Road safety: Realities and challenges

It has been a continuous tragedy. Over the last year, the number of fatalities has continued to climb. It has included passengers travelling by train, either inside the compartment or on the roof, or others hit by train while crossing passages or inter-sections left open or unguarded at train crossing points, or passengers travelling in overcrowded conditions in unsafe river-going steamers or launches. However, the worst has been the spate of deaths and injuries sustained through unfortunate road accidents. The most disappointing aspect has been the failure of the relevant authorities to stem this tide of death.
Brac and Power and Participation Research Centre (PPRC) have done a commendable job. They recently undertook a joint study entitled "Road Safety in Bangladesh: Realities and Challenges".
Some startling statistics have been revealed through this study. Citing the Nirapod Sarok Chai institution, the research paper reveals that 5,162 people were killed in road accidents in 2013. Official statistics also indicate that there have been 3,137 deaths on an annual average from 2002 to 2012. That is just incredible.
Other data mentioned in the report include a reference that the Roads and Highways Department has identified 208 spots across the country where road accidents occur frequently, particularly in the accident-prone districts of Dhaka, Chittagong, Comilla, Tangail and Sirajgonj.
It has been identified that nearly 57 km of highway in different parts of the country are most accident prone and that 95 per cent of road accidents take place in these areas: 16.5 km on the Dhaka-Chittagong highway, 8.8 km on Dhaka-Aricha highway, 7.9 km on Nagarbari- Banglabandh highway, 5.8 km on Daulatdia- Jhenidah-Khulna highway, 5.1 km on Dhaka-Sylhet highway, 2.6 km on Gazipur-Tangail-Jamalpur highway, 2.2 km on Bangabandhu Shetu approach road and 1.6 km on Dhaka-Mymensingh highway.
 I recall with great sadness the many serious road accidents and fatalities I came across or witnessed on these aforementioned sections during my official travels by road to 33 different districts, in my capacity as Chief Information Commissioner of the Information Commission between 2010 and 2012.
The Brac-PPRC report has mentioned that 40.9 per cent of the road accidents take place at bus stands, 17.8 per cent at inter-sections, 28.4 per cent at kitchen markets set up very near to the roadside and about 13 per cent in other places.
Fatalities related to train accidents also are associated with people illegally setting up their shops adjacent to railway lines or in between railway tracks. Some of the fatalities in this sector also arise out of young children straying from their makeshift homes built illegally on railway land and being unfortunately struck by passing trains while they cross railway lines or play on railway tracks.
The PPRC has identified some causes for road accidents taking place on highways - reckless driving by untrained drivers, unfit vehicles, vulnerable roadside activities, faulty road designs, poor enforcement of traffic laws, plying of slow non-motorised vehicles on highway sections with fast traffic and mental, physical and financial pressures psychologically affecting and creating stress among drivers. Most of these unfortunate catalysts promote accidents and continue to be present because of mis-governance on the part of law enforcement personnel.
Media reports have identified corruption as one of the principal factors for this malaise. The relevant authorities of the government need to consider the situation more seriously. The BRAC- PPRC report reveals that around 20 per cent of the drivers surveyed, obtained their driving licenses without tests and that nearly 90 per cent reported paying bribes for getting them. It is understood that this malaise is quite frequently the reason for the non-punishment of the culprit drivers.
The Minister for Communication's observations in this regard has been interesting and frank. Known for being pro-active in the discharge of his responsibilities, he travels almost every day out of Dhaka to see for himself progress in the repair and maintenance of the road network. He has pointed out, according to media reports, that the Ministry of Communications deals and oversees about 21,500 km of roads and that the Local Government and Engineering Department (LGED) look after the rest of the communication network in the country. He has explained that the roads in Dhaka are not under his jurisdiction and that restrains him from undertaking any repairs on these roads. Being explicit is also one of his attributes. In that context he has said, "When I take initiatives to remove kitchen markets from the highway, local elected representatives oppose it. So I cannot stop the plying of 'Nosimons' and 'Korimons' on highways which are a major cause of road accidents." This is disappointing, indeed!
It is good that the Minister understands the root causes of the existing problem. He consequently needs to act on them. Politics or politicians must not be allowed to generate situations that can and do contribute to fatal accidents. Politics cannot be a contributing factor that supports any culture of impunity.
The jointly prepared report also touches on another extremely important matter. It found serious shortcomings in emergency treatment and lack of proper facilities in transporting victims to hospitals. There is shortage of trauma centres as well as trained doctors and nurses. There is also the other factor of not having sufficient and reliable blood banks (with different blood groups being available on demand) for road accident victims, especially in situations where there are multiple victims with serious injuries requiring surgery.
The existing situation regarding road safety while travelling on highways need to be carefully discussed between representatives  from the ministries of communication, law, health, home affairs, LGED, BRTA, the associations of owners of buses and trucks and the Nirapod Sarok Chai organisation. They should be able to identify and agree on the least common denominators through which better road safety can be ensured.
This committee could prepare a paper on road safety (in consultation with BRAC and PPRC which may be included in the school curricula. In addition, road planners could agree on required access roads to highways and where separate lanes could be earmarked for fast and slow moving vehicles. This might be the best way to tackle the 'faults of black spots' or accident-prone points on highways. In the meantime, the Ministry of Communication and the LGED should take the requisite steps to not only repair uneven surfaces and large indentations on highway sections but also ensure there is better drainage to avoid waterlogging on highway routes. At the same time, road shoulders need to be improved. These elements are all vital.
The BRTA should also be entrusted with the task of establishing proper driving schools in each district headquarters not only for training of drivers who want to drive large vehicles on highways (as opposed to drivers who want to drive smaller motorised vehicles within cities) but also their assistants who accompany the drivers on long runs. This outfit should be responsible for removal of unfit vehicles from the highways. We can also consider creating, as in other countries, a dedicated highway patrol force for this purpose.
It has been estimated by the BRAC-PPRC study that road accidents alone cost Bangladesh 1.0 to 2.0 per cent of its gross domestic product (GDP). This calculation does not include losses suffered by individuals, families and also traders through rivercraft disasters. It may be mentioned here that since 1972, more than 500 launch disasters have taken place in the country either because of overloading of passengers or cargo and also for not having proper maintenance of the mechanical aspects of the craft. The latest such accident took place only a few days ago killing more than 100 passengers.
One has to remember that such accidents in our communications and transport sector are not only destroying future of individuals and families, but also creating family units without the main earning members.  We do not have national social benefit schemes for such eventualities. As a result, these families descend into the poverty trap and penury. The absence of legal liability under the Law of Torts in such cases tends to compound the matter even further.
The writer, a former Ambassador, is an analyst specialised in                         foreign affairs, right to information and good governance. mzamir@dhaka.net