No country can reduce accidents by widening roads

Road accidents have evolved into a national crisis, and it's crucial to recognise that the malaise on the roads isn't solely a technical issue; it's deeply intertwined with politics. Given the close ties between many leaders in the transport sector and the government, there's a widespread belief that controlling transport syndicates is nearly impossible. However, if the government genuinely aims to curb accidents, it has the power to rein in these syndicates through effective measures.

Despite the influence of transport sector leaders, they're ultimately not more formidable than the government. The government has made substantial investments in road infrastructure primarily for the advancement of the transport sector. However, if accidents continue to rise on these roads, the very purpose of building such infrastructure is maligned.

It's untenable to believe that the government, which has invested significantly in road development, cannot implement effective measures to prevent accidents. There's a need for proactive initiatives to bring transport syndicates under control and ensure road safety aligns with the broader goals of infrastructure development.

An average of 5,000 people are killed on the roads every year. According to the data, about 12-14 thousand people are injured in road accidents every year. Many of them are suffering from permanent disability. Bangladesh is currently going through a demographic dividend. There is also a kind of complacency among policymakers about it. But sadly, a large part of the country's working population is dying prematurely due to road accidents. Many people think that we have widened many roads, are building high-quality expressways and new link roads, so road accidents will be reduced or come under control. The issue of good governance or proper management in the road transport sector is not getting much importance in our country. But we have to remember that no country in the world could reduce accidents by just widening the roads. This requires proper management of vehicles plying and strict enforcement of laws. Otherwise, it will not be possible to reduce road accidents to a tolerable level. As we don’t get information about road accidents occurring in remote areas, the statistics of road accidents that we get from various sources are not complete. Based on this incomplete information, we see that the financial loss caused by road accidents every year is at least 40,000 crore taka. We promised relevant UN agencies to reduce road accidents by 50 percent by 2020; But we could not fulfill that commitment. Time has been extended. We are now committed to reducing road accidents by 50 percent by 2030. But we are seeing an upward trend in road accidents.

The initiative by BRTA to publish road accident statistics since last year is indeed praiseworthy. It aligns with global practices where government agencies typically compile and publish such data. Unlike private organisations, which often present conflicting statistics, BRTA's efforts promise consistency and reliability.

Previously, various private organisations in our country produced road accident statistics, leading to discrepancies and confusion. NGOs, for instance, relied on information from diverse sources, resulting in conflicting figures. Such inconsistencies only hinder efforts to address road safety issues effectively.

By assuming sole responsibility for this task, a government agency like BRTA can ensure the provision of official statistics, eliminating room for misinformation. This move not only enhances credibility but also facilitates the creation of comprehensive and scientifically sound data.

Ultimately, having official statistics from BRTA enables policymakers, stakeholders, and the public to make informed decisions and formulate effective strategies to tackle road safety challenges.

The discrepancy between the number of injuries and fatalities in road accident statistics provided by BRTA raises concerns about its scientific accuracy. Studies consistently indicate that the number of injuries in road accidents is significantly higher than fatalities, typically ranging from 8 to 10 times more. Hence, the apparent imbalance in BRTA's data warrants attention.

To ensure the precision of road accident statistics, coordination between BRTA Regional Offices, District Hospitals, and Police Stations is imperative. International standards advocate for a follow-up period of at least 28 days for individuals admitted to hospitals after sustaining road accident injuries. If a person succumbs to their injuries within this period, they should be included in the list of road accident fatalities. This practice accounts for delayed deaths resulting from accident-related injuries.

Moreover, the prevailing understanding of insurance in our country often overlooks its broader implications beyond compensation. Advanced insurance systems incorporate comprehensive accident data, including both property damage and loss of life. These systems operate on a reward-and-penalty basis, where safe driving behavior reduces annual premiums while violations lead to premium increases.

Integrating BRTA's accident database with insurance companies' information holds promise for enhancing accident prevention measures. By leveraging insights from insurance data, policymakers can implement more targeted and effective strategies to improve road safety and incentivise responsible driving behavior.

Research findings reveal that the collective capacity of both private and public transport vehicles in Dhaka can accommodate approximately 20 lakh people daily for transportation outside the city. However, despite this capacity, an additional 10 lakh individuals lack alternative means to leave Dhaka, compelling them to resort to risky modes of travel as extra passengers.

Moreover, motorcycles have emerged as a makeshift form of public transport within Dhaka, exacerbating the existing crisis in public transportation and fueling fare irregularities. Consequently, there has been a surge in motorcycle usage for long-distance journeys, contributing to a rise in road accidents. Alarmingly, nearly 40 percent of vehicles involved in accidents around significant religious festivals like Eid are motorcycles, underscoring the heightened risk associated with motorcycle travel compared to conventional public transport.

This increased risk stems from various factors, including inexperienced drivers, inefficiency, and the absence of motorcycle-friendly road infrastructure for long journeys. Addressing these challenges demands concerted efforts to improve public transportation services, regulate fares, and enhance road safety measures to mitigate the growing prevalence of motorcycle accidents in Dhaka.

Indeed, the causes of road accidents are multifaceted, stemming from a combination of factors rather than a single cause. Numerous organisations are involved in addressing road safety, making coordination among them complex and challenging.

A significant hurdle in reducing road accidents is the pervasive culture of irresponsibility and denial. There's a collective reluctance to assume responsibility for addressing the various aspects contributing to road safety lapses. When accidents occur, there's a conspicuous absence of interest or willingness to investigate potential deficiencies in road design or ensure the proper issuance of fitness certificates for vehicles.

This lack of accountability perpetuates a cycle of negligence and hampers efforts to implement effective measures for road safety. Addressing this culture of irresponsibility is paramount to fostering a collaborative environment where stakeholders take proactive steps to identify and rectify factors contributing to road accidents, ultimately promoting safer roads for all.

It's unacceptable that incompetent drivers receive licenses without adherence to modern and scientific standards. Similarly, the failure to enforce labour laws, such as requiring transport owners to provide written employment and payroll, contributes to the recklessness of drivers.
Furthermore, the lack of legal action against those managing slow-moving vehicles on highways, despite bans, is concerning. Accepting responsibility is not a sign of defeat; rather, it's an acknowledgment of the need for collective action to save innocent lives.

Md. Hadiuzzaman: Professor, Department of Civil Engineering, Bangladesh University of Engineering and Technology (BUET)

Transcribe: M A Khaleque