual design of materials. In Bangladesh, literacy rates are low, especially in some rural areas.

It is also necessary, whenever possible, to evaluate the campaign in terms of whether it has been effective in changing the targeted behaviour, but also whether the materials have been remembered, and whether they were placed for optimum exposure to the target audience. The evaluation can, and should, be used to improve future campaigns.

Previous IDC project reports1 have detailed the design and evaluation of publicity campaigns to raise public awareness and, ultimately, to change behaviour and reduce the number of casualties.

The following is a long list (but not exhaustive) of possible campaign messages, based on data available, general observations and on experience. Pedestrians are a priority area, especially in urban areas, due to the high number of casualties. In rural areas speeding trucks and buses are reported to be a crash problem. Suggestions for messages are given, but these need to be further developed as part of campaign planning and design. Those messages that are considered, at this stage, to be priority areas of concern are marked.

The National Road Safety Council Secretariat (or similar) have overall responsibility for the road safety publicity programme in Bangladesh, either co-ordinating inputs from others, or through direct provision. The publicity programme needs to be reviewed annually, based on data (i.e. initially publicity should be used where there is a crash and casualty problem, rather than a perceived problem).

It is recommended that at least one major campaigns be implemented annually. For the initial period of activity, say five years, one national campaign should target pedestrian safety. Road safety publicity is a long term intervention and behavioural change can only result from

1 IDC 2 (1998) Road Safety Publicity in Bangladesh: Final Report sustained campaigns, supported by engineering or enforcement. The message and target group can change for each campaign, but this will allow previous messages to be built upon.

Other messages and priority areas can be targeted through the media as a general awareness raising exercise, or through lobbying decision makers.

ROAD BASIC MESSAGE COMMENTS PRIORITY USER GROUP Pedestrians Stop, look, listen before crossing the road
Do not run across the road Walk on the footpath when you can Urban, but often no paths are in use by hawkers Walk facing oncoming traffic Rural and urban
Do not stand in the road Use footbridges/subways Urban Cross at police controlled junctions Often traffic does stop, so easier to cross Walk at the side of the road Rural areas
Wear something light coloured at night
Children Stay away from the road Hold hands with an adult when crossing Play away from busy roads Teach children to stop, look, listen
Parents – set a good example Do not run into the road
Keep younger children away from the road Aimed at older siblings Rickshaws Always ride on the left Red reflector on the back, white on the front Do not take drugs and drive
Look and signal before turning
Make sure your brakes work Always stop at red traffic lights Baby Taxis Make sure your brakes work Ensure lights are clean and working General vehicle maintenance Signal before turning Always stop at red traffic lights Passengers get out at side of road (i.e. left) Truck Do not drink and drive Target at border crossings
Drivers Drive less hours – tiredness can kill Target owners and unions
Only overtake when there is nothing coming Mainly rural
Use lights at night and in the rains Watch out for pedestrians
Slow down – don’t speed Mainly rural
Slow down through villages Rural Always stop at red traffic lights Bus Drivers Do not let people sit on the roof and Do not overload with passengers passengers Drive less hours – tiredness can kill Target owners and unions
Only overtake when there is nothing coming Mainly rural
Use lights at night and in the rains Bus Drivers Watch out for pedestrians
and Slow down – don’t speed Mainly rural
passengers Slow down through villages Rural (cont.) Always stop at red traffic lights Passengers - do not sit on the roof ROAD BASIC MESSAGE COMMENTS PRIORITY USER GROUP Car Drivers Slow down – don’t speed Mainly rural
Watch out for pedestrians Only overtake when there is nothing coming Mainly rural Always wear seatbelts when they are fitted Drivers/front seat passengers
Always wear seatbelts when they are fitted Rear seat passengers Sit children in the back not in the front Use special seats for children Look and signal before turning Always stop at red traffic lights Motorcycles Always wear a motorcycle helmet
Make sure your helmet is fastened Only carry one passenger Look and signal before turning Slow down – do not speed General Do not block footpaths Do not park on footpaths – they are for Target through shops/offices pedestrians Driving rules Based on violations Publicise the number of crashes/casualties Raise awareness of problem
Publicity about engineering measures
Publicity in support of enforcement

Appendix H

NATIONAL ROAD SAFETY STRATEGIC ACTION PLAN UPDATE

EDUCATION AND PUBLICITY

Draft

Problem

To develop safe road user behaviour, children need to be taught skills rather than focusing simply on rules, regulations and knowledge of traffic signs. To be effective, road safety education requires a clear structure within a recognised curriculum with a planned, sustained and coherent programme of learning, based on sound educational principles. This is still not the case in Bangladesh.

In terms of road safety publicity for the general public, there is little activity. There is a need to develop a long term data-led publicity strategy with adequate funding or sponsorship.

Road safety education is a long term intervention, aimed at developing positive attitudes in children such that they become safer road users in the future. Publicity is an indispensable part of any nation’s road safety strategy. It is most effective when used in combination with engineering and enforcement initiatives.

Objective

To implement road safety education and publicity programmes in order to improve the knowledge, attitudes and behaviour of all road users, through a combination of formal education, non-formal education, adult programmes and mass communication.

Progress

Since the publication of the Road Safety Action Plan (1997 – 1999), there has been a great deal of activity in this sector. Some of this is the result of donor agencies including education and publicity in road schemes and additional initiatives have been developed and implemented by local organisations. In addition, the Global Road Safety Partnership have begun implementation of a Community Road Safety Improvement Project as one of its focus projects.

Recent activities include:

· CAMPE devoted one issue of their newsletter entirely to road safety education; · The Directorate of Non Formal Education (DNFE) have included a chapter in their text book for slum children and the Hard to Reach Programme; · LGED in Tangail have developed a road safety book for children, produced by CAMPE; · CAMPE have developed their own action plan for road safety for their member NGOs; · Bangladesh Betar Radio have offered free air time to BRTA; · NRSC Secretariat have appointed a local education and publicity advisor; · A major road safety campaign, targeting pedestrians, has been developed by the NRSC. Action on Education and Publicity

Further and sustained activity in this area is required. There is still a need to develop supplementary road safety in line with the national curriculum. In addition hard-to-reach and children dropping out of the formal education system must be targeted through non-formal education, NGOs and other organisations. This requires development and production of teaching materials and trained teachers. Advice also needs to be given to the general public via targeted publicity campaigns. Other essential activities required include community education programmes and general awareness raising.

Suggested Plan of Activity

Formal Education Minimum Output Organisations Training Equipment TA Timing required required required 1. Include appropriate road safety education in primary curriculum PMED By end supplementary materials NCTB 3 2004 RSS 2. Include road safety education in secondary curriculum DSE? By end supplementary materials NCTB 3 2004 RSS 3. In-service teacher training programme MOE 3 3 3 Ongoing from end of 2000 4. Initial teacher training at PTIs MOE 3 3 3 Ongoing PTIs from 2001 Non Formal Education Minimum Output Organisations Training Equipment TA Timing required required required 1. Road safety included in non formal curricula DNFE By end NGOs 3 3 3 2004 2. NGO training programme for teachers DNFE 2000 – NGOs 3 3 3 2001 Materials Minimum Output Organisations Training Equipment TA Timing required required required 1. NRSC worksheets finalised/distributed RSS By end DEOs 3 3 3 2001 NGOs 2. NFE flip chart developed and distributed DNFE 3 By end NGOs 2000 RSS 3. Child-to-Child sheet translated/distributed NCTB 3 By end NGOs 2000 4. Additional materials developed RSS 2000 - NGOs 3 3 3 2003 DNFE NCTB Community Programmes Minimum Output Organisations Training Equipment TA Timing required required required 1. Include road safety in adult literacy programmes DNFE By end NGOs 3 3 3 2002 2. Community theatre production RSS By end NGOs 3 3 2001 3. GRSP Community Road Safety Improvement Project DRSC RSS NGOs 4. Talks to relevant groups RSS Ongoing DRSC 3 3 3 from mid 2000 Publicity Minimum Output Organisations Training Equipment TA Timing required required required 1. Press releases – general awareness raising RSS 3 3 Ongoing Police 2. New national campaigns (minimum 1 per year) RSS/NRSC 3 3 3 Annual DRSC 3. Repeat national campaigns (1 per year) RSS/NRSC 3 Annual DRSC 4. Local publicity campaigns DRSC 3 3 3 Annual Training of NRSC Staff Minimum Output Organisations Training Equipment TA Timing required required required 1. In-service training RSS 3 3 2000 - 2001 2. Overseas training (course + placement) BITER 3 April UK Local 2000 Authority

Key: BITER: British Institute of Traffic Education Research DEO: District Education Officer DNFE: Directorate of Non Formal Education DRSC: District Road Safety Committee DSE Directorate of Secondary Education MOE: Ministry of Education NCTB: National Curriculum Textbook Board NGO: Non Governmental Organisation NRSC: National Road Safety Council PMED: Primary and Mass Education Directorate, Ministry of Education PTI: Primary Training Institute RSS: Road Safety Secretariat GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND RAILWAYS DIVISION

SECOND ROAD REHABILITATION AND MAINTENANCE PROJECT

INSTITUTIONAL DEVELOPMENT COMPONENT

Draft Report on Road Safety Publicity in Bangladesh

June 1998 TABLE OF CONTENTS

EXECUTIVE SUMMARY

1 INTRODUCTION

2 TERMS OF REFERENCE 2.1 Comments on TOR

3 REVIEW OF EXISTING SITUATION 3.1 Road safety 3.1.1 Accident data and vehicle growth 3.1.2 An outsiders view 3.1.3 An insiders view

3.2 Publicity activity 3.2.1 General situation 3.2.2 Traffic Police 3.2.3 Dhaka City Council 3.2.4 Roads and Highways Department 3.2.5 Bangladesh Television 3.2.6 Bangladesh Radio 3.2.7 Non-Governmental Organisations

4 THE WAY FORWARD: RECOMMENDATIONS 4.1 General comments 4.2 Administration: role of NRSC 4.3 Short term actions required 4.3.1 Expansion of NRSC Secretariat 4.3.2 Establish Publicity Action Group Steering Committee 4.3.3. Establish Publicity Action Group 4.3.4 Terms of reference for Publicity Action Group 4.3.5 Preliminary market research 4.4 Continuing the process: long term actions 4.4.1 Conducting campaigns: long term timetable 4.4.2 Specialist input 4.4.3 Liaison with other bodies 4.4.4 Funding 4.4.5 Co-ordinated with other sectors 4.4.6 Targets, monitoring and evaluation 4.4.7 Priorities for campaigns 4.4.8 Long term campaign time-table 4.4.9 Good practice guidelines for Bangladesh

5 SUMMARY OF RECOMMENDATIONS

ANNEXES A: MESSAGES USED BY POLICE IN RECENT TRAFFIC WEEK B: TRAINING OPPORTUNITIES C: MARKET RESEARCH AGENCY WITH ROAD SAFETY EXPERIENCE D: MANUAL FOR CONDUCTING EFFECTIVE ROAD SAFETY CAMPAIGNS IN BANGLADESH D: MANUAL ON CONDUCTING EFFECTIVE ROAD SAFETY CAMPAIGNS IN BANGLADESH Executive Summary

Bangladesh has a serious road safety problem; and the available evidence suggests it is getting worse. In order to tackle this growing problem there is an urgent need for a concerted, sustained and wide ranging programme of safety initiatives. While it is clear that countermeasures are necessary in a number of different areas, road user behaviour is known to play a major role in any safety problem. There are a number of different ways of improving road user behaviour, for example by means of training, engineering and enforcement. However, it is widely recognised that in many developing countries many accidents are caused by a general lack of knowledge of the traffic regulations together with behaviour that would be widely be considered to be dangerous in many developed (and safer) countries. In order to help tackle this problem a publicity and education programme will be required.

To date there has been very little road safety publicity and education conducted in Bangladesh and most of that conducted, typically initiated by the Traffic Police, has been short term, localised and inadequate to bring about a major change in road user’s behaviour. Accident rates are still rising - although so are exposure factors such as vehicle numbers and kilometres driven..

The National Road Safety Strategic Action Plan identifies a number of key sectors to improve safety. One of these is to initiate a long term programme of education and publicity designed to improve road user knowledge, attitudes and behaviour. This is to be initiated and co-ordinated by a Permanent Secretariat, which is likely to be supported by both government ministries and non-governmental agencies as required.

It is likely that sponsorship and aid funding will be required to support this programme, although in the past Bangladesh has made good use of ‘public service broadcasting’ in bringing about change; and steps need to be taken to add road safety to the list of social issues (e.g. health, conservation and family planning) that have been targeted by mass media communication in the past.

This report reviews the current situation with respect to road safety publicity and gives proposals, both short and long term, as to how such a programme could be achieved:

The main recommendations are:

Within the recently activated NSRC Secretariat provide someone with both road safety and mass communication experience who will be required to assist the Secretariat to co-ordinate and manage the publicity sector of the plan. The same individual might undertake a similar role for the education sector of the programme.

Constitute a small Publicity Action Group who would assist the Secretariat in carrying out the long term programme. Within this Action Group would be a smaller Steering Committee who would be responsible for motivating and driving forward the groups actions and would be responsible for the Groups overall size and membership. The Steering Committee could act as a ‘fast stream’ decision making process within the Group to take decisions on campaign materials or proposals submitted by Non-Governmental Organisations (NGO).

The NRSC Secretariat should contain a Press Secretary (or Public Relations specialist) whose task will be to maintain a high public profile for road safety and the Secretariats activities.

The NRSC Secretariat and Publicity Action Group will together be responsible for managing, planning, conducting and monitoring a long term education and publicity programme based on ‘good practice’ - as described in the ‘campaign manual’ included as Annex D of this report.

Their eventual aim should be to conduct a minimum of two major campaigns a year - but in the short term they will need to produce a wide variety of safety materials, bring road safety to the public’s attention and encourage the belief that individuals have a personal responsibility for ‘changing things’; the desire for change is very strong . In the short-term it may be better to encourage as much activity as possible rather than being too regimented by good practice; the process can be improved and fine tuned when there is the beginning of a recognisable process and sufficient activities are underway that efforts can be addressed to improving their, and future campaigns, effectiveness.

Local Government Institutes (LGI) are being set up with the intention of providing a regional focus for road safety activity. It is recommended that the majority of their activities are co-ordinated, although conditions in some particular regions may make it appropriate to conduct localised campaigns. However, the Secretariat should automatically be informed of any proposed activities so that they will not interfere or conflict with national efforts.

It has to be acknowledged that significant improvements in accident rates may take some time to arrive; especially if the current problem of under-reporting of accidents is corrected, which may make an improving situation appear worse! ADAB Association of Development Agencies in Bangladesh BRRL Bangladesh Road Research Laboratory BRTA Bangladesh Road Transport Authority BTV Bangladesh Television BR Bangladesh Radio CAB Consumers Association of Bangladesh CMPPE Campaign for Popular Education CRP Centre for the Rehabilitation of the Paralysed DCC Dhaka City Council DMP Dhaka Metropolitan Police GoB Government of Bangladesh IDC Institutional Development Component LDI Local Department Institute MOComm Ministry of Communication MOEd Ministry of Education MOI Ministry of Information NGO Non-Governmental Organisation NMV Non-motorised Vehicle NRSC National Road Safety Council NRSSAP National Road Safety Strategic Action Plan RHD Roads and Highways Department TRL Transport Research Laboratory RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

1 INTRODUCTION

The Institutional Development Component (IDC) of the Second Road Rehabilitation and Maintenance Project (RRMP2) in Bangladesh, which is jointly funded by the UK’s Department for International Development (DFID) and the World Bank, provided for a series of short-term road safety inputs to run alongside the longer term engineering programme.

These safety inputs were in a number of areas that included:

· Accident data analysis

· Legislation and enforcement

· Driver testing and training

· Vehicle inspection

· Accident costing

· Education (in schools), and

· Publicity.

Each of these inputs was proposed as a result of a preliminary review of road safety in Bangladesh undertaken by TRL (Project Report TRR 79/1/50) reported in 1996; and which were to be completed by the end of July 1998.

In conjunction with this initiative a National Road Safety Council (NRSC) was constituted in 1995 and a number of strategic working groups were set up. This resulted in a National Road Safety Strategic Action Plan (NRSSAP) being announced in 1997.

This plan identified a number of road safety sectors that included:

· National Road Safety Council

· Accident data system

· Road engineering

· Traffic legislation

· Traffic enforcement

· Driver training and testing

· Vehicle safety

· Education and publicity, and

· Medical activities.

7 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

These various activities were to be co-ordinated by the NRSC Secretariat. This Secretariat has recently become active, although not yet working at its anticipated full strength; and is currently located within the Bangladesh Road Traffic Authority (BRTA), which is involved in a number of the Council’s projects and actively supported its original creation.

The present expectation is that in addition to occasional specialist IDC input the Secretariat will have a small full-time team of Bengali safety practitioners who will take the lead and responsibility for sustaining NRSC activities; at least in the short-term. This staff could, for example , consist of individuals seconded from organisations such as BRTA, DRH, MOI, DCC, and the Traffic Police (although no such agreements have yet been reached); with their initial periods of secondment ranging from, perhaps 12 month to 3 years.

As the role and funding of the Secretariat become more defined they may become more, or totally, independent of government and become the major Non-Governmental Organisation (NGO) with prime responsibility for road safety within Bangladesh.

While in many countries the Government itself takes the major responsibility for road safety and provides the greatest source of funding, this situation is unlikely to occur in Bangladesh, at least in the foreseeable future, because of the increasing role of NGOs and their ability to provide funding for such activities from sources other than government.

This report is based on the findings of the IDC road safety publicity specialist who visited Dhaka for approximately one month in May and June 1998. He was required to review the current situation and propose ways that a sustainable road safety publicity effort could be initiated and maintained. In addition campaign priorities were to be identified, based on available accident statistics and detailed proposals for a long term publicity programme were to be considered. In addition staffing, funding and liaison with other sectors were to be reviewed. Also, a publicity campaign manual was to be produced that provided information on ‘good practice’. The terms of reference (ToR) for this input are given in Section 2.

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2 TERMS OF REFERENCE FOR PUBLICITY INPUT

The terms of reference for this component of the IDC project are:

Road Safety Publicity Specialist

Location: NRSC permanent secretariat/DMP Traffic Police

Reporting to: NRSC Executive Director

Objective: Develop local capabilities in road safety publicity necessary for mounting effective road safety campaigns

Description of Role and tasks: 1. Review current level of expertise and resources allocated to road safety public ity.

2. Assist permanent Secretariat/DMP Traffic division in designing and implementing road safety publicity campaign based on accident data.

3. Produce a road safety campaign manual

4. Co-ordinate publicity campaigns with enforcement and engineering sectors.

5. Identify monitoring indicators and evaluation process to be undertaken in associated with campaign.

6. Recommend ways of soliciting finance and support from private sectors.

7. Establish contact with road safety publicity professionals in neighbouring countries and relevant training professional associations or training institutes.

8. Provide road safety publicity expertise to NRSC as required.

9. Provide seminar on work undertaken in road safety campaigns.

10. Produce final report identifying the desired road safety publicity role, and identify the required manpower, training, financial resources, relevant performance targets and appropriate monitoring indicators. Functional responsibilities should be clarified along with the “next road safety step”.

Counterpart from Government: Permanent Secretariat Executive Director/ADC Traffic.

Milestone Achievements: 1. Publicity campaign onset

2. Publicity campaign manual production

3. Seminar and road safety publicity plan

Timing of Input: 5 weeks 9 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

2.1 Comments on ToR After the drafting of these ToR a decision was make to ‘launch’ the Bangla Version of the NRSSAP. This document was to serve as an adjoint to an English language version that had been available since the seminar on NGOs in road safety held in September 1996. The aim of this launch was to encourage activity with respect to the contents of the plan, further publicise the road safety problem and promote the start of a concerted safety programme by the recently activated NRSC’s Secretariat. An important aspect of the launch was to increase the involvement of local individuals and organisations in the road safety programme.

In conjunction with this launch it was decided to hold a technical seminar detailing what progress had been made to date, and what was proposed for the future, in each of the 9 different sectors of the plan - one of which combined Education and Publicity.

This was scheduled to take place a few days before the specialist’s departure. As a result it was decided that the publicity specialist would provide input and support for the launch, rather than initiate or conduct a particular campaign (see ToR number 2) before the launch had taken place.

This decision was justified as it is considered that in Bangladesh there is no general public recognition that road safety is an issue or a problem; this awareness, and public ownership of the problem is a prerequisite of any successful long-term programme designed to improve road user behaviour. It was considered that the publicity involved in the launch (which generated considerable television, radio and newspaper coverage) would initiate this awareness process within the public and safety practitioners - both those currently involved, or those likely to become involved in future road safety activity. For these reasons the launch and seminars were seen as a start of a public awareness process that raised the profile of road safety as a social and economic issue.

Also, the topic and target group of the initial campaign was to have been decided upon by reviewing available accident data. At the time of the visit there were still some concerns about the accuracy of the accident data that was available. No ‘proper’ campaign could have been conducted and evaluated in the short period of time left after the ‘launch’ - or perhaps even during a single 4 week input - and in any case, any such activity before the launch would have been ill conceived.

Towards the end of his visit the specialist held a Seminar/Workshop to talk about good practice in road safety publicity and describe his recommendations for future activity in this sector in Bangladesh. As many as possible of those likely to involved in this sectors activity were invited and approximately 30 people attended, including the Chairman of the Council. Following his presentation a discussion took place, during which several individuals expressed opinions regarding the future of the Secretariat and publicity activity. These comments were noted for due consideration by those empowered to co-ordinate the expansion of the Secretariat that were to take place after the departure of the publicity specialist.

3 REVIEW OF EXISTING SITUATION

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3.1 Road safety 3.1.1 Accident data and vehicle growth

At the moment Bangladesh has a serious road safety problem; and available evidence suggests that it is worsening at a disturbing rate. However, a lack of reliable accident information makes it difficult to know how large the problem actually is, how it is changing and what the main safety problems are.

The IDC project introduced a system of accident data collection (based on TRL’s MAAP5 computer system) which is now providing some road traffic accident information. However, because the introduction of the reporting is comparatively new there are some concerns about the results currently being produced. However, there appears to be little doubts that a concerted, long- term and multi-component safety initiative is urgently required in Bangladesh. There should be similar concerns about the worsening situation faced with respect to traffic congestion and pollution.

Compounding these problems is the sizeable growth that is taking place in road transport. Over the last 20 years there has been a national annual growth of about 9% in passenger and freight transport, while in the last 5 years there has been an annual average growth of 10.5% for the number of registered cars and 7.7% for trucks. Over the same period figures suggest that the annual growth for buses was only 1%; but that the number of auto rickshaws and tempos more than doubled, with an annual rate of increase in their numbers of around 30%. Such sustained growth in motorised transport - together with the accompanying (and largely unregulated) growth in non- motorised transport, such as rickshaws, cycles, push carts and street vendors - was almost bound to lead to safety, congestion and environmental problems.

3.1.2 An outsider’s view

The following general comments reflect only the personal observations of the visiting specialist.

The present road safety problem in Bangladesh has many elements. Significant improvements need to be made to the roads, the vehicles using them as well as the behaviour of road users themselves. However, it is clear that erratic and selfish road user behaviour is a major element in the problem and will need to be improved if any significant safety gains are to be achieved.

Road user behaviour within Dhaka itself is undisciplined. Road users, of all types, appear impatient and give little thought as to how their behaviour will affect others. This egocentric behaviour also reveals itself in other behaviours such as queuing to buy tickets or waiting to collecting luggage at the airport . Importantly, their tolerance of risk factors goes well beyond what would be considered to be acceptable in most developed countries. They are also surprisingly tolerant - or resigned - to the conditions and do not appear unduly troubled by other people’s actions that might require them taking rapid action to avoid an accident. Any unoccupied road space appears to ‘belong’ to whoever can occupy it first, and horns are sounded frequently - even when in stationary traffic jams.

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There was either widespread ignorance of traffic rules or their lack of enforcement meant that they were often ignored. Often vehicles of all types, including buses, would attempt to avoid jams by using the wrong side of the carriageway - even on dual carriageways with a central barrier in place. Traffic lights on red (except at a few key junctions) were not treated as signals to stop and wait for green.

One factor that seems to contribute significantly to the safety problem is the mix of motorised and non-motorised vehicles so that fast moving vehicles are often in close proximity to slow moving vehicles such as rickshaws and carts.

There is a clear, but constantly challenged, ‘pecking order’ within the different road users that is based on size and power. At the bottom of the pecking order are pedestrians and at the top are buses and trucks .

It was not unusual to see pedestrians having to take swift evasive action to avoid being hit by vehicles.

Conditions at night appeared even more dangerous, with most non-motorised vehicles not having lights and even a small number of motorised vehicles having no visible rear lights.

While the specialist had very limited experience of travelling outside Dhaka the impression gained on one trip was of similar unregulated behaviour pattern - but compounded by the speeds and generally increased size of the vehicles involved, and the likelihood that they would be overloaded. Overtaking appeared to be a particularly hazardous game of chance.

3.1.3 An insider’s view

Almost without exception people with experience of the road and traffic conditions in Bangladesh declared then as being unacceptable ; while those with long-term experience commented on how things were deteriorating.

A large number of factors were given as to why the road safety situation was seen as being poor. These included: speed, reckless driving, lack of knowledge and observation of traffic rules, rickshaws etc.

A significantly important ‘insider’s’ view was obtained during a discussion about road safety with the Chief of Dhaka Traffic Police (DPC Mustaque Hossain Khan - who has considerable experience in other districts, in addition to Dhaka) . He suggested the ten main causes of traffic accidents in Bangladesh were:

1. Lack of knowledge of regulations by road users

2. Use of fake licenses (i.e. lack of proper training and testing)

3. The large numbers of rickshaws on the road and vendors on the footpath

4. Unfit (unsafe) vehicles

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5. Limitations of executing traffic laws

6. Inadequate punishment for traffic law violators

7. Overloading of vehicles by passengers and goods

9. Reckless driving

10. Inadequate manpower and equipment of traffic police

3.2 Publicity activity 3.2.1 General comments

It is generally recognised that effective road safety initiatives typically need a number of different components and that these should be co-ordinated. These can involve elements of engineering, enforcement and education. Publicity and education inputs are recognised as being necessary to improve road user’s knowledge, attitudes and behaviour and are extensively used in many countries to provide inputs into road safety programmes.

To date there has been very little road safety publicity conducted in Bangladesh; and any that has been conducted has been short-term, unsystematic and localised . In some cases it has broken the normal ‘rules’ of road safety publicity by providing too much information and providing it in an unsuitable way. For example the leaflet campaigns targeting rickshaw drivers in Dhaka (that was part of a Traffic Week) did not taken account of their low level of literacy and the current conditions under which they operate. The ‘campaign’ also failed to recognise the need of progressive enforcement to change generally acceptable behaviour or the practical circumstances in which they operate; little is likely to be achieved by requiring rickshaw and mini-taxi drivers to ‘park in designated parking areas’ if these have not been provided.

3.2.2 Traffic Police

What limited amounts of road safety public awareness campaigns that have taken place in the past have mainly be initiated by the Traffic Police within Dhaka itself. This effort normally takes place in conjunction with an annual Traffic Week (translated in the English language press as a Traffic Consciousness Week).

During this period both the radio and television broadcast messages and slogans provided by the Traffic Police and voluntary organisations such as the Girl Guides and Rover Scouts distributed leaflets to road users, drivers and rickshaw drivers at a small number of locations within Dhaka. Also, at a number of locations posters and banners on traffic regulations were displayed, and messages were broadcast via (seven) mobile public address systems; and Traffic Police on horseback patrolled the city displaying posters. Increased enforcement accompanying the campaign meant that on the first day 1463 violations of traffic rules were handed out and fines totalling Tk 49,050 were collected - around three times the normal amount. Additional funding required for these activities is provided by DCC.

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While road safety messages are included within the overall programme other issues are given more attention. For example a short film produced by the Traffic Police, and shown on television a small number of times, targeted traffic congestion (by advising people, such as rickshaw drivers not to park where they would obstruct traffic, and street vendors not to obstruct pedestrian footpaths).

The most recent Traffic Week also targeted the use of fake driving licenses, in addition to distributing leaflets giving safety advice to rickshaw pullers, the general public and motor vehicle drivers - the actual messages contained on these leaflets are given in Annex A..

No evaluation of the effectiveness was conducted and the feelings of several Dhaka residents was that while many people were aware of the event and the increased enforcement taking place - and things were generally improved while it was going on - things quickly returned to ‘normal’ afterwards.

No activity took place outside Dhaka itself.

3.2.3 Dhaka City Council (DCC)

DCC have also planned to provided financial support for road safety awareness campaigns to accompany its ‘CRASH programme’ (Identification and Implementation of Immediate and Short Term Programme for Improvement of Transportation system of Dhaka City). While this project had planned to initiate a demonstration project on a stretch of the Airport Road (from Mohakhali to PG crossing) that was to include engineering and enforcement components in addition to publicity (to make the public aware of the project) this programme has not yet started; and it is not known when it will be implemented. There are now proposals being considered for engineering improvements to accident black spots on this road.

3.2.4 Roads and Highways Department (RHD)

The RHD have also demonstrated that they are aware of the need to improve the behaviour of drivers using ‘their’ roads. For example they have provided safety messages targeting speed on road signs on the Dhaka - Chittagong Highway. Four of the messages displayed (on separate signs in either Bangla or English included):

“Drive slow Live and let live”

“Drive slow Save life Maybe this is yours”

“Drive slow Life is more valuable than time”

“Obey traffic signals Aid safety”

The effectiveness of this particular campaign is unknown, although current behaviour suggests that considerable improvements are desirable. Given the general lack of fundamental awareness of the safety issue and of road risk almost any effort is perhaps better than none; however, the value of such programmes is probably very limited.

3.2.5 Bangladesh Television (BTV) 14 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

Television is often considered to be the medium most suited to mass communication and public information broadcasting - and this is matched by the cost of publicity campaigns conducted on television.

BTV have shown road safety material usually at the request of the Traffic Police to accompany Traffic Week. This usually takes the form of written slogans with a voice over. The Traffic Police did produce a short 2 - 3 minute film but this was aimed more at preventing congestion and the use of fake licences than with increasing knowledge of the regulations and improving behaviour. BTV made no charge for these transmissions and suggested that any future materials, within limits, could also be transmitted free of charge.

In addition to Traffic Week activities road safety issues were sometimes covered at other times in news broadcasts and in magazine and discussion programmes .

However, the use of television to promote road safety appear to have been minimal compared to other types of ‘public service’ broadcasts concerning issues such as health, family planning and the efficient use of water and electricity. However, it was suggested that road safety was not seen as being either a matter of public knowledge or concern; and thus not ‘good’ television material.

However, BTV did respond positively to the prospect of transmitting materials on road safety - and would do so for free as they would be considered as public service broadcasting - although they were not able to produce these types of materials themselves, and were unaware of the existence or planning for any such materials. There are 10-15 freelance production companies that could produce transmission quality materials.

3.2.6 Bangladesh Radio

In a country such as Bangladesh with high levels of illiteracy - and poverty - radio is also likely to be a powerful means of public education. In fact Bangladesh Radio reported that they were already involved in a wide variety of public information broadcasting on social and economic issues such as health, the use of electricity and water and family planning, in addition to regular road safety education and publicity. While some of this was at the request of bodies such as the Traffic Police to accompany Traffic Weeks, a significant amount of general road safety information was included in their regular adult news and magazine programmes, as well as in their children’s programme. This appeared to take place because they recognised there was a need for such information and that they in an idael position to provide it.

The National Channel, which starts transmitting at 6:00am, incorporated a sizeable amount of public information, both general and specific, and is the only channel on the air before it is joined by the Commercial Channel at 10:30. This means that it is potentially a very effective means of communicating road safety messages. In addition the schedules contained special interest programme for groups such as long distance drivers, women and children.

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Other public service broadcasting that required extensive air-time were sponsored by organisations such as UNICEF

3.2.7 Non-Governmental Organisations (NGOs)

NGOs currently play a key role in many areas of the social, economic and political development of Bangladesh. They appear to have come to play this role because overseas aid agencies (whether voluntary or governmental) wanted to move their efforts from simple reconstruction to improvements in the social structure and felt this could be better achieved by the use of NGOs rather than via the Government. The Government of Bangladesh (GoB) appeared prepared to let NGOs adopt this role and as a result they are involved in many different areas, but to date not road safety publicity.

In September 1996 the MoC held a seminar on the role of NGOs in traffic safety. As a result a number of NGOs have begun to develop their interest in those aspects of road safety that appear within their capabilities. These have included both education, training and publicity programmes, although to date no approval or financial support has been given for their proposals.

One particular NGOs that had produced costed proposals for conducting road safety education and publicity programmes was the International Voluntary Services (IVS). Their proposals have not yet been approved by the funding agencies, although as yet they have not been rejected. It is believed that the Consumers Association of Bangladesh (CAB) are also producing some proposals for road safety initiatives in this area.

The Centre for the Rehabilitation of the Paralysed (CRP) are a hospital/clinic who calculated that 19% of their patients had been injured as the result of road accidents and believed that they should become involved in prevention as well as rehabilitation. They were hoping to be involved in the proposals made by IVS.

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4 THE WAY FORWARD: RECOMMENDATIONS

4.1 General comments If any progress is to be made with the road safety problem it is clear that a long-term, co-ordinated and systematic programme of measures will need to be introduced. One of these will need to be a wide ranging public education and safety awareness campaign conducted in conjunction with other activities such as increased or improved enforcement.

The current safety situation is extremely worrying and considerable energy and resolve will need to be displayed by all those attempting to bring about improvements. However, failure in this task will result in a future road safety situation in Bangladesh that is difficult to contemplate.

4.2 Administration: role of NRSC It is likely that any long-term co-ordinated publicity programme will fall within the overall responsibility of the National Road Safety Council (NRSC). This organisation was constituted in July 1995 and it’s first task was to setup a number of focused working groups to review various areas of road safety. They identified a small number of key sectors (such as Education and Publicity) for each of which they reviewed the problem and defined a series of objectives.

A draft National Road Safety Strategic Action Plan was submitted to the NRSC in February 1997. An English version of this plan was agreed and was seen as the focus for plans to progress the initiative. A Bengali version of the agreed plan became available in June 1998. A wide ranging safety seminar, covering all sectors of the plan, was held on the same day as this version of the plan was launched. This activity took place shortly after the start was made towards establishing a Permanent Secretariat, within BRTA, whose primary task was to progress the Action Plan.

At least in the medium term the responsibility for initiating any effective and sustainable road safety information and publicity programme is likely to lie within the Secretariat of the NRSC Secretariat. However any programme will need to be conducted in conjunction with other interested parties such as the Traffic Police, the MOI, the recently formed Local Government Institutes (which were planned to play a key role in road safety outside Dhaka), and NGOs; and this is recognised within the plan itself.

4.3 Short term actions required 4.3.1 Expansion of NRSC Secretariat

In order for the NRSC Secretariat to be in a position to initiate, manage, co-ordinate and monitor the extensive safety programme proposed by the NRSC it will be necessary for the Secretariat to have additional manpower.

While the amount of support required will need to be regularly reviewed, initially it is likely that it could be staffed by individuals from, for example , BRTA, RHD, MOI (or MOE) and the Traffic 17 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

Police; this would mean that each person was responsible for two different sectors of the plan, although not all sectors are likely to involve the same amount of input. It is possible that these individuals would be provided on secondment from their various organisations (who would continue to pay them) for periods initially of between 12 months to 2 years.

The individual responsible for the publicity programme (and possibly also the education programmes), should, ideally, have prior experience of both road safety and mass communication methods. However, such people are scare and this may mean that training will be required; and some suggestions for this are contained in Annex B.

There are individuals (for example, within MOI) who have the required experience and skills in mass media communication but lack the background in road safety. As there are probably more training opportunities available in road safety than are available in mass media communication, it might be that a specialist ‘public communicator’ is trained in ‘road safety’, rather than vice-versa.

The Secretariat should also contain a (full time) Press Officer or Public Relations Officer who will be required to publicise all sectors of the plan by producing regular press releases and providing materials for articles and stories in the newspapers and in the general media. This person would have a key role to play in keeping road safety high in the public’s consciousness and on the political agenda.

4.3.2. Establish Publicity Action Group Steering Committee

At an early stage of its operation the NRSC Secretariat should establish a small but committed Road Safety Publicity Steering Committee (RSPSC) - only 5 to 6 people would be involved. This should include the responsible member of the Secretariat, plus high level representation from BRTA, the Traffic Police, BTV and BR. Some appropriate NGO participation may also be called for.

Amongst the first task of the Steering Committee will be to set down objectives and decide what other representation is required on the larger Action Group. This should be based on their own skills and interests and the programmes of activity they would expect to undertake. It is expected that the Chairman of the Steering Committee would act as the Chairman of the whole Action Group

The Steering Committee should review the Groups objectives and consider the overall membership of the Group on a regular basis and take any action required to meet its objectives.

4.3.3 Establish Publicity Action Group

The first task of the RSPSC will be to establish what other representation is required on the Publicity Action Group. This should not be too large (perhaps 8 - 10 persons in all) and consist of

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individuals (and organisations) that are likely to produce activity and actions rather than drift into inertia when they contemplate the size of the problem they face.

4.3.4 Terms of reference for Publicity Action Group

The Members of the Publicity Action Group should undertake to conduct a minimum of 2 major campaigns each year - possibly including one national and one focused on Dhaka itself. This is the minimum programme that should be attempted - it may be possible that more effort is required; especially given the large number of problems that currently need to be tackled.

In addition (especially in the short term) it is hoped a number of other lower key campaigns can be undertaken. There is an urgent need for road safety publicity materials of all types.

In order to achieve this they will need to involve other organisations, such as NGOs, advertising and market research agencies and creative consultants.

It is suggested that the whole Action Group meet 4 times a year at a meeting convened by the Secretariat. The Steering Committee should attend a smaller meeting immediately prior to the meeting attended by the whole Group. Specially convened meetings of the whole Group, the Steering Committee or particular sub-groups (for example to view and decide upon campaign materials prepared by an agency) should be arranged as required. Each meeting must have an Agenda aimed at producing the Groups agreed programme.

Funding for these various activities will need to be provided by the Secretariat; either by obtaining sponsorship or from overseas aid.

These efforts should be supported by inputs from staff from other Ministries, NGOs and, ideally, in the short-term from visiting specialists.

4.3.5 Preliminary market research

Effective road safety publicity depends on having appropriate information. This information can be about what different types of road users know, what they think about road safety , what their motivations and fears are, what are their favourite newspapers, radio and television programmes and who or what they respect. This information can help determine things such as what message to use and how best to transmit it.

This kind of information is normally collected by means of both qualitative and quantitative market research methods. Such surveys often provide key information about what contributes to particular behaviour and thus what kinds of persuasive messages are required. It can also reveal key issues, for example, what people think of the traffic police and their role. This background knowledge can show the need for initial messages that are required before attempting to modify behaviour.

There is at least one market research company operating in Dhaka, whose parent company is in India, that has experience of collecting such information, and feeding it into the publicity programme

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(by, for example, using the information to develop materials, decide on media, or to examine campaign effectiveness) in similar developing countries such as India and Nepal (See Annex C.)

If money was available it is proposed that a limited number of such market research surveys are conducted before the start of IDC3 in January 1999. This would provide the Secretariat and Publicity Action Group with valuable information about road user attitudes and motivations, as well as where they might be able to find such support for the long-term programme of campaigns (and evaluations) proposed below.

4.4 Continuing the process: longer term actions 4.4.1 Conducting campaigns

The Secretariat and Publicity Action Group must undertake the task of conducting a long-term rolling programme of campaigns. For each campaign they will need to decide on the how much outside assistance they will require - for example in designing materials, making television commercials and conducting a campaign evaluation - and manage the process in a systematic and efficient way. The Secretariat will act as the focal point and co-ordinator but could fill largely an administrative and facilitating role once the appropriate NGOs and individuals have been identified.

Although every campaign is different it is necessary to be systematic in how they are conducted in order to avoid missing any key elements - or perhaps sliding into inactivity.

Conditions in Bangladesh are now at a critical stage and although other elements are also urgently required, it is of paramount importance that effective targeted campaigns are commenced, and maintained, very soon.

It is proposed that the long-term plan should include two major campaigns each year, but every opportunity should be sought to increase this especially in the earlier critical years.

This will necessarily depend on available funding but given the standing of public service broadcasting (on television and radio) and the widespread recognition and willingness to become involved in road safety, plus the opportunity for ‘free’ publicity and awareness campaigns that could be provided by the newspapers, there may not be a need for extensive funding. Also, DCC for example, could be persuaded to provide support for campaigns based in Dhaka, such as providing 3 - 5 hundred permanent billboard sites that would be dedicated (for say the next 5 years) to road safety . They might also be persuaded to maintain these billboard and use them to place posters provided by the Secretariat/PWG.

Because each campaign is different it is impossible to specify in detail how long it will take to design, plan and conduct it. While initially it may be planned to run some campaigns for one month, it may be considered that others may need to be run for longer; some may need to be extended or repeated after a few months time - or interim evaluations. Follow-up (‘repeat’) campaigns are normally expected to take less effort as they do not involve preparing materials - unless it is decided to develop new materials.

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Also, the start-up time for each campaign will also vary. For example, scripting and making a film for showing on television will take longer (and cost more) than designing and evaluating posters.

As a ‘rule of thumb’ campaigns can take up to 6 months to prepare and conduct - but can be done faster if necessary. The proposal of conducting two major campaigns each year gives the long-term programme a structure - but this structure needs to be flexible.

While mistakes will be made it is judged that at the moment activity and determination are perhaps more important than scientific and methodological rigor especially in an area (such as road safety publicity) where very few rules are available to follow.

4.4.2 Specialist input

In the initial stages specialist input and support is recommended. This should only be provided when the Secretariat has in place the person who will be managing the programme of campaigns in the long term; possibly to coincide with the start of IDC3.

An input of one month is recommended when that person is initially involved in: identifying individuals and organisations who are to be involved, finalising plans and processes, organising sponsorship and identifying priorities. This activity should be led by the Secretariat, rather than being directed by the specialist, who should only be required to offer strategic guidance and support.

A second specialist input could take place 6 to 8 months later. This would review progress to date and provide further assistance with developing the long-term strategy, which organisations were to be involved (based on their inputs to date) and in what roles. If satisfactory progress was being made the decision could be made that no more inputs were required; however, a decision on a possible (final) third input should be delayed to this second input.

4.4.3 Liaison with other bodies

With regard to publicity (part of the Education and Publicity Sector within the Strategic Plan) it is clear that the Secretariat will need to work closely with the Traffic Police and other Government Institutions in order to make progress. Also the programme would benefit from continued inputs from publicity/advertising professionals - to supplement the short term input provided by visiting specialists.

The growing involvement of NGO’s, together with the Secretariat slowly distancing itself from Governmental influence, will also be required if long-term funding and sponsorship is to be obtained.

The Ministry of Information already have in place a structure for dealing with mass communication and public education outside Dhaka; but as yet have not become involved in road safety campaigns.

4.4.4 Funding

In many countries funding for road safety activities, such as publicity, is provided by central or local government (such as the Ministry of Finance, or the Treasury Office) in the same way that money

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is provided for road maintenance and buildings; an efficient transport network being judged as essential as health, education and defence.

Money is raised by general taxation and distributed according to national priorities. In some countries centrally collected taxation on transport (e.g. fuel and vehicle road tax) produces more money than is actually spent; and sometimes this ‘extra’ can be use to subsidise other means of transport (e.g. public buses and trains) that are more socially desirable and reduce traffic congestion and pollution. Similarly, funding is provided for road safety initiatives - such as publicity and awareness campaigns - as it is recognised that they can contribute significantly to road user safety and can generally be shown to be cost effective (by cost benefit methods) if they effectively target particular problems.

At present in Bangladesh there is very little money provided for road safety programmes - such as for publicity. This is an important weakness in terms of the long-term viability of any safety initiative. It is recommended that the government should be encouraged to collect and distribute a small road safety and environment tax (for example on fuel or the cost of a vehicle licence). This policy has been adopted in other countries, with regular reviews of how such money will actually be distributed; but which allows both long-term planning and reduced time spent on soliciting money by sponsorship.

In the absence of any regular, central funding it is recognised that publicity campaigns will only be possible if private sponsorship is obtained. Continuing dependence on overseas ‘aid’ money is not seen as being a viable option in the long-term.

Many other countries (both developed and developing) use sponsorship to fully or partially fund such programmes - and this remains an option for Bangladesh and the NRSC.

While the efforts to raise such funding needs to initiate from the Secretariat itself sponsorship and aid may become easier to obtain as it distances itself from government influence.

Sponsorship should be sought from large multinational companies involved in transport, such as oil companies, vehicle manufactures, tyre manufactures, etc, who have often been willing to provide such help in other countries - as have producers of soft drinks intent on raising their public status.

While some campaigns (such as those based on television advertisements or billboards) are best supported by a single sponsor, others (based on booklets for example) can have a number of smaller sponsors.

4.4.5 Co-ordinated with other sectors

There are many safety problems that could be improved by targeted education and publicity campaigns. However, such campaigns are unlikely to be effective in terms of reducing the numbers of traffic accidents, unless they are undertaken in concert with accompanying engineering, traffic management, driver improvement and enforcement activity. Some of these needs - such as the segregation of motorised and non-motorised traffic, improvements to the vehicle fleet and road

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network and more police enforcement of traffic regulations - will form part of the other sectors of the national plan.

The synergy generated by this multifactor approach is more likely to produce benefits rather than single, half-hearted measures that are quickly abandoned as being unworkable. This will involve considerable determination, and discomfort, on the part of those involved - but the alternative that would follow inaction is difficult to imagine.

When faced with the traffic conditions and road user behaviour that currently exists in Bangladesh the question of ‘where do you start’ may be heard. One approach adopted successfully in other countries is to introduce a ‘demonstration project’. This approach nominates one area, or stretch of road, and carries out engineering improvements allied with increased enforcement (which can start off ‘soft’ before switching to ‘hard’). Such an approach also needs to include extensive public information and publicity campaigns before, during and after the campaign. The police need to maintain a high profile until a change of behaviour is secured; and reinforce this as required. This involves regular monitoring of behaviour to know when additional enforcement is required.

Once established in one area similar projects can be introduced elsewhere based on the experience gained in the first project.

Similarly, public information campaigns will be needed to introduce alongside any changes in traffic legislation, driver training and testing or vehicle fitness. It is important to realise that traffic violations should be widely publicised as they then act as a deterrent rather than simply a punishment given to an (unlucky?) individual.

4.4.6 Targets, monitoring and evaluation

Setting campaign targets, monitoring and evaluation - mentioned in the ToR (Section 2 ) are all dealt with in Annex D. While these components may be difficult to introduce to Bangladesh in the short term, and require expenditure of scarce resources, they can be introduced as the responsible authorities and agencies gain experience and confidence.

Each campaign will need to decide on its own indicators. In the early stages of the programme this may simply involving counting events, over say 6 half-hour periods on a particular day, of particular pedestrian movements, vehicles using the wrong direction on a particular carriageway, overtaking ‘conflicts’ on a particular stretch of road, etc. In the long-term other indicators such as violations and particular accident types may be used.

4.4.7 Priorities for campaigns

There are no problems with identifying things that need improving with road user behaviour in Bangladesh. However, a lack of accident and exposure information make it difficult to identify what are the main priorities. Also, while information about the accident situation in Dhaka is becoming increasingly available there are concerns about how accurate it is. 23 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

In spite of this lack of objective information some priorities for campaigns might include:

General awareness

- of accident problem

- knowledge of traffic rules

- The size (and waste) of their rapidly increasing accident problem

The segregation of different road users:

- pedestrians and traffic

- motorised and non-motorised traffic (e.g. slow vehicles to left)

Night-time conditions

- illuminating vehicles at night

- pedestrians wearing something light (to aid conspicuity)

Pedestrian behaviour

- if possible don’t walk in road

- walk facing on-coming traffic

- don’t cross on roundabouts (e.g. spend less time in road)

- help and inform young and old

In rural areas:

- be careful of trucks and buses (don’t count on other for your survival)

- vehicles take a long time to slow down and stop

- at night drivers cannot see you as well as you can see them (if they have lights)

In urban areas:

- a loud horn does not give you priority or safety

- give others more room

4.4.8 Long term campaign time-table

These will need to be determined by the Secretariat and the Action Group when they are in place based on the funding arrangements known at the time. Specialist input at this time would be particularly useful - as would experience of previous mass communication projects undertaken in Bangladesh.

4.4.9 Good practice guidelines for Bangladesh

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Annex D of this report contains a ‘Manual on how to conduct effective road safety publicity campaigns in Bangladesh’. Issues that are of particular relevance to Bangladesh, such as: the lack of general lack of awareness of road safety as an ‘issue’ and the question of what media to use (because of the high rate of illiteracy ) are considered here.

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5 SUMMARY OF RECOMMENDATIONS

Road safety publicity campaigns should be managed and co-ordinated by the NRSC Secretariat. This will involve someone familiar with both mass media communication techniques (preferably in Bangladesh) and road safety working full-time within the Secretariat itself; possibly also having responsibility for the education programme.

The Secretariat will be assisted with a specially constituted Publicity Action Group which would include individuals from other ministries and other Non-Governmental Organisations. This Group would contain a small Steering Committee (that would include the responsible member of the Secretariat) who would monitor the overall objectives and success of the Group and determine whether changes were required.

The Secretariat and Publicity Action Group would seek help from other ministries, Non- Governmental Organisations, press, radio and television, market and advertising agencies, creative consultants, etc. as and when required.

The possibility of obtaining sponsorship to fund particular (or all) campaigns should be investigated. This should start with approaching petrol companies, vehicle manufactures, tyre companies, vehicle insurance firms etc. Soft drink firms have also provided support in other countries.

Also, arrangements will need to be agreed with radio and television to treat road safety in the same way as other ‘public service’ broadcasting, that is by providing reduced rates or even free air-time.

In order to support the whole safety programme and maintain a high profile for road safety - especially in the early stages - it is suggested that the Secretariat contains a full-time Press Officer or Public Relations Officer.

The Secretariat should aim to conduct two major campaigns each year. The priorities should be based on available accident data and the campaigns based on, as much as possible, on ‘good practice’. The Secretariat should recognise it

At least in the short-term (meaning perhaps 4 to 5 years) the production and circulation of as many materials as possible should be initiated or encouraged.

While some campaigns could focus on Dhaka, other campaigns such target the whole country; possibly making use of Local Government Institutes or the networks already established by the Ministry of Information.

Traffic Weeks should continue in the short-term (possibly 3 or 4 years) but the police should be provided with professional help to make them more focused and effective.

Publicity programms will need to be co-ordinated with other sectors of the National Plan. This will be the task of the Secretariat. For example, new legislation, driving test requirements and enforcement campaigns will need a significant publicity and public awareness component. A pilot

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scheme including engineering improvement, increased enforcement (‘soft’ then ‘hard’) in addition to widespread publicity should also be considered.

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ANNEX A

MESSAGES USED BY POLICE IN RECENT TRAFFIC WEEK

(Translations provided by IDC staff)

Information for rickshaw Puller Keep the rickshaw in a line.

Always pull the rickshaw through he left side of the road.

Get yourself to know the Road Safety Rules before you are in the road with a rickshaw.

Without signal and suddenly do not turn you rickshaw.

Do not park your rickshaw as you wish but park in the specified area.

Do not keep you rickshaw in the turnabout.

Do not try to overtake other rickshaw.

When you are in the road please keep the licence and other documents with you.

Do not pull the rickshaw at night without light.

Under aged and old man are not allowed to pull rickshaw.

Check the brake before you start with rickshaw.

Information for General Public If you wish to cross the road, first look at right then left then right again. It is safe to cross the road through zebra crossing.

Walk through footpath. if there is non, walk through the right side of the road.

Cross the road through the nearby zebra crossing.

While crossing the road take help from the Traffic Police if there is any.

It is a request to the Pedestrians, please get the knowledge about the Road Safety rules.

It is a request to the general public to give the knowledge to their children about the road Safety rules.

Information for Motor Vehicle Drivers Do not drive your car roughly. Try to remember that life is more valuable than time.

Park your vehicle in the specified area.

Do not drive the faulty vehicle.

Keep all the necessary valid documents with you. 28 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh

Do not drive the vehicle that emits black smoke.

Do not use hydraulic horn on your vehicle.

Follow the traffic rules and help the Traffic Police to apply these.

Follow traffic signals.

Use black paint on the upper portions of the head light at night.

Reduce the speed of you vehicle in road junction, Turnover and Zebra Crossing.

Do not use black paper and black glass in the vehicle.

Do not use metallic number plate.

You will be in accident any time too. Think about your family.

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ANNEX B

TRAINING OPPORTUNITIES

There are relatively few people who have experience in both road safety

and mass communication. In order to provide this support for the Secretariat it may be appropriate to provide some training or relevant experience overseas.

There are more training opportunities available in road safety than in mass communication; especially those of a short duration (such as a week) .

The British Council provide week-long course on road safety for developing countries. This course (the last one was based at Leeds University) has half a day (out of 5) dealing specifically with road safety publicity.

Other relevant courses may exist - but the author of this report is currently not aware of any.

Courses run by the Market Research Association (on Marketing) are not considered suitable.

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ANNEX C

MARKET RESEARCH AGENCY WITH ROAD SAFETY EXPERIENCE

ORG-MARG are a sizeable market research agency with a reputation for sound and reliable work. Their parent company is based in India (in Bombay) but they have a number of offices in neighbouring countries including Dhaka and Nepal.

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ANNEX D MANUAL FOR CONDUCTING EFFECTIVE ROAD SAFETY CAMPAIGNS IN BANGLADESH

1 INTRODUCTION 2 WHY CONDUCT CAMPAIGNS? 3 WHY PUBLICITY RATHER THAN ENFORCEMENT OR ENGINEERING? 4 WHAT FORM CAN THEY TAKE? 5 SOME GENERAL GUIDELINES 6 ORGANISATION AND PLANNING: SOME GENERAL POINTS 7 JUSTIFICATION FOR CONDUCTING CAMPAIGNS 8 INITIAL STAGES IN CONDUCTING CAMPAIGNS 9 CHOSING A TOPIC 10 DECIDING ON THE TARGET GROUP 11 DESIGNING THE CAMPAIGN 12 PREPARATORY RESEARCH 13 CHOICE OF MESSAGE 14 CHOICE OF APPEAL 15 CHOICE OF MEDIA 16 CHOICE OF MEDIA IN BANGLADESH 17 ROLE OF POLICE 18 TIMING OF CAMPAIGNS 19 DURATION OF CAMPAIGNS 20 STAGES OF CAMPAIGN 21 SEQUENCING A CAMPAIGN 22 CAMPAIGN EVALUATION 23 DESIGNING, POSTERS, LEAFLETS AND ADVERTISEMENT 24 HANDLING THE PRESS 25 SUGGESTED FURTHER READING

APPENDIX: FIGURE SHOWING STAGES OF CAMPAIGN

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1 INTRODUCTION

The guidelines contained in this manual are aimed at providing a brief overview of some of the factors that are involved in planning, developing and running effective road safety publicity campaigns. They do not attempt, or claim, to provide a simple ‘cookbook’ for conducting campaigns.

It should be recognised that most experience and research on road safety campaigns has taken place in developed countries; and that there is very little information and reported research about campaign that have been conducted in developing countries such as Bangladesh.

In any case campaigns that have been successful in one country may not work in others because the appeal, timing and circumstances may not be appropriate.

However, there are a number of guiding principles (‘good practice’) that if followed are more likely to result in successful and cost effective campaigns being conducted.

While safety should form an integral part of any country’s future transport policy and planning (in the same way as road building and maintenance), road safety publicity should only be seen as one element of a long-term safety programme that should utilise other approaches, such as safety engineering (eg traffic calming), improvements to driver training and testing, vehicle testing, safety education in schools and improved police enforcement.

All countries can be considered to have a road safety ‘problem’ to some extent; and this is likely to be the case for the foreseeable future. Some countries problems are significantly worse than others and while some countries are managing to improve the safety of their roads other countries are faced with a rapidly worsening situation.

This means that while in some countries the target might be to simply hold the accident rates (or costs) at the same level while economic development increases the number of drivers, cars and km/miles driven, some countries should undertake a programme aimed at reducing road accident numbers by a target amount each year.

In Bangladesh at this time it may be a marked achievement to simply reduce the accelerating rate at which accidents appear to be rising; although any targets set should be challenging; and achievable.

This manual also contains some useful references that provide more extensive and detailed reading on the subject of publicity campaigns.

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2 WHY CONDUCT CAMPAIGNS?

Most accidents are the result of road user behaviour and campaigns can serve a number of functions:

· to educate road users

· increase the public’s awareness of the problem

· change attitudes and beliefs

· improve behaviour

· inform about new laws and enforcement

· prepare for future legislation, so it can be introduced effectively

· the ultimate objectice is to reduce the number and severity of traffic accidents.

3 WHY PUBLICITY RATHER THAN ENFORCEMENT OR ENGINEERING?

· most accidents are the result of driver (or road user) error · many happen because of a lack of knowledge of traffic rules · poor attitudes ( for example, to seat-belt and crash helmet wearing) may be more of a problem than simple lack of knowledge · enforcement requires the use of scarce resources and can be expensive (and unpopular with the public; and the police themselves) · driver training (and retraining) can take a long time to work through into the system · ‘people engineering’ can be more cost effective than ‘real’ engineering · drivers are very adaptive and will try and counter any restrictions that are imposed on them.

4 WHAT FORM CAN THEY TAKE?

Some may need to be paid for:-

· leaflets, posters, banners, billboards

· newspaper/magazine advertisements

· radio and TV (‘fillers’)

· in cinemas

· cassettes, videos 34 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh Campaign Manual

· stickers

· talks, exhibitions,

· public address systems, etc.

Some can be free (‘below the line’):-

· newspaper stories and editorials

· TV documentaries and magazine articles

· hidden in the storyline of popular programmes and dramas

· word of mouth.

5 SOME GENERAL GUIDELINES

· Campaigns should always be part of an integrated approach

· Campaigns, whether they are selling road safety or cigarettes are still an inexact ‘science’; and most of the research and experience has been directed at commercial products rather than those dealing with public service broadcasting

· Each campaign is unique because every country has its own social and cultural characteristics and is at a particular stage in it’s cultural, economic and educational development

· Campaigns can only work if they are timely and co-ordinate with other actions. For example there is little to be gained by encouraging pedestrians to use pedestrian crossings if there aren’t any, or for people not to travel on the tops of buses if there are too few buses to allow everyone to travel inside

· It is difficult to change established behaviours, especially if they result in some subjective benefit (they are ‘positively reinforcing’), for example, speeding and dangerous overtaking will result in shorter journey times; and more profit for bus and truck operators.

6 ORGANISATION AND PLANNING: SOME GENERAL POINTS

· Individual campaigns should be seen as a single element of a long-term publicity programme

· It is necessary to set objectives for each campaign (which should be challenging but achievable) against which performance can be monitored

· Individual campaigns can have both long-term (eg accident reduction) and short-term (eg improved knowledge or attitudes) objectives

· Long term success can only be achieved if an important individual (eg Prime Minister) or organisation (eg Ministry of Transport, or National Road Safety Council; which may include

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members from different Ministries or Departments) accepts the responsibility for road safety and provides a long-term commitment in terms of both staff and funding

· Sufficient funds need to available to allow long term planning.

7 JUSTIFICATION FOR CONDUCTING CAMPAIGNS

· An economic appraisal comparing costs and benefits (cost benefit analysis) can be used to measure effectiveness and justify expenditure, although these analyses are crucially dependent on the monetary value placed on a human life

· Experience in other countries similar in economic standing to Bangladesh suggests that road accidents ‘cost’ as much as 1% of GNP. An equivalent expenditure on effective road safety measures (such as publicity campaigns) is likely to pay for itself many times over and thus repreent an overall economic gain; at present very little is being spent on road safety initiatives in Bangladesh

· commercial sponsorship can often provide long-term funding; this option has not yet been satisfactorily explored in Bangladesh

8 INITIAL STAGES IN CONDUCTING CAMPAIGNS

There are a number of stages to any campaign:

· Decide:

· topic/target group

· message

· appeal

· media

· Set objectives (part of evaluation)

· Develop and evaluate materials

· Conduct campaign proper (monitor and modify if required)

· Evaluate and report

9 CHOOSING A TOPIC

· Priorities need to be constantly monitored and updated

· Should be based on factual information (such as accident data if it is available and reliable) rather than personal experience or folklore 36 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh Campaign Manual

· Accident statistics should take account of the relative numbers of different road users or vehicle types (‘exposure factors’), for example, although there may be fewer child pedestrian accidents than adult pedestrian accidents the difference in overall numbers may mean they are more at risk

· Simple accident numbers (about who, when and where) may not answer the crucial question why, and provide the solution to how they can be prevented

Therefore the choice of campaign topics can be based on a variety of sources, that include:

· Accident statistics (These are vital for both deciding on choice of campaigns and evaluating accident countermeasures)

· In-depth analyses or case studies

· Observation of road behaviour (eg conflict studies).

· Other statistics:

· numbers of violations issued by the police

· hospital accident information (eg number of head injuries to motorcyclists because of not wearing crash helmets, or not wearing them properly)

· surveys (eg asking about knowledge of regulations)

· Panel of experts

· Being required because of the introduction of new:

· legislation

· enforcement policy

· Economic factors, such as the relatively high cost of multi-vehicle accidents

The topic should be:

· specific (‘target’ one thing at a time)

· unambiguous and simple to understand

· realistic

· timely

· suitable for the communication techniques used (keep it simple)

· also don’t expect too much

General campaign messages - such as ‘Drive safely’ or ‘Keep death off the roads” - are now recognised to be less effective than campaigns which target particular behaviours and types of road user.

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Specific targeted campaigns are likely to be more effective than more general initiatives, such as ‘Traffic Safety Weeks’, although these have rarely, if ever, been properly evaluated

However, in countries, such as Bangladesh, with a history of conducting an annual Traffic/Safety Week, it may be sensible to do both, that is continue to conduct a more general Safety Week in addition to more specific (targeted) campaigns; conducting a ‘Traffic Safety Week’ is better than nothing!

10 DECIDING ON THE TARGET GROUP

Road safety problems are typically specific to particular types of road user and therefore campaigns should specifically target that type of road user.

Target groups can be based on:

· particular types of road user

· pedestrians

· cart pullers

· cyclist

· richshaw drivers

· baby taxis

· car drivers

· bus/lorry driver

· characteristics of the road user

· age or gender

· social/economic/educational/ethnic group

· whether live in city or country.

It is important to have a clear idea of the target audience (for example: sex, age, wealth and literacy ) as this will determine the type of message used, the type of media to be used; plus specific details such as the particular newspapers and radio and TV programmes that should be used.

In some cases the target groups for campaigns is different from the accident problem being countered, for example, pedestrian safety can be improved by campaigns directed at drivers - as well as pedestrian themselves.

In some instances the target group can be different from the group whose behaviour is the problem, for example, some campaigns attempt to improve child behaviour by targeting their parents.

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Some problems may need to consider more than one target group, for example reducing pedestrian accidents may require campaigns that target pedestrians (both adults and children) as well as drivers - and to persuade the traffic police tobecome more involved.

11 DESIGNING THE CAMPAIGN

After the topic and target groups for an individual campaign have been chosen there are many stages and elements to a successful and well organised and managed campaign, for example, see Figure from OECD report (1978) in Appendix.

These stages include:

Management and planning

· Need co-ordinating committee /responsible person/budget

· Set clearly defined objectives

· Campaign evaluation should be part of planning

· Allow adequate time (up to 6 months)

· As there are very few road safety practitioners who also have the necessary advertising, marketing and mass communication skills specialists from appropriate advertising and market research agencies and/or Government Departments should be used whenever possible

· Consider other methods to influence behaviour (for example, legislation, enforcement or engineering). That is have an integrated plan

· Individual campaigns can be more successful if they are linked by a common slogan or logo which gives each campaign more weight and continuity

· It should be recognised that safety benefits in one area can transfer to other areas (‘halo effects’), for example, children who have been trained in crossing the road safety in school may set an example and pass on what they have been taught when they are out with their parents

12 PREPARATORY RESEARCH

· This is an essential phase and can determine the main links between knowledge, attitudes, behaviour and accidents; as well as the main requirements of the campaign message.

· It can take the form of collecting quantitative or qualitative information. The first required surveys using large numbers of people, the second often uses in-depth focus ‘groups’ to examine attitudes and underlying reasons for undesirable behaviour.

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13 CHOICE OF MESSAGE

Publicity materials are designed to convey information (the message) in a particular way or style (the appeal).

The final choice of message should be made after preliminary research and all materials should be evaluated before use (‘copy-tests’). Ideally this is done by asking members of the target group (usually in a focus group of 6 to 8 people led by a trained ‘facilitator’) whether they understand the material, whether it is persuasive and would be likely to change their attitudes and behaviour and also that of other similar people.

Alternatively materials can evaluated by interviewing people of the right target group in the streets. Material designed for school children can be tested in school classes.

Campaign messages should:

· Be specific and clear. Do not simply ask people to ‘be careful when walking in the road’, but say exactly what they should do (eg, to walk facing oncoming traffic); and not to ‘cross the road in a safe place’ but to cross at designated crossing point, or where they will spend less time exposed to traffic (eg, not across a roundabout)

· Offer sensible, positive advice about what to do - not what not to do. For example, to ‘only overtake when you have a clear view of the road ahead and behind you (ie don’t follow on behind an overtaker that obstructs your view ahead); and not simply ‘do not overtake dangerously’

· Encourage acceptance of the message by informing them about the numbers and consequences of accidents; that is justify the campaign

· Encourage acceptance of the message by showing good behaviour and successful outcomes

· Have a credible source, or make sure that is the message is delivered by someone, or an organisation, that is highly regarded and liked by the public. For example, a popular film star or a famous sports person are likely to be more effective when communicating with youths than, for example, police officers.

Also, remember that most people think they are good drivers and safe road users, and believe that it is other people who are the problem.

14 CHOICE OF APPEAL

The type of ‘appeal’ made needs to grab attention and influence target group:

· Emotional aspect make for greater persuasion compared to more rational, analytical or statistical appeals, such that showing accidents or their victims (which could be the family of the accident victim) is better than giving accident statistics.

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· Campaigns can have several appeals. For example, in the UK a series of adverts for a drink- driving campaign showed the consequences for the victim’s family and friends, the driver’s family (eg wife and child), the driver himself losing his license and job, as well as the emergency services having to deal with a fatal accident. This helps to avoid boredom setting in if only one ‘story’ is used. Similarly the intensity of the appeal can be increased to recover interest

· To be effective material must be attractive to target group. This requires preliminary research to identify ‘best’ appeal or combination of appeals.

The following types of appeal have been identified:

· horror

· fear

· grief

· informative/factual/statistical

· endorsement (by involving famous person/celebrity)

· humour (which can be satirical or ‘tongue-in-cheek’)

· family responsibility

· sex.

There is very limited research evidence - and in any case what works well in one country may not work in others, but:

· too much ‘horror’ can be counterproductive because people will find it distasteful and unconvincing

· serious, rather than humorous, messages are usually more effective (however, humorous campaigns have worked in some countries - this is why the material always has to be evaluated before being used)

· the ‘author’ of any message has to be respected and credible. For example, having the traffic police (who may be unpopular and distrusted) telling people what to do is unlikely to work

· the offender or perpetrator of ‘crime’ should not be identified as this can result in a ‘not me’ response

· never insult or offend people

· use local or familiar conditions so target group can identify with what they see

· beware of imported materials (people do not associate with them)

· music and songs can be used to intensify and popularise the message

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· successive campaigns should vary the type of appeal used (simply using horror or grief all the time will soon become boring and ineffective)

· be up-to-date and ‘state-of-the-art’, not old fashioned.

15 CHOICE OF MEDIA

The media chosen to communicate the campaign will depend on:

· the target group (eg TV ownership, rate of illiteracy)

· the type of information to be transmitted

· cost (can be free).

You can use many media with different or complementary characteristics, also the combination of several media is likely to give best results.

Preliminary research on what media is most suitable for various target groups makes it possible to set up more effective media plan for different campaigns.

Targeting can depends on reading and viewing characteristics, so that particular newspapers and radio/TV programmes are selected.

Choices about the use of printed materials should take account of the literacy rate of the target group

Posters should be situated to reach audience near to required behaviour (for example, have posters encouraging rickshaw drivers to keep to the left - using a symbolic picture - can be situated at rickshaw garages/workshops, and posters for children can be posted in schools.

The following media are usually considered (‘media mix’):

· TV

· radio

· cinema

· newspapers (adverts, news stories and editorials)

· magazines

· leaflets, brochures and newsheets

· billboards and hoardings

· posters

· stickers

· videos, tapes, talks, speeches, lectures, street broadcasts

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· special demonstrations, exhibitions/events, competitions

· telephone/fax could be possible (eg for bus/truck companies)

Some general pointers about media:

· low cost media eg radio, press and leaflets can work

· TV campaigns have been effective in developed countries but they can be expensive; unless provided free of charge

· even when TV ownership is not high it can be effective (for example, there may be a single TV in rural villages that is viewd by the whole village; and importantly and what it shows is highly respected)

· special cheap rates for public service broadcasting should be negotiated

· it is possible to co-operate with commercial companies to provide funding and sponsorship - however company used should not be associated in any way with causing road accidents, for example those selling alcohol

16 CHOICE OF MEDIA IN BANGLADESH

Bangladesh has a low literacy rate - so written materials should only be used to target limited specific groups.

Radio is particularly popular - and the National Channel covers the whole country; and has periods when it is the only channel on air.

TV can be used to cover the whole country - some rural villages have communal viewing

Also videos are becoming increasingly popular.

Cinema attendence is high and have been used successfully for other programmes (eg health, family planning, reduce use of water and power).

The Ministry of Information has a systen in place for communication with people (often illiterate) living in rural regions - developed for programmes such as health and family planning.

Within Dhaka permanent poster sites, dedicated to a series of different road safety messages, should be considered.

Market research surveys can identify the most effective media for different target groups. Also, which newspapers are read, and television and radio programmes that are most popular.

Bus and truck drivers listen to audio cassettes, although the use of stickers, signs and posters at rest stops are also considered as likely to be effective.

Rickshaw ‘service garages’ could be used for this this target group.

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17 ROLE OF POLICE

Many campaigns depend crucially on the role to be played by the Police in supporting or enforcing the campaign. It is necessary to reach agreement about such activities at an early stage of the planning and, if necessary, provide guidelines and training.

Police enforcement can take the form of an initial ‘soft’ stage (which might last for about two weeks) where offenders are simply warned (and possibly given a instructional leaflet or booklet) followed by a ‘hard’ phase where they are actually fined or even have their license suspended. Ideally, this stage should continue until the desired behaviour change is achieved.

The enforcement strategy should be accompanied with as widespread media coverage as possible, that should warn people in advance about what will happen; and then possibly inform them about the number of people being fined, for example, each day or week.

In addition to the police some campaigns may depend crucially on other organisations, such as schools, bus and truck companies, etc. Again these will need to be involved from an early stage.

18 TIMING OF CAMPAIGN

· If the campaign topic is seasonal (eg for wet season or holiday periods) it should be run at that time of year

· It is reasonable to think of running more than one campaign each year. Two a year is about right, although in Bangladesh the scale of the problem means that a graduated approach will be required with a number of campaigns initiated as quickly as they can be organised and funded

· Specific campaigns can be tied in with other safety activities eg National Safety/Traffic Weeks

· National holidays/festvals/ceremonies should be avoided, unless they are part of the problem being targeted - for example in the UK a drink-drive campaign was targeted for the Christmas period when this behaviour was more likely to occur

· Weather conditions need be to considered when planning the timing of campaigns and certain times (such as the monsoon) should avoided - unless the campaign is to inform people that it takes longer to stop a lorry or bus on wet roads

· In Bangladesh suitable times for campaigns are likely to be before the start of the monsoon (for example April-May, when Traffic Week normally takes place) and during the winter months of November-February.

19 DURATION OF CAMPAIGN

· In general avoid short campaigns as they have little impact

· As many of the target group as possible (‘penetration’) should be reached by the campaign 44 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh Campaign Manual

· However, it is not effective for the target group to experience the campaign so many times that it becomes boring and annoying (‘saturation’)

· The message/appeal can be changed during a campaign once the majority of the target group has been reached to maintain interest

· Estimate the time necessary to change behaviour - this should be long enough to be noticed and withdrawn when maximum effect is reached (usually a maximum of 12 weeks)

· Should continue until desired effect produced (eg 2 months) although this will depend on available resources and behaviour targeted.

20 STAGES OF CAMPAIGN

In addition to having designed materials consider having a:

· pre-campaign press release(s)

· press launch

· post-campaign press release.

Remember that initial research developing and evaluating materials are crucial stages of any campaign.

21 SEQUENCE OF CAMPAIGNS

· Although it is possible to run more than one campaign simultaneously this is not advisable unless they address different target groups

· It is often effective to link two campaigns (eg target pedestrians and drivers for a pedestrian safety campaign)

· Each campaign should be part of a long-term rolling programme.

22 CAMPAIGN EVALUATION

There are some basic ‘rules’ of evaluation:

· Evaluation should be built into the campaign from the start. There should be campaign objectives that are measurable so that effectiveness can be assessed

· Sometimes it is possible to conduct a regional or local campaign first before conducting a national campaign

· The campaign itself should be constantly monitored - and changed if necessary - even as the campaign proceeds. It may be necessary to extend the campaign beyond the planned finish date

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· The final evaluation (good or bad) should be used help plan future campaigns. Even successful campaigns can provide lessons on how to do better next time

· Information on the campaign - and the results of the evaluation - should be reported and made available to other practitioners and researchers.

Some measures that can be used for evaluation include:

· Change in number of accidents (the ultimate criterion but there are serious reservations, eg accuracy, relevance, overall trend, time required, other influences)

· Change in observable and measurable behaviour are frequently used

· Change of opinion or knowledge (this could be initial criteria)

· Measures of the proportion of target audience reached (‘campaign penetration’).

The method of evaluation:

· When looking for a change at least 2 measurements are required (eg ‘before’ and ‘after’, but consider carefully when the ‘after’ period should be)

· The use of a control group (who do not experience the campaign, or experimental treatment) is often appropriate

· Behaviour can be observed (eg using trained observers, or conducting a video survey - which is especially useful if looking at something like pedestrian behaviour) or self reported (obtained by surveys)

· Surveys can measure attitudes, knowledge, behaviour before, during and after campaigns.

· However accidents are the ultimate criterion (but this should target accident type and will take long time to collect).

23 DESIGNING POSTERS, LEAFLETS AND ADVERTISEMENTS

There are a number of guidelines that should be followed.

Do:

· ‘Sell’ the benefits rather than stress the disbenefits

· Be positive rather than negative

· Be active and powerful (rather than passive and restrained)

· Have a ‘short’ main message

· Put the message at the top

· Have people and actions in pictures

· Use local pictures/situations 46 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh Campaign Manual

· Design for the target audience

· Evaluate a range of the materials (by testing them on volunteers from the target group)

· Use pictures to break up text

· Use colour photographs and clear illustrations

· Make sure the graphics do not hide the message

· Use a clean, unfussy design

· Do not include technical information

· If possible use professionals (artists, graphic designers etc)

· Remember, ‘A picture says a thousand words’.

And also:

· Don’t have too many words

· Don’t use long or difficult words

· Avoid ambiguity, cliches and being too clever (or subtle).

· Don’t use:

small print (hard to read)

CAPITALS (slow to read)

difficult to read typefaces (eg script or italics)

too many typefaces

light coloured writing on dark backgrounds

· don’t do anything to offend (Consider race, sex, religions and politics)

· Don’t order the final print run before seeing what you will get

· Check carefully for spelling and grammar errors (at every stage)

· If you using an unfamiliar language (or languages) get more than one person to translate what it means

· Don’t use a cheap looking product.

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24 HANDLING THE PRESS

Recognise they have their job to do

Recognise you need them more than they need you

Tell them the story (who, what, when and where - and how) and suggest an ‘angle’

Give them good warning about future events

Organise events to avoid inconvenient times and conflicting events

Issue regular press releases - not just once in a while

Have a contact name and telephone number on any release

Ask them what they want (eg frequency and content)

Recognise that they require news stories as well as materials for editorials

Know their deadlines

Do not be obstructive

Be careful with statistics - be clear and precise (and accurate) and make sure they are reported accurately

Cultivate a professional working relationship, mutually beneficial

Thank them for a job well done.

25 SUGGESTED FURTHER READING

ELLIOT, B.J. (1989). Effective road safety campaigns: A Practical handbook, Federal Office of Road Safety, Department of Transport Communications. Report CR 80. Canberra.

JACOBS G.D., DOWNING A.J. and HILLS B.L. (1987). Road safety in developing countries. Information Note produced by Transport and Road Research Laboratories’s Overseas Unit, Crowthorne, UK.

MACLEAN, A.S. (1988). Technical Note No.1: Assessing the impact of public communication programs. Australian Road Research, 18(3).

OECD. (1978). Chairman’s report and report of sub-group III, Mass media communications for pedestrian safety. Transport and Road Research Laboratory, Crowthorne, UK.

OECD, ROAD RESEARCH (1971). Road safety campaigns: design and evaluation - The use of mass communications for the modification of road user behaviour. OECD Paris.

OECD, ROAD RESEARCH (1975a). Manuual on road safety campaigns. OECD Paris.

OECD, ROAD TRANSPORT RESEARCH (1993). Marketing of traffic safety. OECD Paris. 48 idc\gulshan\3\2\report\req_q.doc RRMP2 : Institutional Development Component Road Safety Publicity in Bangladesh Campaign Manual

OECD, ROAD TRANSPORT RESEARCH (1994). Improving road safety by attitude modification. OECD Paris.

RoSPA road safety programme manual. Guidelines for research, design, monitoring and evaluation of education, training and publicity activities. RoSPA, Birmingham, UK.

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26 Appendix: Figure showing campaign stages (from OECD)

51 idc\gulshan\3\2\report\req_q.doc GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND RAILWAYS DIVISION

SECOND ROAD REHABILITATION AND MAINTENANCE PROJECT

INSTITUTIONAL DEVELOPMENT COMPONENT

Traffic Legislation and Enforcement in Bangladesh

May 1998

{EMBED Unknown} aits

Traffic Legislation and Enforcement in Bangladesh by

Jon Neades AiTS.

Prepared for : Institutional Development Component of RRMP2

Customer : WSP International Ltd

This is an unpublished report prepared for WSP International Ltd. and must not be referred to in any publication without the permission of AiTS or of WSP. The report was prepared by Jon Neades and the views expressed are those of the author and not necessarily those of AiTS or of WSP.

© Copyright AiTS, 1998.

All rights reserved.

AiTS is a trading name of Ai Training Services Ltd. RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Table of Contents

EXECUTIVE SUMMARY

1 BACKGROUND

2 TERMS OF REFERENCE

2.1 COMMENTS 3 LEGISLATION

3.1 SUMMARY OF EXISTING LEGISLATION 4 ENFORCEMENT

4.1 INTRODUCTION 4.2 STRUCTURE OF POLICE 4.3 ROLE OF TRAFFIC POLICE DEPARTMENT 4.4 ENFORCEMENT OF LEGISLATION 4.5 TRAFFIC CONTROL 4.6 GENERAL ENFORCEMENT PROCEDURES 4.7 COMMUNICATIONS 4.8 SPEED ENFORCEMENT 4.9 ALCOHOL ABUSE AND DETECTION 4.10 INTER-URBAN ENFORCEMENT 4.11 ROAD SAFETY 5 ACCIDENT INVESTIGATION

6 POLICE TRAINING

6.1 INITIAL TRAINING 6.2 TRAFFIC TRAINING 6.3 DRIVER TRAINING 7 CONCLUSIONS

7.1 LEGISLATION 7.2 ENFORCEMENT 8 RECOMMENDATIONS

8.1 LEGISLATION 8.2 ENFORCEMENT 8.3 TRAFFIC TRAINING 9 ACKNOWLEDGEMENTS

ANNEXES Annex A Review of Legislation Annex B Schedules from existing legislation Annex C Schedules from draft Act Annex D European driving licence system Annex E Disqualification and endorsements (UK) Annex F Terms of reference for technical inputs Annex G Draft plans for development of highway patrols Annex H Contents of road safety leaflets RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Executive Summary

The findings of this report can be summarised into three main sections, Legislation, Enforcement and Enforcement Training. Recommendations are made concerning all three areas and a summary of these is contained below.

Legislation At present the existing legislation covering road traffic is inadequate in that it does not govern the behaviour of non-motorised vehicles. Within Dhaka the situation is slightly different however as the Dhaka Metropolitan Police Order does allow some management of non-motorised vehicles. The existing legislation deals extensively with some of the administrative requirements, but does not deal adequately with basic road safety matters. For example entire chapters are devoted to rules governing the awarding of driving licences or registration certificates. However rules for driver conduct are contained in one page Schedule to the Motor Vehicle Ordinance. These facts have been recognised and a draft Road Traffic and transport Act is currently under development. The draft Act provides an outline framework for the legal structure, procedures and offences necessary to control the movement of all vehicles on roads in Bangladesh. Several safety items are included in the draft Act, which is particularly encouraging. In addition, one section allows for the creation of a road safety fund and provides that monies realised from fines will be paid into this fund. A multi-sectoral legislative committee was responsible for re-drafting the Act to the state where it now stands. Many of previous researchers recommendations are to be found within the latest version and this is welcomed. Part of the draft law is as yet incomplete and all needs careful revision by the relevant committee to ensure that it is applicable to the needs of the Country. It is understood that the draft Act has been submitted in its current form to the Ministry of Law for outline approval. It is at this stage that progress on the Act has stalled. Although the Act has been with the Ministry of Law for several months, no sign has been given as to when outline approval will be granted or denied.

Summary of legislative recommendations The draft Act should be returned as soon as possible from the Ministry of Law and the legislative committee reconvened to continue work on the Act. In addition the committee should determine a plan of action and timetable for drafting the subsidiary legislation which will be needed to complete the complete suite of legislative material.

For maximum impact, the launch of the new Act should be preceded by a publicity campaign to highlight some of the new features in the Act. A similar campaign should be considered prior to the enactment of subsidiary legislation once this has been drafted.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Enforcement Traffic enforcement is severely limited at present by the exclusion of junior ranks, constables and head constables, from the power to prosecute offenders. This means that the only people entitled to initiate proceedings are traffic sergeants. This restriction on police powers is apparently historic in that previously constables were not expected to be able to read or write. Conferring powers in those circumstances would have been dangerous. In more recent times, all police recruits are required to pass written tests, so this restriction is now seen as unnecessary. The traffic constable and head constable are required to man a series of traffic points or ‘bits’ to control the flow of traffic. For the most part they appear to have a beneficial effect of traffic flow. However if a driver chooses to ignore the directions given, then there is little the constable can do to rectify the matter. No direct sanction is available. If a sergeant is present at the bit, it is interesting to see an increased level of compliance with constables directions! Traffic enforcement is through a series of penalty ticket systems. These are specified for a number of types of offence, contained mainly within the Motor Vehicle Ordinance. Once an offence has been detected, the ticket is issued and the driving licence seized. Payment of the fine is made, and on production of a receipt, the licence is returned. Corruption exists throughout the public sector and unsurprisingly, numerous stories abound of police corruption. Some are apocryphal, some rooted more strongly in fact, but doubtless it does occur. Without wishing to provide excuses for this, it is interesting to note that the pay of a constable is around 54 taka per day. Manual workers, breaking bricks for hardcore, or rickshaw pullers earn more. Of note is that the majority of traffic enforcement is based around sergeants stopping vehicles at traffic points. Most sergeants are equipped with motorcycles, but stopping moving vehicles does not appear to take place. Enforcement is also limited by the total lack of speed detection equipment or alcohol sensing devices. Outside the cities, traffic enforcement is virtually non-existent. This leaves the inter-urban routes and other roads without any form of traffic police presence. As most of the fatal and injury accidents take place on the inter-urban routes it is obvious that some form of policing should be introduced as a matter of urgency. The responsibility for investigating and recording accidents is vested in the thana police, not the traffic department. Although the data collection process is improving, the level of accident investigation possible by the investigating officer is very limited. The principles of reconstructing accidents, using the evidence available at the scene are not well known and not practised. Dhaka Metropolitan Police ran a Traffic Consciousness Week from 3rd – 7th May 1998. This involved six static locations around the city and seven mobile displays. A series of posters were displayed and three types of leaflet distributed depending on the class of road user, pedestrian, rickshaw puller or motorist. The initiative was widely reported in the press and is perceived by the police as a great success. Similar ventures are planned for the future. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Enforcement training All traffic police are transferred onto the department after spending some time on other duties. They have spent either one year or six months in foundation training, depending upon whether they are to be officers or constables. A Traffic Training School exists to train transferees. The building housing the School is cramped, without basic training facilities and in an appalling state of maintenance. It is considered to be totally unsuitable for training. Students at this School undergo a six week course, which for constables consists mainly of learning traffic control techniques. For officers, the course covers application of the laws and how to issue tickets. A Police Driving School exists at Jamalpur in the north of the country. At present this is used solely for training constables and head constables to pass the professional driving test and thereafter to act as drivers for senior officers, who are all entitled to the use of an official car.

Summary of recommendations for enforcement and training

Activity in this sector needs to revolve around three key issues, · Implementation of highway patrols · Development of resources (structural and equipment) · Development of training

It is suggested that coordinated approach is adopted which deals with all issues concurrently. It is impractical to suggest that enforcement activity can be improved across the country just by providing suitable vehicles and equipment. What is preferable is to introduce pilot projects to demonstrate the best and most effective use of new equipment. Development of training abilities can and should then take place alongside the implementation of the pilot projects. Funding should be sough to design, build and commission and equip a new TTS on the outskirts of Dhaka as soon as possible, as the existing building is unsafe. This should include facilities for all types of traffic training, including driver training. Several courses are recommended for inclusion in the portfolio offered by TTS. Several other measures are proposed including, the transfer of accident investigation and reporting to the traffic police, implementation of a pay review and anti-corruption measures, introduction of a joint police / BRTA driver and vehicle database and the instigation of a police accident analysis unit.

Jon Neades, AiTS. 21st May 1998

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

1 Background The Institutional Development Component (IDC) of the Second Road Rehabilitation and Maintenance Project is funded by the UK Department for International Development. Part of IDC is a series of short term road safety inputs, alongside a longer term, (18 month) road safety engineering input. The short term inputs are,

· Legislation and Enforcement

· Vehicle inspection and safety

· Driver testing and training

· Children’s road safety education

· Road safety publicity

· Accident data analysis

· Accident costing

These inputs originate from a report into road safety in Bangladesh written in 19961. IDC was scheduled to finish in July 1998 and all the inputs are expected to be completed by this time. A transitional IDC has been set up to run until December 1998 during which time the next phase of activity will be planned.

A National Road Safety Council (NRSC) has been established with a brief to coordinate the activities in the various sectors. In 1997 a Strategic Action Plan was developed and published by the NRSC. This document provides direction for all road safety initiatives within the Country and is actively promoted by the NRSC. The Strategic Action Plan has seven sectors, comprising,

· Finance

· Engineering

· Traffic Legislation

· Traffic Enforcement

· Education and Training

· Treatment and Rehabilitation of Victims

· Information and Research

1 Aeron-Thomas, A and Elliott, G. Road Safety in Bangladesh. Final Report by TRL. IDC Project 1996. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Day to day activities of the NRSC are managed through a Secretariat which is operated through the Bangladesh Road Transport Authority (BRTA). BRTA have an active role in many of the above sectors and much of the progress is due to their enthusiastic support for road safety matters.

This report is based on the findings of the traffic legislation and enforcement specialist. Overall this report is aimed at two sectors of the Strategic Action Plan, traffic legislation and traffic enforcement. The link between the two sectors is clear. Traffic enforcement can only be based upon an effective system of traffic legislation.

Logically therefore it is important to set out a clear legislative framework under which the police are to perform their activities.

The terms of reference for this input are detailed below.

2 Terms Of Reference The original terms of reference for this component of the IDC project are as follows,

Traffic Police Enforcement & Legislation

Location: BRTA

Reporting to: BRTA Chairman and Inspector General, Bangladesh Police

Objective: Advise on revised MVO with focus on safety regulations and police enforcement.

Description of Role and Tasks

1. Compare current Motor Vehicle Ordinance and draft Motor Vehicle Act and produce report outlining the main problems and weaknesses of the proposed legislation with priority given to traffic control and safety regulation recommendations.

2. Assist the Working Party on Traffic Legislation to produce revised traffic legislation.

3. Review prosecution and court procedures to identify the optimal functional division between the Traffic Division headquarters and civil court, including alternative fine collection systems.

4. Simplify penalty system to increase its chances of sustainability.

5. Identify training needs and develop long term enforcement training strategy.

6. Assist with review and development of Highway Patrolling Policy.

7. Present introductory seminar on traffic legislation and enforcement.

8. Present concluding seminar on work accomplished and recommendations identified.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Counterpart from Government: BRTA Asst. Director Engineering and senior representative from Bangladesh Police.

Milestone achievements:

Introductory seminar

Final seminar

Final report on draft MVA

Timing of input: 8 weeks

Date of input: Two inputs, first visit March 1998, second visit May 1998.

Risks and assumptions:

A multi-sectoral traffic legislation working party should be established and functioning to make the most effective use of the foreign expert. Traffic legislation working party should be willing to have weekly meetings during the expert’s visit.

The review of court responsibilities will depend on the legal system supplying adequate data on the number of motor vehicle offence by section violation and duration.

2.1 Comments

The original terms of reference as specified above were amended during the first visit to take into account several factors. A major factor affecting the input was that the working party on traffic legislation was not functioning during either of the inputs.

At the time of writing, proposals for the future developmental work in road safety were under consideration. Although not specifically included in the original terms of reference, the author has included proposals for development within the legislation and enforcement sectors.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

3 Legislation

For convenience this majority of this part of the report is confined to Technical Annex A where it is split into three main sections, a summary of the existing legislation, a review of the proposed legislation and technical comments and suggestions concerning the draft legislation. As there are numerous references to the Schedules in the first two sections, the more relevant ones are also reproduced subsequent Annexes.

3.1 Summary of Existing Legislation

There are three groups of laws into which all the relevant existing traffic laws can be divided. The table below lists the relevant legislation reviewed in this report.

Table 1: Existing traffic related legislation

I - Legislation concerning vehicles and driving The Motor Vehicles Ordinance 1983 (MVO)

The Motor Vehicles Rules 1940 (MVR 1940)

The Motor Vehicles Rules 1984 (MVR 1984)

II - Legislation concerning road tax The Motor Vehicles Tax Act 1932 (MVTA)

Motor Vehicles Tax (Amendment) Ordinance 1989 (MVTO)

The Motor Vehicles Tax Rules 1966 (MVTR)

III - Legislation concerning traffic control within Dhaka City Dhaka Metropolitan Police Ordinance 1976 (DMPO)

The major problem concerning the existing legislation is that it caters almost exclusively for motorised vehicles. The non-motorised vehicles are covered only within Dhaka under the terms of the DMPO. This does provide for all modes of transport and is being effectively applied by Dhaka Metropolitan Police as described later.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

This situation should to be remedied at an early stage and a comprehensive set of rules developed for all traffic in all areas and types of road. The draft Act goes a long way towards fulfilling these requirements, but what should also be developed is a Highway Code. This could then explain the requirements of traffic laws in more easily understood terms. As with other countries codes, this should be cross referenced with the legislation. The draft Act provides for a Highway Code to be written, but no time scale is given for this or its subsequent implementation. The draft Act provides an outline framework for the legal structure, procedures and offences necessary to control the movement of all vehicles on roads in Bangladesh. The proposed laws have apparently been drafted from a mixture of the old laws, together with excerpts from British, American and Australian traffic laws. Following recommendations by Aeron-Thomas and others in 1996, a multi-sectoral legislative committee was responsible for re-drafting the Act to the state where it now stands. Many of her recommendations are to be found within the latest version and this is welcomed. Several recommendations are not included however. A major omission, in the view of the this author, is that the wearing of seat belts is not made mandatory. This is a proven, and easily enforced method of reducing injury severity and should be considered prior to enactment. In addition, one section allows for the creation of a road safety fund and provides that monies realised from fines will be paid into this fund. Part of the draft law is as yet incomplete and all needs careful revision by the relevant committee to ensure that it is applicable to the needs of the Country. Some parts are repeated and some sections are considered by this author to be unnecessary. Detailed notes on these aspects are contained within Technical Annex A. The author understands that the draft Act has been submitted in its current form to the Ministry of Law for outline approval. It is the intention of the committee to reconvene as and when the draft Act is returned from Government. During interviews, it was considered impossible to give a time frame in which the legislation will be returned and subsequently amended. Similarly a date for the expected enactment of the draft Act was not given. The latest information suggests that the MOL will not consider the draft Act until it is translated into Bangla. This means that it is imperative for the legislative committee to complete the draft. Otherwise much time will be lost.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

4 Enforcement

4.1 Introduction

Traffic enforcement activities within Bangladesh cover several agencies, not only the police. For example BRTA are charged with the responsibility of examining vehicles and also for operating weighbridges to detect overweight vehicles.

Other reports2 3 deal with the enforcement activities of these agencies and it is the intention of this report to highlight the enforcement capabilities of the traffic police only.

4.2 Structure of police

The police in Bangladesh are all part of one national police service under the command of the Inspector General of Police (IGP). In common with many other countries the police are split into separate departments tasked with dealing with particular matters. For example CID departments for crime matters, general policing for the Thana police and the traffic police dealing with traffic enforcement.

Within the country the police are divided by geographical area into four metropolitan areas, and six ranges which correspond to the divisions used for local government purposes. The Ranges are sub-divided into a total of 64 districts and further into 490 Thanas, each with its own police station. Only 30 Thanas are located in metropolitan cities.

The tables below summarise the main police areas, total numbers of police and traffic police, together with the populations they serve and the ratio of traffic police per head of population.

Table 2: Metropolitan Police Areas in Bangladesh (Population figures 1995)

Urban Area Population Total police Traffic police Ratio of traffic police (x1000) personnel personnel to head of population

Dhaka 7631 17810 2263 1 : 3372

Chittagong 6194 4141 395 1 : 15681

Khulna 2380 2142 265 1 : 8981

Rajshahi 2220 1962 90 1 : 24667

TOTALS 18425 26055 3013 1:6115

2 Pearce, T. Vehicle Safety and Roadworthiness in Bangladesh. IDC Project report 1998. 3 Newport, S. Axle Loading Studies in Bangladesh. IDC Project report 1998. 9 RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Table 3: Police Ranges in Bangladesh (Population figures 1995)

Range Population Total police Traffic police Ratio of traffic police (x1000) personnel personnel to head of population

Dhaka 29648 14542 278 1 : 106647

Sylhet 7582 4326 98 1 : 7734

Rajshahi 27074 12068 278 1 : 97388

Khulna 11818 7351 160 1 : 73863

Chittagong 17207 15399 220 1 : 78214

Barisal 8203 4821 78 1 : 105167

TOTALS 101532 58507 1112 1:91306

Although the population figures are now out of date, these figures reveal a wide range of policing levels across the country. Dhaka city appears the best served police area with a figure of one police per 3372 of population. Latest estimates of the population of Dhaka are over ten million, which reduces the ratio to one police per 4418 of population. This is still almost twice as high than the next best city of Khulna.

The Ranges are not well served by the traffic police at all. A lower figure is to be expected in rural areas, which traditionally have a lower density of motor vehicles. Overall the traffic department accounts for less than 5% of the total police strength in the country.

Of interest are the comparative countrywide total figures. These are shown below.

Table 4: Nationwide total policing and population figures

Country Population Total police Traffic police Ratio of traffic police (x1000) personnel personnel to head of population

TOTALS 119 957 84 562 4 125 1 : 29 080

Career specialisation is not actively encouraged by the senior management. Transfers between departments are not uncommon and this can lead to a reduction in the skill base in any one department. The traffic police are no exception to this and this was recognised as a problem in 1993 by Axup4. Despite his, and others recommendations, little change is evident at the time of writing.

4 Axup, D. DITS Working paper A. Enforcement Background 1993. 10 RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Counter to this, is the fact that a lack of career specialisation is not common in Britain. In Britain it is considered desirable for police officers to have a general base of experience, rather than too much specialisation.

The table below outlines the structure of the police service in Bangladesh, the levels of personnel to be found at varying offices, and differences in description between the ranks in the Ranges and Metropolitan areas.

Table 5: Structure of police National HQ

Inspector General (IG)

Additional IG

Range Metropolitan

Deputy IG Assistant IG Commissioner

Superintendent (SP) Deputy Commissioner

Additional Superintendent Additional Deputy (Add SP) District HQ Commissioner (Add DC)

Assistant Superintendent Assistant Commissioner (ASP) (AC)

Officer in Charge (OC) Officer in Charge (OC)

Sub-Inspector (SI) Sub-Inspector (SI)

Thana Level

Head Constable Head Constable

Constable Constable

Within DMP only, the Commissioner has the equivalent rank of Additional IG. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

The traffic department is organised slightly differently. Traffic Inspectors have the equivalent rank of Officer in Charge (OC). Sergeants exist in the traffic department and have the equivalent rank of Sub- Inspector. The table below outlines the traffic department structures within both the metropolitan and districts

Table 6: Structure of traffic police

Metropolitan District

Deputy Traffic Sergeant Commissioner

Additional Deputy Head Constable Commissioner

Assistant Deputy Constable Commissioner

Traffic Inspector NOTES: The highest ranking traffic officer in Khulna and Rajshahi is ADC. Only Traffic Sergeant Dhaka and Chittagong have a full Deputy Commissioner as the highest traffic rank.

In the Ranges the Sergeant is generally Head Constable the highest rank of traffic police. They report to the Superintendent of Police.

Constable

4.3 Role of traffic police department

The traffic police role is primarily that of ensuring the free flow of traffic and performing escort duties for VIP’s, especially in Dhaka. Enforcement of the existing legislation is also recognised as a function of the police, as too is a responsibility for education of the road using public.

Administrative functions, associated with policing, such as the issue and control of driving licences, vehicle registration and issue of vehicle fitness permits, are performed through BRTA. Unfortunately operational

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh links between BRTA and the police are limited and to date there is no national computer database available for the police to check for stolen or forged driving documents.

4.4 Enforcement of legislation

Traffic enforcement in the country is logically separated into urban and rural policing. There is a great difference in the function of traffic police in these two areas. Dhaka Metropolitan Police (DMP) was studied in detail. Unfortunately rural traffic policing is more or less non existent, despite the fact that the majority of fatal accidents occur in rural areas. (Aeron-Thomas 1996)

Outside the cities, the Thana police are responsible for enforcing traffic law in addition to their other duties. Due to other work commitments this effectively means that traffic laws are not enforced. This can only be to the detriment of road safety.

DMP5 have identified a number of issues which they believe are of relevance to the traffic problems in the city of Dhaka.

· narrow roads

· maintenance of roads

· maintenance of traffic control devices

· need for a city by-pass

· need for flyovers

· high rickshaw population

· inadequate bus and truck stands

· inadequate equipment and insufficient police resources

· ineffective enforcement of laws

· lack of effective accident investigation

· lack of public education respective traffic laws

· lack of a proper public relations policy

· temporary shops on the footpaths

5 Hossain, M. Traffic Problems and Solutions within this City of Dhaka 1997 (?) {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Some of these items are within the remit of the police to control whereas others fall more naturally into the role of planners, engineers and BRTA. The solutions proposed in the same paper deal with this and suggest policies which should be applied by not only the police but other bodies.

4.5 Traffic control Traffic congestion within Dhaka is a major problem, recognised by all. The police seem to take more than their share of the blame for this situation which has developed due to inadequate roads and ever increasing traffic levels. As previously stated a major role of the traffic police is that of controlling the flow of traffic. This function is performed within Dhaka by a series of points or ‘bits’ as they are known locally. Axup reports that a total of 232 bits exist within the City, staffed by constables and head constables. (Interestingly ‘bit’ appears to be a corruption of the term ‘beat’ which is applied by British police, amongst others, to denote an area of responsibility.) The police wear a blue coloured shirt in the metropolitan areas and a khaki coloured shirt in the Ranges. Traffic police are denoted by the addition of white sleeves. Although non-reflective these do at least distinguish traffic police from their counterparts. Two constables, as a minimum, are allocated to each bit. The working conditions for the police at bits leaves much to be desired. Reflective jackets are not available, or not used, whilst performing traffic control. Dust or smog masks were in use by some constables, but by no means all. Protection from the weather conditions is by using an umbrella, both in rain and strong sun. Little relief is available for the constables who work a two shift system from 6.00 am through to 10.00 pm. Traffic control is performed using what is described by traffic management as a ‘head and tail’ system. In other words priority is given to those directions where traffic flow is seen as the greatest. On the whole the system works fairly well. Unfortunately at bits where existing traffic signals exist the directed motion of traffic is often against the phasing of the lights. Most if not all the traffic light systems are fixed phase and therefore unable to respond to the demands of varying traffic flow. Direction by the traffic police against the lights is not helpful in instilling respect and observance of traffic lights. Indeed one feature of traffic flow around the city is an almost total disregard for red traffic lights. Many drivers chose to ignore certain red traffic lights, particularly when there is a fast flow in that particular direction. Although no accidents were witnessed at these sites, and no confirmatory data was readily available, the scope for conflict is obvious. Anecdotal evidence from local drivers suggests that there is an unwritten system operating throughout Dhaka regarding observance of traffic lights. Some traffic signals can always be ignored, some obeyed, when there are police present, and some should always be obeyed. When questioned as to how a visitor was to interpret this system drivers were unable to answer. When asked how the system is learnt, the reply is always that it is just ‘known’.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Traffic control by the police is not as effective as it could be. A contributory cause of this appears to be that constables do not have the authority to enforce any of the laws relating to traffic. For example, although the constables have a power to cause vehicles to stop, and to direct traffic, there is no sanction available if drivers choose to ignore those instructions. Consequently many drivers do ignore the constable, exacerbating traffic congestion. Traffic Sergeants are empowered to initiate process against drivers. It seems that if a traffic sergeant is present at a police controlled junction, driver cooperation is enhanced. Certainly drivers appear more willing to obey the traffic directions of sergeants. This suggests that an introduction of prosecution powers to traffic police generally would be beneficial.

4.6 General enforcement procedures Traffic Sergeants are the key to any form of enforcement within the existing situation. They hold the equivalent rank of Sub-Inspector and are the most junior rank on which powers to initiate proceedings are conferred. In general there are three methods by which proceedings may be initiated. These are under the DMPO for all vehicles (in Dhaka); under section 159 MVO 1983 special procedure; and under Schedule 12 MVO 1983 offences. All three methods involve a fixed penalty style of system, where the offender is issued with a ticket and is obliged to pay a penalty. Driving licences are seized and the alleged offender is obliged to pay the fine at the main traffic office. On production of the receipt, the driver can then retrieve his licence from the local traffic station. For those who fail to pay, a team of officers are tasked with issuing warrants and summons. Warrant serving officers are often found in association with bits, where traffic flow is high, but average speeds are low. Individual vehicles are thus readily identified and able to be stopped. Traffic bits also represent an ideal location for performing checks on vehicles and vehicles. Outside of peak hours, when traffic flow is just too great, the opportunity to ‘pick out’ target vehicles is present at many bits.

The table below shows the number of cases prosecuted and the monies realised in Dhaka during 1996-1997.

Table 7: Cases prosecuted in Dhaka during 1996 – 97

Year Number of cases reported On the spot fines Amount of total fines realised realised (cases / Sgt / day) (taka / Sgt / day) (taka / Sgt / day) 1996 162 081 (1.64) 449 100 (4.55) 19 243 980 (195.3)

1997 155 755 (1.58) 114 800 (1.16) 15 189 285 (154.1)

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

More serious offences, and document related offences are dealt with by reporting the offender and requiring them to attend court on a particular day. Figures for these types of cases were not supplied. The police estimate that around 50 – 90% of all driving licences in circulation are forged, or false in some way. The highest level of violation appearing to be by drivers of baby taxis. These figures concur with the similar estimates by BRTA officials. Reasons for the widespread circulation of false licences include the written driver test and that the licence is readily copied. BRTA are aware of this problem and it is reported that laminated licences will be available soon, which will carry a photograph of the holder. Drivers of motor vehicles are required to carry their licence whenever driving a vehicle. If an officer suspects that a licence is false then that officer is required to seize the licence and forward it to BRTA the licensing authority. If BRTA deem the licence false, then the officer must locate the offender and report them for the offence. Even if the offender is located the process of sending the licence to BRTA and waiting for the return is around seven days. Most of the current legislation, and the draft Act are written with enforcement powers specifically given to the Sub-Inspector or Sergeant and above only. Reasons for this can be guessed at, but one plausible explanation given was that more junior ranks traditionally were of lower ability and often illiterate. This does not now appear to be the case and there is a minimum academic level set for all police constables on appointment. If this is the reason for restricting the powers of constables then it no longer applies and relevant laws should be amended forthwith.

4.7 Communications Communications between the police is mainly by UHF radio. Senior officers, and the majority of traffic Sergeants appear to be equipped with a radio. A police central control centre exists within Dhaka and this centre coordinates the activities of the operational staff. The general public are able to contact the control centre by telephone to report emergencies, such as accidents. It does appear that the senior officers maintain a tight personal control over ground operations. On many occasions interviews with senior officers were interrupted so that operational instructions could be relayed to junior staff. Responsibility for day to day operational management does not appear to be delegated to junior management, but retained at senior levels. This practice does little to assist the development of more junior managers, nor does it release the senior management for their natural functions of designing strategy and policies. Implementation should be delegated to more junior ranks.

4.8 Speed enforcement There is currently no real speed enforcement capability within the police. Speed enforcement teams (SET) are in operation in Dhaka but these no not have speed detection equipment. Their only action is to visually {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh estimate the speeds of vehicles, which is both difficult and prone to considerable error. Other offences are also detected by these teams and their use is viewed as an effective deterrent. Forty officers are allocated to these teams together with twenty motorcycles. Their effectiveness is also reduced by the lack of effective signing for particular speed limits. As a result this technically means that the national speed limit applies. Since this is 70 mph for cars, enforcement of this limit is pointless within the City, where traffic speeds tend to be rather lower on most roads.

4.9 Alcohol abuse and detection As for speed detection, there is no equipment available to assist the police in this important activity. At present where a driver is suspected of alcohol or drug abuse they are taken to a hospital for a blood test. Since the case is considered by the hospital authorities as non-urgent, considerable time often elapses before a sample is taken. This can, and does, result in offenders blood / alcohol levels dropping sufficiently to avoid prosecution. The police maintain that the worst offender for drink / driving are truck drivers, particularly those on inter- urban routes. Statistical data to support this assertion was not produced.

4.10 Inter-urban enforcement

A form of Highway Patrol is reported to exist outside the cities on inter-urban routes. This is primarily to deter the actions of dacoits (robbers) who ply their trade in the more rural areas. The police have had some success in this area, but it does not affect traffic policing to any great extent.

Outside the cities there is the problem of numbers for the Highway Patrol. A total of 73 police personnel are reported to be assigned to this role nationally. Since there are around 16 000 km of paved road within Bangladesh6, this equates to a ludicrously low policing level of about 215 km for each police constable. This does not take account of unpaved roads, of which there are many more kilometres, the effect of which would be to increase this figure still further. On a police per head of population basis, 73 officers equates to one officer per 1.6 million head of population. It is apparent that a substantial proportion of inter-urban accidents involve public transport and trucks. A tour of selected highways showed that these types of vehicles form the majority of motor vehicles, so this may be expected. However a major contributory factor must the be the manner of driving and excessive speed at which all vehicles travel along inadequate roads. There is no attempt to slow down on the approach to villages, the only warning is a sounding of the horn. Overtaking manoeuvres on the highways are a matter of concern. Vehicles frequently perform such manoeuvres on the approach to bends and often around the bends themselves. No consideration as to the

6 RHD figures 1994, Bangladesh Statistics Pocketbook 1996 {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh behaviour of other road users appears to be made by drivers. Since there is no traffic enforcement on the inter-urban routes, then it is not surprising that driver behaviour is so poor.

4.11 Road safety

In recognition of their responsibilities to educate the public, DMP ran a Traffic Consciousness Week from 3rd to the 7th May 1998. This was widely reported in the press and involved six static locations around the city and seven mobile publicity vehicles. Vehicles and static sites were adorned with a series of safety posters. The Girl Guides and Rover Scouts were also involved in this initiative, broadcasting messages of road safety over public address systems and handing out road safety literature to road users. These leaflets covered information to rickshaw pullers, the general public (pedestrians) and drivers of motor vehicles. An English translation of the leaflets is reproduced in Annex H.

During this time it is reported that there was a noticeable drop in the numbers of accidents and that the number of poorly maintained vehicles on the roads were reduced. Also of note is that a substantial increase in the number of violations issued was recorded, up from around 1500 per week to over 7000.

Due to the success of this venture another is planned for September 1998.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

5 Accident Investigation

At present the investigation of accidents is performed by officers from the Thana police, not the traffic police. Their activities and data collection procedures are covered elsewhere7.

Accident scenes are often attended by the traffic police, but if a fatality or serious injury is suspected then it is the Thana police who take over the investigation. Damage only accidents are dealt with by the traffic police within the DMP area.

The following tables outline the police collected accident statistics for the whole of Bangladesh from 1994 – 1997.

Table 6: Accident statistics 1994 – 97 (Source – Bangladesh Police)

Total Year Fatal Serious Simple Accidents

1994 1597 2335 401 3013

1995 1653 2094 770 3346

1996 2041 2508 793 3727

1997 3162 3787 1289 5453

Table 7: Accidents by type of vehicle (Source – Bangladesh Police)

Year Bus Truck Car / Jeep Baby taxi M/cycle

1994 1308 855 245 334 58

1995 1204 925 252 269 95

1996 1570 1202 406 389 71

1997 2030 1909 701 657 237

If these figures are compared with the police generated MAAPfive figures considerable discrepancy is noted. Discrepancies are even larger, when other data sources are examined. This suggests that under- reporting of accidents is a problem. If this tendency towards under-reporting is reduced this will inevitably

7 Elliot, G. Accident Data Collection in Bangladesh. IDC Project report 1997. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh lead to an increase in the reported accident figures. A sharp rise in the reported accident rate is expected therefore over the next few years. The rise recorded here from 1996 – 97 may well be in part due to a greater reporting of accidents. However further research will be necessary to determine whether this is due to more accurate reporting, or part of a general trend upwards.

What has emerged is the almost complete lack of any knowledge on the part of the police into forensic accident investigation. This entails a detailed examination of the scene of an accident, the vehicles and any witness evidence to determine the likely causes of a particular accident. It differs from engineering accident investigation in that road engineers tend to examine a series of accidents at a particular site to determine causal trends.

Senior police officers are aware of the existence of techniques to determine causes of accidents to the satisfaction of the courts. None however appear to have received any training in these techniques. It is understood that this aspect of policing is not taught at any of the police training establishments.

6 Police Training

6.1 Initial training It is possible to enter the police service at three levels, constable, sub-inspector or Assistant Superintendent. If entering at the most junior level (constable) basic policing skills and procedures are taught at any one of four District Training Schools. The initial course is of six months duration and the training centres are located at Khulna, Noakhali, Dhaka and Rajshahi . Core subjects within the syllabus are reported to be, police procedure, the penal code, crime, traffic and general police duties. Training for officers (Sub-Inspector and Assistant Superintendent) is performed at the Police Academy in Rajshahi. Entrance to the Academy is via the Bangladesh Civil Service examination. The level of success determining the entrance level of the recruit. Officer foundation training is of twelve months duration. Much the same subjects are taught as for the constable recruits, although in rather more depth. These are all taught at a cognitive level, without real application to practical situations. Practical training is reserved for a six month probationary period at the end of foundation training. It is only at the successful completion of both parts that officers assume the full responsibilities and powers of the police. All police, whether destined for traffic, CID or riot control duties, undertake a common syllabus. Posting to individual stations is made at the conclusion of foundation training for both constables and officers. A visit to a foundation training school was not possible during the visit of the author.

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6.2 Traffic training Traffic training is performed at the Traffic Training School (TTS) in Dhaka. This establishment is responsible for training of all traffic department personnel, not just those from Dhaka. The TTS was visited as part of the input. Access to the site is poor via a narrow circuitous route through the old town, taking about ten minutes by four wheeled vehicle. The building occupied by the TTS is laid out on four floors. It is of a reinforced concrete structure and in an extremely poor state of repair. The top floor has already been condemned as unsafe for use. Large areas of concrete have fallen away from the wall and ceilings on the top floor and also throughout the building, exposing reinforcing rods which are extensively rusted. There is a balcony walkway along the front of the building on all floors which gives access to the rooms. In several places the balcony walling has disintegrated completely leaving portions of the walkway with unprotected sheer drops to the ground below. The only access to floors above ground level is via a single, centrally positioned stairwell. This is again unsafe with crumbling masonry on roofs, ceilings and the stairs themselves. The stairs are of uneven tread depth with deep pitting on the treads. Fire fighting equipment was not visible, and if fire were to break out in the building, blocking the stairwell, escape would be impossible. Some 120 – 150 students plus staff occupy the building. For those students based out of Dhaka sleeping accommodation is provided in the same building. This is dormitory style with about bed space for 30 students only. Canteen facilities exist on the ground floor. In common with the remainder of the School, these were cramped and in a poor state of repair. There are only two classrooms. At the time of the visit, 80 constables were undergoing instruction in one class, with 40 officers receiving instruction in the other. Both rooms were poorly ventilated and inadequately lit for effective work. Natural light was through small windows, most of the glass in which was missing. The rooms were undecorated, suffering from damp, and with crumbling concrete plainly visible in places. Classroom conditions were severely cramped with students sat at bench style wooden desks. Up to four students occupied desk space more suited to two. These were located closely behind one another to fit in all the students. All rooms were however equipped with electricity. Visible training aids amounted to a chalkboard in one class and a board showing traffic signs in the other. There was no external equipment, nor space in which to build any other buildings or install permanent equipment. Despite the appalling conditions training takes place eight hours a day. Lectures are given by an instructor standing at the front of the class. In the larger classroom, the acoustics were such that even with a raised voice from the instructor, individual words were difficult to make out clearly when seated at the rear. DMP also provide some training. This is mainly based on the theme of orientation to city policing and occasionally some update training for existing personnel. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

6.3 Driver training Driver training takes place in a dedicated establishment at Jamalpur. The only course offered is to teach potential drivers of senior officers to pass the BRTA professional test. Only constables and head constables are taken on as students due to their potential role as drivers of officers. The school has more than adequate classroom facilities and has spare capacity in that respect for at least a doubling of current student numbers. Vehicles are however severely limited. The School has two trucks one of which is unroadworthy (Parking brake inoperative, defective tyre, defective lights). Also allocated to the School is one jeep. At the time of visiting the jeep was unserviceable and not available for examination. At present batches of around 30 students are taken on each 90 day course. At the end of the course a BRTA examiner attends the centre and examines the students. The test consists only of a brief drive around a field in one of the vehicles available. If the trainee is able to perform this successfully then a professional licence is awarded. Failures are kept at the School and re-tested at a later date. To date 202 students have been trained by the School since opening in 1995, which was a personal initiative of the current IGP. Due to the limited availability of vehicles, trainees receive only about ten minutes practical tuition per day. This is performed in the mornings only, with afternoons reserved for classroom based instruction.

7 Conclusions

7.1 Legislation

Existing laws neglect non-motorised traffic to such an extent that a change in the law is needed Only within Dhaka, where the Dhaka Metropolitan Police Ordinance applies, can any realistic control of non-motorised vehicles be achieved.

The existing laws do provide a framework to control motor vehicles. They are not perfect, hence the need to update them for current traffic conditions. It is apparent however that very few of the laws are being regularly enforced by the police for a variety of reasons.

Much of the existing legislation, and the draft Act are written so that they confer powers only upon the more senior levels of the police structure. This is inefficient and wasteful of much of the police strength.

This can all be rectified with the introduction of the new Road Transport Act. In draft at the present, this provides the ideal opportunity to introduce all of the structural and legislative changes required for effective enforcement.

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7.2 Enforcement

The capabilities of the traffic police are constrained to a very great extent by a lack of resources, both in personnel, training and equipment. They work in unpleasant conditions, in all weather conditions, with little protection and are often berated by the public whenever a traffic problem is perceived.

Corruption within the police, or at least the public perception of corruption, is widespread amongst the population. When the salary levels of police constables are compared with other sectors, one finds that even rickshaw pullers earn more. This does not provide justification, but is perhaps one reason for these allegations.

Of course these are not problems unique to Bangladesh. Similar situations exist in many countries. What is particularly noticeable in Bangladesh however are the positive steps being taken by the police to improve road safety despite their poor press. They have taken proactive steps to promote road safety and also to publicise their activities.

Government too appears to recognise the pivotal role played by the traffic police in road safety matters. Another 300 sergeants and 300 constables have been allocated for DMP. These personnel will take time to train, but their addition is a step towards increasing staffing to more realistic levels.

DMP is restructuring to divide traffic policing responsibilities into two divisions, one north and one south. Each division will be headed by a Deputy Commissioner. Existing and additional personnel will be allocated to each division as necessary to provide a total traffic strength of 2350 officers and constables. The new structure is due to be fully implemented by August 1998.

In addition to this, the most senior traffic rank in the Ranges is being increased to Traffic Inspector. It is thought that an increase in staff for the traffic departments in the Ranges will also be forthcoming.

Within Dhaka, the DMP Corporate Plan 1994 has as one of its goals, ‘the increase of traffic law enforcement and help improve road safety and traffic flow through a multi agency approach’.

This Plan sets a number of targets towards achieving this goal. These include, daily enforcement targets are to be set, increased numbers of motorcycle patrols and personnel are sought, three year secondment to the traffic department are to be introduced, community education programmes are to be implemented, a change in law is to requested to allow traffic to investigate accidents and to allow constables to initiate proceedings.

It is not known exactly to what extent all of these are being met. Where data is available it has been reported above. However the recognition of the problems and a willingness to perform action to achieve a genuine reduction in casualties is evident through this document, during individual interviews and most importantly, in police activity.

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In the field of training, the police have realised that their facilities and the content of the courses offered are inadequate. The Traffic Training School is literally falling down around the staff and students and the conditions at that establishment are not conducive to effective learning.

Training equipment available is negligible and the limited facilities are such that further expansion at the existing site to incorporate an effective range of courses would be impossible. There is therefore a need to consider the development of a new Traffic Training School. Ideally this should be built towards the outside of Dhaka, where reasonable access can be ensured and sufficient space available to allow for future development. The reasons for this are that Dhaka is not only the largest conurbation, but is also relatively central to the remainder of the country.

Sufficient accommodation should be provided at this new site to incorporate not just the classroom based training, but also driver training. With a one-site approach to traffic training the School can rapidly become a centre of excellence and will provide long term cost benefits as management and other overheads will be reduced. The TTS should aim to provide a range of courses covering all aspects of modern traffic policing. At present the School can only offer initial courses for officers and for other ranks. Technical assistance should be considered to assist in the design and development of a range of courses. This should also include a longer term input for an enforcement and training co-ordinator whose function would be to assist in the delivery of shorter term inputs, but also to provide continuity and coordination within this sector. This approach has already been proven to be successful within the road safety engineering sector. The overriding factor governing any assistance in this area however must be to ensure the sustainable development of training by fully utilising local training personnel. It is of little value for foreign specialists to deliver ‘one-off’ training packages, as this does not develop locally based trainers. A tried and tested method for training enhancement is to provide in-country training to training staff by experienced foreign tutors. The local training staff can then be developed as they deliver the training to real students. Local priorities and peculiarities are easily incorporated within such training. In a relatively short time scale training is enhanced and is naturally sustainable. Local training staff must be encouraged to develop their own teaching methods and materials based on the local traffic conditions, not those prevailing in a more developed country. For this reason investment in overseas training for local staff should only be considered when substantial expertise has been built up locally.

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8 Recommendations

The recommendations are split into three sectors, legislation, enforcement and traffic training. Although each set of recommendations is considered separately within this text, they are inter-related and dependent upon each other to a great extent.

8.1 Legislation

Expedite return draft Act from the Ministry of Law. At present work on the draft Act has stopped pending the return of the existing draft. As approval in principle of the draft Act is seen as a positive step towards enactment, an early return of the Act from the Ministry is desirable and should be expedited.

Complete draft of new Road Traffic and Transport Act. Reconvene the legislation committee and resume work on draft Road Traffic and Transport Act, and subsidiary legislation. This can begin in anticipation of the draft Act being returned from the Ministry of Law. This will speed the final publication which will be beneficial to road safety. Much of the Act is as yet unwritten and work on these areas must be completed before the Act can be published. Detailed proposal for completion are contained in Annex A, section 3 – Technical comments on draft Act. Several of the major items are included below.

Consider interim Road Safety Act The legislative committee should consider the feasibility of submitting a temporary Road Safety Act to parliament. This should contain the safety proposals listed below and also extend police powers to junior ranks. A temporary Act, would allow more time to progress the full Act and also ensure that safety matters receive the force of law at an earlier stage. It is estimated that it would take less time for the committee to complete an interim measure than to complete the full Act.

Extend powers to junior police ranks The legislative committee should consider conferring enforcement powers on constable and head constables. This should be linked to an administrative system where police use of their powers is monitored. It is envisaged that if abuse of the power is proved, that rights to enforce legislation can be revoked through defined procedures. These changes may require changes to the Police Code. This should not deter legislators from implementing this recommendation.

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Include section on wearing of seat belts. Missing from the draft Act is a section requiring seat belts to be worn, if fitted to vehicles. Provision is made to write regulations on this subject, but the basic offence should be included in the main Act. Regulations may then prescribe vehicles which are required to have belts fitted, and necessary exemptions.

Review the draft procedures for driving licences. The proposed system is as cumbersome to administer as the existing system, if not more so. It is not thought that BRTA have the resources to implement the existing system effectively. The suggestions outlined in Technical Annex A detail the changes which are proposed. These agree with the changes suggested by the Driver Training Advisor.

Define appropriate alcohol limits. The draft Act does not define alcohol limits for drivers of motor vehicles. These should be included.

Add fail to provide and driving whilst unfit offences. Procedures are defined to require that drivers provide samples for analysis to prove drink or drug abuse. Offences should be added to legislate that failure or refusal to provide these items constitutes an offence. An additional offence of driving whilst unfit to drive through drink or drugs should also be included.

Amend power to stop vehicles. The draft Act phrasing of the power conferred on the police to stop vehicles is conditional on the police suspecting an offence is being committed. This power should be widened by removing the condition. The police must have a power to stop any vehicle on the road so that the vehicle can be tested to ensure compliance and also so that the police may check documentation.

Review the draft procedures for vehicle testing. It is not thought that BRTA have the resources to implement effectively the changes to the testing system that are suggested in the draft Act. The Vehicle Testing Advisor has made recommendations concerning this aspect. They are considered sound and should be included, where appropriate in the draft Act.

Review entire pedestrian control chapter. Much of this Chapter in the draft Act is superfluous and unenforceable. Simple rules as outlined in Annex A would be better included in the control of traffic chapter.

Simplify Schedule Three. Although comprehensive, Schedule Three contains too many offences. It is more geared for a computerised and effective driving licence penalty point system. Neither of which BRTA has at present. It is suggested {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh that penalty points are considered for the more serious safety offences only. An example of a simplified system (from the UK) is included in Annex E.

Remove ‘unspecified offence’ from Schedule Three. Offence 1239 in the draft Schedule Three allows an unspecified offence to be considered. This should be removed from the Act as it does nothing to encourage the police to prove a specific offence has been committed.

Consider additional technical inputs Specialist advice should be considered during the drafting process. Suitable terms of reference for this input are attached in Annex F.

Promote Road Traffic Act The publication of new legislation should be accompanied with a major public information campaign. If this could be coupled with the introduction of standardised road markings and adequate signing, then there should be a measurable increase in driver awareness and safety. Coordination of the enactment should be through the NRSC.

Enact new Road Transport Act. The Act should be published as soon as realistically possible. Even if all parts cannot be enacted at the same time, the whole Act should be published and sections introduced by way of Enactment Order as and when deemed necessary by Government.

Design and implement subsidiary legislation programme. It is highly unlikely that all subsidiary legislation can be prepared for enactment at the same time as the parent Act. A detailed programme should be prepared by the legislative committee giving time scales for drafting, agreeing and enacting subsidiary legislation. This should be coordinated through the NRSC who can arrange suitable publicity prior to, and during the launch of new regulations.

8.2 Enforcement

Introduce Highway Patrol Capability. Priority should be given to the introduction of a highway patrolling capability as no effective inter-urban enforcement currently exists. One area has been identified which requires immediate attention, the Jamuna Bridge.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Financial assistance should be sought for at least a pilot phase. Implementation of this recommendation should begin as soon as possible, in anticipation of the enactment of the new Road Traffic and Transport Act, but implemented regardless of whether the Act becomes law. The assistance of an highway patrol specialist should be considered at key stages within the implementation of highway patrols. Consideration should be given to linking this assistance with that of a training advisor and co-ordinator. Terms of reference for such inputs are given in Annex F. Several matters should be considered when developing the pilot projects. In Bangladesh, there are five major roads into Dhaka. A pilot could be considered on one of these roads, and it is certain that positive results will be obtained. However for a relatively small additional cost, all five major roads could be included in a pilot highway patrol project. Due to geography and the administrative borders, the five roads into Dhaka carry a substantial proportion of the total traffic in the country, with additional benefits that the roads are all within one RHD area and predominantly within one police Range. Ideally one patrol vehicle should be installed per 50 kilometres of road. Assuming double manning, to maintain twenty four hour per day cover, a minimum of eight personnel are required for each vehicle. This make little allowance for abstractions due to training, leave and other purposes. In addition, adequate management structures need to be provided. The table below summarises the five roads and main equipment and staffing levels. Additional equipment will also be needed to provide scene protection and enforce alcohol abuse and speed limits, these are not considered in this report.

Table 8: Major routes and police patrol levels

Road Dhaka to … Distance (Km) Vehicles required Personnel required Comilla 116 2 16 Narshingdi 52 1 8 Mymensingh 122 3 24 Tangail 98 2 16 Aricha 87 2 16 TOTALS 475 10 80

Another urgent consideration is the Jamuna Bridge. At present it does not appear as if any provision has been made for any police presence or other emergency services. From experience of bridge policing in the UK, the author is aware that there are likely to be many problems associated with the bridge. For example access, accidents, weather and road works. These will all cause additional difficulties, due to the fact that there is only one route on, and one route off of the bridge. As a minimum one police vehicle, with towing facilities, should be deployed full time on the bridge. Two vehicles would be preferable, otherwise closure due to accidents and weather will not be enforceable. A minimum of sixteen personnel, plus management should be allocated. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Increase availability of enforcement equipment. Dhaka Metropolitan Police have already recognised the need for more enforcement equipment. The Daily Star newspaper reported on 6th February 1998 that DMP have requested issue of 553 radios, 2228 reflecting jackets, 514 motorcycles, 14 speed detectors, 14 smoke emission testing devices and 100 breathalyser devices. It must be recognised that this only provides equipment for DMP, not the whole country, which will add considerably to this demand. As a first step reflective jackets must be a priority. At present the blue shirt and white sleeve uniform of the DMP traffic constable does not aid conspicuity in conditions of poor lighting or visibility. From a safety point of view reflective clothing must be made available to the traffic police. For the same reasons of conspicuity, illuminated batons for use on point duty should also be acquired. Additional vehicles are also required in the DMP area, and it is assumed also in other metropolitan areas. Motorcycles are the most effective form of transport in these areas. Outside the cities, four wheeled vehicles are more appropriate. Protective equipment, signs, cones and the like cannot be carried on a motorcycle. Protection of accident scenes to avoid additional problems should be a priority. Smoke detection devices are not considered a priority item for police enforcement. The items required, with brief details are,

· Reflective jackets and illuminated batons. Jackets should be high visibility yellow, with reflective bands and comply with the latest international specifications. · Speed detection equipment. A variety of devices should be acquired. Radar is commonly sought after. Speed detection equipment should also include devices such as VASCAR or Police Pilot, which are more versatile and do not emit detectable electromagnetic radiation. · Alcohol testing equipment. Two types of devices are readily available, recording and non-recording. Although more expensive the recording devices provide a permanent record of the offence. · Additional communication equipment. This should include radios, both hand held and vehicle mounted. Outside the cities VHF has a better range and when fitted to a vehicle should provide good coverage. In addition base stations will need to be installed at regional control centres. Repeater stations will also be necessary to provide coverage of the whole route. Mobile telephones are a useful addition if radio coverage is not available. This does assume that mobile telephone coverage is rather better than police radio links.

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· Additional motorcycles within city areas. A range of motorcycles should be acquired for differing purposes. Smaller (125cc) machines are useful for general transport, whereas larger (400 – 650cc) machines can be fitted with speed detection equipment and are sufficiently mobile to follow suspects. · Four wheel vehicles for use in rural areas. Suitable specifications will need to be determined. As a minimum vehicles should be equipped with four doors and sufficient space to carry a range of equipment. It may be that four wheel drive vehicles are considered more appropriate to the needs of the country.

Introduce targeted enforcement campaigns. In the short term equipment levels are likely to remain low. It is essential therefore to target the use of limited equipment in places where it has the most effect. Enforcement campaigns, based on accident and other data, are an effective measure towards reducing casualties at particular locations and in high risk areas.

Transfer responsibility for accident reporting and investigation. Dealing with all aspects of an accident falls within the range of functions which should be associated with traffic policing. The transfer of accident investigation and reporting of the accident should be transferred to the traffic police, once suitable training has been delivered. An assumption of certain tasks traditionally associated with general policing, may also prove a persuasive argument for increasing numbers of traffic personnel.

Monitor enforcement activity. Procedures should be set up to monitor enforcement activity. These should include locations of targeted campaigns as well as numbers and types of offences prosecuted.

Design and implement driver and vehicle database. An effective computer based database, regularly updated, will do much for enforcement. This database should be designed in conjunction with BRTA who handle registration and licensing matters. Effective links between BRTA and the police must also be developed alongside the database.

Review and introduce new police salary scales. Although suggested by others, this recommendation has not apparently been implemented by Government. At present the basic salary levels are very low. It is essential to have a salary structure that at least provides a living wage. A salary below the poverty line encourages the acceptance of bribes and is hardly conducive to effective policing.

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Design and implement counter-corruption measures. If enforcement powers are to be bestowed on lower ranks, it may be prudent to review the counter- corruption measures already in place and design new measures to ensure that corruption is reduced. This may include an ‘authority to institute proceedings’ badge or ID card which should be produced on demand of the alleged offender. It is envisaged that this badge or card could be withdrawn if allegations against individual police personnel are substantiated. This could potentially be coupled with a loss of allowances and would add to the armoury of measures which exist to deal with corrupt officials.

Promote traffic policing activities. DMP have already identified in their Corporate Plan that their image amongst the population is not good. Promotion of activities and measures taken to reduce traffic accidents and increase safety should be encouraged at every available opportunity. Although DMP has a press officer, a dedicated press liaison officer does not currently exist within police headquarters, such a person should be appointed at an early opportunity to coordinate press activity.

8.3 Traffic training

Provide new Traffic Training School. The existing TTS has been identified as inadequate in a number of respects, and is potentially dangerous. Funding should be sough to design, build and commission and equip a new TTS on the outskirts of Dhaka as soon as possible. This should include facilities for all types of training proposed below, including driver training. Bringing the Driver Training School within the TTS would reduce management and other overheads, which will be of benefit to the police. Terms of reference for the construction of a new School are beyond the remit of the author , but must be developed in compliance with existing donor agency requirements.

Develop existing training and design complementary courses. Until the new School is fully functional, additional training, beyond that currently delivered by the TTS, will have to be delivered at diverse locations. The RHD training facility at Mirpur is one possibility. Consideration should be given to identifying other potential training venues. A number of courses are proposed for delivery by the TTS on a national basis. Development and design of these courses should be implemented using foreign specialists where appropriate. Suggested courses are outlined below. Terms of reference for foreign technical advisors are contained in Annex F.

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Refine existing traffic patrol course. An initial traffic patrol course is already delivered by the TTS. This should be developed in conjunction with the proposed changes in legislation. Officers and other ranks should be mixed, particularly if the power to institute proceedings is conferred on lower ranks. A common syllabus should then be applicable to all operational traffic personnel. The course should include elements on traffic law, procedure, enforcement tactics, accident investigation, accident reporting, first aid, traffic control, and vehicle design and maintenance.

Introduce traffic refresher course. This should be developed and implemented for all traffic personnel containing similar items at a more advanced level as in the initial course. When the new Road Traffic and Transport Act is implemented, there will be a requirement for existing officers to be trained in the new procedures and offences. Thereafter all personnel should receive refresher training every five years to keep knowledge and skills up to date.

Develop police driver training. Driver training for the police is limited at present to courses for potential drivers of senior officers. The traffic police should set an example in their manner of driving otherwise it appears hypocritical to prosecute other drivers for performing the same types of manoeuvre. In addition, the performance of VIP escort duties requires enhanced driving techniques. It is considered desirable therefore to develop the driving abilities of the traffic police to meet these requirements.

Develop police motorcycle training. This should be developed along similar lines to those suggested for the driver training.

Introduce accident investigation course. Forensic accident investigation is the study of available evidence to determine to the satisfaction of a court, the causes of accidents. This is an area of expertise which should be introduced into any professional traffic police.

Introduce senior officers management course. Senior traffic managers should be aware of the new equipment when it becomes available and should know how to implement strategies involving their use. To that end it is considered desirable to design and implement a management course for traffic management.

Introduce vehicle examination course. Although not currently proposed, a vehicle prohibition scheme to remove defective vehicles from the roads has been shown to have a beneficial effect on vehicle condition. If this is considered, it is essential that the {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh police are able to examine vehicles for safety components. The profile of the police will also be enhanced if personnel have an understanding of the construction and maintenance of vehicles so that the correct offences can be identified. In the longer term it is considered desirable to introduce specialist vehicle examination courses to selected members of the police.

Implement police accident analysis unit. Enforcement is better targeted at those locations where it will have greatest effect. This is particularly true if limited equipment exists with which to perform that enforcement. Accident analysis enables accident and other data to be used to identify clusters of accidents and target appropriate measures to counter the causes of accidents. It is by nature very similar to the type of analysis performed by traffic safety engineers and it is envisaged that many of the principles involved will be directly transferable. An accident analysis unit should be set up within police headquarters and trained in these techniques using the MAAPfive database which has recently been installed. Skilled analysts can also identify engineering measures which may also be applied. Strong links with the RHD safety unit should also be developed within this unit.

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9 Acknowledgements

The author gratefully acknowledges the help and cooperation of the following persons within both the police, BRTA and other organisations. Apologies are extended to those inadvertently missing from this list. Any mistakes or omissions in the text are of course the responsibility of the author alone.

Mr Ismail Hossain Inspector General of Police Mr Salim Addl. IG (Training) Mr Anwar Hossain AIG (Equipment and Training) Mr Fazlul Haq Bhuiya AIG (Training) Mr Aziz Sarkan AIG (Admin) Mr Mahmud Shajahan AIG (Crime) Mr Mostaq Hossain Khan Deputy Commissioner Traffic Mr Abdul Jalil Addl. DC Traffic Mr Azad ADC Traffic Mrs Mili Biswas Addl. SP Millbarak Mr Mespah Addl. SP Staff Officer to IGP Mr Faruk Ahmed SP Jamalpur Mr Mosharraf Hossain ASP Jamalpur Mr AN Hussain Chairman BRTA Mr Mohammed Amanullah Choudhury Director BRTA Mr Abdur Rab Asst. Director Engineering Mr Lokman Hossain Mullah Asst. Director Mr Mustafi Zur Rahman Asst. Director Mr Inam Ahmed Snr. Reporter Daily Star Mr A.K.M. Mahbub Ul Haque Addl. IG (Retired) and all the staff and consultants with IDC at Baridhara and Mirpur.

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TECHNICAL ANNEX A

Review of Legislation

This Annex contains a detailed description of the main legislative instruments currently in force and also the proposed Road Vehicles Act. The latter document is at a draft phase and as such contains a number of ambiguities and potential areas of difficulty. The third section of this Annex contains comments and proposals for the committee considering the draft Act and is designed to be read in conjunction with the draft.

1 EXISTING LEGISLATION

1.1 The Motor Vehicles Ordinance 1983 (MVO)

The MVO is based heavily on the East Bengal Motor Vehicle Act of 1939 which, as may be expected was not designed to cater for the traffic now existing in Bangladesh. This is the main source of traffic control measures and provides the main authority for most of the traffic offences as dealt with by the police. It is also concerned with the administrative procedures governing the issue of various driving documents and enables subsidiary legislation to be made. Several amendments have been made to the MVO and the summary in this Annex is based on the assumption that the modifications up to 29th November 1990 forms the definitive version.

1.1.1 Chapter I – Preliminary

A comprehensive description of the various terms used within the main body of the Ordinance. Of note are the definitions concerning professional drivers. These are defined as the drivers of any vehicle as a paid employee, together with the drivers of any goods carrying vehicle over 6000 lbs. unladen weight.

1.1.2 Chapter IA – Bangladesh Road Transport Authority Establishment and constitution of the Bangladesh Road Transport Authority (BRTA) together with rules concerning the procedures at meetings.

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1.1.1 Chapter II – Licensing of Drivers of Motor Vehicles This Chapter requires that all drivers of motor vehicles have been issued with a driving licence. It also defines the minimum driving ages of 18 absolutely and 20 for most types of professional driving licences.

The administrative procedures which a potential driver must follow in order to be granted a licence are described in detail, with reference to a list of prescribed forms contained in Schedule 1. The requirement for a test of competence to drive is part of this procedure and a list of the test items is shown in Schedule 3.

There are two types of licence in force, the ordinary or non-professional licence, required by all drivers of motor vehicles and a professional licence for drivers of public service vehicles and larger goods vehicles.

Licences are valid for twelve months after issue generally. It is possible, on payment of a fee, for non- professional licences to be issued for a three year period.. After expiry the licence must be renewed. In addition professional licence holders are subject to re-test every three years.

Procedures, fees and exemptions from the fees are described, as too are the procedures a Court must follow when an order to disqualify an offender is made. Disqualification offences are listed in the Fifth Schedule and Courts may also disqualify if a driver is found to be an habitual criminal or habitual drunkard, or if the vehicle was used in the commission of a cognisable offence.

The Courts are obliged to disqualify, unless there are special reasons, offenders who commit the offences of reckless driving, racing, or using a vehicle without registration or certificate of fitness. The maximum period of disqualification is set at two years for some offences and lower limits for others. Reckless driving carries a minimum disqualification of one year and failing to stop after an accident carries a minimum period of six months.

For reckless driving offences it is possible for a Court to order disqualification until an additional test is taken.

In addition to offences for which disqualification is ordered, which carry automatic endorsement, other offences are also deemed worthy of separate endorsement on the driving licence. These are listed in the

Fifth Schedule.

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1.1.2 Chapter III – Licensing of Conductors of Stage Carriage or Contract Carriage Stage carriages are defined as vehicles which carry more than six passengers at separate fares for each vehicle. Contract carriages are defined as where the whole vehicle is hired by one person for a particular journey. In both types of vehicle conductors are required to be licensed and this Chapter details the procedures to be followed.

1.1.3 Chapter IV – Registration of Motor Vehicles All motor vehicles are required to be registered under the terms specified in this Chapter. The procedures for transferring ownership of vehicles and the forms necessary are also prescribed as too are the change of address and other details. Trailers drawn by motor vehicles are also required to be registered.

The requirement for a certificate of initial fitness is also contained in this Chapter which also states that regulations may be made for annual certificates of fitness to be issued.

Procedures for calculating axle weights and overall weights of vehicles are included. If the vehicle is of a type not already calculated, then the table of tyre weights are applied as listed in Schedule 7.

It is possible under this Chapter for a registering authority to suspend registration if a vehicle is so defective it would constitute a danger, or if it has no certificate of fitness. If the vehicle is being used for hire and reward or when it does not have the necessary permit (issued under Chapter V) the registration can also be suspended.

1.1.4 Chapter V – Control of Transport Vehicles Procedures for the issue of transport permits and conditions relating to the use of such vehicles are prescribed in this Chapter. This relates to the use of both public service vehicles and large goods carrying vehicles.

Different conditions may be applied to the use of such vehicles, and these restrict the use to that which the permit allows. For example passenger vehicles can be restricted to setting down and picking up of

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh passengers only at designated stops, or the number of journeys that may be made on any particular day, or the safety equipment that is required to be carried and the number of passengers allowed.

Section 76A was apparently added to the Ordinance after the initial draft was published. This section details restrictions on the hours of work permitted by drivers and other workers. After five hours continuous work, workers engaged in transport duties are required to take at least an half hour rest and daily working hours are subject to an eight hour maximum with a weekly maximum of forty-eight hours.

Procedures are in place for these conditions to be relaxed and for regulations to be made governing the way in which working hours are to be recorded.

1.1.5 Chapter VI – Construction, Equipment and Maintenance of Motor Vehicles

This is a very short Chapter and principally describes what sort of rules may be made to govern construction, maintenance and use of motor vehicles.

It does contain a general requirement ensuring that all motor vehicles must be constructed and maintained so that they are always under the effective control of the driver. In addition it requires that all vehicles must be right hand drive, unless fitted with approved signalling devices.

1.1.6 Chapter VII – Control of Traffic

Statutory methods of controlling traffic generally are contained in this Chapter. An excess speed offence is made, both for the vehicle class speeds listed in Schedule 8, and any other speed limit in force.

There is a general offence of exceeding weight limits listed on the registration certificate. Certificates contain unladen weights, registered laden weights and individual axle weights. All three are made separate offences.

The persons authorised to weigh goods vehicles and trailers, and some conditions are described. These include a limitation of one mile on the distance a vehicle may be directed to a weighbridge. This distance is increased to a five mile radius within the final destination of the vehicle. Any person authorised by the

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Government is empowered to cause a vehicle to be weighed; the police are not specifically mentioned or automatically authorised for this purpose.

Procedures for restricting the weight of vehicles over particular roads are described in Section 88. The following section allows traffic signs to be erected by approved authorities. Signs are limited to those listed in the Ninth Schedule.

Main roads may be designated as such, which is relevant when considering the rules of the road contained in

Schedule 10, which details who has priority at junctions with main roads. Drivers are also obliged to comply with mandatory traffic signs as listed in Schedule 9, and stop at pedestrian crossings when there is a pedestrian on the crossing.

General road safety offences are also listed in this Chapter, such as,

· leaving vehicles in a dangerous position

· riding on running boards

· riding on public service vehicles other than in the vehicle

· obstructing the driver

· carriage of pillion passengers

· requirement for rider and pillion to wear crash helmets

The powers of police in relation to the production of documents are also outlined. Sub-inspectors or above, whilst in uniform, are empowered to demand licences from drivers and conductors, which if found to be in order must be returned forthwith. Under Chapter IX, identical powers exist to demand insurance details from drivers. Similar powers also exist in this Chapter to demand registration certificates and certificates of fitness from owners or drivers.

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Drivers of motor vehicles are required to stop when so indicated by any police officer in uniform, or any other person so authorised by the Government. This requirement does not appear to be restricted to Sub-

Inspectors and above only, as is the case with many powers.

Following accidents involving damage to other vehicles, animals or property drivers are required to stop and give their name and address to any person who requires it, on the condition that the other person reciprocates with their name and address.

For personal injury accidents the situation is slightly different. Drivers are obliged to take all reasonable steps in conveying injured persons to hospital unless the injured person does not wish to attend. The police must be informed within 24 hours and drivers are obliged to give all details on demand to the police. The police are also empowered to have all vehicles involved in accidents examined by an examiner.

1.1.7 Chapter VIII – Motor Vehicles Temporarily Leaving or Visiting Bangladesh This Chapter exempts temporarily imported vehicles and drivers from complying with certain regulations, such as construction and use, licensing or registration requirements.

1.1.8 Chapter IX – Insurance of Motor Vehicles against Third Party Risks

All motor vehicles used on public roads are required to be insured against third party risks. The majority of the Chapter is concerned with the various contractual obligations of insurers and procedures that must be followed before claims must be met.

There is a detailed description of claims procedures and instructions for the administration of Claims

Tribunals which are set up where there are disagreements.

1.1.9 Chapter X – Offences, Penalties and Procedure

This Chapter declares initially that any offence for which there is no specific penalty listed shall be subject to a penalty of 200 taka for the first offence and 400 taka for subsequent offences.

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Contained within the main body of this Chapter are numerous offences. These actually make offences of many of the earlier provisions in the Ordinance.

On the safety side, the offence of reckless or dangerous driving is enacted. Terms used are not defined precisely, it is merely stated that it is an offence to drive in a manner which is dangerous to the public.

Driving under the influence of drink or drugs is prohibited, but actual limits for drink driving are not defined. Penalties for this offence extend to a fine of 1000 taka, imprisonment for up to two years and a suspension of driving licence.

It is a specific offence to use a vehicle in an unsafe condition, for which the penalty is 250 taka or a one month term of imprisonment. If actual injury is caused to someone as a result of the defect, then the penalty is increased to 1000 taka or three months imprisonment.

Special procedure offences as these are known are listed in the table below.

Section 159 Special Procedure Offences.

Section Description Penalty (taka) 137 Unspecified offence not otherwise covered 200 139 Fitting or using prohibited horns 100 140 Disobedience to orders, or obstruction 500 (1 month) 142 Excess speed 300 (1 month) 146 Fail to stop after accident 500 (1 month) 250 149 Using vehicle in unsafe condition (1 month) 150 Using vehicle emitting excess smoke 200 151 Unauthorised sale or alteration of vehicle 5000 (2 years) 152 Using vehicle without registration or certificate of 2000 fitness (3 months) 153 Sale of tickets without authority 1000 154 Drive overweight vehicle 1000 155 Drive uninsured vehicle 2000 156 Take vehicle without authority 2000 (3 months) 157 Obstruction of street or public place 500 (plus seizure) 158 Unauthorised interference with vehicle 1000 (3 months)

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Section 159, special procedure, provides a method whereby Sub-Inspectors, Sergeants or an Inspector of

Motor Vehicles can prefer a charge to the Superintendent or Deputy Commissioner of police. That officer can then impose a fine up to the maximum listed. The matter then rests there an no further action is taken.

If the offender fails to pay the fine, an information is laid before a Court who will hear the case and deal accordingly. Abetting the commission of an offence is also punishable with the same penalty as the commission of the main offence.

A general power of arrest is given to all police officers in uniform. Again this does not appear to be limited to Sub-Inspectors or above. The power allows officers to arrest any person who refuses to give their name and address if lawfully required under the Ordinance and also any person who it is thought may abscond after the commission of an offence.

Additional powers of arrest are granted if a driver commits specified offences in the view of the police officer. These offences are,

· No registration certificate

· No transport vehicle permit

· Reckless or dangerous driving

· Driving or abet driving whilst under the influence of drink or drugs

· Driving or abet driving whilst physically or mentally unfit

· Failing to stop for a police officer

· Failing to stop after any accident

· Failing to give details following an injury accident

· Racing on the road

· Using vehicle in an unsafe condition

· Driving a vehicle over the prescribed weight

· Taking a vehicle without authority

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There is also a power whereby vehicles driven by arrested persons can be taken to the nearest police station.

Sub-Inspectors and Sergeants also have the power to seize what they believe to be false documents. They may also seize vehicles if the registration and fitness certificates or permits are not in force or do not cover the use of that vehicle.

Certain offences and penalties are listed in Schedule 12. These offences are ones for which Sub-Inspectors and Sergeants (and indeed any other person authorised by BRTA) can charge and fine offenders on the spot.

If the fine is not paid there and then, the vehicle must be seized until the fine is actually paid. There is a form of appeal to the Magistrates Courts.

Driving licences may also be seized and retained for up to three months by Superintendents or Deputy

Commissioners if certain offences are committed within their view. This does not appear to be extended to lower ranking officers.

1.1.10 Chapter XI – Miscellaneous

This Chapter describes repeals, savings and commencement details for the MVO as a whole. It also states that certain officers in the BRTA can be given any or all of the powers of police officers, and any conditions which must be followed when exercising those powers.

1.1.11 List of Schedules (Reproduced where indicated) First – Forms

Second – Diseases and Disabilities

Third – Tests of Competence to Drive

Fourth – Authorities permitted to grant driving licences and registration documents

Fifth – List of Endorsement Offences

Sixth – Registration Marks

Seventh – Maximum Axle Weights

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Eighth – Speed Limits (Reproduced in Annex B)

Ninth – Traffic Signs

Tenth – Driving Regulations (Reproduced in Annex B)

Eleventh – Signals (Reproduced)

Twelfth – On the Spot Offences and Penalties (Reproduced in Annex B)

1.2 The Motor Vehicle Rules 1940

These were made under the original Motor Vehicles Act 1939 and were originally known as the Bengal

Motor Vehicles Rules 1940. Since their initial publication they have been extensively amended. Several new regulations have been added and many changed completely.

There has been an effort to convert imperial measures to metric. This is not complete at the time of writing.

As is common with this type of subsidiary legislation, it contains many details expanding on the original Act and adding precise requirements which were originally merely outlined.

As with the MVO, the Rules are divided into chapters, each covering a specific aspect of traffic law. A summary of each chapter is shown below.

1.2.1 Chapter I – Preliminary

This Chapter gives details of the scope of application of the law and defines various terms used elsewhere.

1.2.2 Chapter II – Licensing of drivers of motor vehicles This Chapter describes the procedures for licensing authorities to issue driving licences. It defines, and provides for learner driving licences to be issued and lists several exemptions from the need to pay fees for driving licences.

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1.2.3 Chapter III – Registration of motor vehicles This is mainly concerned with administrative measures detailing the procedures and forms to be used during vehicle registration. It describes the assignment process for registration marks and how marks must be displayed on the vehicle.

Several details relating to larger goods vehicles and buses are required to be written on the left hand side of those vehicles. These include the name and address of the vehicle owner, the unladen and laden weights and the number of passengers as applicable in each case.

A procedure is also described concerning the administrative procedures for the issue and renewal of certificates of fitness.

1.2.4 Chapter IV – Control of transport vehicles This Chapter is mainly concerned with the administrative procedures for issuing and hearing appeals regarding transport permits.

It does contain some exemptions from the hours of work provisions contained in the enabling Act. These include military, police, fire and ambulance vehicles, together with vehicles used for emergency relief.

A set of rules for drivers and conductors of public service vehicles is given. These include a requirement for vehicles to be properly maintained and for ensuring that passengers and potential passengers are conveyed safely. Drivers and conductors must not smoke or drink while on duty and must only charge the proper fare.

They must also wear a badge containing details of their licence number at all times when working on a transport vehicle.

A set of rules are prescribed for the passengers as well. Disorderly behaviour, abusive language, spitting or interfering with the driver or conductor is regulated. Passengers are also required to show their ticket on demand to any police officer or bus inspector.

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1.2.5 Chapter V – Construction, equipment and maintenance of motor vehicles Detailed descriptions of the lamps, brakes, silencers, mirrors, springs and glass needed by motor vehicles are contained in this Chapter. Maximum dimensions have recently been amended and are now in metric and are broadly similar to those currently in force in the UK.

Additional rules are prescribed for public service vehicles, trailers and transport vehicles. A requirement is made for public service vehicles to be maintained in a ‘clean and sound’ condition, which includes all mechanical parts and also body paint and varnish. Methods for calculating the maximum numbers of passengers which can be carried are included based on physical spaces in the vehicle and on the maximum laden weights. Of particular note is a requirement for all public service vehicles to have windows capable of protecting the passengers from the weather.

There are also rules prohibiting the painting of vehicles in certain specified colours.

An additional set of rules were added in 1959 for the construction of motor cab rickshaws (baby-taxis) which was later amended to include a curious decree that motor cabs must be painted yellow on the roof and black on the body.

1.2.6 Chapter VI – Control of traffic

Vehicles apparently abandoned on the road and causing an obstruction may be removed by the police or any other local government officer.

This Chapter also contains details concerning the installation and use of weighbridges and instructions to drivers of vehicles who are weighed. It appears that only goods vehicles may be weighed under the provisions of this Chapter.

Several offences are created regarding basic safety matters, such as,

· Driving with the gear disengaged

· Towing distances

· Traffic segregation on cycle ways

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· Projections of loads

· Carriage of dangerous substances

· Use of the horn

· Excessive reversing

· Dazzling lights

· Stop and other mandatory traffic signs

1.2.7 Chapter VII – Rules applicable to the district of Darjeeling

Although outside of Bangladesh, this Chapter does not appear to have been repealed.

1.2.8 Chapter VIII – Insurance of Motor Vehicles against Third Party Risks

This short Chapter describes some of the requirements of insurance policies. It appears that these are now contained in the MVO. However it appears that the Chapter is still in force.

1.2.9 Chapter IX – Motor Accidents Claims Tribunal

This Chapter was added in 1984 under the MVO and extend the rules governing the procedures to be followed when setting up a tribunal.

1.2.10 List of Schedules NB: These are not reproduced in this report.

First – Omitted or revoked

Second – Registration marks assigned by authorities

Third – Regional codes

Fourth – Omitted or revoked

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Fifth – Advance notice of hours of work

Sixth – Drivers and conductors badges

Seventh – List of approved speed governors

Eighth – Areas where driving without gear engaged is prohibited

Ninth – Design of trailer plate

Tenth – List of competent authorities

Eleventh – Producer gas plants

1.2.11 List of forms These are numerous, covering topics such as licensing, registration, certificates of fitness, permits and vehicle examinations.

1.3 The Motor Vehicles Rules 1984

These rules are made under the authority of the MVO. The contents are mainly administrative and either add to, or replace the corresponding chapters in the MVR 1940. A description of the various chapters is shown below.

1.3.1 Chapter I – Preliminary

The application of the Rules to all of Bangladesh and a description of terms used in the text.

1.3.2 Chapter II – Licensing of drivers of motor vehicles

This adds details of the rules applicable to applications for transport driving licences and driving tests generally. One requirement that is made is for all driving test candidates to be able to read and write in either Bengali or English.

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It also establishes provisions for the registration of schools of motoring. A selection board is defined and certain conditions are set which applicants must meet for inclusion in the register.

Driving instructors are required to pass an advanced driving test and have a working knowledge of elementary physics, in relation to the behaviour of vehicles together with technical knowledge of the working of vehicle parts. In addition instructors must demonstrate teaching methods and a knowledge of traffic regulations and road signs.

1.3.3 Chapter III – Licensing of conductors of stage carriages or contract carriages

A testing authority for conductors is established in this Chapter. The functions of the testing authority appear to be mainly administrative and deal mainly with the application of potential conductors.

Powers are provided which enable Magistrates or Deputy Superintendents of Police to disqualify conductors for up to three months.

1.3.4 Chapter IV – Registration of motor vehicles This Chapter details the procedures to be followed when registering, suspending or cancelling a vehicle.

Requirements are made to ensure that details as supplied by the applicant are correct, that an insurance certificate is in force and to establish the laden weight of transport vehicles.

There is a requirement for all registered vehicles to renew their certificates of fitness every twelve months.

Additional procedures are also established for authorising private workshops to issue certificates of fitness renewals.

1.3.5 Schedules NB: These are not reproduced in this report.

First – Drivers and conductors badges

Second – Classes of vehicles and Bengali letters used

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1.3.6 Forms Various forms for licence applications, vehicle transfer and assignment of registrations.

1.4 The Motor Vehicles Tax Act 1932, Motor Vehicles Tax (Amendment) Ordinance 1989 and Motor Vehicles Tax Rules 1966 These documents are concerned with the requirements and administrative procedures needed for an annual vehicle tax. This is required to be taken out for each motor vehicle registered for use on roads. It is payable in advance at a fee which is shown in the Schedules.

Offences are created for the failure to take out tax, incorrect display of tax tokens on the lower right hand side of windscreens and for the falsification of tokens.

As vehicle tax has little bearing on road safety matters a detailed description of the legislation is not included.

1.5 Dhaka Metropolitan Police Ordinance 1976

This enactment enables the Commissioner of Police within Dhaka to make specific prohibitions governing all varieties of traffic. It is not restricted to motorised vehicles only and the author understands that it has been used on a number of occasions to prohibit the movement of rickshaws along certain street within the

City. For example the roads leading past the Prime Ministers Office and the Airport Road are designated as rickshaw free.

The powers invested by this are also used to control the flow of traffic. The traffic police have set up rickshaw and baby taxi lanes and actively direct such traffic to use these lanes.

Chapter VII additionally creates a series of offences covering the free movement of traffic. These are listed below,

· Failure to conform to directions of all [sic] police officers

· Driving otherwise than on the left of the street

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· Poor parking

· Obstructing a footway

· Causing obstruction in the street

· Exposing an animal or vehicle for sale in the street

· Repairing or making vehicles in the street

Procedures are also defined which allow designated police officers the power to issue fixed penalty tickets to the value of fifty taka to persons or vehicles contravening the rules. Interestingly this is not restricted to sub-inspectors and above. All police personnel may be designated to fulfil this function.

It appears however that the Commissioner has restricted the powers to sub-inspectors and above only.

2 PROPOSED LEGISLATION

2.1 Summary of Draft Road Transport Act 1997

The proposed legislation forms a full and detailed set of rules to control the use of all vehicles, motorised and non- motorised on the roads of Bangladesh. Several vague parts of the MVO 1983 are amended and far more safety type offences are included. The general layout of the Act follows much the same format as the MVO 1983, although several new Chapters are added. The whole Act is drafted in metric units. A brief description of the contents of each Chapter follows.

2.1.1 Chapter I – Short Title And Effect Of The Act

This initial Chapter contains a description of the scope and repeals to prior legislation. The MVO is repealed in its entirety. General offences are defined in this section which states that it shall be an offence to do any act forbidden or fail to perform any act required in the main body of the Act. Similar provisions are included for the owner of a vehicle to permit another to perform any act in contravention of this legislation.

2.1.2 Chapter II – Words And Phases Defined

This is a very comprehensive glossary of many of the terms and phrases used in the remainder of the text. Over 150 terms are described.

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2.1.3 Chapter III – Road Transport Administration

This Chapter contains provisions which enable the legal functions of the Bangladesh Road Transport Authority (BRTA). Rules and procedures are set which govern the behaviour of BRTA and its relationship with other institutions of Government.

2.1.4 Chapter IV– Licensing Of Drivers Of Motor Vehicles

A number of changes to the MVO 1983 are made in this Chapter. The distinction is made between ordinary and professional licences as in the previous law. Driving licences can only be issued to persons over the age of eighteen. This is increased to twenty-one years for licences involving the driving of passenger vehicles with over thirty seats or heavy motor vehicles. (Goods vehicle over 7500 kg laden weight).

All applicants are required to undergo a medical examination, but their own doctor and supply a certificate to show they are fit. Many disabilities are listed as disqualifying an applicant from obtaining a licence such as epilepsy, heart disease, poor eyesight, red/green colour blindness and partial or total deafness.

A grouping system for classes of vehicles is set out which defines the types of vehicles which may be driven. The main groups are,

· Class A- any combination of heavy motor vehicle or any heavy articulated vehicle or any road train

· Class B- any single passenger vehicle more than sixty seats excluding the driver or any light articulated vehicle or any single or combination of vehicle having registered laden weight or train weight not in excess of 22 000 kg

· Class C- any single or combination of vehicle up to sixty seats excluding the driver or having registered laden weight or train weight not in excess of 12 500 kg

· Class D- any single passenger vehicle up to thirty seats excluding the driver or having registered laden weight or train weight not in excess of 7500 kg

· Class E- any single or combination of vehicle up to fifteen seats excluding the driver or any single or combination of vehicle having registered laden weight or train weight not in excess of 3500 kg

· Class F- any single vehicle up to eight seats excluding the driver or having registered laden weight or unladen weight not in excess of 3500 kg

· Class M- any motor cycle including side cars; this may be issued as only classification on a licence if the applicant is not licensed for any other classification, otherwise this may be endorsed upon a licence valid for any other class {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

· Class 3- any three wheel motor vehicle up to eight seats excluding the driver or having registered laden or unladen weight not in excess of 2500 kilograms; this may be issued as only classification on a licence if the applicant is not licensed for any other classification, otherwise this may be endorsed upon a licence valid for any other class

Provisions exist for progressive authorisations. For example, in order to gain a class A.B or C licence an applicant must have held a licence in a lower class for at east one year and pass an additional driving test. Additional letters indicate the ability to drive certain specialised vehicles which can only be achieved once the driver is twenty-one and has at least one year normal driving experience. The additional designations are,

· “H"- authorises the driver to drive a vehicle transporting hazardous materials

· “T"- authorises driving double and triple trailers

· “P"- authorises driving a passenger vehicle having more than fifteen seats excluding the driver

· “N"- authorises driving tank vehicles or tank lorries

· “X"- represents a combination of hazardous materials "H" and tank vehicle "N"

Ordinary licences expire after ten years but professional licences expire after five years. There is an over- riding age limit of seventy for ordinary licences and sixty for professionals.

The licensing authority are obliged to revoke licences if the holder commits any of the following offences,

· homicide by vehicle

· causing the death of another person by driving of a motor vehicle

· reckless driving or racing

· fleeing or attempting to elude a police officer

· driving when mentally or physically unfit to drive

· driving or being in actual physical control of a motor vehicle while under the influence of alcohol or any drink or drug

· felony or any cognisable offence involving a motor vehicle is used

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· failure to stop, render aid, or identify the driver as required in the event of a motor vehicle accident resulting in the death or personal injury of another

· perjury or the making of a false affidavit or statement under oath to any authority or officer

· the unlawful or fraudulent use of a licence

Learner drivers are also covered in this Chapter. Supervisors of learners must themselves be holders of licences with at least two years experience of driving. Learners are also restricted to a maximum speed of 50 kph whilst they are learning.

Driving instruction for payment is prohibited unless the instructor is registered under this Act. Detailed rules are provided which outline the procedures for registering, which include advanced driving tests, and also for registering driving schools.

A power for Sub-Inspectors and Sergeants is provided under this section to require drivers who they suspect of drinking and / or using drugs to take a breath test or health test. It is also made an offence to drive a vehicle under the adverse influence of drink or drugs, but statutory limits are not stated.

The Courts and licensing authority are also given wide powers to suspend the licences of drivers convicted of certain offences. The licensing authority can suspend a licence for any reason which must be given in writing and Courts can and must disqualify for a period of 6 – 24 months for the following offences,

· Fail to comply with conditions after an accident

· Reckless or dangerous driving

· Racing on the highway

· Homicide by vehicle

· Failing to stop for a police officer

· Careless or inconsiderate driving

· Driving or attempting to drive while unfit through drink or drugs

· Driving whilst mentally or physically unfit

· Excess weight or other physical dimensions

· Unauthorised removal of vehicle from scene of fatal or serious injury accident

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In addition to the disqualification, a Court can also order re-tests, medical examinations or to attend a remedial drivers course for these offences. It is made a specific offence to drive while a licence is suspended or revoked.

There is a specific requirement to carry driving licences at all times while driving and to produce the licence on request to any Sub – Inspector or Sergeant on demand.

2.1.5 Chapter V – Licensing Of Conductors

This is a relatively short Chapter containing details of the licensing requirements for conductors of stage carriages and contract carriages. There is a necessity for all conductors of such vehicles to be licensed. Procedures are detailed concerning applications and revocation due to misconduct and the like.

2.1.6 Chapter VI – Registration Of Motor Vehicles

This is mainly an administrative Chapter concerning the issue and revocation of registration documents. There is a basic requirement for all vehicles to be registered. To gain registration the motor vehicle must have insurance and be in a fit condition for use on the road. To ensure the fit condition a vehicle must be produced to the authority at the time of registration.

There are also provisions governing the display of registration, tax token, certificate of fitness or other permits on the windscreen of the vehicle. It is an offence to fail to display the required labels or to display false or illegible labels.

2.1.7 Chapter VII – Control Of Transport Vehicles

As in the previous MVO this Chapter controls the issue and revocation of permits for transport operations. These include both goods vehicles and also passenger carrying vehicles of all sizes if the use of the vehicle is for hire and reward. Permits are required to be obtained and displayed on the vehicle to which they relate.

Transport committees may be set up for regions of the Country which have the responsibility for the issue and revocation of permits. Conditions may be applied to permits, such as, the maximum speeds at which the vehicle is allowed to travel, the number of passengers, or the number of journeys that may be made in a day.

Limitations are set on the hours of work of drivers and other workers involved in the operation of transport vehicles. These are a continuous period of five hours before a half hour break must be taken, a daily limit of eight hours and a weekly maximum of forty-eight hours. Provision is also made for the writing of regulations to govern the completion of log-books to show hours worked.

Requirements for drivers and conductors to wear badges are delegated to regulations as too are conduct of drivers, conductors and passengers.

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2.1.8 Chapter VIII – Construction, Equipment, Inspection And Maintenance Of Motor Vehicles

There is a general requirement that vehicles must be in a safe condition and in good working order before it is used on a road. There are offences for drivers and owners who do not comply.

Provision is made to enable regulations which detail the standards of various items of equipment and the maximum dimensions and weights of vehicles used on the road. The establishment of vehicle inspection stations and the operation of such stations is also provided within this Chapter.

Certificates of fitness are needed for every vehicle. These are generally valid for one year and for six months for transport vehicles over fifteen years old. The procedures for issue and revocation are contained in regulations made under the Act. It is a specific offence to use a motor vehicle on a road if there is not a valid certificate in force.

Powers are given to police Sub-Inspectors and Sergeants and authorised motor vehicle inspectors to test vehicles for smoke emission levels.

2.1.9 Chapter IX – Manufacturer, Assembler & Dealers

This Chapter lists the requirements for motor vehicle dealers and ‘junk vehicle purchasers’ to be registered. Procedures for registered dealers to buy and sell vehicles are outlined which include provisions for ensuring that vehicles are registered or de-registered as appropriate.

2.1.10 Chapter X – Control Of Traffic

This is probably the most important safety Chapter in the Act as it defines a large number of safety offences. As in the previous MVO a basic speed limit offence is defined. This particular offence is wider in its application than the MVO. In addition to the simple excess speed offence, the subsection is extended to state that it shall be an offence to drive at a speed greater than is reasonable and prudent under the prevailing conditions and circumstances.

The next section goes still further to make it obligatory to drive at a safe and appropriate speed when approaching and crossing junctions, hill crests, narrow roads, curves or any other hazard.

Maximum speed for vehicle classes are no longer referred to a Schedule, however Schedule Two still lists the maximum speeds. Provision is also made to make regulations governing class speed limits. Speed offences are required to be corroborated by independent evidence using some form of equipment.

Provision is also made for Government, BRTA, highway authorities or a City Traffic Engineer to determine and set lower speed limits and to place speed limit signs as appropriate. This should make it relatively easy to change speed limits on particular roads or areas as legislation no longer has to be amended to take this into account.

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A low speed limit is also set, below which it is deemed an offence to drive. BRTA, City Engineers and the like can set these lower limits as well.

A specific offence is created to cater for vehicles which are driven on the road while overweight according to a table of axle weights in Schedule One, or while exceeding other dimensions. Provision is made for BRTA, in consultation with highway authorities to allow abnormally large or heavy loads to move and a permit may be issued for that journey.

Additional sections prohibit certain types of vehicles from crossing bridges unless a permit from BRTA has been issued. These include vehicles with over seven axles or vehicles which have closely spaced axles.

As with the MVO it is also an offence to drive a motor vehicle in excess of registered axle weights, gross weights or unladen weights. A power to direct vehicles to a weighbridge within fifteen kilometres is included together with a power to weigh vehicles to determine axle and laden weights. These powers are given to police Sub-Inspectors, Sergeants, authorised officials from BRTA or a highway authority. If a motor vehicle is found to be overweight there is a power to require the vehicle to be unloaded. If the load is not removed within a specified time, the load may be sold at auction.

Insecure loads are prohibited generally, and there is a requirement for loose loads to be covered to prevent spillage or loss of load due to wind or road disturbance.

The local authorities are given wide ranging powers to set up traffic control devices for a variety of measures to control,

· parking of all types of vehicles

· processions

· speed limits in parks

· give way priorities

· weight and dimensional limits

· registration of rickshaws and bicycles

· use of roads by certain types of vehicle

· turning and ‘U’ turns

· overtaking

· bus lanes

· pedestrians

· driving or pulling rickshaws

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· designation of hazardous load routes

· driving off the highway

A let-out clause is provided for potential offenders if they can show that the required signs were not present or were illegible. A separate offence is also made for those who unlawfully remove damage, or otherwise interfere with traffic signs or other control devices. Temporary control measures are also allowed.

A power is also given to City Engineers, highways authorities or local authorities to require the owner to remove hazards from the road or adjacent to the road. If the offending item is not removed, then the authorities can levy a fine against the owner.

Three categories of road may be so designated by highways authorities, local authorities or City Traffic Engineers, these are, arterial roads, main roads or busy roads. The effect of these designations becomes important when considering the driving regulations.

The driving regulations in the MVO were given in a Schedule. In this Act the regulations are listed in full in the main text and specific offences are created for those who do not comply with each section. Briefly the driving rules cover all traffic and are,

· drive on the left of the road

· wholly within a lane where lane marking exist

· yield to traffic when entering or crossing a road from anything other than another road

· drive to the left of roundabouts

· not to perform ‘U’ turns unless it can be done safely

· reverse or turn only where no inconvenience caused

· not to drive on footpaths or pedestrian areas

· obey no passing zones

· drive correct way along a one-way street

· lights required if at night, or if visibility less than 300 m

· not to coast with the gearbox in neutral

· not to follow a fire brigade vehicle closer than 150 m

· not to follow any vehicle too closely

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· comply with traffic signals, including traffic lights

· not to enter junction unless exit is clear

· allow sufficient distance to allow other vehicles to overtake and pull in safely

· move out of the way of emergency vehicles

· not to use earplugs or headphones covering both ears

· not to park unless at least 3 m of roadway is left alongside the parked vehicle

· indicate intention to deviate or turn

· not to leave a vehicle in a dangerous position

· not to carry excess numbers of passengers or carry passengers on the bumper or roof

· driver not to be obstructed by passengers

· crash helmets to be worn by all riders of motorcycles

· eye protectors or visors to be worn by motorcyclists

It is made a specific offence to fail to comply with the directions given by a police officer involved in the direction of traffic.

Emergency vehicles are specifically exempted from the need to comply with speed limits, red traffic lights, stop signs and turning prohibitions, provided they do so safely.

Sub-Inspectors of police are empowered to require the production of driving licences and other driving documents from drivers of vehicles, unless valid labels covering those driving documents are fixed to the windscreen.

All police officers in uniform, inspectors of motor vehicles and any other person authorised by the Government have a power to stop motor vehicles if the officer believes an offence has been committed in relation to the use of that vehicle. Drivers are required to give their name and address to an officer, again if an offence is suspected.

Drivers are also required to stop at the scene of accidents involving injury or damage to property and give their name and address to other parties if that other party gives their name and address in return.

Police Sub-Inspectors and Sergeants are also given the power to remove or immobilise vehicles where the vehicle is involved in an accident, if the driver is arrested, if the vehicle has broken down or left in a position where it contravenes any prohibition, if the vehicle has been reported stolen, or if it appears to have

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh been abandoned. Conditions are specified concerning the procedures to be followed if a vehicle is immobilised or removed.

Reckless or dangerous driving and racing remain in the same form as in the MVO. There are now offences which cover careless or inconsiderate driving. This is worded initially to follow exactly the British law definition of careless driving. Additional circumstances are included in this section which involve not giving way, or overtaking where prohibited or unsafe.

Homicide by motor vehicle and failing to stop for a police officer are also made specific offences.

Driving or attempting to drive while under the influence of alcohol or drugs is included, and provision is made for breath, blood or urine levels to be defined in regulations. All police officers and any other person authorised by BRTA may require tests from a driver on breath, blood or urine to determine alcohol or drug levels.

It is an offence to drive while physically or mentally unfit and also to drive a motor vehicle which is overweight or exceeding any maximum physical dimension.

The Chapter lists items for which regulations may be made. Interestingly this includes provision regarding the reporting, enquiry or investigation of accidents.

A Highway Code is mentioned towards the end of the Chapter. It is stated that this will be issued by the BRTA. It also states that its effect in law will be advisory rather than creating specific offences. The wording of this section is similar to that contained in the British Road Traffic Act, so Courts will be expected to consider driver behaviour against the advice in the Code.

Provision is also made to establish a Police Traffic Division under the control of BRTA and operating with the assistance of the local police. It is to be headed by a police officer and will be responsible for controlling of traffic, enforcing traffic laws and investigation accidents. The phrasing of the section shows that this is to be a nationwide resource, with sub-offices in each district and metropolitan area.

One function mentioned by the Act is for the Traffic Police to assist the City Traffic Engineer whenever the accidents in a particular location become numerous so that suitable remedial measures can be taken.

2.1.11 Chapter XI – Pedestrians

Drivers of motor vehicles are required by this Chapter to yield the right of way to pedestrians who are using a pedestrian crossing. Other vehicles are prohibited from overtaking a vehicle which is slowing down or stopped to allow a pedestrian to cross.

Pedestrian behaviour is also regulated. Where there is a sidewalk pedestrians are required to use it. If no sidewalk is present then pedestrians are instructed to use the right hand side of the road and walk facing

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh oncoming traffic. Pedestrians are also to follow any directions given by police officers involved in the regulation of traffic.

When crossing the road generally, pedestrians must cross from kerb to kerb using the shortest route. They are not permitted to solicit rides or transact business while standing in the road. If there is a crossing (surface, underpass, or overbridge) within 500 metres then pedestrians are obliged to use that crossing and it is an offence for them to cross the road without using the crossing. Pedestrians are also prohibited from crossing between two adjacent sets of traffic light controlled junctions, unless at a proper crossing place.

Pedestrians who are under the influence of drink or drugs are only allowed to use the roads if they walk on the sidewalk.

Depositing glass, nails or anything on the road so that it is likely to cause danger is prohibited. In addition persons who remove accident damaged or broken down vehicles are required to clear up the road afterwards.

Large gatherings of people (250+) or vehicles (50+) for processions are prohibited unless written prior approval has been gained from the Government, local Mayor, Commissioner of Police or District Magistrate.

Bicycles and other human powered vehicles are regulated in this Chapter as well. Laws applicable to motor vehicles in earlier chapters are extended to include bicycles and the like as well. There is an exception to this general rule if by the nature of the vehicle, it can have no application to non-motorised vehicles.

Bicycle racing is specifically prohibited without a permit, and unless the conditions of the permit are fulfilled.

Human powered vehicles are prevented from using the sidewalks and cyclists must not ride more than two abreast, when in any case they must not impede the normal movement of traffic.

2.1.12 Chapter XII – Road Accidents and Accident Reports

Much of this Chapter is incomplete in the version reviewed. Outline headings for sections were present and these give some indication as to the intended nature of the laws. Most would seem to concern procedural matters, such as garages to report accident damaged vehicles to police, and police to report accidents to BRTA.

Several headings are worthy of mention, Accident Report Forms, Chemical tests in fatal crashes and Special Provision as to accident enquiry.

Some sections were present in the reviewed version. There is a general requirement on drivers involved in injury accidents to secure medical attention for the injured person, and if necessary convey him to hospital.

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If a proper claim is made, the driver is required to pay all medical expenses. Drivers are also obliged to report injury accidents to the nearest police station as soon as possible and in all cases within 24 hours.

Other persons passing the scene of an accident are also obliged to stop and take reasonable steps to secure medical attention for injured persons.

The police are given a power to require that any vehicle involved in an accident is examined by a qualified person and also a power to remove the vehicle for examination if necessary. In the case of fatal or serious injury accidents no person may remove a vehicle from the scene until it has been examined by a vehicle examiner. If a vehicle is removed by the police for examination, it must be returned within 48 hours in the Cities, or 72 hours in the districts.

2.1.13 Chapter XIII – Anti Theft Measures

Vehicle theft and the handling and disposal of stolen vehicles or parts is covered in this Chapter. This appears to have been lifted from the US Penal Code as it contains references to peace officers and also the distinction between felony’s and misdemeanours. Doubtless this Chapter will be revised before enactment to make it more applicable to Bangladesh.

2.1.14 Chapter XIV – Motor Vehicles Temporarily Leaving Or Visiting Bangladesh

Provision is made in this Chapter for additional regulations to be made governing the temporary importation and exportation of vehicles. The main documentary requirements of the Act are relaxed for foreign visitors and their vehicles.

2.1.15 Chapter XV – Insurance Of Motor Vehicles Against Third Party Risks

This Chapter relates only to motor vehicles and basically requires that all such vehicles used on the road must have a valid police of insurance against third party risks. Much of the Chapter is concerned with administrative requirements and an explanation of who and what must be covered. Claims Tribunals are described together with their powers and procedures.

2.1.16 Chapter XVI – Offences, Penalties And Procedures

This Chapter begins by restating that is shall be an offence to contravene any of the provisions contained within the Act. It adds in attempts and aiding or abetting the commission of such an offence is also an offence.

A list of offences and demerit points to be endorsed on licences are enacted. The full list is contained in Schedule Three. These offences are now categorised by Unit of Penalty. One Unit is defined to be one

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh hundred taka. Demerit points are to be recorded by BRTA against the licence number. If more than ten points are accrued within three years then licences must be suspended for a period of three months.

Special provisions are made for the police to charge persons with specified offences and to hear the case before a senior officer who may impose a fine equal to the amount listed in the Schedule.

As in the MVO, authorised Sub-Inspectors and Sergeants are empowered to issue on the spot fines for the certain offences. Offences listed in the Schedule with a fine of ten taka or less may be dealt with by this method.

A separate list of offences for which drivers may be arrested is also given. Unfortunately this refers to old section numbers in the original MVO, not the new sections and so may be subject to alteration.

There is provision to set up a road safety fund. Monies recovered by fines are to be paid into that fund and used for the purposed of road safety.

Police officers and inspectors of motor vehicles are given a power of entry into vehicles for certain offences. Such officers are also permitted to seize suspected false documents.

A power is also given to prevent intoxicated drivers from continuing to drive their vehicles. Ignition keys may be seized and vehicles immobilised to prevent offences from taking place.

The remainder of the Chapter is concerned mainly about administrative matters.

2.1.17 Chapter XVII – Miscellaneous

Officials of BRTA may be authorised under the terms of this Chapter to perform any or all of the functions of police officers. There may be a requirement for a uniform to be worn in the execution of these powers.

Of note is the legal instigation of a Safety Council with powers to make regulations concerning road safety issues. Any fees for the operation of the Council are defrayed from the Road Safety Fund set up under the provisions of Chapter 16.

2.1.18 List Of Schedules (Reproduced in Annex C)

First Schedule – Tyre Loads And Axle Weights

Second Schedule – Maximum Speed Limits

Third Schedule – Offence And Penalties.

(NB. The section numbers referred to in the Schedules appear to relate to section numbers in the old MVO, not the draft Act.)

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3 Technical Comments on Draft Road Traffic and Transport Act

3.1.1 General

All legislation should be drafted to follow the DREAM paradigm. It should be Desirable, Reasonable, Enforceable, Achievable and Monitored. Much of the draft legislation follows this paradigm, however there are areas which would benefit from modification. A general procedural change that would be helpful, and aid clarity, is the omission of the separate sections which specifically create offences. In many places the description of what is required is given, and then later a separate section is provided which states that it is an offence not to perform those actions. In section, N5 and N6, it states that it is an offence to contravene or violate any of the provisions of the Act. It is therefore unnecessary to add separate sections throughout the Act which create specific offences for specific sections. For example, section M208 states that persons shall not drive motor vehicles at excessive speeds. In section M286 however it states that it shall be an offence to drive at excess speed. M286 is not necessary because of N6. Comments on administrative procedures, where they are unique to Bangladesh are not included in the discussion which follows as these are unlikely to be of relevance to road safety matters.

3.1.2 Chapter I – Short Title And Effect Of The Act N5 and N6 could be combined with a general section creating an offence, rather than the two sections which overlap considerably.

3.1.3 Chapter II – Words And Phases Defined Some of the terms defined do not appear to be used in the body of the Act. If this is the case they ought to be omitted. It may be however that these phrases will be necessary during the next revision. A few phrases were noted in the body which are not defined. For example night-blindness is not defined.

3.1.4 Chapter III – Road Transport Administration No comments as this Chapter is administrative.

3.1.5 Chapter IV– Licensing Of Drivers Of Motor Vehicles Although the classification of vehicles is a desirable addition to the legislation, it may be prudent to review the groups defined in section N53. A total of eight classes are defined with four additional classes and also trailers. The system proposed is complex, perhaps more so than is necessary. Within Europe a basic five category system of licensing is now in force which adequately covers all motor vehicles and trailers. Professional drivers use the same licence as ordinary drivers which simplifies the {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh administrative procedures. Non-professional drivers are just restricted in the classes they can drive. The European model for licensing is described in Annex D. The general age limits on driving licences is reasonable. Consideration may be given to increasing the duration of non-professional licences for up to age seventy. This would reduce the administrative burden on the Authority, although additional procedures for requiring notification of changes of address will then be necessary. Similarly, the three month ‘life’ for a provisional licence is neither necessary nor conducive to road safety. This too should be valid for a much longer time, either until seventy, or for (say) five years. Professional licences should expire at a much earlier driver age. It is suggested that these licences are given a ‘life’ of five years, and renewed once the applicant has demonstrated his continued physical fitness through a certified note from a medical doctor. These administrative changes would be of considerable benefit to the over-stretched resources of BRTA. Of questionable value is the requirement in N43 (8) is the restriction on learner drivers from driving at a speed greater than 50 kph. If drivers were to follow this, they would, on passing a test, suddenly be able to drive at twice the speed they had driven at previously. The scope for speed related accidents is enormous. It is suggested therefore that this restriction is removed. Revocation of licences by the Authority and disqualification by the Courts are treated as separate procedures. The need for this distinction is questioned. If the Courts disqualify a driver from holding or obtaining a licence, it is unnecessary to revoke the licence as well. In effect the Court has already performed this function, particularly if disqualified drivers are required to surrender their licences to the Court upon conviction. This latter requirement should also be added to the draft Act. Similarly the power given in section M62 is not considered necessary as it repeats the powers of the Courts to disqualify. The power given in section N79 for senior police officers only to deprive drivers of licences for certain offences committed within their view, is a repeat of the power given in the previous MVO. The function of this section in a practical sense is questioned. How many senior officers actually use the existing power? The offence of driving whilst under the influence of alcohol or drugs is included in this section as well as in Chapter X, where it more logically belongs. The distinction should also be made that driving must be ‘adversely affected’ rather than just ‘under the influence’, which is not precise. An additional offence of failing or refusing to provide a sample for analysis should be created. This should include safeguards for those who are medically unable to provide breath samples, such as asthmatics or those with other bronchial diseases. The inclusion of powers to allow Courts to impose re-tests, remedial courses, or medical examinations is commended. This allows valuable retraining of poor drivers and the Courts should be encouraged to use these powers when facilities are available.

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The requirement for drivers to carry their driving licence at all times is very helpful from an enforcement point of view. With the introduction of laminated photograph licences, the checking of a persons identity and ownership of a vehicle, is also made easier. The power given to the police to seize licences may need slight amendment given the changes recommended above. It may also be desirable to move all the producing powers, N54, N277 and M362 into one section within Chapter XVI.

3.1.6 Chapter V – Licensing Of Conductors If conductors are required to be licensed, then this Chapter is necessary. From a road safety point of view, it is doubtful whether the licensing of conductors makes any difference.

3.1.7 Chapter VI – Registration Of Motor Vehicles The wording of section 32 is slightly confusing. A simple statement that ‘No person shall use, cause or permit a motor vehicle to be kept or operated on a road without a registration certificate being in force’ would be sufficient to create the offence. A similar wording for ‘no certificate of fitness’ is also desirable.

The remainder of the Chapter is administrative.

3.1.8 Chapter VII – Control Of Transport Vehicles No comments are made regarding the administrative contents, although control of transport through permits is considered desirable. However to be useful, records must be kept concerning operators and any offences concerning their vehicles. The Authority must also review the records to determine which operators are falling below standard and revoke permits accordingly. This process has been shown to increase vehicle fitness in particular. The restriction on working hours is a copy of that from the old MVO. These are commendable in themselves, but are unenforceable unless provision is made to require drivers to keep some form of records. Without the records, it is doubtful that excess hours offences can be proved.

3.1.9 Chapter VIII – Construction, Equipment, Inspection And Maintenance Of Motor Vehicles The general requirement for vehicle safety is probably adequate in its own right as offences are created for the use of dangerous vehicles and vehicles in an unsafe condition. The annual certificate of fitness procedure is well structured and although testing procedures have been reviewed by other specialists, the basic administration is already in place. Unauthorised interference is included here, although it is covered fully in Chapter XIII. Smoke testing powers, excess smoke offences and prohibited horns fall more logically into Chapter X. The need for a cumbersome ‘type approval’ system is questioned at this time. To introduce such a system will add substantially to the work of the Authority. {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

3.1.10 Chapter IX – Manufacturer, Assembler & Dealers No Comment as this is administrative.

3.1.11 Chapter X – Control Of Traffic Section M208 is an excellent example of an excess speed offence. It incorporates the basic speed limit offence and also a more general offence of exceeding a ‘safe and appropriate’ speed. The requirement for corroboration of speed offences by speed detection equipment is left until section M286 and is better suited within M208. Minimum speeds in section N209 will be difficult to enforce effectively. Excess weight and exceeding the prescribed dimensions are listed in the same offence. It may be better to separate these into individual offences e.g.

· Excess axle weight · Excess total weight · Excess width · Excess lateral projection · Excess length · Excess forward or rearward projection · Excess height

The offence of exceeding the unladen weight is interesting. The value or application of this offence in a practical sense is questioned. The power given to police and authorised officers to weigh and unload overweight vehicles is perfectly adequate. Insecure loads are covered in full, but spread out over several sections. One general encompassing offence may be more appropriate such as, ‘No person shall use or permit to be used on a road a vehicle carrying a load unless any such load is secured or otherwise prevented from falling, or being blown, or being dislodged, or shifting so as is likely to cause danger to persons using the road.’ Use of a vehicle in such a condition so as being likely to cause danger could be similarly worded. A power to designate arterial roads is given in section M227, but arterial roads are not given any significance in any of the controlling regulations. There are a comprehensive set of rules governing the passage of vehicles along the road. Some rights of way are defined but there is no general rule concerning right of way. In itself this is not significant as this is more properly a matter for inclusion within any Highway Code. However this ought to be considered when amending this Act or drafting the Highway Code.

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The conversion from right hand driving laws to left hand driving has caused a few problems, for example we have phrases such as ‘yield the left of way’ instead of ‘yield the right of way’ in section 230. This portion of the Act contains references mainly to motor vehicles, and this is extended in section N282 of Chapter XI, to include non-motorised vehicles. As a general rule, it should be that offences which can relate only to motor vehicles should be constructed with those words. If an offence relates to all vehicles then it should be phrased that way. Section N238 requires lights to be displayed on vehicles. The timings are reasonable but the conditions of poor visibility are optimistic. One hundred metres visibility is suggested as a more realistic figure. Section N240 suffers from a left / right confusion. Section N241 is again optimistic. It is not realistic to expect vehicles not to follow fire vehicles closer than 150 metres. A figure of 50 m may be more realistic, but a need for a limit at all is questioned. A right of way for emergency vehicles, responding to emergency calls is a beneficial inclusion. Section N245 does contain the phrase ‘left of way’ which will need amendment. Section N247 contains superfluous wording. The term ‘vehicle’ is defined as including bicycles and rickshaws, so specific mention of these particular vehicles is unnecessary. In section M275 motorcycle riders are required to wear crash helmets and only carry passengers after one years experience. There is no corresponding requirement for seat belts to be worn, although provision is given to make suitable regulations. A section requiring seat belts to be worn in all vehicles where seat belts are fitted should be included in this primary legislation. Regulations can then make conditions and exemptions as required. A suggested form of wording for such a section could be, ‘Where a seat belt is fitted to any seat within a motor vehicle, the occupant of that seat shall wear that seat belt. Provided that it shall be a defence to this section for that person to show that the wearing of a seat belt is impossible or impractical by virtue of mechanical defect or by other reasonable excuse, the proof thereof shall rest with him’ A power is given for the police to stop vehicles only if it is suspected that offences are being committed. This does not allow for the stopping of vehicles to check that laws are being followed. This is a potentially serious enforcement problem. Police must have the power to stop vehicles to check construction, use, maintenance, driver intoxication, documents or any other items. Section M278 should be amended to allow for this police function. Accident procedures are included in this Chapter as well as again in Chapter XII, where it logically should be included. As basic requirements for a driver to stop and give details they are sound. The procedures for requiring injury accidents to be reported to the police should be enforced rigorously to gain maximum benefit from data collection. Poor driving offences such as reckless, racing, careless, homicide are covered reasonably well. Training for the police in enforcing these offences must also be reviewed. What may be useful from a procedural point of view, is to vary potential penalties dependant upon the outcome of the incident. For example it would be possible to have dangerous driving and also causing death {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh by dangerous driving. Alternatively careless driving and causing death by careless driving. The aggravating factor in each being the causing death, which could carry a higher penalty. Drink driving should be included in this Chapter, along with the powers to demand samples and the offences of failing to provide samples. What would be useful would be to include the limits for alcohol levels. For reference the current limits for the UK are,

Blood: 80 milligrammes of alcohol per 100 millilitres of blood Urine: 107 milligrammes of alcohol per 100 millilitres of urine Breath: 35 microgrammes of alcohol per 100 millilitres of breath

The setting up of a national Traffic Police Department, for coordination purposes, is desirable but perhaps better suited to inclusion in Chapter XVI or even Chapter I, along with general responsibilities and duties. A gradual phasing in of a National Traffic Police would be more advantageous. As a first stage, individual Districts should develop traffic departments. These should only be unified after all Districts are at the same stage of development. Careful consideration should be given to any such matters as these will undoubtedly affect the relationship of the police with BRTA. What is not desirable in any circumstances, is for the traffic police to be seen as another ‘branch’ of BRTA. The independence of the police from government is desirable and should be encouraged. It may be better therefore to have control and coordination of the traffic police within police HQ, as it is at present. The same comments apply to the duties and responsibilities of city traffic engineers.

3.1.12 Chapter XI – Pedestrians Pedestrian crossing rules are unnecessarily complicated by requiring pedestrians to use certain parts of the crossing. From a practical sense this would be unenforceable in any case. A simple right of way rule is all that is needed. For example something along the wording ‘Pedestrians have right of way on crossings and vehicles have right of way elsewhere’. Much of this Chapter could be omitted without changing the basic rules. Requiring pedestrians to use crossing facilities within 500 metres is unrealistic. It is questionable whether any limit can be enforced consistently. Regulations governing the way pedestrians are to use the road are however desirable and are included as too is the requirement to comply with traffic directions. Rules concerning depositing dangerous items, bicycles and other non-motorised vehicles would be better included in the previous Chapter.

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3.1.13 Chapter XII – Road Accidents and Accident Reports Although this Chapter is incomplete the outline section titles contain much of merit.

Accident duties for drivers should also be included in this Chapter, rather than in an unrelated section.

3.1.14 Chapter XIII – Anti Theft Measures This Chapter needs considerable revision to remove the obvious American expressions and references.

3.1.15 Chapter XIV – Motor Vehicles Temporarily Leaving Or Visiting Bangladesh No comments as this Chapter is administrative.

3.1.16 Chapter XV – Insurance Of Motor Vehicles Against Third Party Risks No comments.

3.1.17 Chapter XVI – Offences, Penalties And Procedures Some of the earlier parts of this Chapter are essentially repeats of sections contained in Chapter I and it should be decided in which Chapter they should be included. Section M380 is a repeat of the old section 159 in the MVO and allows a special procedure for offences to be followed. The section numbers are apparently references to the MVO sections, but this section now excludes those sections, rather than including them. Whether this is intentional should be checked. The remainder of the Chapter is mainly administrative and is not commented further.

3.1.18 Chapter XVII – Miscellaneous Several repeats of items contained in Chapter I are present and will need removal prior to publication.

3.1.19 Schedules No comments are made regarding the axle load table listed in Schedule One as this is covered elsewhere by a separate report. The speed limits in Schedule Two appear to be only partially converted into kilometres per hour. This whole Schedule would benefit from further attention, as the speed limits appear unrealistic, given the nature of the roads and likely speeds of vehicles. Speed limits generally should be high enough to be reasonable, and also low enough to be safe. Where lower speed limits are desirable, as will be the case in many locations, then specific lower speed limits can and should be posted. In particular a general lower speed limit of 50 kph should be incorporated in this Schedule for all urban areas. Higher limits on major arterial roads could then be signed as appropriate.

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Schedule Three is extensive in content and the vast range of offences and penalties considered. The actual penalties imposed have not been reviewed, nor considered against average earnings. They do reflect an increase however on the levels of fine currently imposed by the MVO 1983, which is welcomed. It is suggested however that the offence code 1239 creating penalty for an unspecified offence is removed. Unspecified offences, although appearing to cover everything, are open to misapplication by the police and other enforcement agencies. Specific offences only should be included. The only reservation regarding this system is the awarding of demerit points. Without a computerised licensing system this will very rapidly fall into disuse, if indeed it can ever be implemented. Systems for Courts and the police to notify BRTA of demerits must be carefully set up and a licence database maintained with those offences. Without this there is no benefit to be gained in awarding points. At this stage in the development of BRTA it is not considered viable to implement this complex system of demerit points. At the very most a system of demerits for the most serious safety offences only should be considered. For comparison Annex E contains a list of the offences and codes currently in used within the UK for offences involving obligatory disqualification and awarding of points. As can be seen this is far shorter than the proposed list in the draft Act.

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Annex B - Schedules reproduced from MVO 1983

The Eighth Schedule – Limits of speed for Motor Vehicles

Maximum speed in Class of vehicle mph 1. If all the wheels of the vehicle are fitted with pneumatic tyres and the vehicle is not drawing a trailer (a) if the vehicle is a light vehicle or motorcycle 70 (b) if the vehicle is a medium or heavy passenger vehicle 35 (c) if the vehicle is a medium or heavy goods motor vehicle 30

2. If the vehicle is an articulated vehicle (all the wheels of which are fitted with pneumatic tyres ) which is a heavy motor vehicle 25

3. if the vehicle drawing not more than one trailer (or in the case of artillery equipment, not more than two trailers) and all the wheels of that vehicle and the trailer are fitted with pneumatic tyres:- (a) if the vehicle is a light motor vehicle the trailer being two wheeled has a laden weight not exceeding 1700 pounds avoirdupois 35 (b) if the vehicle is a light motor vehicle and the trailer has more than two wheels or a laden weight exceeding 1700 pounds avoirdupois 30 (c) if the vehicle is a medium motor vehicle 30 (d) if the vehicle is a heavy motor vehicle 25 (e) if the vehicle is a heavy motor vehicle used by the fire brigades 30 4. Any other case not covered by entry 1, 2 and 3 15 5. Locomotives whether drawing a trailer or not 10 Note – This maximum speed limit is also subject to the restrictions or conditions that may be imposed by the competent authority under this Ordinance for any area or route of any portion of the route.

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The Tenth Schedule – Driving Regulations

1. The driver of a motor vehicle shall drive the vehicle as close to the left hand side of the road as may be expedient and shall allow all traffic which is proceeding in the opposite direction to pass him on his right hand side. 2. Except as provided by regulation 3, the driver of a motor vehicle shall pass to the right of all traffic proceeding in the same direction as himself. 3. The driver of a motor vehicle may pass to the left of a vehicle the driver of which having indicated an intention to turn right has drawn to the centre of the road. 4. The driver of a motor vehicle shall not pass a vehicle travelling in the same direction as himself: a) if his passing is likely to cause inconvenience or danger to other traffic proceeding in any direction, or b) where a point or corner or a hill or an obstruction of any kind renders the road ahead not clearly visible. 5. The driver of a motor vehicle shall not, when being overtaken or being passed by another vehicle, increase speed or do anything in any way to prevent the other vehicle from passing him. 6. The driver of a motor vehicle shall slow down when approaching a road intersection, a junction or a road corner, and shall not enter any such intersection or junction until he has become aware that he may do so without endangering the safety of persons thereon. 7. The driver of a motor vehicle shall on entering a road intersection if the road entered is a main road designated as such, give way to the vehicles proceeding along that road, and in any other case give way to all traffic approaching the intersection on his right hand. 8. The driver of a motor vehicle shall, when passing or meeting a procession or a body of troops or police on a march or when passing workmen engaged on road repair, drive at a speed not greater than fifteen miles an hour. 9. The driver of a motor vehicle shall, a) when turning to the left, drive as close as may be to the left hand side of the road from which he is making the turn and of the road which he is entering; b) when turning to the right, draw as near as may be to the centre of the road along which he is travelling (i) as far as may be practicable it passes beyond, and so as to leave on the driver’s right hand, a point formed by the intersection of the centre lines of the intersecting roads: and (ii) it arrives as near as may be at the left hand side of the road which the driver is entering.

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Eleventh Schedule – Signals

1. When about to turn right or drive to the right hand side of the road in order to pass another vehicle or for any other purpose, a driver shall extend his right arm in a horizontal position outside of, and to the right of his vehicle with the palm or the hand turned to the front.

2. When about to turn to the left or to drive to the left hand side of the road, a driver shall extend his right arm and rotate it in an anticlockwise direction.

3. When about to slow down, a driver shall extend his right arm with the palm downwards and shall move the arm so extended up and down several times in such a manner that the signal can be seen by the driver of any vehicle which may be behind him.

4. When about to stop, a driver shall raise his right forearm vertically out-side of and to the right of the vehicle, palm to the front.

5. When a driver wishes to indicate to the driver of a vehicle behind him that he desires that driver to overtake him, he shall extend his right arm and hand horizontally outside of and to the right of the vehicle and shall swing the arm backwards and forwards in a semi-circular motion.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

The Twelfth Schedule

Part A

Offences Penalties (Taka)

(i) Stand on bus stop or Bus Stand 15.00

(ii) Stand in prohibited area 15.00

(iii) Stand contrary to notice at leading zone 10.00

(iv) Stand contrary to notice ‘No Standing’ or ‘No Parking’ 15.00

(v) Stand contrary to notice in excess time limit 10.00

Part B

Offences Penalties (Taka)

(i) Not give way to pedestrian upon marked pedestrian crossing (by motor vehicle) 30.00

(ii) Not making use of the marked pedestrian crossing while crossing the road (by the pedestrian) 5.00

(iii) Disobey traffic control light signal 50.00

(iv) Blow horn continuously or use horn of prohibited type 30.00

(v) Exceed speed limit by more than 15 mph (by other than heavy motor vehicle) 100.00

(vi) Exceed speed limit by more than 10 mph (by heavy motor vehicle) 100.00

(vii) Cross or drive on offside of separation lines 30.00

(viii) Drive on off side of traffic island 30.00

(ix) Drive in opposite direction on one-way road 30.00

(x) Disobey ‘Halt’, ‘Stop’ or ‘Slow’ signs 30.00

(xi) Not signal intention 15.00

(xii) Use defective indicator 50.00

(xiii) Use of high beam in the lighted city area 100.00

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

(xiv) Drive contrary to notice 15.00

(xv) Inefficient silencer 10.00

(xvi) Overtakes where overtaking is prohibited 100.00

(xvii) Exceed speed limit by not more than 15 mph (other than heavy motor vehicle) 50.00

(xviii) Exceed speed limit by not more than 10 mph (by heavy motor vehicles) 50.00

(xix) Not give way to other vehicle (where it can be safely done) 50.00

(xx) Obstruct other vehicles 50.00

Part C

Offences Penalties (Taka)

(i) Drive vehicle emitting heavy smoke 100.00

(ii) Use loud speaker in the motor vehicle without authority 50.00

(iii) Picks up passenger from other than specified haltages (by the public service vehicles) 50.00

(iv) Not inscribe the name of the route or area or not print particulars on the vehicle required by section 46(2) (by the public service vehicle or transport vehicle) 50.00

(v) Not exhibit fare table or the haltage chart or the time table in the prescribed manner (by the public service vehicle) 30.00

(vi) Not wear prescribed uniform or badges (by the driver or conductor of public service vehicles) 30.00

(vii) Charges fare higher than approved rate (driver or conductor of public service vehicle) 50.00

(viii) Travels, either on foot-board or on bumper or on the roof top (passenger) 40.00

(ix) Carry passenger, either on foot-board or on bumpers or on roof top or, in the wrong side of the driver or exceeding permissible capacity (driver and conductor each) 30.00

(x) Fails to produce the driving licence or the conductors licence or the certificate of registration or, the certificate of fitness or the certificate of insurance or other relating documents on demand by authorised persons (driver or conductor or in charge of the vehicle) 50.00

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Annex C - Schedules of the draft Motor Vehicles Act

THE FIRST SCHEDULE

Individual Tyre Loads

For each pneumatic tyre fitted to a wheel The permissible weight in kilograms is of a nominal size (2) (1) 5.20-10 290 5.20-13 340 5.50-12 375 5.50-20 725 5.60-13 400 5.60-15 445 6.00-12 390 6.00-13 425 6.00-16 700 6.00-20 875 6.15-13 440 6.25-16 750 6.45-13 470 6.45-14 500 6.50-16 800 6.50-20 1025 6.95-14 600 7.00-14 635 7.00-15 850 7.00-16 975 7.00-20 1200 7.10-15 825 7.50-15 1000 7.50-16 1125 7.50-20 1525 7.60-15 1050 8.25-18 1575 8.25-20 1750 9.00-15 1525 9.00-20 2000 10.00-20 2225 11.00-20 2750 12.00-20 3250

Explanation: The figures 5.20-10, etc., represent, respectively the nominal diameter of the tyre and the diameter of the wheel rim; all figures being in inches. The actual sectional diameter of tyre when mounted on its appropriate rim and inflated in no case be less than the nominal sectional diameter.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

TABLE TWO

Axle Weights and Laden or Train Weights

Permissible weight

Axle with number of tyres in tons is

Single axle limit with 2 tyres 4.5 Single axle limit with 4 tyres 8.0 Tandem axle limit with 4 tyres 8.0 Tandem axle limit with 8 tyres 14.0 Tri-axle limit with 6 tyres 12.0 Tri-axle limit with 12 tyres 18.0

1. Subject to the axle weight limit specified above, the axle weight of a particular axle shall, be equal to the sum of the individually permissible tyre loads of that axle or the maximum axle weight given by the manufacturer, whichever is less.

2. The laden or train weight of a vehicle shall, be equal to the sum of the axle weights of all the axles, or the maximum laden weight or the train weight fixed by the manufacturer, whichever is less.

(i) Provided that the maximum laden weight or the maximum train weight of a vehicle shall not exceed in case of an articulated vehicle thirty eight tons and in any other case twenty two tons:

(ii) Provided further that the maximum total weight of all trailers, whether laden or unladen, drawn at any one time by a locomotive shall not exceed forty tons.

3. The above axle weight and the laden weight or the train weight limit shall always be subjected to the maximum limit fixed by the Authority in consultation with the highway authority.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

THE SECOND SCHEDULE

[See Section 75(1)]

Limits of Speed for Motor Vehicles

Maximum speed in Class of Vehicle in kilometres per hour 1. If all wheels of the vehicle are fitted with pneumatic tyres and the vehicle is not drawing a trailer:-

a) if the vehicle is a light vehicle 100

b) if the vehicle is a medium or heavy passenger motor vehicle 70

c) if the vehicle is a medium or heavy goods motor vehicle 60

d) if the vehicle is a motor cycle 70

2. If the vehicle is an articulated vehicle (all the wheels of which are fitted with pneumatic tyres) which is a heavy motor vehicle 50

3. If the vehicle drawing not more than one trailer (or in the case of artillery equipment, not more than two trailers) and all the wheels of that vehicle and the trailer are fitted with pneumatic tyres:-

a) if the vehicle is a light motor vehicle the trailer being two wheels has a laden weight not exceeding 1000 kilograms. 65

b) if the vehicle is a light motor vehicle and the trailer has more than two wheels or a laden weight exceeding 1000 kilograms. 60

c) if the vehicle is a medium motor vehicle 55

d) if the vehicle is a heavy motor vehicle 50

e) if the vehicle is a heavy motor vehicle used by the fire brigades. 60

4. Any other case not covered by entry 1, 2 and 3 30

5. Locomotive, whether drawing a trailer or not 20

Note: The maximum speed limit is also subject to the restrictions or conditions that may be imposed by the competent authority under this Act for any area or route or any portion of the route.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

THE THIRD SCHEDULE

[See section 22(1) and 168 (1) and (3)]

This extensive Schedule contains 252 separate offences, separated into sections. The section headings are reproduced below, but the main listing is not.

Section headings

1. Hazardous Driving 2. Speeding 3. Weight and dimension 4. Failing to stop or give way 5. Lateral position 6. Overtaking or passing 7. Turning 8. Signs and signals 9. Lighting 10. Failing to comply with safety procedures 11. Failing to comply with orders and instructions 12. Vehicle and equipment 13. Licensing, registration and routing 14. Commercial motor vehicles 15. Towing vehicle 16. Driver training 17. Failing to discharge duties 18. Sale of motor vehicles 19. Forgery and fraudulence 20. Parking infringements 21. Pedestrian offences 22. Miscellaneous 23. Unspecified offence 24. Rickshaw, bicycle and other non-motorised vehicle offences

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

ANNEX D - Basic European Driving Licence system

Category Description A Motorcycle

B1 Small passenger vehicle less than 500 kg unladen weight

B Small passenger vehicle or small goods vehicle

C1 Goods vehicle 3500 kg to 7500 kg maximum laden weight

C Goods vehicle more than 3500 kg

D1 Passenger vehicle with 9 to 16 passenger seats

D Passenger vehicle with over 9 passenger seats

E Large trailer

Categories A, B, C and D also include entitlement to draw a small trailer.

Professional licences are those vehicles in category C or C1, for goods vehicles, or D or D1, for passenger vehicles.

The distinction of the sub-categories C1 and D1 are to signify medium sized vehicles.

Definitions: Small passenger vehicle means a passenger carrying vehicle constructed or adapted to carry no more than eight passengers in addition to the driver.

Small goods vehicle means a goods vehicle with a maximum laden weight of no more than 3500 kg.

Small trailer means a trailer with a maximum laden weight of no more than 750 kg.

Large trailer means a trailer with a maximum laden weight of greater than 750 kg.

Comment: The categories follow (more or less), the categories defined in International Driving Permits under the Convention on Road Traffic in 1949.

With this system it is easy to provide driving tests for the categories. It is a requirement that in order to gain C1, C, D1 or D, or any category with the additional large trailer entitlement, a test in category B (not B1) must be gained first. So to drive a vehicle in category C+E (large goods vehicle plus large trailer) drivers must have passes in category B, then C, then C+E.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

ANNEX E – Obligatory disqualification and penalty point offences (UK)

Offence classifications involving obligatory disqualification

DVLA OFFENCE POINTS CODE Manslaughter, or in Scotland, culpable homicide while driving a DD60 3-11 motor vehicle Causing death by dangerous driving DD80 3-11 Dangerous driving DD40 3-11 Causing death by careless driving when under the influence of CD40-70 3-11 drink or drugs Driving or attempting to drive with excess alcohol in body DR10 3-11 Driving or attempting to drive when unfit through drink or drugs DR20/DR 3-11 80 Driving or attempting to drive and refusing to supply laboratory DR30 3-11 specimen Aggravated vehicle taking UT50 3-11 Racing on the highway MS50 3-11

Offence classifications involving obligatory endorsement

CODE OFFENCE POINTS ACCIDENTS AC10 Failing to stop after an accident 5-10 AC20 Failing to give particulars or report an accident 4-9 AC30 Unspecified accident offence 4-9 DISQUALIFIED DRIVER BA10 Driving whilst disqualified by court 6 BA30 Attempting to drive whilst disqualified by a court 6 CARELESS CD10 Careless driving 2-5 CD20 Inconsiderate driving 2-5 CD30 Careless or Inconsiderate driving (code mainly for Scottish Courts) 2-5 CONSTRUCTION AND USE (codes are variable) CU10 Defective brakes 3 CU20 Likely to cause danger by unsuitable use or dangerous condition 3 CU30 Defective tyres 3 CU40 Defective steering 3 CU50 Causing danger by reason of load or passengers 3 ALCOHOL/DRUGS DR40 In charge of motor vehicle - excess alcohol 10 DR50 In charge of motor vehicle - unfit through drink 10 DR60 Failure to provide laboratory specimen (in charge) 10 DR70 Failure to provide screening breath test 4 ALCOHOL/DRUGS cont. DR90 In charge of motor vehicle - unfit through drugs 10 INSURANCE IN10 No insurance 6-8 LICENCE OFFENCES LC20 Driving other than in accordance with a licence 3-6 LC30 Driving having made false declaration (fitness) 3-6 LC40 Driving having failed to notify disability 3-6 LC50 Driving licence revoked or refused (medical) 3-6

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Offence classifications involving obligatory endorsement (Continued)

MISCELLANEOUS MS10 Leaving vehicle in a dangerous position 3 MS20 Unlawfully carrying passengers on a motor cycle 3 MS30 Play street offences 2 MS40 Driving defective eyesight or refusing test 3 MS60 Offences not covered by other codes 3 MS70 Driving with unconnected defective eyesight 3 MS80 Refusal to submit to eyesight test 2 MS90 Failure to give police information or driver identification 3 MOTORWAY MW10 Contravention of motorway regulations (not speed) 3 PEDESTRIAN CROSSING PC10 Undefined contravention of regulations 3 PC20 Contravene reg. in moving vehicle 3 PC30 Contravene reg. in stationary vehicle 3 SPEED LIMITS SP10 Vehicle class (Goods vehicles) 3-6 SP20 Vehicle class (not goods/passenger) 3-6 SP30 Statutory speed limit 3-6 SP40 Vehicle class Passenger vehicle 3-6 SP50 Motorway 3-6 SP60 undefined speed limit offence 3-6 TRAFFIC SIGNS/DIRECTIONS TS10 Failure to comply with traffic lights 3 TS20 Failure to comply with double white lines 3 TS30 Failure to comply with Stop sign 3 TS40 Failure to comply with directions of a constable or traffic warden 3 TS50 Failure to comply to traffic sign (ex lights, stop and white lines) 3 TS60 Failure to comply to school crossing patrol sign 3 TS70 Unspecified failure to comply to traffic sign 3 TOTTING UP TT99 signifies disqualification under ‘tooting up’ procedure CHANGE FOR AID AND ABET ETC. Aid, abet, counsel or procure offence code O changes to 2. Causing or permitting offence code 0 changes to 4 Inciting offence code O changes to 6

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

ANNEX F – Terms of reference for specialist inputs

Legislation advisor

Location: BRTA Reporting to: BRTA Chairman Objective: Complete draft Road Traffic and Transport Act.

Description of Role and Tasks 1. Assist the Working Party on Traffic Legislation to complete Road Traffic and Transport Act. This should include extended police powers and outline framework for sustainable management of traffic. Existing documentation from other specialists should also be considered for inclusion in the draft Act. 2. Assist Working Part to develop realistic timetable for completion of subsidiary legislation. 3. Present mid term seminar on progress to date and agree proposed developments. 4. Prepare report on work accomplished. 5. Present concluding seminar on work accomplished and recommendations identified.

Qualifications and experience : Traffic police officer with experience in legislation and working overseas. Counterpart from Government: BRTA Asst. Director Engineering

Milestone achievements: 1. Mid - term seminar 2. Final seminar 3. Visiting report

Timing of input: 6 weeks split into two visits beginning early in T-IDC

Risks and assumptions: The multi-sectoral traffic legislation working party should functioning fully to make the most effective use of the foreign specialist. The traffic legislation working party should be willing to have frequent meetings during the specialist’s visit, which should be at least weekly.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Highway Patrol Advisor

Location: Police Headquarters Reporting to: Inspector General of Police Objective: Train and implement pilot highway patrols.

Description of Role and Tasks 1. Train highway patrol officers in use of equipment. 2. Advise on methods and practicalities of highway patrolling. 3. Train junior management in enforcement tactics and strategy. 4. Deliver seminar to advise senior officers regarding objectives of pilot and utilisation of patrols. 5. Review and advise on implementation of national highway patrol. 6. Prepare final report. 7. Assist with development of future activities within enforcement sector.

Qualifications and experience : Senior traffic police officer with experience in teaching, practical traffic patrol, use of modern enforcement equipment and working overseas.

Counterpart from Government: AIG (E&T).

Milestone achievements: Pilot highway patrols operating. Final report.

Timing of input: Eight weeks to begin as soon as possible.

Risks and assumptions: Sufficient personnel, vehicles and other equipment must be available for implementation of the project. This may be dependent on funding.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Enforcement Co-ordinator and Training Advisor

Location: Police Headquarters and Traffic Training School Reporting to: Inspector General of Police Objective: Coordinate enforcement activity and develop appropriate range of enforcement related courses for traffic police.

Description of Role and Tasks 1. Assist and support traffic training advisor with development of traffic patrol courses. 2. Assist and support accident investigation advisor with development of accident investigation course. 3. Assist and support police driving instructor with development of police driving courses. 4. Develop senior officers workshops to include strategic considerations, logistics and design of targeted enforcement campaigns. 5. Develop accident analysis course to identify and propose appropriate countermeasures for high risk locations. This should include an appreciation of the role played by other sectors. 6. Coordinate other enforcement related inputs. 7. Provide enforcement expertise to the NRSC as required. 8. Develop performance indicators within the enforcement sector. 9. Assist with development of highway patrol. 10. Review progress quarterly or after each input and prepare quarterly progress and final reports on work accomplished. 11. Propose future developmental activities within enforcement sector.

Qualifications and experience : Senior traffic police officer with experience in teaching, traffic patrol, accident investigation, traffic management and working overseas. Counterpart from Government: AIG (Training) and NRSC secretariat.

Milestone achievements: Quarterly progress reports, or after each input. Final report.

Timing of input: Eight months in total spread over four years. To be split as necessary to coincide with other technical enforcement inputs and mid-term appraisals.

Risks and assumptions: Long term benefit is dependent upon the expansion of TTS to include the additional courses proposed. By implication this entails movement of the TTS from its current site to a more appropriate location with adequate facilities. Local training staff should be expected to remain in post for a minimum of three years and be capable of transferring skills to successive staff.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Traffic Training Advisor

Location: Traffic Training School Reporting to: Inspector General of Police Objective: Develop and deliver in itial and refresher traffic patrol course.

Description of Role and Tasks 1. Develop existing initial traffic patrol course. This should also include techniques relevant to highway patrolling, use of enforcement equipment, appreciation of accident investigation, first aid and vehicle inspection. 2. Produce traffic police enforcement manual for local conditions. 3. Develop traffic refresher course along similar lines to initial course. 4. Train local instructional staff in effective traffic patrolling techniques. 5. Deliver initial traffic patrol course. 6. Deliver refresher traffic patrol course. 7. Prepare final report.

Qualifications and experience : Traffic police officer with experience in teaching, traffic patrolling and working overseas. Counterpart from Government: AIG (Training)

Milestone achievements: Delivery of revised investigation course. Production of traffic patrol manual. Final report.

Timing of input: Eight weeks split if necessary to cater for update training on new laws and delivery of main patrol course.

Risks and assumptions: Adequate accommodation should be available for delivery of courses to students from around the country. This course forms the core of traffic patrolling skills and should include a substantial practical element.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Accident investigation advisor

Location: Traffic Training School Reporting to: Inspector General of Police Objective: Develop forensic accident investigation course for traffic police.

Description of Role and Tasks 1. Develop accident investigation and reconstruction course including theoretical considerations, scene preservation and plan drawing. 2. Produce accident investigation manual suitable for use in local conditions. 3. Train local instructional staff in accident investigation techniques. 4. Deliver initial accident investigation course. 5. Prepare final report to include advanced training requirements.

Qualifications and experience : Traffic police officer with experience in teaching, accident investigation and working overseas. Counterpart from Government: AIG (Training)

Milestone achievements: Delivery of accident investigation course. Production of accident investigation manual. Final report.

Timing of input: Six weeks.

Risks and assumptions: Suitable personnel up to a maximum of fifteen persons per course should be identified with a reasonable understanding of maths and physics prior to delivery of the course. Adequate accommodation should be available for delivery of this course to students from around the country. This must include both messing arrangements as well as classroom space. This course should also include a substantial practical component and a large paved area must be identified within reasonable reach of the main venue for practice manoeuvres.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Police driving instructor

Location: Traffic Driving School Reporting to: Inspector General of Police Objective: Develop car and motorcycle driving courses for traffic police.

Description of Role and Tasks 1. Develop police driving course for four wheeled vehicles, including off road techniques. 2. Develop police motorcycle course. 3. Train local instructional staff in driving and motorcycling. 4. Deliver initial driving course. 5. Deliver initial motorcycle course. 6. Review progress to date and prepare final report.

Qualifications and experience : Police driving / motorcycle instructors with experience of working overseas. Counterpart from Government: AIG (Training)

Milestone achievements: Delivery of initial driving course. Delivery of initial motorcycle course. Final report.

Timing of input: Two instructors for eight weeks each, split into two inputs of four weeks to deliver car and motorcycle training separately.

Risks and assumptions: Availability of suitable vehicles for both car and motorcycle training. Adequate accommodation should be available for delivery of this course to students from around the country.

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Annex G - Draft Logical Framework for Legislation and Enforcement Narrative Verifiable Indicators Means of Assumptions Verification Goal:

Provision of safe roads for Rise in accident rate halted by Police accident Police data all road users 2002 data / Hospital becomes a reliable casualty data indicator of accident rates

Purpose:

To establish sustainable 90% of vehicles complying with Police monitoring Police monitoring police patrols actively safety legislation by 2002 statistics is adopted enforcing safety legislation

Outputs:

1. Appropriate legislation 1.1 New Road Traffic and Publication of Act enacted Transport Act enacted by 1999

1.2 Subsidiary legislation enacted Publication of by 2003 regulations

1.3 Specific Bangla version of Publication of Highway Code published by Highway Code 2001

2. Publicity programme 2.1 90% of drivers aware of Sample surveys of conducted speed and alcohol limits by drivers conducted 2002 at end of campaign

2.2 90% of drivers aware of road Sample surveys of user rules by 2002 drivers conducted at end of campaign

3. Safety legislation 3.1 Police patrols operating on all Police annual Production of enforced by police major highways by 2003 report Annual Report adopted by police 3.2 New National Traffic Training Progress reports / School near Dhaka annual report completed by 2003

3.3 Suite of law based and TTS Prospectus TTS publishes practically based courses prospectus available at TTS by 2003

4. Effective monitoring of 4.1 Police activity monitoring set Police annual Production of enforcement activity up by 1999 report Annual Report set up adopted by police 4.2 Monitoring process computerised by 2000 Police annual report 4.3 Monitoring accepted as component of police Police annual management information by report 2002

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Narrative OVI MOV Assumptions Activities:

1.1.1 Convene legislative committee 1.1.2 Review existing draft Act and specialist reports 1.1.3 Complete draft Act 1.1.4 Agree draft of Act 1.1.5 GOB enacts new Act GOB enacts Act

1.2.1 Convene committee 1.2.2 Draw up timetable for drafting of subsidiary legislation 1.2.3 Draft new subsidiary regulations 1.2.4 Agree drafts 1.2.5 GOB enacts new regulations GOB enacts regulations

1.3.1 Convene committee 1.3.2 Draft Highway Code 1.3.3 Agree contents 1.3.4 Highway Code published MOC publishes Code

2.1 Appoint publicity agency / specialist Funding source 2.2 Design programme identified 2.3 Perform programme 2.4 Conduct surveys 2.5 Publicise results

3.1.1 Select pilot roads 3.1.2 Agree pilot proposals 3.1.3 Procure pilot vehicles and Funding source equipment identified 3.1.4 Install equipment in vehicles 3.1.5 Select pilot personnel 3.1.6 Train plot personnel 3.1.7 Start operations on pilot 3.1.8 Assume accident investigation Accident investigation responsibility on pilot roads course available at TTS 3.1.9 Evaluate pilot project 3.1.10 Plan national implementation plan 3.1.11 Recruit additional personnel Additional personnel 3.1.12 Train additional personnel sanctioned by GOB 3.1.13 Procure equipment 3.1.14 Implement national plan Funds available for implementation

3.2.1 Draft specifications for TTS and equipment 3.2.2 Acquire suitable site for new TTS Funding source located 3.2.3 Finalise design specifications 3.2.4 Begin building works 3.2.5 Agree equipment specification 3.2.6 Complete building works 3.2.7 Procure equipment 3.2.8 Transfer training personnel 3.2.9 Begin classroom operations at site 3.2.10 Transfer existing driving school to new TTS site 3.2.11 Begin driving operations at site

{PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

Narrative OVI MOV Assumptions Activities:

3.3.1 Existing traffic patrol course reviewed Equipment and facilities 3.3.2 Recommendations adopted into located for syllabus implementation 3.3.3 Develop refresher traffic course to New laws implemented update on law and procedures requiring updates 3.3.4 Produce traffic manual for traffic personnel 3.3.5 Develop driving course for all traffic Jamalpur receives personnel at Jamalpur sufficient funding and 3.3.6 Develop motorcycle course for equipment selected personnel at Jamalpur 3.3.7 Develop forensic accident Suitable site for investigation course presentation located 3.3.8 Produce accident investigation manual 3.3.9 Develop senior officers management seminars Suitable site and 3.3.10 Develop vehicle examination workshop facilities course identified 3.3.11 Review courses offered against requirements of service 3.3.12 Adopt recommendations of review body 3.3.13 Design and publish TTS prospectus 3.3.14 Classroom based courses New TTS is built and transferred to new TTS properly equipped 3.3.15 Driving based courses transferred to new TTS

4.1.1 Agree monitoring requirements 4.1.2 Design collection procedures 4.1.3 Implement pilot data collection in pilot highway patrol areas 4.1.4 Amend Police Code if necessary Police Codes are for national implementation amended by GOB 4.1.5 Begin national data collection

4.2.1 Appoint computer consultants Funding source located 4.2.2 Design input and output formats 4.2.3 Design database 4.2.4 Write program 4.2.5 Test and debug program 4.2.6 Implement program 4.2.7 Produce management reports

4.3.1 Design annual report for national police 4.3.2 Set objectives for policing 4.3.3 Determine data sources for measuring achievement of objectives 4.3.4 First Annual Report published 4.3.5 Review objectives against results {PAGE } RRMP2 : Institutional Development Component Traffic Legislation and Enforcement in Bangladesh

ANNEX H – Contents of road safety leaflets

Information for the Rickshaw Puller

Þ Keep the rickshaw in a line. Þ Always pull the rickshaw through the left side of the road. Þ Get yourself be known to the Road Safety Rules before you are in the road with rickshaw. Without signal and suddenly do not turn your rickshaw. Þ Do not park your rickshaw as you wish but park in the specified area. Þ Do not keep your rickshaw in the turnabout. Þ Do not try to overtake other rickshaw. Þ When you are in the road please keep the licence and other documents with you. Þ Do not pull rickshaw at night without light. Þ Under aged and old man are not allowed to pull rickshaw. Þ Check the break before you start with rickshaw.

Information for the General Public

* If you want to cross the road, first look at right then left again right side. It is safe to cross the road through zebra crossing. * Walk through footpath. It these is none, walk through the right side of the road. * Cross the road through the nearby zebra crossing. * While crossing the road take help from the Traffic Police if these is any. * It is a request to the Pedestrian, please get the knowledge about the Road Safety rules. * It is a request to the general public to give the knowledge to their children about the Road Safety rules.

Information for Motor Vehicle Drivers

Þ Do not drive your car roughly. Try to remember that life is more valuable than time. Þ Do not drive your vehicle with overloaded goods and overcrowded passengers. Þ Park your vehicle in the specified area. Þ Do not drive the faulty vehicle. Þ Keep all the necessary valid documents with you. Þ Do not drive the vehicle which emits black smoke. Þ Do not use hydraulic horn in the vehicle. Þ Follow traffic rules and help the traffic police to apply those. Þ Follow traffic signals. Þ Use blank paint on the upper portion of the head light at night. Þ Reduce the speed of the vehicle in road junction, Turnover and Zebra Crossing. Þ Do not use black paper and black glass in the vehicle. Þ Do not use metallic number plate. Þ You would be in accident any time too. Think about your family.

{PAGE } GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND RAILWAYS DIVISION

SECOND ROAD REHABILITATION AND MAINTENANCE PROJECT

INSTITUTIONAL DEVELOPMENT COMPONENT

Vehicle Safety and Roadworthiness in Bangladesh

March 1998

TABLE OF CONTENTS

SUMMARY

1 INTRODUCTION

2 TERMS OF REFERENCE

3 CURRENT SITUATION IN BANGLADESH 3.1 Vehicles 3.2 BRTA vehicle inspection

3.3 Vehicles involved in accidents

3.4 BRTA computerisation

3.5 Motor Vehicle Standards and Inspection Manual [MVSIM]

4 RECOMMENDATIONS

4.1 Vehicle construction and use standards 4.2 Vehicle fitness inspection 4.3 Accident damaged vehicle inspections 4.4 Roadside Inspections and Enforcement 4.5 BRTA Computerisation

5 CONCLUSIONS 5.1 Vehicle construction and use standards 5.2 Vehicle fitness inspection 5.3 Accident damaged vehicles 5.4 Roadside inspections 5.5 BRTA Database 5.6 Training requirements

6 ACKNOWLEDGEMENTS

ANNEXES

A Responsibilities of the BRTA B Simplified test procedures C Low cost test facilities D Summary of proposals RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

SUMMARY OF FINDINGS - VEHICLE SAFETY AND INSPECTION

The findings can be grouped into four areas

1. Vehicle construction and use standards

These have assessed the Australian report on vehicle standards and made recommendations to bus design to improve the rollover performance of buses and to improve the environment of the driver so that he may better see and control the bus.

2. Vehicle Roadworthiness Inspection

These inspections concentrate on the most hazardous vehicles, i.e. those that have the highest potential for causing death and destruction to people and property. These are trucks, buses and three wheel public transport vehicles. It is proposed that the inspection of private vehicles be suspended and that the introduction of an improved nationwide database be given high priority in view of the Year 2000 problem.

3. Accident damaged vehicle inspections

The recommendation is that accident damaged vehicle inspections should cease immediately.

4. Roadside inspections

It is proposed that roadside inspections be targeted not just at buses and trucks but at the most disreputable and unsafe examples of them. The roadside inspection of vehicles must be a joint effort between the BRTA and the police.

Tim Pearce Transport Research Laboratory 18 March, 1998

1 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

VEHICLE SAFETY AND ROADWORTHINESS IN BANGLADESH

1 INTRODUCTION The Institutional Development Component [IDC] of the Second Road Rehabilitation and Management Project is funded by the UK Department for International Development. It includes the road safety inputs to the IDC as a series of short term, and one 18 month [road safety engineering], inputs by specialists from the Transport Research Laboratory and others that arose as a consequence of a report1 into road safety in Bangladesh written in 1995. The current IDC project finishes at the end of July 1998. The inputs comprise:

· Road safety engineering

· Vehicle inspection and safety

· Driver test and training

· Children’s road safety education and resources

· Road Safety publicity

· Accident data analysis [MAAP]

· Accident costing

· Legislation and enforcement

A Strategic Action Plan, formulated and presented by the National Road Safety Council [NRSC], was launched in 1997 and points the way forward for road safety initiatives in Bangladesh under its active direction.

The Bangladesh Road Transport Authority [BRTA] are currently co-ordinating the work of the NRSC through the Secretariat and this entire input was made possible by the active and enthusiastic assistance of the BRTA. This report is based on the findings of the Vehicle Inspection and Safety specialist whose terms of reference follow.

The work was able to draw on the work of the Overseas Project Corporation of Victoria, Australia carried out in the period between 1991 and 1994 during which they produced a Motor Vehicle Standards and Inspection Manual2. The consultant has been asked to review this for possible implementation [Section 0, page I].

Four areas of vehicle safety have been examined:

· Vehicle construction and use standards

1 Aeron-Thomas A and G Elliott. Road Safety In Bangladesh, Final Report by TRL. IDC Project, 1996

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· Vehicle fitness inspection

· Accident damaged vehicle inspection

· Road side inspections

Although not initially part of the terms of reference, the consultant felt it essential to consider the BRTA’s existing computer database and its future development as urgent decisions are required with the approach of the Year 2000. It also represents an opportunity to improve the recording of vehicle registration details so enhancing the ability of the BRTA to identify vehicles that fall outside the current vehicle inspection system.

The report concludes with a number of recommendations designed to improve the administration and safety of vehicles on the road in Bangladesh, particularly those of high risk vehicles.

2 TERMS OF REFERENCE The following terms of reference were specified for this input:

Vehicle Inspector

Location : BRTA and DMP Traffic Police

Reporting to : BRTA Chairman and DMP Deputy Commissioner (Traffic)

Objective : To strengthen the road safety role of the on-road vehicle inspection programmes of both BRTA and Traffic Police.

Description of Role and Tasks: 1. Review road safety content of current BRTA vehicle inspection programme including inspection facilities.

2. Review current road-side vehicle inspection programmes conducted by BRTA and Traffic Police.

3. Recommend improvements in the two programmes and address co-ordination requirements.

4. Develop systematic road-side vehicle inspection programme targeting safety equipment violations for both BRTA and Traffic Police.

5. Identify targets for vehicle inspections and safe and practical locations for road-side vehicle inspections.

6. Provide seminar on safety aspects of vehicle inspections.

2 Motor Vehicle Standards and Inspection Manual. Overseas Project Corporation of Victoria Ltd, Australia, 1994 for the BRTA 3 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

7. Produce final report identifying desired vehicle inspection road safety role, and identify the required manpower, training, financial resources, relevant performance targets and appropriate monitoring indicators. Functional responsibilities should be clarified along with the “next road safety step”.

8. Provide lists of key references and contact names and addresses of relevant organisations, and training courses.

Counterpart from Government : BRTA Assistant Director, Vehicle Inspection Milestone Achievements : 1. Seminar 2. Final report Timing of Input : 4 weeks in one visit Date of Input : February 1998

3 CURRENT SITUATION IN BANGLADESH A wide variety of motorised vehicles are in use in Bangladesh ranging from Indian manufactured autorickshaws to large trucks and buses sourced from India, Europe and Japan. All motorised vehicles are liable to annual inspection with the exception of two wheel motor cycles and private cars under 5 years old.

The construction and use of vehicles are based on the Motor Vehicles Rules of 1940, Chapter V. An additional set of rules was added in 1959 relating to the construction of autorickshaws [baby-taxis]. Although revised by the Motor Vehicles Rules of 1984, the requirements relating to Construction and Use have not changed significantly except for the metrication of measurements.

The accident rate in Bangladesh as a whole is very high with between 50-75 fatalities per 10,000 vehicles [depending on the source]. The Dhaka Integrated Transport Study3 estimated that there were approximately 200,000 vehicles plying in Dhaka in 1993, that is about 60% of total vehicles registered in Bangladesh. A simplistic measure of accident contribution by class of vehicle can then be made based on total vehicles registered4 and the data provided in the 1996 Dhaka Accident Report5.

Table 1 shows this contribution by class of vehicle

3 Working paper 28, Vehicle Population, PPK Consultants, March 1993 4 Vehicles registered in Bangladesh, 1996. Unpublished data from BRTA. 5 DMP. Traffic Accident Analysis Annual Report 1996, Figure 8 4 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

Table 1 Comparison of number of accidents with types of vehicles registered, 1996: All motorised vehicles

Type of vehicle Number % of total Accidents in % of all Accidents/1 registered registered Dhaka accidents 000 veh Car 72478 16.7% 207 15.1% 2.9 Jeep/Microbus/Pickup 41102 9.4% 105 7.7% 2.6 Taxi 2015 0.5% 0 0.0% 0.0 Bus 13287 3.1% 151 11.0% 11.4 Minibus 11052 2.5% 221 16.1% 20.0 Truck 35475 8.2% 326 23.8% 9.2 Autorickshaw/ 62548 14.4% 307 22.4% 4.9 Tempo Motorcycle 188669 43.3% 54 3.9% 0.3 Others 8685 2.0% 3 0.0% 0.3 Total 435311 100.0% 1374 100.0% 3.2

Summary: Bus, minibus, truck and three-wheelers comprise 28.1% of vehicles and have 73.3% of accidents

According to the statistics produced by BRTA motorcycles comprise over 40% of registered vehicles. This does not appear to be born out by the observed traffic mix and therefore, if motorcycles are excluded from the calculation, Table 2 can be constructed. This exclusion is further justified by the fact that once motorcycles are initially registered they are not required to renew any certificate for 10 years nor to report change of ownership. Consequently they drop out of the vehicle registration system and the number quoted above must be regarded as extremely unreliable. A similar problem may well be true of other vehicles, especially commercial vehicles, and the numbers of vehicles in the Bangladesh fleet is not likely to be accurate.

Table 2 Comparison of number of accidents with type of vehicles registered, 1996: excluding motorcycles

Type of vehicle Number % of total Accidents in % of all Accidents registered registered Dhaka accidents /1000 veh Car 72478 29.4% 207 15.72% 2.9 Jeep/Microbus/ 41102 16.7% 105 7.97% 2.6 Pickup

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Taxi 2015 0.8% 0.00% 0.0 Bus 13287 5.4% 151 11.47% 11.4 Minibus 11052 4.5% 221 16.78% 20.0 Truck 35475 14.4% 326 24.75% 9.2 Autorickshaw/ 62548 25.4% 307 23.31% 4.9 Tempo Others 8685 3.5% 3 0.00% 0.0 Total 246642 100.0% 1317 100.00% 5.34

Summary: Bus, minibus, truck and three-wheelers comprise 49.6% of vehicles and have 76.3% of accidents

The above two tables represent an indication of the contribution to accidents of commercial vehicles and consequently it is intended that they shall be the main focus of the recommendations in this report. Not only are buses, trucks and three-wheelers involved in three quarters of all accidents but they represent a more manageable number of vehicles for the BRTA vehicle inspectors to survey. In particular the accident rates for buses is extremely high at 11.4 accidents per 1000 buses and 20 accidents per 1000 minibuses [i.e. those mainly used for urban journeys].

3.1 Vehicles The problems relating to vehicle construction are mainly related to the local construction of bodies with one or two exceptions and it may well be true that these problems arise as a result of modifications in service. Where older trucks and buses are concerned it is apparent that so- called non-essential gauges and controls are discarded once they cease operating. The only control regarded as essential appears to be the horn. The following deficiencies were seen by the consultant:

1. Truck cabs have frequently been modified or fitted with locally produced doors and surrounds. Little attention has been paid to visibility requirements of the driver whose zone of visibility is often limited to a narrow arc either side of the straight ahead view. Side windows may be constructed from wood. The doors are then constructed much smaller than standard in order that they may be made from a rectangular sheet of steel with no complicated pressing requirement, pillars also from either wood or steel but are consequently very broad.

2. Passengers are permitted to sit right up close to the front window and to encroach on the driver’s space. In addition the driver has no nearside mirror and his visibility is therefore non-existent to that side. He has to rely on his helper to ensure that he does not hit vehicles after overtaking them.

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3. Bus bodies do not appear to be designed with any appreciable rollover protection and are often fitted with ordinary plate glass. It is noted that panes of glass are often badly cracked and loose in their surrounds or partially missing.

4. Passenger seat design and spacing is poor. The seats, where fitted with arms, have many sharp edges and the seat backs suffer from lack of padding and too many sharp corners. Spacing between seats is inadequate.

5. Driver seats are mostly non-adjustable either for reach or height.

6. Rear lights on trucks are often fitted well under the body away from damage, unfortunately this means that they are often difficult to see.

7. Most three wheelers have their front brakes disconnected6 due to maintenance problems and rely on rear wheel brakes. It should be noted that this is contrary to legislation and is not found in countries like India or Pakistan which operate similar vehicles.

A survey of buses, trucks and three wheelers was carried out on the Dhaka-Aricha highway by the consultant with the assistance of staff from the Mirpur BRTA station. The results are summarised below in Table 3

Table 3 Observed failure rates of selected vehicle components

Component Truck Bus 3 wheeler Front lights 0.0% 45.0% 10.0% Certificate of fitness 25.0% 85.0% 35.0% Mirrors 12.5% 100.0% N/A Rear lights 12.5% 80.0% 55.0% Brake lights 50.0% 80.0% 55.0% Indicators 25.0% 90.0% 85.0% Wipers N/A 75.0% 50.0% Tyres 50.0% 40.0% 40.0% Wheel fixings 62.5% 50.0% N/A

3.2 BRTA vehicle inspection All motorised vehicles are required to undergo an annual inspection by the BRTA with two exceptions. Private cars under five years old and motorcycles are not required to be inspected. Inspections are performed by Vehicle Inspectors of the BRTA with the help of assistants. Each BRTA station has the responsibility for vehicle registrations and inspections within its district [it also has a responsibility for driving tests but this is covered elsewhere].

The workload is very high in Dhaka in terms of vehicles inspected but is much lower outside as is shown in Table 4 and

6 Survey of three wheelers by the author at BRTA Mirpur and on the Dhaka-Aricha road and unpublished report by Arif Ahmed, BRRL 7 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

Table 5 below. The inspectors would expect to work about 230 man.days per annum each.

Table 4 Workload for BRTA vehicle inspectors, Dhaka

Year Fitness inspections Accident inspections per year per man.day per year per man.day 1996 75772 82.4 1194 1.3 1997 92406 100.4 1291 1.4

At Comilla the work is organised differently as vehicle inspectors are multi-tasked and perform fitness inspections and registrations. No accident inspections were recorded as being performed. Two inspectors are stationed at Comilla.

Table 5 Workload for BRTA vehicle inspectors, Comilla

Tasks Per year Per man.day Total tests performed 2802 6 Vehicles registered [1996] 450 1

3.2.1 Content and application

The vehicle inspection is common for all vehicles and is a basic visual inspection with no aids used. The procedure is as follows:

· Ensure correct fee has been paid through a post office.

· Inspection fee @ Tk150 plus

· Basic fee @ Tk 150 for light vehicles, Tk 300 for heavy vehicles

· Penalty fee if vehicle is presented late @ Tk 75 per month

· Check engine and chassis numbers against registration documents

· Visual check in engine bay

· Tyre size

· Headlights, main and dip

· Sidelights, front and rear

· Brakelights

· Indicators, front and rear

· Horn

· Tyre condition

· Wheel nuts - finger test only

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· Smoke from exhaust on fast idle for both petrol and diesel engines

· Brake test

· Driver drives vehicle about 3m and then applies service [foot] brake.

· Handbrake - park vehicle on test grade [facing up] for light vehicles only and then not if grade in use.

There are a number of deficiencies with this basic test but, with minor alterations and strict observance of criteria, it could be made more effective without any changes to the system. It should be noted that the consultant expects that a stricter inspection was carried out while he was observing inspections.

On a second visit to the test station the consultant observed the test procedure from a distance. A much more cursory examination was then witnessed. No inspection of brakes, horn or wheels was carried out.

When the inspector had finished inspecting a batch of vehicles he returned to the office for the results to be processed. There appeared to be no sense of urgency however and no clear procedure was in place to deal with the results. In addition the general public had free access to the offices and crowded around the inspectors while forms were being input to the computer and then watched as the newly printed certificates were countersigned by a vehicle inspector.

The Assistant Director was continually consulted by members of the public who wished him to intercede on their behalf. He was also expected to enter some of the data on to the computer and very little time appeared to be available to him to actually manage the station.

The vehicle inspectors do not feel equipped to carry out a more stringent inspection as, although qualified to diploma level in engineering they have not received specific training in vehicle inspection.

On the positive side all cash transactions are made through the post office and applications are therefore prepaid so that no cash transfer is involved at BRTA. There are aspects of the process that act as quality control however. The counter signature on the printed certificate before release to the owner enables a final check to be made of all the documentation. Payment to the post office removes any need for the staff to hold money and the consequent problems that can arise.

A roadworthiness inspection based on visual checks, with the option of using an inspection pit, will be proposed.

3.2.2 Vehicles outside the system

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In Table 3 above it was noted that large percentages of vehicles had no fitness certificates with 85% of buses checked being without a certificate. These vehicles can only be described as the worst buses that this consultant has ever inspected.

Very few buses had a full complement of lights and many had only headlights with no rear lights, brake lights or indicators at all. The condition of the bodies was extremely dangerous with jagged and protruding bodywork following numerous minor collisions and broken [non- safety] glass in many windows. Few buses had windscreen wipers fitted and external mirrors were inevitably mainly within the cab [to prevent them being broken in collisions], no buses had passenger side mirrors. About half the buses had tyre or wheel fixing faults. Inside the buses were no better and it is rare to see a bus with the required gauges and controls operating.

The trucks and three wheelers inspected were slightly better but with some exceptions. Many baby taxis and tempos had one or more bald tyres, no front brake [it is disconnected to reduce maintenance requirements]. Tyres on trucks tended to be poor and they were frequently observed with large chunks of tread missing and the carcass exposed. One even had a patch bolted to the outside of the tyre covering a 100 mm split in the wall right through to the tube. Other problems with trucks related to their rear lights. These were often relocated away from danger with the end result that they were obscured by bodywork or were placed too close to the centre line.

3.3 Vehicles involved in accidents The consultant accompanied an inspector to inspect a truck that had been involved in a collision with a baby taxi on the Dhaka - Aricha highway about 10 km outside Dhaka [there was no need to inspect the baby taxi as it had been annihilated by the impact with the truck and in fact the remains were in the rear of the truck]. The truck had hit a stolen baby taxi as it crossed in front of it at about 11.30 p.m. The two occupants of the baby taxi were seriously injured but, unsurprisingly, there was no damage to the truck or injury to its driver.

The inspector carried out an inspection similar to the normal fitness inspection although it was noted that there were several major omissions:

· The inspector did not check operation of the truck’s lights

· The validity of the trucks fitness certificate was not checked

· Even though the truck was quite obviously in a dangerous condition no proceedings were considered against the truck driver.

The inspector was unclear about the sequence of events at the accident and was not able to analyse the most likely scenario for the accident although he was permitted to give his opinion to the police and presumably that opinion could have been used as evidence.

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3.4 BRTA computerisation

3.4.1 Computer system

All vehicle registration and inspection activities in Dhaka are recorded on a network of personal computers [PCs] established in late 1994 [it is believed that they became fully operational in Jan 1995]. The network comprises 7 PCs linked to a server by a Local Area Network [LAN]. The PCs are 386 machines with small hard disks whereas the server is a 486 with a 2 Gb HDD [2 gigabyte hard disk drive] . The PCs are distributed as follows:

· One machine with Mirpur Asst. Dir. as the supervisor

· One machine for the fitness certificate work

· Four machines for vehicle registration work

· One machine is the server.

One of the machines is currently unserviceable and has been sent for repair. The network and software is supported under a five year maintenance contract by a local company, IBCS Primax, and is funded by the Government of Bangladesh. This contract expires in August 1998 but the BRTA Chief Engineer has said the he would like it extended for another year, to August 1999.

All data is backed up routinely on tape and the server is connected to an uninterruptible power supply [UPS] to safeguard data [15/20 minutes supply]. However, there are routinely 4/5 power cuts and major fluctuations each day which may last up to one hour. Printing is carried out by a number of dot matrix printers, one of which is unserviceable.

The LAN network software is Novell Netware v3.12 dated 8/12/93 and the database software is Dataperfect 2.1. All the software is DOS based. The database cannot generate custom reports and is not directly used for monthly reporting to BRTA HQ. This is done by paper only and no analysis of the data is carried out. It was not possible to produce a table showing vehicles currently registered in Dhaka from the database although it was not clear whether this was due to ignorance by the staff of the correct procedure or a limitation of the existing software.

Regional stations, such as the one visited at Comilla, are equipped with a standalone PC also loaded with the DataPerfect software. They maintain their own database but report to BRTA headquarters monthly only by paper - there is thus no national database and the existing database has a very limited use. Although the PC at Comilla was equipped with a modem it was not used as it was believed that the telephone lines to Dhaka were [a] unreliable and [b] insecure although just as possible is that no mechanism had been set up to allow transfer of data.

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3.4.2 Year 2000 problem

There is a worldwide problem with older computer systems associated with the Year 2000 and otherwise known as the ‘Millennium Bug’. Older computer stored dates as 2 digits with the base year being 1900 or 1970. Year dates up to 1999 can therefore be handled with no problems. However, 2000 will be read as 1900 or 1970 and, if this represents a period [for example to renewal], may cause the computer system to crash as it will attempt to calculate a negative period. This is not a problem with new computer systems or software which should be certified as Year 2000 compliant.

The existing system is not Year 2000 compliant. There are two separate problems relating to this, the first of which occurs late this year. Certificates dated after 17 December 1998 will have 1 January 2000 [and onwards] as their renewal date. However this can be fixed by converting the ‘year’ field to a ‘text’ field with a software patch.

The second problem affects the integrity of the entire computer system as the computer BIOS [internal operating system] and the DataPerfect software will become unstable after December 1999. It is essential that the current computer system MUST NOT be used after December 1999 as this could affect any of the files on the system and result in the destruction of data.

It is understood that there is funding for the new system in Dhaka Urban Transport Project. However it was thought that this is not due to come on stream until mid 1999 which would be too late for purchasing a new computer system. The new system will use ORACLE database software running on a Windows platform.

It cannot be emphasised strongly enough that the new computer project should start within 6 months, i.e. by September 1998, so that it may be completed, debugged and fully commissioned so that it may be operating routinely well before December 1999.

3.4.3 Summary

It has to be said that the current database is of limited use and that no analysis of data is carried out to provide the management with advice or information. The existing software is inflexible and staff do not use all of its capabilities such as the ‘refusal of certificate’ record. However it does provide the basis of a good system and has served to familiarise staff with information technology in the course of their work - an extremely important function.

The proposed new system should enable all vehicles to be entered on the database and, if necessary, extra data processing staff should be hired to complete this work in the shortest possible time once the new system is installed.

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Consideration of reporting and analysis requirements are an vital part of specification of any new system and should be carried out at a senior level of BRTA headquarters management.

3.5 Motor Vehicle Standards and Inspection Manual [MVSIM] This extremely comprehensive manual was prepared in 1994 by the Overseas Project Corporation of Victoria Ltd. It is divided into four sections:

1. Motor vehicle construction and equipment standards

2. Motor vehicle compliance audit guide

3. Motor vehicle fitness standards

4. Motor vehicle fitness inspection guide

There is much that is good in the manual and should be adopted immediately. There are some minor comments on the manual which are detailed below. Numbering and headings relate to manual headings.

Part 1: Motor vehicle construction and equipment standards 7: Speed governor requirement is likely to be unworkable because the standards of maintenance and observance of regulations are poor - they are easy to remove and the type proposed presents severe operational problems when full power is required.

11.3:Colours required for public transport vehicles it is not clear [a] why these should be prescribed or [b] whether they have a road safety implication.

22: Spare wheels; there is no safety justification for the requirement to carry a spare wheel.

32: Reversing lamps [back gear lights] should be white only to avoid confusion with indicators.

43: Excessive requirements for windscreen wipers. The only requirement should be that they clear the windscreen in the driver’s field of view.

47: Mirrors. Maximum 150 mm distance from body may be inadequate on HGVs and buses

53: Seat belts - Doubt whether these are realistic except on fully built imported buses. Also not useful or likely to be used for urban buses. Impracticable for buses to have seat belts by 2000.

60: Evaporative emission control systems are unlikely to be introduced in the near future - not required in Europe yet.

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61.5:Cars are being imported with exhaust catalysts which are poisoned by locally available fuel. Consideration must be given to the introduction of unleaded fuel as a means of reducing the pollution burden.

62.f:Brakes not to be required on agricultural trailer if only towed by tractor with a maximum speed not more than 20 mph [32 km/h]

67: Check performance of brakes. There is an error in the calculations, the true average decelerations are 4.3 m/s2 and 2.9 m/s2. These are reasonable targets for braking performance but there is no indication as to whether these are for laden or unladen vehicles.

68: See 67 - the same error has been made and decelerations of 1.75 m/s2 and 1.17 m/s2 should be accepted.

75.t: Structure of Public service vehicles must be steel framed and of sufficient strength to resist rollover.

76.b:Driver’s seat - must not be constructed or adapted to permit any other person or luggage to be carried. It should be divided from remainder of the bus to prohibit the crowding of the driver.

76. Autorickshaws should not have an off side access.

Part 2 Motor vehicle compliance audit guide This follows on from the previous section and there are therefore no comments here, it is basically a checklist to ensure all items/systems are present.

Parts 3 & 4 Motor vehicle fitness standards and inspection guide It is judged that these standards are set at too high a level and are too comprehensive for application in Bangladesh now or in the near future. Bangladesh has to progress from being a country with effectively no enforced standards of vehicle condition to those proposed in the manual. It is likely to take a considerable amount of time before that is possible and this consultant proposes a simplified basic test that is described in Annex B. This test will also be applicable to high risk vehicles only.

Specific comments on the standards are as follows, using the Manual notation.

17.2:It is suggested that a minimum tread depth is unrealistic and that it should be replaced by the words ‘a visible tread pattern across the entire width of the tyre and around the whole circumference’.

36: Exhaust gases. This should be rewritten to refer specifically to a test for black smoke only on diesel vehicles.

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38: Fuel system. [3] Filler cap need only be secure and seal properly.

[4] Define a limit of carbon monoxide [say 4.5%]

42: Brake lining and pad wear limits are unenforceable.

44: Stopping performance - vehicle load is not indicated.

47: The amount of free play should be specified, this is easy to measure.

4 RECOMMENDATIONS

4.1 Vehicle construction and use standards 4.1.1 General comments

The regulations applicable to road transport are being reviewed in detail by the legislation and enforcement specialist and this report will not be merely a duplicate of his. However, the following comments represent particular problems that the consultant has found with vehicles in use. Some of them stem from the original construction whereas other follow rebuilding or maintenance practices that are unsatisfactory.

4.1.2 Speed limiters

Speed limiters in their present shape and form are unreliable and therefore of little worth in controlling traffic. Their operation is never checked and, with many vehicles lacking the most rudimentary of instruments, there is little chance of them being so. In addition they are fundamentally flawed in the design and method of operation. It is proposed that the requirement for speed limiters be scrapped.

4.1.3 Overloading

Both buses and trucks are frequently overloaded. It is proposed that the overloading of buses be fought by a well publicised and prolonged enforcement campaign. Prohibition of carrying passengers on the roof for all buses and standing passengers in long distance coaches will be an important consideration. The method of enforcing them may well be fraught with difficulties as the antagonism from operators and drivers may well be matched with that from passengers especially if it means that they may have to pay more to travel in less crowded buses.

Overloading of trucks is again an enforcement problem and must be tackled by the implementation of a comprehensive weighbridge system. It is understood that a new project is looking at axle loads in Bangladesh and will be involved in the procurement and installation of a national system of weighbridges.

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4.1.4 Buses

There are a number of areas where bus construction in Bangladesh needs improving. Some of these areas may only apply to new bus construction whereas others may be suitable for retrofitting to existing buses

4.1.4.1 Rollover protection

Many roads in Bangladesh, especially the major highways, are built on embankments raised approximately 4 m above the water level and perhaps 5m above ground level. An accident that results in a bus leaving the road will therefore frequently end in a rollover.

Buses with wooden framed bodies are inherently dangerous as during a rollover the wood frames will splinter rather than deforming causing further injuries. It is proposed that these are banned from inter-town travel and only permitted for use in urban areas where the possibilities of rollovers are much reduced.

Existing steel framed buses do not appear to be sufficiently strongly reinforced to prevent the roof collapsing during a rollover. It is proposed that rollover strength is increased by inserting steel stanchions inside buses, mounted in pairs either side of the aisle . They should be mounted above the chassis rails [or linked with a cross bar under the floor] and fitted to the roof via spreader plates. Three or four pairs of stanchions could be fitted along the length of the bus depending on its size. This reinforcement could be retrofitted to existing buses at little cost.

Manufacturers of new buses should be required to demonstrate that the design used will be sufficient to support a bus subject to a typical rollover accident while fully laden. If they are supported by the bus chassis manufacturer there should be no great problem with this requirement as they will be familiar with similar requirements of other markets. Locally built, empirically designed, bus bodies may provide more of a challenge and in the absence of detailed designs they should either be banned or, more realistically, be fitted with greater rollover protection in the form of the stanchions mentioned in the previous paragraph.

4.1.4.2 Driver environment

The driver should be located in the vehicle so that he is able to carry out his duties safely and without undue interference from passengers. To this end he should be separated from the passenger compartment, either by a physical barrier or by the design of the bus not permitting passengers to sit or stand close to him. No passenger should be permitted or be able to sit in front of a line across the bus in line with the back of the drivers seat. Any space released could be set aside for luggage up to the base of any windows, that is below the driver’s sightline.

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The driver should have an adjustable seat and both sides of the vehicle should be equipped with mirrors enabling the driver to have a clear view of the road behind and of the passenger doors.

4.1.4.3 Glazing

All glazing should be constructed from safety glass and clearly marked as such. No other glazing material should be permitted.

Laminated glass is the only type of safety glass permitted for the front windscreen. 4.1.5 Trucks

4.1.5.1 Driver environment

The driver should have an adjustable seat and both sides of the vehicle should be equipped with mirrors enabling the driver to have a clear view of the road behind on both sides

4.1.5.2 Load bed

The load container of the truck must be so constructed that when correctly loaded, no part of the load may fall on the road behind.

4.1.6 Other vehicles

4.1.6.1 Three wheeled vehicles

Passenger access to three wheelers [baby taxis and mishuks] should be restricted to the nearside [left side] as a safety measure .

The driver’s seat should be so constructed that no more than one person may sit there.

4.1.6.2 Tractors and power tillers

It is considered that there is no major safety problem associated with these vehicles that requires modifications to their design or construction. It is recognised that these vehicles, when towing trailers, will also carry a number of passengers. Providing their design maximum speed is less than 30 km/h there is not thought to be a particular problem as long as they are fitted with the required lights visible to front and rear.

Although tractors are frequently only fitted with rear wheel brakes, their design is such that, the addition of a trailer actually improves their braking performance by increasing the load on the rear [braked] wheels.

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It should be noted that neither the UK regulations7 nor the European Community Directives8 have any requirement for agricultural tractors and machinery [which includes tractors specially designed for agricultural use] to be subject to an annual, or otherwise, inspection. This because they are designed for low speed use.

4.2 Vehicle fitness inspection 4.2.1 The new test centres

The consultant was specifically requested not to consider the operation of these new centres and has not been provided with any details concerning their equipment, operation, maintenance or management.

Nevertheless there remains the problem of variation in test regime between the new centres and the existing ones. In effect there will be vehicles inspected to two different standards without any legislative backup to reinforce the new standards.

The worry is that in fact the new standard will rapidly decline to the standard of centres without the new equipment and full benefit will be lost.

It is essential that full quality control and management procedures are in place when the new centres start operation. 4.2.2 Existing and continuing test centres

It is proposed that the revised test should be aimed at those vehicles that are most involved in accidents, viz. public transport vehicles. The following vehicles should be tested:

1. All buses and minibuses constructed or adapted to carry more than 10 passengers.

2. All trucks with a gross vehicle weight over 3500 kg.

3. All motorised three wheeler vehicles that ply for hire.

All these vehicles should be tested annually from the date of first registration. The reason for this restricted list is three-fold. These vehicles are those used for public transport of people and goods. The users therefore have no say over the condition of the vehicles and they deserve to be treated with respect and provided with a relatively safe vehicle for their money. The second reason relates to the choice of trucks and buses. These are the largest vehicles on the roads of Bangladesh and their capability for death and destruction is the greatest of all vehicles, not just because of their size but also because of their annual distance travelled. Finally, in the opinion of the author, these vehicles are the worst maintained of all the vehicles

7 Statutory Instrument 1694. UK Motor Vehicles [Test] Regulations 1981. 8 Community Directive 96/96/EC on the approximation of laws relating to roadworthiness of motor vehicles and their trailers. 18 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

on the roads of Bangladesh and many appear to operate outside the system openly flouting the laws of the country.

It is proposed that the testing of light, private vehicles be suspended. BRTA does not have the resources or the capacity to test all the vehicles in Bangladesh. To spread their resources to attempt this will result in no vehicles being testing thoroughly. Should BRTA decide that they wish to extent the testing to other vehicles the best way to finance this maybe to privatise it. The feasibility of privatisation is beyond the terms of reference of this work and it is not proposed for the present. It is far more important that the BRTA get its own house in order and prove that they can test the public transport vehicles before it attempts to spread its wings and extend the test.

4.2.2.1 Test schedule

The test should be restricted to a nucleus of safety related items which should be strictly applied. The list of items to be inspected will be given in Annex B. For each individual inspection item a failure mode will be identified. It is suggested that for three wheelers a time of ten minutes is allocated for the complete test, including administration. For trucks 15 minutes and for buses a total of 20 minutes be allocated.

4.2.2.2 Staffing

As the number of vehicles required to attend for testing should not increase it is not proposed that there should be any increase in the number of staff. However, as the total number of vehicles is not known to any reasonable degree of accuracy the final number of staff must depend on the workload. In any event each vehicle inspector should be accompanied by an assistant and both should be licensed to drive all vehicles liable for inspection.

4.2.2.3 Equipment

The test schedule proposed has been expressly designed to require the minimum of equipment. That equipment the is required is low cost and can be designed and manufactured within Bangladesh. The equipment details and inspection methods are given in Annex C.

4.2.2.4 Training

It is not intended to change the existing test significantly but more to introduce specific failure modes. However, with time, if these proposals prove successful it is intended that the test will increase in scope and duration with an increased number of vehicles included. Training at this stage should be limited to about two week’s training in total for all the 18 Assistant Directors - i.e. about 6 men per 3 day instruction period providing the staff are adequately briefed on the requirements of the revised test.

It is proposed that a professional trainer be engaged from an organisation similar to the UK Vehicle Inspectorate. The trainer would spend one week in Bangladesh developing a course

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to suit local conditions and then two weeks training. Training should take in Dhaka for the Assistant Directors and they should then act as Trainers to train their staff.

A rough estimate of the cost of such training would be approximately £17,000 with training costs at about £800 per day.

By the time the BRTA is ready to improve the tests the existing staff will be competent at their present job and the Assistant Directors should be sufficiently confident to train their staff in the new requirements. Note that the above training requirements take no account of the new test station requirements.

4.2.2.5 Monitoring

Detailed records should be kept of vehicles tested by each inspector and test station, this data should include, but not necessarily be limited to:

· The number of vehicles tested each week by each examiner and broken down by type of vehicle.

· The pass rate for each type of vehicle and examiner.

· Failure items for each type of vehicle and examiner.

· Comparisons of pass rates between each test station.

The introduction of the new database system [section 0] should greatly facilitate this monitoring. Staff whose performance varies significantly, say by more than 10% from their colleagues, should be investigated more thoroughly and corrective action taken. Targets for inspectors should be set.

4.2.2.6 Administration

Administration of the vehicle inspection and registration in Dhaka is struggling under the burden of inadequate offices and a lack of planning for the efficient use of staff time. It is to be hoped that time will be taken to plan the layout of the new offices to ensure the following:

· That the Assistant Director should not be exposed to the general public or be expected to input data into the database as a matter of course.

· That all computer terminals be separated from the general public’s access.

· A proper queuing system be introduced for all vehicles.

· The job requirements of the staff being examined to ensure that they do not waste time walking around with bunches of forms in their hands.

4.3 Accident damaged vehicle inspections

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The recommendation is that these inspections should cease immediately as they fill no useful purpose. The formation of an accident investigation team, who are fully trained, should be considered.

4.4 Roadside Inspections and Enforcement Discussions with BRTA staff and officers from the Dhaka Metropolitan Police illustrated the problems associated with stopping vehicles, especially buses, for road side checks. Three wheel vehicles can be stopped relatively easily, especially outside the rushhours, i.e. between 1030-1600 each day. Trucks also do not provide too much of a problem providing they can be stopped without impeding traffic.

Buses are another problem altogether and as they appear in the worst condition of all vehicles so too they cause the worst problems. Stop a bus during the rush hour and the officers will become an instant target of passenger anger whereas stopping/inspecting in a terminus will result in aggressive action from the operators’ associations. It was thought possible to stop buses during the slack period in the middle of the day and this must be the recommended procedure at the moment.

It is proposed that roadside inspections be targeted not just at buses and trucks but at the most disreputable and unsafe examples of them. The inspections should be accompanied by a large scale publicity campaign emphasising the safety aspects so that it may be possible to get the general public on the side of the enforcers.

The roadside inspection of vehicles must be a joint effort between the BRTA and the police. Sufficient police should be involved in order that they may dominate the scene. The inspection of the vehicle should be carried out by a BRTA vehicle inspector as it is important that they are seen to be actively involved in the programme. The location should be chosen so that vehicles may checked without risk to the inspection team, the vehicle itself, its passengers or any other road users.

It should be remembered that the function of the police will be to enforce the law and prosecute when the laws are broken. It is the function of the BRTA to decided whether the law has been broken using their technical expertise as they are the authority that sets out the procedures and standards and has the responsibility in law for inspecting vehicles.

The items to be checked should include the following items:

1. All vehicle documentation: fitness certificate, route permit and tax certificate.

2. Driver’s licence.

3. All external lights.

4. Condition of tyres and wheels especially fixings.

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5. Condition of body - especially where pedestrians might be at risk.

6. Rear view mirrors.

7. Condition of windscreen and other windows

If equipment is available

8. A smoke test can be carried out.

Vehicles that are found to be below standard should have the owner’s details taken for prosecution and route permits suspended until the vehicle has passed its certificate of fitness. If the vehicle is particularly bad it should be impounded. Drivers who have fake licences should be arrested and charged with the relevant offence, the vehicle should be impounded and released only when a driver with a valid licence arrives to remove it.

In order that severe public inconvenience is avoided it is suggested that the exercise is a relatively short one each day. Perhaps a target of 10 impounded vehicles or three hours at a time would be adequate. In any event a trial period must occur while the procedure is established. It is also suggested that each roadside check should focus on one type of vehicle, i.e. buses one day, trucks another, three wheelers a third day.

It should be noted that the roadside inspection must complement the annual inspection and not replace it. Roadside inspections are very labour intensive and have low productivity. Vehicles are not inspected under standard conditions and it is not proposed that these would operate or even be able to operate every day or even at night. It can safely be stated that only a very small proportion of vehicles plying, for example, in Dhaka would be caught at a roadside check. No matter how high the penalties, the risk to the owners would be small and the drivers would very soon learn the locations of the checks and avoid them.

The inspection of trucks could eventually be coordinated with the new axle load control system when that is implemented.

4.5 BRTA Computerisation 4.5.1 New database

Full advantage should be taken of the change to a new system to introduce a link into BRTA HQ in order that much better information may be provided for management purposes. All BRTA test stations should be required to send data to headquarters each month and in return should receive an update for their local database. These updates should either be carried out by modem or by physical exchange of disk or tape.

Information should be stored on vehicle registration and inspection details, driving licence details and accident details [for vehicles]. The database should be extended to all vehicles and

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the re-registration of all vehicles with more secure number plates should be urgently considered.

4.5.2 The Future

The BRTA has started well with its current database and computer system. It is vital to build on this foundation and not allow it to lapse due to the enforced break caused by the Year 2000 problem. Indeed the Year 2000 problem should be used as a spur for replacing and improving the current system. With forethought and careful planning the new system could be the envy of many countries. It is important that the benefits of the new system are carefully evaluated and that any new system is made as future proof as possible.

It is essential the work on replacing the database system throughout Bangladesh is not subject to delay and that it is fully operational by mid-1999. A well designed and comprehensive database can yield significant benefits in he management of transport in Bangladesh. It is therefore vital that all data is as complete as is possible and again the solution returns to enforcement.

5 CONCLUSIONS It was intended that the approach to this work would be pragmatic. Attention was focused on the vehicles causing the most serious problems, both in terms of vehicle inspection and of risk to human life and property. These vehicles can be summarised as commercial vehicles and include baby-taxis [autorickshaws and mishuks], tempos, trucks and buses. From Table 3 it can be seen that the condition of many commercial vehicles is extremely poor. Their contribution to accident rates is also very high as is shown by data from Dhaka Metropolitan Police9 and summarised from Table 2 below in Table 6:

Table 6 Contribution of commercial vehicles to accidents, 1996 Class of vehicle Number of accidents Per cent of total Tempo 80 6% Baby taxi 227 17% Trucks 326 24% Buses [including microbuses] 433 32% Total commercial vehicles involved in 1066 79% accidents All motorised vehicles involved in 1374 100% accidents

5.1 Vehicle construction and use standards The standards proposed in Section 0, 3.5 Motor Vehicle Standards and Inspection Manual [MVSIM], are regarded as comprehensive and, in general, applicable to the import of vehicles

9 DMP. Traffic Accident Analysis Annual Report 1996, Figure 8 23 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

and the construction of vehicle bodies. Vehicles that are imported complete do not require any inspection as they will have been built to standards at least to these detailed in MVSIM.

Locally finished vehicles do however require detailed inspection and it is recommended that detailed specifications are drawn up for such areas as bus rollover protection, seat dimensions and driver visibility. These vehicles include buses and coaches, trucks and autorickshaws. It may be necessary to carry out some practical research with reinforcing materials to determine what is necessary to provide adequate reinforcement for a bus.

5.2 Vehicle fitness inspection There can be no doubt that, at present, the condition of the vehicle fleet is not being affected in any way by the BRTA inspection process. The current inspection is held in very low regard for a number of reasons.

· It is extremely superficial with little attention paid to unsafe components.

· There is little chance of being stopped by the police if no licence is obtained.

· Many buses and other commercial vehicles are never tested.

The priority of the revised vehicle fitness inspection is that:

· It targets vehicles that are most likely to be involved in accidents and

· It concentrates on a nucleus of safety related items that may be examined without the use of equipment or specialised training.

One of the problems with revising the test procedure is that, with the new test stations there is likely to be a three tier system of inspection. The new test centres will be fully equipped and may try to impose tighter standards on vehicles than the stations with no equipment in locations away from Dhaka. The loosest standards are likely to be imposed by those stations which are remote from Dhaka and not supervised by an Assistant Director.

Basic training for the Assistant Directors should take place in Bangladesh taught by a professional trainer from the UK Vehicle Inspectorate.

In addition to the revised test procedure given in Annex B, consideration should be given to modifying the administrative procedures, especially where the new test centres are concerned. Senior staff, particularly the Assistant Directors should not have direct contact with members of the public, nor should they be expected to be used as data processors. Processing of any documentation should take place with the public kept well away from that area - possibly on the other side of a counter.

5.3 Accident damaged vehicles

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The accident damaged vehicle inspection appears to serve no use whatsoever and, until training is given to inspectors and an accident investigation unit formed, should be discontinued. No information can usefully be gained from such a cursory inspection.

The introduction of a specially trained team of accident inspectors with the authority and knowledge to undertake a full accident investigation is regarded as essential.

5.4 Roadside inspections The purpose of roadside inspections is to check conformity with legislation for vehicle safety standards. It is essential that they are carried out in close cooperation with the police, whether in Dhaka or elsewhere, with BRTA inspectors providing the technical support.

The inspections should be accompanied by widespread publicity campaigns to ensure public sympathy as far as possible.

5.5 BRTA Database The new database system must be introduced within one year so that it is fully operation well before the end of 1999. Full use should be made of management information capabilities to analyse and manage the work of the BRTA.

5.6 Training requirements A training program covering vehicle inspection and roadside checks should be drawn up. It is proposed that training will be carried out in Bangladesh to a syllabus drawn up by a professional trainer from the UK Vehicle Inspectorate.

6 ACKNOWLEDGEMENTS The author gratefully acknowledges the enthusiastic co-operation of the Chief Engineer and staff from the BRTA, in particular his counterpart, Assistant Director Lookman Molla. Others who contributed to the findings of this report include Mr Mosharaf, Deputy Director of the Department of Environment, Mr Abdul Alam Buiyan, a World Bank Consultant working on the Dhaka Urban Transport Project, ADC Jalil of Dhaka Metropolitan Police and other unnamed BRTA staff and members of the public interviewed in Dhaka and Comilla.

However, any mistakes or omissions are the responsibility of the author alone.

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ANNEX A

Responsibilities of the BRTA

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Responsibilities of the BRTA

The following text is reproduced verbatim from

1. Responsible for overall management, control and supervision of road transports 2. To help government in framing motor vehicles laws, rules, regulations, policies, etc. and the implementation of the laws 3. To deal with safety of road users and taking remedial measures for prevention of road accidents 4. Registration of motor vehicles, motor repairing workshops and school of motoring 5. To conduct competency tests of driving instructors, drivers and conductors 6. Licensing of vehicles, drivers and conductors 7. To issue and renew road worthiness certificate to motor vehicles 8. Inspection and testing of motor vehicles involved in accidents 9. To issue and renew route permits of commercial vehicles 10. To advise repair, maintenance, etc., for government vehicles 11. Collection and accounting of taxes and fees on account of motor vehicles 12. To maintain statistics relating to motor vehicles, motor drivers, road accidents, etc. 13. Research and planning for the development of road transport system, implementation of development schemes, etc. 14. To constitute and control of regional transport committees in the districts and metropolitan areas 15. Co-ordinate between agencies, organisations providing transport services 16. To attend problems relating to road transport owners and workers and suggest appropriate measures thereof.

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ANNEX B

Simplified test procedures

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Simplified test procedures Three wheel vehicles - test items · Lights · Headlight · Side lights - front and rear · Indicators - front and rear · Brake lights · Tyres · Visible tread pattern all around circumference and across the tyre. · No cuts longer than 20mm or bulges in tyre · Brakes to be tested with only the driver in the vehicle. · To stop the vehicle without undue deviation from the straight line · To stop the vehicle within 9m from 30 km/h Heavy goods vehicles - test items · Lights · Headlights · Side lights - front and rear · Indicators - front and rear · Brake lights · Body and glass · Damage to body that is likely to cause injury to other road users or passengers · Steering · Free play of more than 3” [75mm] at the steering wheel circumference · Tyres · Visible tread pattern all around circumference and across the tyre · No cuts longer than 25mm nor through to the carcass nor bulges in tyre · Brakes to be tested with only the driver in the vehicle. · Parking brake to hold vehicle on 10% slope when facing upwards · Service brake to stop vehicle within 15m from 30 km/h without undue deviation from the straight line · Wheels · To be securely fixed to hub with no nuts missing or loose. · Smoke · Visible black smoke when accelerating the engine in neutral that significantly obscures a white board Buses and coaches - test items · Lights · Headlights · Side lights - front and rear · Indicators - front and rear · Brake lights · Body and glass · Damage to body that is likely to cause injury to other road users or passengers · Steering · Free play of more than 3” [75mm] at the steering wheel circumference · Tyres · Visible tread pattern all around circumference and across the tyre. · No cuts longer than 25mm nor through to the carcass nor bulges in tyre · Wheels · To be securely fixed to hub with no nuts missing or loose. · Brakes to be tested with only the driver in the vehicle. · Parking brake to hold vehicle on 10% slope when facing upwards · Service brake to stop vehicle with 15m from 30 km/h without undue deviation from the straight line 4 3\2\3\tim\report\vec-rept RRMP2 : Institutional Development Component Vehicle Safety and Roadworthiness in Bangladesh

· Smoke · Visible black smoke when accelerating the engine in neutral that significantly obscures a white board

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ANNEX C

Low cost test facilities

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Low cost test facilities

Brakes There are a number of methods for testing brakes on vehicles varying in cost from almost nothing to about £50,000. In line with the remainder of the test it is proposed that the test method should use the minimum of equipment.

It is proposed that vehicles should be tested by driving at 30 km/h along a level, clean surfaced road. The road should be marked with a line to mark the start of the brake test, a second line at 9m and a third line at 15m. At the first line the inspector should apply the service brakes [footbrake on buses and trucks, hand and footbrake together on three wheelers]. Three wheelers should come to a standstill before the 9m line and buses and trucks stop by the 15m line. Vehicles will be tested unladen with only the driver on board. The driver will be the Vehicle Inspector.

Test slopes for handbrakes tests to have a slope of 10% gradient. Note: only light vehicles are required to have service brake efficiency of 40% and handbrake of 16%, these are not to be currently tested.

Wheel fixings Use of a light hammer to tap the wheel nut will easily detect if one is loose.

Black smoke Black smoke should be checked by looking at a white board through the plume of smoke emitted when a vehicle is accelerated from idle to governed speed. Three accelerations should be carried out. The first two to clear the exhaust system and the third used to assess the smoke level. If doubt is present a fourth acceleration should be carried out.

Steering free play Grasp the steering wheel at the top and rock from side to side. If the free play is more than the width of the inspector’s hand this is a failure.

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ANNEX D

Summary of proposals

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Summary of proposals

1. It is proposed that the requirement for speed limiters be scrapped. 2. It is proposed that the overloading of buses be fought by a well publicised and prolonged enforcement campaign. 3. It is proposed that wooden framed buses are banned from inter-town travel and only permitted for use in urban areas. 4. It is proposed that rollover strength is increased by inserting steel stanchions inside buses, mounted in pairs either side of the aisle. 5. Manufacturers of new buses should be required to demonstrate that the design used will be sufficient to support a bus subject to a typical rollover accident while fully laden. 6. The driver should be located in the vehicle [trucks and buses] so that he is able to carry out his duties safely and without undue interference from passengers. 7. The driver of a truck or a bus should have an adjustable seat, he should have an adequate view to the rear on both sides by mirrors. 8. All glazing should be constructed from safety glass and clearly marked as such. 9. Laminated glass is the only type of safety glass permitted for the front windscreen. 10. Passenger access to three wheelers [baby taxis and mishuks] should be restricted to the nearside [left side] as a safety measure. 11. It is considered that there are no major safety problems associated with tractors or power tillers and trailers that require modifications to their design or construction. 12. It is essential that full quality control and management procedures are in place when the new centres start operation. 13. A revised test has been proposed with criteria for failure and designed to use low cost equipment and facilities. 14. It is proposed that a revised test should be aimed at those vehicles that are most involved in accidents, viz. public transport vehicles. 15. It is proposed that the testing of light, private vehicles be suspended. 16. The recommendation is that accident damaged vehicle inspections should cease immediately. 17. It is proposed that roadside inspections be targeted not just at buses and trucks but at the most disreputable and unsafe examples of them. 18. The roadside inspection of vehicles must be a joint effort between the BRTA and the police. 19. Full advantage should be taken of the change to a new system to introduce a link into BRTA HQ in order that much better information may be provided for management purposes. 20. It is essential the work on replacing the database system throughout Bangladesh is not subject to delay and that it is fully operational by mid-1999.

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