Internship Report

On

Economic and Social Impact of Promoting

Safe Road Code in Bangladesh

Prepared By:

Rafat bin nasir

ID: 061 436 020

Department of Economics

North South University

Supervised By:

Dr. A. F. M. Ataur Rahman

Associate Professor

Department of Economics

North South University

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 Acknowledgement

First and foremost I would like to thank the Almighty for all the blessing and help that he has given me while doing this assignment. I am also grateful to my internship
supervisor Dr. A. F. M. Ataur Rahman for giving me an opportunity to work on this project. The support and guidance from him was of great help and it was
extremely valuable. Particularly I would like to thank him for showing me the different aspects of this project.

I would like to convey my sincere thanks and gratitude to BRAC Advocacy for Social Change for allowing me to do internship under their project, Promoting Safe
Road Code (PSRC). Program Manager Advocacy for Social Change SK Mojibul Huq, Mohammad Suborno Daud Toha Senior Manager Advocacy for Social Change
BRAC, Md Mizanur Rahman Senior Social Communicator(PSRC) Advocacy for Social Change, has also helped me throughout the project with thorough details about
the overall scenario of Bangladesh road safety. BRAC advocacy for social change has also helped me by providing necessary information about road safety.

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Executive Summary

Every year more than 1.17 million people die in road crashes around the world. The majority of these deaths, about 70 percent occur in developing countries. It has
been estimated that at least 6 million more will die and 60 million will be injured during the next 10 years in developing countries unless urgent action is taken.

In Bangladesh, according to official data, road accidents claim on an average 4000 lives and injure another 5000 a year where the actual estimated road fatalities could
be about 10,000 to 12,000 each year. In current price road accident in Bangladesh is costing at least Tk. 5,000 crore/US$ 850 million per annum which is 1-3 percent of
GDP. About 70% of the accident victims are in the age group of 16-50 years, the most economically active age group. The numbers of road accidents are higher at rural
areas of Bangladesh where the victims are comparatively from lower economic households. Ultimately the impact of road accidents is much deeper for the people from
poorer households.

United Nation has declared the ‘Decade of Action for Road Safety 2011-2020’ as a call to international community to take urgent action to stop the daily tragedy of
thousands of preventable deaths and injuries on the world’s roads. To address the severity of increasing road accidents in Bangladesh the Government of Bangladesh
expressed the vision of 50 per cent reduction in RTA fatalities by 2020, reflecting in the national plan as a goal to achieve 25 percent reductions in the annual number
of RTA fatalities in Bangladesh by 2015 (Sixth Five Year Plan, GOB).

BRAC Road Safety Programme has been working for long in promoting road safety with awareness raising and capacity development interventions and contributing In
MDG 1-”Eradicate Extreme Poverty And Hunger” through reducing poverty caused by morbidity and mortality related to road injury. The aim is to contribute in
reduced vulnerability of disability, loss of life and property, deepening poverty, deteriorating living standard and associated mental shocks through prevention of road
injury. Promoting Safe Road Code (SRC) is an initiative by BRAC Advocacy for Social Change for creating an enabling environment for facilitating delivery by
BRAC Road Safety programme through advocacy and social communication, especially development and social endorsement of a draft ‘Safe Road Code’. This
intervention is guided by BRAC’s commitment and a response to UN Decade of Action for Road Safety 2011-2020.

Promoting Safe Road Code (SRC) will be implemented covering three year duration (Feb’13-Dec’15) with the objective of- ‘promoting road safety by creating an
enabling environment including promotion of a national SRC at national, sub-national and among grassroots, alongside Dhaka to Mymensingh, Dhaka to Sylhet and
Dhaka to Manikgonj highways’. The districts that will be covered are: Dhaka, Manikgonj, Narayangonj Norsingdi, Kishoregonj, B. Baria, Hobigonj, Moulovibazar,
Sylhet, Gazipur and Mymensingh. A total of 21 upazila from 11 Districts will be covered under this project. The promotion and adoption of Safe Road Code will
engage policy makers, implementers, trade union members, transport owner association members, NGO representatives, LGI members and civil society members and
mass people through SRC drafting consultations and campaigns for endorsement at national and sub-national level.

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This study is aimed at an in depth investigation into what is required in this direction and also to assess the economic and social benefits that may be derived by
adopting and promoting a Safe Road Code.

The socio economic benefits of the investment include creation of employment, increased protein supply to local people, labor force skill creation, growth in GDP,Cost
incurred by road accident etc.

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 Table of Contents

Content Page No

Cover page 1

Acknowledgement 2

Executive Summary 3

Table of Contents 5

List of Graphs & Figures 6

List of Tables 7

Acronyms 9

Introduction 12

Working hypothesis 13

Outcome & Output 13

Methodology 13

Overview of BRAC 15

Problem Analysis 19

Literature Review 21

Project detail: Promotion of Safe Road Code BRAC 39

Economic Impact of Promoting Safe Road Code in Bangladesh 53

Social Impact of Road Traffic Accident in Bangladesh 72

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Content Page No

Limitations 74

Concluding remarks 77

Recommendations 79

Annexure 01: Budget 80

Annexure 02: Responsibility Sharing between ASC and Road Safety Programme 90

Annexure 3: Activity LFA of Promoting Safe Road Code 93

Reference 98

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 List of Graphs & Figures

Name of Graph & Figures Page No

Traffic Injury Mortality Rates (per 100 000 population) in WHO regions, 2002 22

Traffic Fatality rates per 100,000 persons in 116 countries. Bangladesh is represented by red circle and India is represented by 29
the red square (Mohan, 2004)

Valuation Method 52

List of Tables

Name of Tables Page No

Project at a Glance 13

Estimated Global research and development funding for selected topics 21

Predicted road traffic fatalities by region (in thousands), adjusted for underreporting, 1990 –2020 23

Road crash costs by region 26

Number of Road Accidents, Fatalities, and Injuries in Bangladesh 28

Accidents and Fatalities per 100 Million Vehicle Kilometers 31

The amount of fund allocation and its utilization for maintenance of road network under RHD in recent years 37

List of Project and Road Safety Allocation 37

Districts /Upazila Coverage 39

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SRC Draft development Partner & Social Endorsement partner 41

Nation-wide Recorded Casualties According to Severity and by Division and Cities Area in 2007 55

Recorded Casualties by Division and City 56

RTA According to Severity and by Road Environment in 2007 57

Estimated RTA on the Basis of Reporting 58

Estimated Nationwide Total RTA (Casualty Plus PDO) 60

Estimated Crew Wage Costs/ Av. Monthly Income (Taka 2007 prices) 61

Fatal Casualties by Age Group in 2007 61

Estimated Lost Output by Road User Type Costs in Taka 63

Estimated Lost Output Casualty Costs in Taka 64

Estimated Medical Costs per RTA Casualty Costs in Taka 65

Estimated Human Costs in Taka 66

Estimated Average Per Vehicle Damage Costs in Taka 66

Estimated Average Vehicle Related Costs per Accident Costs in Taka 67

Estimated Total Accident Costs By Severity Type and Cost Component in (‘000 Tk) 69

Estimated Annual National RTA Costs in Taka 70

Estimated Total Annual Accident Costs as Proportion of GDP 71

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 Acronyms

ADP : Adolescent Development Program

A&SC : Advocacy and Social Communication

ARI : Accident Research Institute (ARI)

BLD : BRAC Learning Division

BRTA : Bangladesh Road and Transport Authority

CRP : Centre for the Rehabilitation of the Paralyzed

DACT : District Advocacy Coordination Team

DUTP : Dhaka Urban Transport Project

DRSC : District Road Safety Committees

DFID : Department for International Development

FIR : First Information Record,

GDP : Gross Development Program

IDC : Institutional Development Component

IEC : Information Education Communication

IPC : Interpersonal Communication

IPT : Interactive Popular Theatre

ICMH : Institute of Child and Mother Health

LEB : Local Elected Bodies

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LGI : Local Government Institution

LGED : Local Government Engineering Department

MOC : Ministry of Communication

MAAP : Microcomputer Accident Analysis Package

MDU : Material Development Unit

NRSC : The National Road Safety Council

NLTP : National Land Transport Policy

NACC : National Advocacy Coordination Committee

OCC : Organizational Cultural Change

PAC : Promotion, Advocacy and Communication

PIM : Participation, Interaction and Mobilization

PDO : Property Damage Only

PGS : Pain, Grief and Suffering

RED : Research and Evaluation Division

RTI : Road Traffic Injury

RHD : Roads and Highways Department

RSRP : Road Sector Reforms Project

SRC : Safe Road Code

ToT : Training of Trainers

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TRL : Transport Research Laboratory

VO : Village Organization

WASH : Water Sanitation and Hygiene

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 Introduction

Increasing road traffic injury has become one of most concerning issues in Bangladesh also, causing considerable human, social and economic loss. According to
Bangladesh Police statistics, road accidents in Bangladesh claim, on an average 4000 lives and injure another 5000 a year. Actual estimated road fatalities each year is
about 10,000 to 12,000, which is at least 50 times higher than the rates in Western Europe and North America (Hoque, M.M) 1. In current price road accident in
Bangladesh is costing at least Tk. 5,000 crore/US$ 850 million per annum which is 1-3 percent of GDP. In 2000, road traffic injuries cost Bangladesh US$ 745 million,
1.6% of GNP (World Report on Road Traffic Injury Prevention: 2004)2. According to the Road Traffic Accident Report published by Road Safety Cell of Bangladesh
about 70% of the accident victims are in the age group of 16-50 years, the most economically active age group. The numbers of road accidents are higher at rural areas
of Bangladesh where the victims are comparatively from lower economic households. Ultimately the impact of road accidents is much deeper for the people from
poorer households. According to ‘Make Road Safe: The Campaign for Global Road Safety’ 3, in India and Bangladesh at least half of families affected by a road death
or serious injury fall below the poverty line. The poorest communities are the worst affected, in developed countries and developing countries alike. In the absence of
urgent action this situation can worsen. Experience in high income countries demonstrates that road deaths and injuries are preventable, and the potential benefits to the
low and middle income countries are huge (Quazi, M.) 4

United Nation has declared the ‘Decade of Action for Road Safety 2011-2020 as a call to international community to take urgent action to stop the daily tragedy of
thousands of preventable deaths and injuries on the world’s roads. A vision for road safety in Bangladesh Government is achieving 50 per cent reduction in RTA
fatalities by 2020 in line with the UN Decade of Action for Road Safety. The vision translates to set a goal towards achieving of a 25 percent reduction in the annual
number of RTA fatalities by 2015 (Sixth Five Year Plan, GOB) 5.

BRAC Road Safety Programme has been working for long to promote road safety through awareness raising and capacity development interventions. The aim is to
prevent road injury and contribute in reduced vulnerability of disability, loss of life and property, deepening poverty, deteriorating living standard and associated mental
shocks. This aims to uphold a person’s right to live with full potential and contribute in overall socio economic development. Promoting Safe Road Code will facilitate
BRAC Road Safety programme by creating an enabling environment and strengthening their capacity in A&SC practices.

Through this intervention BRAC will facilitate identification of proportionate causes of road accidents, development of a draft ‘Safe Road Code’, on the basis of review
and consultation with partners, and seek social endorsement of draft SRC through mass campaign. This intervention will engage policy makers, duty bearers, trade
union and owner association members, NGO representatives, LGI members and civil society members in SRC drafting through consultation at national and sub-
national level and implement campaign to ensure support from pedestrian, passengers, transport owners association, policy makers and duty bearers, trade unions and
CBOs in favor of draft SRC.

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This will in long term contribute in collective action by community to reduce risk of road accidents, initiative for improved service delivery and improved road safety
policy situation. Through increased awareness on road safety, this project will contribute in reduced vulnerability of poorer household being driven into acute poverty
and thus contribute in BRAC’s vision and mission. It will broadly contribute in the Millennium Development Goal of poverty reduction.

Working Hypothesis:

There exists a significant possibility of improving economic condition of the poorer population in Bangladesh by promoting safe road code.

Organization like BRAC has the capability to promote safe road code among poor population. By achieving the below mentioned Goal, Outcome and Output

a. Programme Goal: Reducing loss of life, morbidity and resources by reducing road accidents.

b. Programme Service Delivery Goal: Reducing road accidents through skilled drivers and knowledgeable road users.

c. Programme communication Goal: Promoting Safe Road Code (SRC) through A&SC (Advocacy and Soc. Com).

This intervention will be guided essentially by the programme communication goal.

Outcome:

Promoting road safety by creating an enabling environment, including promotion of a national SRC at national, sub-national and among grassroots, alongside Dhaka to
Mymensingh, Dhaka to Sylhet and Dhaka to Manikgonj highways.

Output:

1.1. Development of draft SRC based on research and reviews and consultation with partner NGOs, government and trade union/driver and owner associations.

1.2. Social endorsement of draft SRC by CBOs, local drivers and helpers, school children and media

Methodology:

The first step was defining and outlining existent problem analysis regarding road safety. The next step is preparing the cost estimate of road traffic accident in
bangladesh. Then estimation of operational cost of promoting safe road code by BRAC in Bangladesh. Then highlighting the unquantifiable benefits or achievements.

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Project at a Glance

Table:1

Applicant Advocacy for Social Change, BRAC

Name of Project Promotion of Safe Road Code

Project Location 11 District and 21 Upazila

District Dhaka, Manikgonj, Narayangonj Norsingdi, Kishoregonj, B. Baria,

Hobigonj, Moulovibazar, Sylhet, Gazipur, Mymensingh

Upazila 21 upazila will be covered from 25 upazilas of three highways.

(Rupgonj, Monohordi, Narsindi Sadar, Belabo, Bhoirob Ashugonj,
Sarail, Madabpur, Chunarughat, Hobigonj Sadar, Nabigonj,
Moulovibazar Sadar, Balagonj, Osmaninagar, Sylhet Sadar, Gazipur
Sadar, Tongi, Sripur, Valuka, Trisal, Mymensingh Sadar, Savar,
Dhamrai, Manikgonj Sadar, Sibaloy)

Proposed Project Duration 3 Years

Budget BDT 156,035,467

See Annexure 01 For budget Details

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Overview of BRAC:

BRAC believes that poverty is a system and its underlying causes are manifold and interlinked. Some of these linkages are obvious, for example, a day’s wage forgone
because of illness or resources lost to a natural disaster. Others play a more indirect role in perpetuating poverty, such as lack of awareness about laws and rights can
lead not only to outright exploitation, but also encourage a lack of accountability on the part of the state to cater to its most vulnerable citizens.

BRAC, an international development organization based in Bangladesh, is the largest non-governmental development organization in the world, measured by the
number of employees and the number of people it has helped, as of November 2012. Established by Sir Fazle Hasan Abed in 1972 soon after the independence of
Bangladesh, BRAC is present in all 64 districts of Bangladesh as well as in Afghanistan, Pakistan, Sri Lanka, Uganda, Tanzania, South Sudan, Sierra Leone, Liberia,
Haiti and The Philippines .(www.brac.net)6

BRAC employs over 100,000 people, roughly 70 percent of who are women, reaching more than 126 million people. The organization is 70-80% self-funded through a
number of commercial enterprises that include a dairy and food project and a chain of retail handicraft stores called Aarong. BRAC maintains offices in 14 countries
throughout the world, including BRAC USA and BRAC UK.( www.brac.net)

What is unique about BRAC is its method of pulling people out of poverty. As one author has said, “BRAC’s idea was simple yet radical: bring together the poorest
people in the poorest countries and teach them to read, think for themselves, pool their resources, and start their own businesses” (Barber). This is exactly what BRAC
has done and is still doing in Bangladesh and ten other poverty-stricken countries around the world.

BRAC has organized the isolated poor and learned to understand their needs by finding practical ways to increase their access to resources support their
entrepreneurship and empower them to become agents of change. Women and girls have been the focus of BRAC’s anti-poverty approach; BRAC recognizes both their
vulnerabilities and thirst for change.

In order for the poor to come out of poverty, they must have the tools to fight it across all fronts. BRAC, therefore, developed support services in the areas of human
rights and social empowerment, education and health, economic empowerment and enterprise development, livelihood training, environmental sustainability and
disaster preparedness.

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BRAC operates social enterprises that are strategically connected to development programs, and form crucial value chain linkages which increase the productivity of
members’ assets and labor, and reduce risks to their enterprises. These enterprises, ranging from agriculture to handicrafts, also help to make people self-reliant.

Gender equality, respect for the environment and inclusivity are themes crosscutting all of BRAC’s activities.

To ensure learning and that work is always relevant, BRAC have put in place training, research and monitoring systems across all their activities and financial checks
and balances in the form of audits. As a knowledge centre, BRAC has opened its doors to the wider public in an effort to develop national capacity in Bangladesh
through BRAC University.

BRAC is a development organization dedicated to alleviate poverty by empowering the poor, and helping them to bring about positive changes in their lives by
creating opportunities for the poor.

Known formerly as the Bangladesh Rehabilitation Assistance Committee and then as the Bangladesh Rural Advancement Committee (currently, BRAC does not
represent an acronym), BRAC was initiated in 1972 by Sir Fazle Hasan Abed at Sulla in the district of Sylhet as a small-scale relief and rehabilitation project to help
returning war refugees after the Bangladesh Liberation War of 1971. In nine months, 14 thousand homes were rebuilt as part of the relief effort and several hundred
boats were built for the fishermen. Medical centers were opened and other essential services were ensured.At the end of 1972, when the first phase of relief work was
over, BRAC turned towards long-term development needs and re-organized itself to focus on the empowerment of the poor and landless, particularly women and
children.

BRAC’s journey began in 1972 in the newly sovereign Bangladesh, and over the course of our evolution, they played a role of recognizing and tackling the many
different realities of poverty. BRAC believes that there is no single cause of poverty; hence they attempt tackling poverty on multiple fronts. (Annual Report, 1990,
BRAC) 7

A brief description of various research projects by BRAC:

ASC (Advocacy for Social Change) develops strategies and designs actions through rigorous research on social problems and government policies. Based on the
research, it advocates with the government and networks with other stakeholders. It also creates an enabling environment for BRAC programmes and facilitates in
achieving their objectives. In the course of providing support, ASC also develops capacity of BRAC staff.

Appropriate strategy for policy advocacy is crucial when it comes to making an impact on the adoption of right policies as well as ensuring their implementation. For
this, it is essential for BRAC to have an internally streamlined and coherent advocacy and communication strategy (A&SC). ASC works towards achieving this
objective.

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BRAC’s, innovative communication approach such as interactive performance theatre (IPT) and community/courtyard meetings mobilise communities at the grassroots
level, improving their capacity by enhancing awareness on various issues, including health, education, and human rights.

Currently ASC is active in the areas of health and nutrition, road safety, education, agriculture and climate adaptive technology and ultra poverty through six different
projects which are as following:

Advocacy for Access Promotion of the Ultra poor (APUP)

 Promote Breast-milk Substitutes Code Implementation (PBCI)

 Promoting Climate-Adaptive Technology (PCAT)

 Promoting Safe Road Code (PSRC)

 Reducing Social Obstacles in the Hard-to-reach Areas for Promotion of Primary school Enrolment ( RESHAPE)

 Capacity Development in Advocacy and Social Communication (CDASC)

For ‘contribution to the field of communication for social change’ BRAC’s advocacy unit received Communication and Sustainable Social Change 2010 Award from
University of Massachusetts-Amherst, USA.

Though primary objective is to provide support to the programmes, the policy advocacy of ASC also helps other stakeholders. Besides assisting programmes to provide
service more effectively it also strives to ensure the vision and mission of BRAC.

Focus on women - BRAC places special emphasis on the social and financial empowerment of women. The vast majority of its microloans go to women, while a
gender justice programme addresses discrimination and exploitation.

Grassroots Empowerment - BRAC’s legal rights, community empowerment and advocacy programmes organise the poor at the grassroots level, with ‘barefoot
lawyers’ delivering legal services to the doorsteps of the poor.

Health and Education - BRAC provides healthcare and education to millions. Our 97,000 community health workers offer doorstep deliveries of vital medicines and
health services to their neighbours. BRAC also runs the world’s largest private, secular education system, with 38,000 schools worldwide.

Empowering farmers - Operating in eight countries, BRAC’s agriculture programmes work with the governments to achieve and sustain food security. This is ensured
by producing, distributing and marketing quality seeds at fair prices, conducting research to develop better varieties, offering credit support to poor farmers and using
environmentally sustainable practices.

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Inclusive Financial Services - BRAC attempts to alleviate poverty by providing the services of its community empowerment programme and targeting the ultra poor
programme. BRAC's cumulative disbursement is of almost 10 billion dollars in microloans annually, augmenting microfinance with additional services like livelihood
and financial literacy training. Farmers get access to seasonal loans, high quality seeds and technical assistance. Millions now have the freedom to take control of their
lives.

Self-Sustaining Solutions - BRAC’s enterprises and investments generate a financial surplus that is reinvested in various development programmes subjected to poverty
alleviation.

Thinking local, acting global – Besides Bangladesh, BRAC spreads antipoverty solutions to 10 other developing countries, which are Uganda, Tanzania, Sierra Leone,
South Sudan, Liberia, Haiti, Afghanistan, Pakistan, Sri Lanka and the Philippines.

Unprecedented scale and reach - Today, BRAC reaches an estimated 135 million people with over 100,000 employees worldwide.

97,000 community health promoters are providing essential healthcare worldwide, with maternal, neonatal and child health services covering 24.5 million in
Bangladesh alone

1.14 million children are currently enrolled in BRAC’s 38,000 primary and pre-primary schools, and 9.51 million have graduated. BRAC's youth empowerment clubs
provide life skills training to more than 260,000 teens from disadvantaged backgrounds

5.54 million micro-borrowers with a cumulative loan disbursement of USD 9.73 billion

25 million people have access to clean toilets thanks to BRAC’s sanitation entrepreneurs

More than 600,000 rural poor women being organised through 11,234 Polli Shomaj and 1,217 Union Shomaj; BRAC's 376 popular theatre teams – in Bangladesh only
– have reached nearly 4.3 million people.

101,222 human rights and legal education graduates and 19,252 local community leaders’ workshop participants. ( www.brac.net)

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 Problem Analysis

The problem identified at the first stage was increased road accident, causing increased mortality and morbidity. Researches in India and Bangladesh have shown that at
least half of families affected by a road death or serious injury fall below the poverty line. The poorest communities are the worst affected, in rich countries and
developing countries alike (make roads safe campaign). Nearly 70% of road fatalities occurred in rural sections of the main highways as the metropolitan cities accounted
for only about 20% (Hoque M.M.). Road accidents disproportionately affect the poor, making them more vulnerable to acute poverty. Many families are driven into
acute poverty by the loss of a breadwinner or the added economic burden for a member disabled from road accident. Among the poor, 32 percent road deaths occur to
head of households (compared to 21 percent non-poor). According to TRL over 70 percent of poor household reported that their household income and food
consumption decrease after a road death in comparison to 57 percent for non-poor. Some 61 percent poor families are forced to arrange loan after road death in
comparison to 34 percent non-poor. Among the children being killed and permanently disabled inroad accidents, the majority are from the poor families. (Hoque, MM).
A recent study (published in 2004) on disability in Bangladesh reveals that 10 percent of the population are disable, of which 15 percent is caused due to accidents (Quazi
M.)According to Bangladesh Health and Injury Survey (2005) report8, RTA is the second leading cause of fatal injury and the sixth leading cause of death in children 1-
17 years. Also road collision is 4th leading cause of permanent disability for children in Bangladesh accounting for about 1,360 children being permanently disabled each
year that is almost four children per day. It is the eighth leading cause of morbidity in children, causing 110,000 child injuries, over 300 per day (Bangladesh Health and
Injury Survey 2005). Pedestrians, cyclists and other vulnerable road users are the majority of those killed and injured. Over 80 percent of fatalities are vulnerable road
users e.g. pedestrian, bicyclists & motorcyclists. In Bangladesh at the nationwide level 49 percent of road accident victims are pedestrians, 37 percent are passengers, and
14 percent are drivers. In Dhaka city, pedestrians alone comprise almost 75 percent of road accident fatalities (Quazi, M.) Another study shows vulnerable road users
(pedestrians, non motorized vehicle users and two/three wheel motor vehicle occupants) accounted for almost 65% of all those killed and 78%of those seriously injured
on the road. Here pedestrians represented the largest proportion of road deaths (41%) and seriously injured (25%). Non motorised vehicle users accounted for 12%of
deaths and 29%of seriously injured (rickshaw 22% and bicycle 7%). Two/three wheel motor vehicle occupants were 13%of deaths and 24%of seriously injured (TRL,
2003)9.

Road traffic crashes result from failures in the interaction of the three elements which produce the road traffic system-human, vehicle and the road environment. A mix
of traffic with vehicles of different characteristics and speeds contributes to road accidents. The major factors contribute in road accidents are failure to obey mandatory
traffic regulations, illegal and inconsiderate driving practices, pedestrian/vehicle conflicts, failure to provide and maintain road signs and markings, failure to properly
enforce traffic law, lack of road safety education among road users, poor detailed design of junctions and road sections, failure to provide way, lack of lane discipline,
counter-clockwise travel at roundabouts, non-wearing of motorcycle helmets, failure to slow down when approaching an intersection (Ahsan, H.M.,2012) 10.

A research of Bangladesh University of Engineering and Technology (BUET) has identified 219 "black spots" on ten major highways where every year hundreds of
people die in frequent accidents due to engineering and design faults. These spots are located on Dhaka-Chittagong, Dhaka-Sylhet, Dhaka-Mymensingh, Dhaka-

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Tangail-Jamalpur, Dhaka-Aricha, Nagarbari-Banglabandha, Nagarbari-Rajshahi, Daulatdia-Jhenidah-Khulna, Dhaka-Mawa-Barisal highways and Jamuna Bridge
Approach Road (Daily Star, October 19, 2010)11. The research also revealed that some of these "black spots" are accident-prone only because the drivers' vision is
obstructed by billboards and roadside trees. A study revealed that the limited site-specific safety improvement measures undertaken along the Dhaka-Aricha highway to
treat the black spots were effective in reducing the frequency as well as the severity of the accidents.

Considering the behavioral causes, the major causes of accidents identified as lack of regards for traffic rules, lack of road safety awareness among road users,
prevalence of unfit vehicle and hazardous road environment. Heavy vehicles (trucks and buses) are major contributors to road traffic accidents accounting for about
58% of vehicular involvement in accidents. A common tendency among drivers of heavy vehicles is reckless and fast driving and overtaking. Researches show that the
reason behind fast driving is mostly the financial gains from reaching the destination faster. According to the drivers of heavy vehicles the scheduled a trip is does not
include consideration of traffic jam and required time to abide by traffic rules. A further analysis of behavioural causes depicts considerable disregard for traffic rules
by road users, especially drivers. This is reinforced by huge gap in enforcement of laws by the authority. A common tendency of road users is the preference to reach
the destination faster over reaching safely. Drivers gave many reasons for driving fast and reckless. Many drivers, mainly of heavy vehicles referred to the pressure
from the part owner for giving faster trips. Driver’s fear of losing job, in case of being not able to maintain given schedule and associated financial loss for both owners
and drives are found to be main factors motivating fast driving. The drivers also blamed passenger’s pressure for driving fast (Rafi, Alim & Kundu: 2008) 12. While
drivers of heavy vehicle lack regard for traffic rules, they also follow some of the traffic rules that they feel required by their instinct to avoid accidents. In general there
are much economic motivating factors behind owners an drivers supporting reaching the destination faster even breaking traffic rules. Owners look financial returns
and influence in the sector while drivers look for maintenance of their costly yet unhealthy lifestyle.

Like many other developing countries there is not much evidences on what kind of road safety interventions work better than others, skill development, law
enforcement or education. There is a clear gap of qualitative research on comparative contribution of humans, vehicles and road environment in road accidents in
Bangladesh lacking understanding of such complex issue. Most of the behavioural researches are based on knowledge and attitude of drivers and pedestrians and the
data source are mostly drivers and pedestrians themselves.

Literature Review
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Safe, sound and sustainable mobility is one of the fundamental necessities of human being. Unfortunately, mobility or transport is become a ‘global tragedy’ with ever-
rising trend and represent a major cause of pre- mature deaths and disabilities worldwide. Road trauma has now been recognized as one of the significant diseases of
industrial societies and is an increasing public health and economic issue in developing countries like Bangladesh.

Road traffic injuries are a major but neglected public health, social and economic challenge that requires concerted efforts for effective and sustainable prevention. Of
all the systems with which people have to deal every day, road traffic systems are the most complex and the most dangerous. Worldwide, an estimated 1.2 million
people are killed in road crashes each year and as many as 50 million are injured. Projections indicate that these figures will increase by about 65% over the next 20
years unless there is new commitment to prevention. Nevertheless, the tragedy behind these figures attracts less mass media attention than other, less frequent types of
tragedy.

According to police statistics, there are about 4,000 deaths and many more serious injuries each year on roads in Bangladesh. Fatalities per 10,000 motor vehicle are
one of the highest in the world. Pedestrians, bi- cyclists, motorcyclists and those using informal transport including the bus and truck passengers are the most
vulnerable road user group contributing almost 80 percent of road fatalities. There is a huge scope to reduce and control this man-made epidemic by implementing
strategic programs that will effectively address such a major growing issue of road traffic accidents and injuries. Although some initiatives have been taken by the
government and various non-government agencies, many of which are not fully effective for the causes of enormous constraints at different levels particularly for the
lack of target oriented research based program. Indeed, an effective and integrated research program is fundamentally important and is seen as the basis of development
and subsequent evaluation of a comprehensive road safety strategy.

The Litarature Review will discuss the world scenario on road safety and then deal with the needs of road safety research, constraints and fundamental requirements in
Bangladesh. Magnitude of the road safety problems and some recent initiatives are also discussed.

The social and economic costs of road traffic injuries

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 The World report on road traffic injury prevention is the first major report being jointly issued by the World Health Organization (WHO) and the World Bank on this
subject. It underscores their concern that unsafe road traffic systems are seriously harming global public health and development. It contends that the level of road
traffic injury is unacceptable and that it is largely avoidable.

Everyone killed, injured or disabled by a road traffic crash has a network of others, including family and friends, who are deeply affected. Globally, millions of people
are coping with the death or disability of family members from road traffic injury. It would be impossible to attach a value to each case of human sacrifice and
suffering, add up the values and produce a figure that captures the global social cost of road crashes and injuries.

The economic cost of road crashes and injuries is estimated to be 1% of gross national product (GNP) in low-income countries, 1.5% in middle-income countries and
2% in high-income countries. The global cost is estimated to be US$ 518 billion per year. Low-income and middle-income countries account for US$ 65 billion, more
than they receive in development assistance (Jacobs G, Estimating global road fatalities) 13.

Road traffic injuries place a heavy burden, not only on global and national economies but also household finances. Many families are driven deeply into poverty by the
loss of breadwinners and the added burden of caring for members disabled by road traffic injuries.

By contrast, very little money is invested in preventing road crashes and injuries. Table 2 compares the funds spent on research and development focused on several
health concerns, including road safety. Comparatively little is spent on implementation, even though many interventions that would prevent crashes and injuries are
well known, well tested, cost-effective and publicly acceptable.

TABLE 2
Estimated global research and development funding for
selected topics

1990 DALYs 2020 DALYs

Disease or US$
injury millions ranking ranking

HIV/AIDS 919 –985 2 10

Malaria 60 8 —
Diarrhoeal 32 4 9
Road traffic 24–33 9 3
Tuberculosis 19 –33 — 7

The global impact Source: Reference 13.

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Global, regional and country estimates

Long before cars were invented, road traffic injuries occurred involving carriages, carts, animals and people. The numbers grew exponentially as cars, buses, trucks and
other motor vehicles were introduced and became ever more common. A cyclist in New York City was the first recorded case of injury involving a motor vehicle on
30 May 1896, and a London pedestrian was the first recorded motor vehicle death on 17 August of the same year (World’s first road death) 15. The cumulative total of
road traffic deaths had reached an estimated 25 million by 1997 (Faith N. Crash: the limits of car safety) 16.

In 2002, an estimated 1.18 million people died from road traffic crashes: an average of 3242 deaths per day. Road traffic injuries accounted for 2.1% of all global
deaths, making them the eleventh leading cause of global deaths. In addition to deaths, an estimated 20 million to 50 million people are injured in road crashes each
year (Murray, Lopez , Global health statistics)13,17. In 2002, an estimated 38.4 million DALYs were lost because of road crashes, or 2.6% of all DALYs lost.

Figure: 1: Road Traffic Injury Mortality Rates (per 100 000 population) in WHO regions, 2002

Source: WHO Global Burden of Disease project, 2002, Version 1.

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TABLE 3
Predicted road traffic fatalities by region (in thousands), adjusted for underreporting, 1990 –2020
Regiona Number of Change (%) Fatality rate (deaths /
countries
1990 2000 2010 2020 2000 –2020 100 000 persons)
2000 2020
East Asia and Pacific 15 112 188 278 337 79 10.9 16.8
East Europe and 9 30 32 36 38 19 19.0 21.2
Latin America
Central Asia and 31 90 122 154 180 48 26.1 31.0
Middle East and North 13
Caribbean 41 56 73 94 68 19.2 22.3
South
Africa Asia 7 87 135 212 330 144 10.2 18.9
Sub-Saharan Africa 46 59 80 109 144 80 12.3 14.9
Sub-total 121 419 613 862 1 124 83 13.3 19.0
High-income countries 35 123 110 95 80 –27 11.8 7.8
Total 156 542 723 957 1 204 67 13.0 17.4
Data are displayed according to the regional classification of the World Bank.

Source: reproduced from reference 18

Socioeconomic status and other health, social and economic costs

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Several studies (19, 20-24) have shown that people from less-privileged socioeconomic groups are at greater risk of injury from all causes, including road crashes. In the
case of road crashes, the explanation may lie in their greater exposure to risk 23. A 2002 study in Kenya19, for example, found that 27% of commuters with no formal
education travelled on foot, 55% used buses or minibuses and only 8% used private cars. By contrast, 81% of people with a secondary-level education travelled in
private cars,19% used buses and none walked.

Where people live can also be influenced by their exposure to road traffic risk. In general, people living in urban areas are at greater risk of being involved in road
crashes, but people living in rural areas are more likely to be killed or seriously injured if they are involved in crashes. One reason is that motor vehicles tend to travel
faster in rural areas. In many low-income and middle-income countries, many people are exposed to new risks when new highways are built through their communities.

Estimating the costs of road crashes and injuries can help countries to understand the seriousness of the problem of road crashes and injuries and to understand the
benefits of investing in measures to prevent road crashes and injuries. An assessment should take into account both the direct and indirect costs. At minimum, the direct
costs should include those of providing health care and rehabilitation, and the indirect costs should include the value of lost household services and lost earnings for
survivors, caregivers and families.

Many high-income countries produce annual estimates of the costs of road crashes and injuries that take into account lost earnings, health care costs and the costs of
property damage, administration (such as the costs of police, courts and insurance companies) and travel delays. Health care and rehabilitation costs can be
prohibitively expensive in cases of serious injury. Further, little effort is usually made to attach a cost to psychological stress and suffering experienced by survivors
and their families.

Estimating the costs in low-income and middle- income countries is more difficult because good data on road crashes and injuries are lacking. Nevertheless, a survey of
the literature yielded a few studies that shed light on the costs of road crashes and injuries for these countries.

Data from the WHO Global Burden of Disease study in 2002 show that, of those injured severely enough to require attention from a health facility, almost one quarter
had traumatic brain injury and one tenth had open wounds. Fractured bones accounted for most other injuries. Studies show that road traffic crashes are the leading
cause of traumatic brain injury in both high-income and low-income and middle-income countries (25-30).

Many low-income and middle-income countries cannot provide all the health care services that people sustaining road traffic injuries would get in high-income
countries. A recent study in Kenya, for example, found that only 10% of all health facilities could handle more than 10 injured people at a time. The least-prepared
facilities were the public health units most frequently used by poor people. Many of these lacked essential equipment and supplies for handling trauma cases, including
oxygen, plaster of Paris, blood, dressings, antiseptics, local and general anesthetics and blood pressure machines. Mission and private hospitals, on the other hand,
usually had all these 19.A recent study 31found that people sustained 5.27 million nonfatal injuries in 2000 in the United States as a result of road crashes, with 87% of
the injuries considered minor. The cost of treating all these injuries was US$ 31.7 billion, placing a tremendous burden on public health care services and the finances
of road traffic casualties and their families. The serious injuries, including brain and spinal cord injuries, cost an average of US$ 332 457 per injury.
25 | P a g e
Regardless of the costs of health care and rehabilitation, injured people bear additional costs. Permanent disability, loss of eyesight or brain damage, can deprive an
individual of the ability to achieve even minor goals and can result in dependence on others for financial support and routine physical care.

In all countries, the loss of income earners and the costs of funerals and prolonged care for disabled people can push families into poverty. Children are often hardest
hit. In Mexico, the loss of parents in road traffic crashes is the second leading cause of children becoming orphaned 32

Economic costs

Cost to countries

The Transport Research Laboratory (now TRL Ltd) examined data on road traffic injuries from 21 low, middle and high-income countries and produced crude
estimates that road traffic injuries cost low-in- come countries an average of 1% of their gross national product (GNP) versus 1.5% for middle-income countries and 2%
for high-income countries13.

Applying these averages to GNP in 1997, TRL Ltd estimated that road traffic injuries cost US$518 billion globally and that high income countries accounted for US$
453 billion of this. Low-income and middle-income countries accounted for US$ 65 billion of this, more than they received in development assistance (Table 4). TRL
Ltd emphasized that the estimates were crude and that countries varied widely. For example, evidence suggested

TABLE 4

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 Road crash costs by region

Region Estimated annual crash costs

GNP, 1997 as percentage Costs

(US $ billions) of GNP

Africa 370 1 3.7

Asia 2 454 1 24.5
Latin America and 1 890 1 18.9
Middle East 495 1.5 7.4

Central and eastern 659 1.5 9.9

Subtotal 5 615 64.5
Highly motorized 22 665 2 453.3
countriesb
Total 517.8

Data are displayed according to the regional classifications of the TRL Ltd, United Kingdom.

Australia, Japan, New Zealand, North America, and the western European countries. Source: reproduced from reference 13.

that the costs were 0.3% of GNP in Viet Nam but almost 5% of GNP in Malawi. Other studies focusing on particular regions or countries have produced estimates as
follows.

• Road traffic injuries cost European Union countries €180 billion annually, twice the annual budget for all activities in these countries 33, 34.

• The cost in the United States is US$ 230.6 billion annually, or 2.3% of GNP31.

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• Various studies done in the 1990s produced estimates of 0.5% of gross domestic product (GDP) in the United Kingdom, 0.9% in Sweden, 2.8% in Italy and an
average of 1.4% of GDP in 11 high-income countries35 .

• In 2000, road traffic injuries cost Bangladesh US$ 745 million, 1.6% of GNP36.

• In 2000, they cost South Africa US$ 2 billion37.

• In Uganda, road crashes, injuries and fatalities cost US$ 101 million per year or 2.3% of GNP 38.

• In China in 1999, road traffic injuries caused the loss of 12.6 million potentially productive life years, with an estimated value of US$ 12.5 billion, almost four times
the country’s annual health budget39.

As discussed earlier, people 15–44 years old account for more than half of all road traffic deaths, and 73% of the people killed are male. People of that age are in their
most productive earning years, so their families suffer financially when they are killed or disabled. A recent study in Bangladesh 36 found that 21% of road traffic deaths
occurred to household heads among non-poor people versus 32% among poor people. Three quarters of all poor families who had lost a member to road traffic death
reported a decrease in their standard of living, and 61% reported that they had had to borrow money to cover expenses following their loss.

Families who lose the earning capacity of members disabled by road traffic injuries and who are burdened with the added cost of caring for these members may end up
selling most of their assets and getting trapped in long-term indebtedness.

Road safety research in Bangladesh: constraints and requirements

The problem resulting from road traffic accidents, injuries and property lose is an emerging, challenging and one of the major concerning issues in Bangladesh like
many other developing countries in the world. To counteract this problem, road safety research has proven beneficial in documenting the road accident problem,
appraising the current situation in terms of priorities and problem areas and has provided the means to develop and evaluate countermeasures. In respect to the
magnitude of the problems, the safety initiatives are at a very introductory level and the progress is very slow for the causes of enormous constraints at different levels
in Bangladesh. Indeed, the allocation for road safety research and intervention is very low in comparison to other diseases and disasters.

MAGNITUDE OF THE ROAD SAFETY PROBLEMS IN BANGLADESH

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Accident Statistics

Like many other countries in the world, police are officially responsible for reporting and recording of road accidents and casualties in Bangladesh. According to the
police reported official statistics, there were at least 3764 fatalities and 3284 injuries in 4426 reported accidents in 2008 (PFIR, 2008) 40. Reported road traffic accidents
statistics of the last decades are given in Table

Table 5: Number of Road Accidents, Fatalities, and Injuries in Bangladesh

No. of Accidents No. of Fatalities No. of Injuries Total Casualties Traffic fa-
talities per

10,000 vehi-
cles (on road
1998 4769 3533 3085 2358 3997 3297 7082 5655 78.24
1999 4916 3948 3314 2893 3453 3469 6767 6362 79.60
2000 4357 3970 3430 3058 1911 3485 5341 6543 78.09
2001 4091 2925 3109 2388 3127 2565 6236 4953 66.39
2002 4918 3941 3398 3053 3772 3285 7170 6338 67.18
2003 4749 4114 3289 3334 3818 3740 7107 7074 61.03
2004 3917 3566 2968 3150 2752 3026 5720 6176 53.71
2005 4949 3322 3187 2960 2754 2570 5941 5530 52.86
2006 3794 3549 3193 3160 2409 2123 5602 5283 50.44
2007 4869 3910 3749 3250 3273 2102 7022 5352 56.41
2008 4426 - 3764 - 3284 - 7048 - 53.93
Source: Police reported Micro Computer Accident Analysis Package (MAAP) data base
* Note: Traffic fatalities per 10,000 vehicles (on road vehicle) calculated considering the FIR data as there is reported more number of fatalities

FIR: First Information Record, the case entry record in the police log-book

MAAP: Microcomputer Accident Analysis Package, Police reported accident database in the prescribed form.

While around 4000 deaths annually are reported to the police, it is estimated that over 10,000 deaths resulting from road crashes occur annually. The annual
socio-economic costs represents around 2% of GDP (Howard & Breen, 2008)41.

Fatality Rate

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Figure 2 shows fatality rates in various countries as function of per-capita income. The Indian fatality rate (represented by the red square) is in the middle of the range
for low-income countries (Mohan, 2004)42 and the Bangladeshi fatality rate (represented by the red circle) is in the bottom of the range for low-income countries. This
may be attributed to significant amount of underreporting as well as high population density coupled with low motorization level. As incomes in Bangladesh increases
along with motor-vehicle use, Bangladesh is becoming a middle income country, the present trends fatalities per million persons and the experience of some mid-
income countries suggest that fatalities could see a dramatic rise before they start to drop, consistent with the Kuznets curve (e.g., McManus, 2007) 43. However, future
trends may be altered if vehicle design, road building, education and traffic management policies include the latest scientific countermeasures.

Figure 2: Traffic Fatality rates per 100,000 persons in 116 countries. Bangladesh is represented by red circle and India is represented by the red square (Mohan, 2004) 42

The ‘fatality rates’, i.e. the estimated number of road traffic accident fatalities per 10,000 on road motor vehicle for Bangladesh (over 50) is very high by international
standards, as the fatality rates for motorized countries is usually less than 2 (2 in the United States of America and 1.4 in the United Kingdom of Great Britain and
Northern Ireland). “A Review Of Global Road Accident Fatalities” conducted by Jacobs and Thomas showed that the Bangladesh has one of the highest fatality rates in
road accidents, over 40 deaths per 10,000 registered motor vehicles (Jacobs et al, 2000) 44.

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Fatalities per 100 km RHD Road

In Bangladesh, Roads and Highways Department (RHD) and Local Government Engineering Department (LGED) are the main authorities of road. LGED is mainly
responsible for local road which is use only for local connectivity and RHD is responsible for the major road including National, Regional and Local roads which is the
main transport network for motorized transport and almost all of such vehicles are operated on those roads. There were about 21 thousands kilometre of roads under
Roads and Highways Department (RHD) comprising National road 3,478 km, 4,222 regional and 13,248 km feeder road in 2007. In 1972 there were only 4,202 km of
such road. Road network has been increased about five times consequently the fatalities per 100 km RHD roads also have been increased about 4 times, 4.48 in 1972 to
17.83 in 2008.

Fatalities per 100 Million Vehicle Kilometers

Accident and Fatality rates with respect to vehicle kilometer are calculated based on vehicle Operation Survey data conducted by Roads and Highways (RHD)
department in different years. Table 6 represent the total vehicle kilometer travel by motorized vehicles and the accidents and fatalities per 100 Million vehicle
kilometers over a period of 5 years (1999 to 2004).

Table 6: Accidents and Fatalities per 100 Million Vehicle Kilometers

No. of fatalities
per100 million
Year Total veh-km No. of accidents No. of accidents No. of fatalities veh- km
per

100 million veh-km

1999 13,419,385,000 4,916 37 3,314 25
2000 12,719,533,000 4,357 34 3,430 27
2002 14,125,435,000 4,918 35 3,398 24
2004 21,042,770,900 3,917 19 2,968 14

Source: RHD (1999, 2001, 2003, 2005a) 45, 46, 47

The above table shows that in a span of four years total annual vehicle kilometers driven by motor vehicles have increased by 57 percent. The corresponding
accident and fatality rates have decreased by 49 percent and 43 percent respectively per 100 million vehicle kilometers of vehicles plying on road.

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MAJOR ROAD SAFETY INITIATIVES IN BANGLADESH

In order to improve the road safety situation as well as to minimize the recurrent losses of valuable lives and properties, several initiatives have been taken by the
various government, non-government and donor agen- cies in Bangladesh in the form of policy implementation, institutional development, geometric improvement of
roads, sanction of legislation and enforcement, capacity building of professionals and academician and awareness development of mass people. Some of the major
initiatives are:

Adoption of National Land Transport Policy (NLTP)

National Land Transport Policy (NLTP) has been adopted in 2004 by the Planning Commission of Bangladesh, which sets vision for "providing safer roads" and
policies there-for, such as (i) road safety auditing at all phases of road projects, road construction & maintenance, (ii) speed restrictions on roads, (iii) safety
improvement of existing roads etc. which are needed to achieve the vision (RHD, 2005b) 48

1. Preparation of Safety Manual, Hand Book and Guidelines

RHD has prepared different Manual, Hand Book and Guidelines for road safety such as the Guidelines for Road Safety Audit, Road Safety Improvement Works
Manual, Road Safety Users Guide, Road Geometric Design Manual, Police Training Handbook, Road Safety Engineering Toolkit, Pavement Design Guide, Guidelines
for Identification of Sites for Road Safety Improvement Works, A Guide to Safer Road Design, among others with the help of development partners under different
projects. In addition, Traffic Sign Manual has been developed by Bangladesh Road Transport Authority (BRTA) in 2000 (BRTA, 2000) 49.

2. Establishment of National Road Safety Council (NRSC)

The National Road Safety Council (NRSC) was established in 1995 under the auspices of the Ministry of Communications. Initially with support of WB funded road
improvement project of RHD; now a unit of BRTA. The NRSC acts as apex body for approving and driving forward the national policy and plans. The NRSC also
formulated the National Road Safety Action Plan. Besides, the NRSC is responsible for holding periodic meetings to provide policy level guiding decisions and
directives to road safety related stakeholder organizations.

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 3. Establishment of Road Safety Cell and District Road Safety Committee

Besides NRSC, District Road Safety Committees (DRSCs) at the district and metropolitan levels have been formed by the involvement of DC and SP along with
BRTA, road authority and other transport / road user agencies, which implement programs and policies of NRSC and will undertake local road safety programs
according to local needs. There is an Executive committee headed by the chairman BRTA to co-ordinate NGO regarding road safety issues (Hossain, 2002) 50.

4. Establishment of Accident Research Institute (ARI) at BUET

In response to the growing accident problem in Bangladesh, the concerned authorities have started to realize the need for scientific study and research regarding the
causes of accident and commensurate remedial measures. The highest level of commitment in this regard came from the Honorable Prime Minister to establish an
independent Accident Research Centre (ARC) within the top priority programs of the government. Accord- ingly, the ARC has been established at Bangladesh
University of Engineering and Technology (BUET) in 2002. After the successful completion of the project period, ARC becomes an institute named Accident Research
Institute (ARI) under education ministry at BUET in 2007.

5. Development of Road Safety Unit at RHD and LGED

With the technical assistance of DFID, RHD has established road safety division in January 1999 with a view to deal with the safety aspects of national, regional and
feeder roads(Hossain, 2002)50. There are severe lacks in man-power, logistics and facilities; hence yet to become fully functional. Recently, MoC approved proposed
upgrading of the Unit, its roles and functions and procedures for implementing roles and functions. LGED has planned to create Road Safety Unit within LGED; and
undertaking activities in this regards (RHD, 2005b) 48.

6. Establishment of Highway Police

With the aim of increasing of the safety and improving traffic management on highways, the Government of Bangladesh created the Highway Police in 2005 with a
view to maintain and ensure discipline, enforce traffic rules and regulation on the highway, traffic management, prevent highway crime, collect and disseminate of
intelligence, police patrolling as well as ensure safety on road etc.

7. Formation of Road Safety Voluntary & Advisory Group

In addition to government organizations, many road safety non-government voluntary or advisory groups have been formed at national, regional as well as local levels
in Bangladesh. BRAC(Promoting Safe Road Code),Nirapad Sarak Chai, Work for Better Bangladesh (WBB), Safe Community Foundation, Poribesh Bachao Andolon
etc. are pre-dominant at national level.

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 8. Approval of Speed Limit Zoning and Speed Restriction Rules

Excessive and inappropriate speed is the most important factor contributing to the road injury problem faced by many countries (GRSP, 2007) 51. Incognizance with
these facts Speed Limit Zoning & speed restriction rules have been developed for different highways in Bangladesh. It has been approved and published in a gazette by
BRTA in 2005 (Bangladesh Gazette, 2005).

9. Preparation of National Road Safety Strategic Action Plans

From the establishment of The National Road Safety Council (NRSC) in 1995, drew up first National Road Safety "Strategic Action Plan" covering the period from
July 1997 to June 1999 and subsequently 2000 to 2002, 2002 to 2004 & 2005 to 2007 have developed. Subsequently the National Road Safety Council (NRSC)
of Bangladesh formulated an updated “National Road Safety Strategic Action Plan 2008-2010” with the hope that is will provides an important opportunity for
improving safety in a comprehensive way and makes an effort to approach the issue holistically.

10. Development of Accident Database

A standard format for accident information recording was designed in 1995 as an initiative under Institutional Development Component (IDC) program was adopted
by Police Department and promulgated appropriate rules for mandatory use as part of "First Investigation Report" of accident cases by Police. Besides, MAPP5
software based accident database system has been developed and data has been being stored in this software since 1998. In addition, Under Institutional Development
Component (IDC), RHD has conducted road inventory survey and has prepared inventory book to identify the accident locations and find out Black spot on the road as
well as to treat that location through different site-specific intervention. Computerized data base for recording registered motor vehicle and officially licensed driver's
data have also been established at BRTA by the Dhaka Urban Transport Project (DUTP) funding under IDC program (RHD, 2005b) 48.

11. Preparation of RTA Annual Report

The Bangladesh Road Transport Authority (BRTA) has been collecting and analyzing road traffic accident statistics since 2001. Since its inception in January 2001,
BRTA has been preparing reports based on the National Road Traffic Accident (RTA) database. Since 2005, the Bangladesh Road Transport Authority (BRTA) has
been continuing this process of data collection and analysis independently, without international assistance.

12. Training of Road Safety Professionals

Efforts are underway for strengthening the capabilities of the key agencies through organizing different long and short term training program both local and overseas
for the professionals and providing facility to participate different workshops, seminars and conferences on road safety.

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 13. Safety Awareness and Training

Different safety awareness campaign and training programs have been taken at different levels in the country including professionals, transport owners & workers,
students, cadet, BNCC, mass people by different government and non-government organizations under different projects and by individual initiative.

14. Implementation of Road Safety Audit

Incognizance with the facts, RHD road safety unit has introduce formal road safety audit on the different locations or spot of national highway from the past few years
under different projects.

15. NGO Initiatives towards Road Safety

The Non-Government Organizations (NGOs) are becoming active in the area of road safety in Bangladesh. The activities of two leading NGOs such as BRAC and
Center for Rehabilitation of the Paralyzed (CRP) are quite noticeable in this regard.The major programs being undertaken include are Community Road Safety;
Training of Students; Road Safety Training for Office Staffs; Community Road Safety NGO Network; Publicity and Awareness; Research; Driver’s Training;
Treatment and Rehabilitation of Paralyzed People.

16. Geometric Improvement of Roads

Significant improvement works have taken place on the national highways as well as regional and feeder roads of all over the country in the past decade by RHD and
LGED with the support of Government of Bangladesh and donor agencies. Construction of new and strategic road, realignment of existing road, widening of road,
surface treatment, road and roadside improvement like shoulder improvement, removal vision obstruction, providing loading and unloading facilities were the major
link improvement work among them. Besides, some of the hazardous road locations both spots and links have been improvement with the prime objective of safety
improvement on the different national highways in Bangladesh.

17. Procurement of Safety Equipments and Logistics

Different types of enforcement and road safety equipments have procured by the concerned agencies including police, BRTA in different times under different
projects. Besides, office equipment and logistics also have been procured to setup and organized of Road Safety Unit of RHD and LGED.

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 18. Establishment of International/Regional Cooperation Regarding Road Safety

Various concern organizations of Bangladesh have developed effective linkages and professional exchange programs with different institutions, organizations,
universities etc. at local, regional and international levels viz. GRSP, VTI, ESCAP, ADB, WB, REAAA, TRL, TRIPP and other international aid agencies and the
specialized institutes in order to facilitate exchange of knowledge and technologies regarding road safety.

ROAD SAFETY RESEARCH IN BANGLADESH

It is argued that to improve road safety two tasks are fundamental, one is conducting scientific research and other is disseminating knowledge and information.
Effective research on road safety issues is an essential pre- requisite to better understanding of the problem and provides the framework against which effective policies
and counter-measures should be developed. Indeed, road safety research is needed to clarify the current situation in terms of priorities and problem areas, as research
provides the framework of knowledge against which policy decisions can be taken and countermeasures devised. This is usually best carried out by specialist re-
searchers in universities or road research institutes, but can also be done by others with an interest in road safety. Much research has been undertaken internationally in
road safety and many of the findings of such research can be of value to researchers and practitioners in all countries. Unfortunately, with a few notable exceptions,
relatively little research had been undertaken in many developing countries, Bangladesh in particular.

1. Progress in Road Safety Research in Bangladesh

Like many other developing countries, research is usually undertaken in Universities and Research Institutes and is normally financed by the country in which the
Research Institute or University is located. In few instances, collaborative research are undertaken which spans several countries or institutes and which is funded from
several different sources but this is the exception rather than the rule. It is the facts that road accidents are accidents, acts of God, there is nothing to do. Results, road
safety investment as well as research were very insignificant in Bangladesh. During the 1990s, the number of research program in the field of traffic safety was
conducted by individual initiative under the university guidance and assistance. In recent years, this view is gradually changing and people are realizing the needs of
road safety interventions and programs as well as road safety research. In view of this, parallel with the operational work on improving traffic safety in Bangladesh road
system, long term research and specific development work have been started particularly in recent years.

36 | P a g e
Even, the Government of Bangladesh has realized that due to the complex nature of road accidents and the many different sectors involved in the operation of road
safety, local research is required to provide a scientific and objective approach to reducing the suffering and losses caused by road accidents and established Accident
Research Institute (ARI) at BUET in 2002 and was given the responsibility for a substantial part of traffic safety research.

Now, ARI is continuing its effort to conduct road safety research and investigation from the very beginning of its establishment. As a newly established institute with
huge limitations and constraints, ARI are particularly focused on documenting the accident problem characteristics, identifying the potential location and causative
factors and to develop potential countermeasure which would provide the means to develop and evaluate effective countermeasures.

Financing of traffic safety research is at present fully the responsibility of the Government of Bangladesh. The administration does not carry on research of its own, but
both research institutes and universities can ap- ply for funds for research projects. No industry or private organization has focused on safety research issues and
funding support yet. Work on a joint traffic safety research program is trying to carry out at present in co- operation between the donor agencies like the World Bank,
UNICEF and the other government organizations and institutions.

2. Expenditure and Funding for Road Safety in Bangladesh

Financial resource crisis for developmental work is acute in developing country, like Bangladesh posing threat to sustainable road development. Very small
proportion of required fund could be allocated per year. During financial year 2005-06 development fund allocated from National ADP for RHD and LGED are Tk.
2004 Crore (RHD Website) and Tk. 3069 Crore ( LGED Office,1 US$ = Tk. 70.00 and 1 Crore = 10 mil- lion) respectively with about 10% year to year annual increase
(MOC, 2006-07).

There was a significant increase in major periodic maintenance in 2004-05 provided by DFID (SectorBudget Support) and JBIC (dept swap arrangement).
Excluding this, externally finance expenditure and ferry costs, expenditure was reasonably constant at about 350 Crore Taka per year. The total estimated expenditure
on maintenance of full network is Tk. 1400 Crore which is around Tk. 450 Crore more than was spent in 2004-05 (Road Fund Office, 2006) 52. However, RHD
expenditure includes Tk. 380 Crore from International aid agencies. Without this assistance the total expenditure would only be 40% of the total requirement. Curent
backlog for the whole RHD road network is 1844.9 Crore Taka (MOC, 2006-07).

The amount of fund allocation and its utilization for maintenance of road network under RHD in recent years is presented in the following Table 7.

Investment Year Development (Tk in Crore) Maintenance (Tk in Crore)

2003-2004 2462.89 375.27
2004-2005 2361.31 886.86
2005-2006 2258.72 700.00
RHD has taken up Five large projects and a future landing project called Road Sector Reforms Project(RSRP), road safety component is included in all
those project.
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Table 8: List of Project and Road Safety Allocation

Project Consultants Road Safety Funded by Amount of fund

JBARP COWI-DDC –SMEC with SARM a) ADB for civil 18.90

b) NDF for 4.82
RRMP- III ICT, Sverdrup, EPCL, ESL a) IDA for civil works 67.28
& con- sultancy
&PUL b) R/S Equipment 13.92
C) Police training 20.08
SRNDP Fin Road Technoplanners Dev a) Civil works 10.65
b) Consultancy 8.75
Consultants & DUL
RNIMP-I a) ADB for Civil 4.64
b) Consultancy -
RNIMP-II a) ADB for Civil 11.8
b) Consultancy -
Source: Hossain, 2002 50

Besides, in 1998 RHD had revised money for simple road safety engineering improvement and it was decided that they should use 2 percent of the road maintenance
budget for road safety. In addition, in the financial year of 2002, a block allocation of Tk 5.70 crore was kept for road safety issues like signing and markings, guide
posts and road furniture’s (Hossain, 2002)51. But unfortunately this was continued few years and the road safety investment has been very insignificant particularly in
recent years.

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 Project detail: Promotion of Safe Road Code BRAC

Promotion of accident prevention intervention/activities:

Requirement for road safety awareness communication in Bangladesh is a well felt, yet less funded area to run mass campaign and advocacy interventions on road
safety. Lack of standard advocacy and communication tool to promote and prioritize accident prevention activities reinforces the lack of practice of safe road use and
mass road safety intervention. This intervention is a response to need for standardized advocacy and communication to promote and prioritize accident prevention
activities and research on comparative contribution of humans (owner, driver and pedestrians), vehicles and road environment in road accidents in Bangladesh. This
intervention will essentially complement BRAC road safety programme service delivery by facilitating an enabling environment.

Project Location:

The coverage of this intervention will be roadside areas of two accident prone highway from Dhaka-Mymensingh highway, Dhaka-Sylhet highway and Dhaka-
Manikgonj highway.

District Coverage: Dhaka, Manikgonj, Narayangonj Norsingdi, Kishoregonj, B. Baria, Hobigonj, Moulovibazar, Sylhet, Gazipur, Mymensingh

Upazila Coverage: This project will cover 21 upazila out of 25 upazilas of 11 districts alongside three highways (Rupgonj, Monohordi, Narsindi Sadar, Belabo,
Bhoirob Ashugonj, Sarail, Madabpur, Chunarughat, Hobigonj Sadar, Nabigonj, Moulovibazar Sadar, Balagonj, Osmaninagar, Sylhet Sadar, Gazipur Sadar, Tongi,
Sripur, Valuka, Trisal, Mymensingh Sadar, Savar, Dhamrai, Manikgonj Sadar, and Sibaloy.

Table: 9 Districts /Upazila Coverage

Sl District Upazila Sl. Upazila Remarks

01 Narayangonj Rupgonj

02 Norsingdi Monohordi

Narsindi Sadar

Belabo

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Sl District Upazila Sl. Upazila Remarks

03 Kishoregonj Bhoirob

04 B. Baria Ashugonj This project will cover

21 Upazila out of 25
Sarail Upazila of 11 Districts
alongside three
05 Hobigonj Madabpur
highways
Chunarughat

Hobigonj Sadar

Nabigonj

06 Moulovibazar Moulovibazar Sadar

07 Sylhet Balagonj

Osmaninagar

Sylhet Sadar

08 Gazipur Gazipur Sadar

Tongi

Sripur

09 Mymensingh Valuka

Trisal

Mymensingh Sadar

10 Dhaka Savar

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Sl District Upazila Sl. Upazila Remarks

Dhamrai

11 Manikgonj Manikgonj Sadar

Sibaloy

Terminals: All the district terminals will be covered under this intervention and special focus will be the Gabtoli, Sayedabad, Mohakhali terminals of Dhaka district
during national campaigns.

Black Spots: This project will put special focus on the identified black spot on Dhaka-Mymensingh highway, Dhaka-Sylhet highway and Dhaka-Manikgonj highways
through campaign and advocacy. At national level advocacy this intervention will prioritize on treatment of 219 identified black spot on Dhaka-Chittagong, Dhaka-
Sylhet, Dhaka-Mymensingh, Dhaka-Tangail-Jamalpur, Dhaka-Aricha, Nagarbari-Banglabandha, Nagarbari-Rajshahi, Daulatdia-Jhenidah-Khulna, Dhaka-Mawa-
Barisal highways and Jamuna Bridge Approach Road.

Target Population:

This intervention has partners at two stages:

Table: 10

SRC Draft development Partner SRC Draft Social Endorsement partner

Target Policy: National Road Safety Council, BRTA, CBOs, Community

Road Safety Cell, MOC, Ministry of Law and
Affairs, Ministry of Education School/college/madrashas

Local Administration and LGI : Police District trade union, owner association
Administration, District Administration, Upazila Local drivers and helpers
Administration, Upazila LGI members

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 SRC Draft development Partner SRC Draft Social Endorsement partner

Drivers and Owners Associations: Bangladesh

Road Transport Workers' Federation, Bangladesh
Truck and Covered Van Owners’ Association

Primary BRAC: BRAC Road Safety Programme BRAC: BRAC Road Safety Programme,
Allie/ BHP, CEP, HRLE, BEP
Partner: Donor: DFID/ AusAid
NGO: BRAC, CIPRB , Centre for
Research Institute/ agency: Accident Research Rehabilitation of the Paralyzed (CRP),
Institute (ARI) at BUET, BRAC RED WBB Trust , Nirapad Sarak Chai, Jagoree,
Work for Better Bangladesh (WBB), Safe
NGO: BRAC, CIPRB, Centre for Rehabilitation
Community Foundation, Poribesh Bachao
of the Paralyzed (CRP), WBB Trust , Nirapad
Andolon CRP
Sarak Chai, Jagoree, Work for Better Bangladesh
(WBB), Safe Community Foundation, Poribesh Print Media and Electronic media: District
Bachao Andolon CRP Press Clubs, BTV, ATN,

Possible Bangladesh Road Transport Workers' Federation, Bangladesh Road Transport Workers'
Opponents: Bangladesh Truck and Covered Van Owners’ Federation, Bangladesh Truck and Covered
Association Van Owners’ Association

The above mentioned partners will be engaged at three levels in the following manner:

Local: CBOs, Community, School/college/madrashas, district trade union, owner association, local drivers and helpers, BRAC Networks

Sub National: Local Administration and LGI : Police Administration, District Administration, Upazila Administration, Upazila LGI members; Drivers and Owners
Associations: Bangladesh Road Transport Workers' Federation, Bangladesh Truck and Covered Van Owners’ Association, District Press Clubs

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National: National Road Safety Council, BRTA, Road Safety Cell, MOC, Ministry of Law and Affairs, Ministry of Education, Drivers and Owners Associations:
Bangladesh Road Transport Workers' Federation, Bangladesh Truck and Covered Van Owners’ Association; Print Media and Electronic media:, BTV, ATN

BRAC Advocacy Strategy

The proposed project will be guided by BRAC’s Advocacy for Social Change strategy which states that it will work towards creating an enabling environment which
will lead to better services delivery by the programme. This project is designed to support BRAC Road Safety Programme through development and promotion of draft
SRC.

Three major strategic areas of this intervention:

 Designing Plan of Action (POA) for Policy Recommendation

 Mobilizing Duty Bearers in implementing Plan Of Action

 Engaging Community Organizations for mobilization

Method or List of Activities:

Preparatory Activities:

1. Baseline survey of A&SC on Road Safety: A baseline study will be conducted in project area focusing on the existing road safety advocacy and social
communication interventions in the project area and at national level.

2. Production of Interactive Popular Theatre and Mohara: As an integral part of IPT production BRAC Advocacy will follow a process for producing the IPT at 11
districts and at Dhaka. As part of this training there will be workshops with IPT performers, 3 day Community Research and 6 days classroom training on production of
the drama that will be performed afterwards. Community research is a process through which performers will gather information based on given questionnaire, collect
stories on that given issue and generate idea about local culture. Advocacy will take technical help from BRAC Community Empowerment Program (CEP) on IPT
Production training. After the production of the drama mohara (mock play/rehearsal) will take place at 21 upazila.

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 3. Development of Training Module, Guidelines and Handouts: Two training modules will be developed for SRC promotion i. Training module for programme
staff and ii. Training module for SRC promotion volunteer’s training. Besides training modules a number of guideline will be developed for conducting SRC drafting
consultation , dissemination session, developing action plan, Orientation for BRAC field staff, SRC promotion campaign with CBOs and at local haat-bazaar,
community meeting and follow-up meeting, SRC promotion campaign at school, college and madrasha, SRC promotion campaigns at garages/ terminals to promote
SRC among local bus/truck drivers and helpers, SRC plan follow-up meetings with trade union and Owners associations members, Joint Workshop with media, SRC
Media fellowship, Signature campaign, media fellowship and National SRC awareness Campaign.

4. ToT/training for trainers and staff: The trainers and staff who will be involved in the training and orientation of staffs, volunteers other stakeholders will be
developed by a ToT (training of Trainers). The participants of this ToT will be a mix of staff and trainers from BLD.

5 Preparatory workshop and Training: Preparatory workshop and training will be organized for the SRC promotion staff to strengthen their capacity to effectively
implement A&SC interventions under this project. They will be oriented on how to implement SRC drafting consultation , dissemination session, developing action
plan, Orientation for BRAC field staff, SRC promotion campaign with CBOs and at local haat-bazaar, community meeting and follow-up meeting, SRC promotion
campaign at school, college and madrasha, SRC promotion campaigns at garages/ terminals to promote SRC among local bus/truck drivers and helpers, SRC plan
follow-up meetings with trade union and Owners associations members, Joint Workshop with media, SRC Media fellowship, Signature campaign, media fellowship
and National SRC awareness Campaign.

6. Staff Recruitment: A number of staff will be recruited at HO and district level through BRAC HR division based on required qualification.

7. Monitoring framework and Activity tracking: A system of regular and periodic monitoring will be developed based on the result indicators given in the log-
frame. Along with regular monitoring this project will have the scope of periodic monitoring that will include qualitative and quantitative data from the project areas on
road accident and factors that has or has not contributed in these accidents. Project staff will keep regular data on accidents and these data will be translated into
detailed report quarterly. This task can be outsourced in case BRAC staff can not conduct it. Activity tracking including media tracking will also be a part of regular
monitoring of this intervention. Guideline will be produced for Activity tracking, including media tracking.

B. Program Activities: (see activity in annexure 03)

Activities under output 1: Development of draft SRC based on research and reviews and consultation with partner NGOs, government and trade
union/driver and owner associations

Causal Analysis of road accident to identify the comparative contribution of humans, vehicles and road environment in road accidents in Bangladesh: This
activity is a response to the lack of adequate research on comparative contribution of humans, vehicles and road environment in road accidents in Bangladesh and

44 | P a g e
qualitative behavioural analysis. Through this research BRAC will identify intervention area that needs the most focus. Identifying the contribution of black spot in
road accidents will be an important element of this research.

Publication and dissemination of review results on causal analysis of road accident: After the causal analysis BRAC will take initiative to disseminate the findings
to individual and organization, working in road safety issue, including government of Bangladesh. The aim is to promote research based intervention for road safety.

Formation of SRC Drafting Committee and National Advisory body: A committee will be formed to develop draft SRC based on the research finding and
consultation with policy makers and implementers, trade union and Bus/Truck owner associations, partner NGOs and research organizations. This committee will be
formed in combination of members from BRAC Road Safety Programme, partner organization, research institution and government representatives. They will collect
feedback and recommendation and will ensure incorporation in the draft as required. The draft Safe Road Code (SRC) will be developed essentially around five crucial
points: Owners behaviour, driver’s behaviour, pedestrian’s behaviour, vehicle condition and road condition.

In this project there will be an initiative to create a common platform with specialist, individual and research agencies working on road safety to review existing
policies, procedures and research in to advocate for a way forward in favour of road safety.

Briefing and Coordination with National Advisory body and SRC drafting committee: Through briefing and coordination SRC drafting committee will meet
regularly and brief the partner organization under National Advisory body on the progress of drafting and collect recommendations. This will ensure ownership of the
campaign by all the likeminded organization.

SRC drafting consultation with government and follow-up: SRC Drafting Committee and their representatives will consult relevant government departments on the
draft SRC. An action plan will be developed and will be followed-up as future reference to track progress. This consultation will be implementation in the form of
lobby meetings, with prior and after communications activities.

SRC drafting consultation with partners and develop action plan and follow-up: SRC Drafting Committee and their representatives will consult partner
organizations working in road safety issue and on the draft SRC. An action plan will be developed and will be followed-up as a future reference to track progress.

SRC drafting consultation with trade union/ Bus/Truck owner associations at national, develop action plan and follow-up: SRC Drafting Committee and their
representatives will consult trade union/ Bus/Truck owner associations at national on the development of draft SRC. An action plan will be developed and will be
followed-up as a future reference to track progress.

SRC drafting consultation with trade union/ Bus/Truck owner associations at sub-national and follow-up action plan: SRC Drafting Committee and their
representatives will consult trade union/ Bus/Truck owner associations at sub-national on the development of draft SRC. An action plan will be developed and will be
followed-up as a future reference to track progress.

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SRC drafting consultation with local administration, develop action plan and follow-up: SRC Drafting Committee and their representatives will consult
administrative representatives at 11 District level on the draft SRC. An action plan will be developed and will be followed-up as a future reference to track progress.

SRC drafting consultation with local administration, LGI, local administration, Local NGOs and community leaders develop action plan and follow-up: SRC
Drafting Committee and their representatives will consult administrative representatives, LGI members, Local NGOs and community leaders at upazila level on the
draft SRC. An action plan will be developed 21 upazila level and will be followed-up as a future reference to track progress.

Review/ assessment of communication strategy and materials on road safety: A need assessment will be conducted for developing audience specific message and
materials. Existing communication strategy and materials on road safety will be reviewed/assessed to identify gaps in existing communication materials through review
and recommend types of communication materials for SRC. Audience analysis and protesting of message and materials will be a part of this assessment. This
assessment will include collection of all communication material produced by government and non-government actors for promoting road safety and will review. A
communication expert will be hired as consultant through procurement to conduct this review.

Development of standardized A&SC message and materials for promotion of draft SRC: Based on the assessments Advocacy for Social Change, material
development team and Road Safety Programme will develop advocacy and communication materials, appropriate for promotion of SRC. The IEC materials will
include posters, sunscreen, leaflets, flashcards, flipcharts, stickers, docu-drama, radio-spot, booklet, toolkit, documentary etc based on the need identified in the
communication need assessment. Here BRAC will make the maximum use of the existing resources. Existing communication materials developed by BRAC Road
Safety Programme and other organization will be reproduced with their permission. This will help to reduce the waste of resource and to keep uniformity with other
programs. All message and materials will comply with BRAC Communication Policy.

Activities under output 2: Social Endorsement of draft SRC by CBOs, local drivers and helpers, school children and media

Orientation for BRAC field staff: SRC promotion will largely include using BRAC channels and network and thus it is necessary to orient BRAC staff at selected 21
roadside upazila on SRC promotion intervention. While this will strengthen their capacity to bring the information to community, it will be enhance their own road
safety knowledge.

SRC promotion campaign with CBOs and at local haat-bazaar: SRC promotion campaign at grassroots will include mainly interactive popular theatre shows,
community meeting and follow-meetings with the participant group. The IPT shows will be interactive in nature followed by a discussion on the topic on which the
drama was conducted. Existing BRAC community forums like Palli Samaj, Village Organization, monthly parents meeting of school, WASH program (Village Wash
Committee, Woman cluster, male cluster, Adolescent boy Cluster, Adolescent girl cluster), HRLS class are possible platforms that will be emphasized for initiating
collective action. BRAC ADP Program (boy’s club), if there, will be given special focus to develop volunteers from among them. Advocacy will take technical help

46 | P a g e
from BRAC Community Empowerment Program on IPT staging. In the community meeting the CBOs will develop action plan as part of SRC promotion and the
implementation will be followed-up. This campaign will take place to mobilize CBOs to support SRC. This campaign will also include survey of audience
expectations, preferred time and location, combination of drum play, pala song, IPT, discussion and audience survey afterwards.

SRC promotion campaign at school, college and madrasha: Road side school, college and marasha students are vulnerable to risky road use. SRC campaign at road
side educational institutes will include a combination of animation shows, quiz and discussion and role play and demonstrations). This campaign will take place to
mobilize school, college and madrasha teachers and student s to support SRC.

SRC promotion campaigns at garages/ terminals to promote SRC with local bus/truck drivers and helpers: This campaign will take place to mobilize local
bus/truck drivers and helpers to support SRC. Every alternative month this campaign will take place consisting IPT/Docu-drama shows for local bus/truck drivers and
helpers on road safety issue.

SRC action plan follow-up with trade union and owner’s association members: This activity will be carried out to follow-up the stage of implementation of action
plan developed by trade union and owners association’s members during first stage of SRC drafting consultation.

Joint Workshop with media with Bus/truck owners/ union leaders/ terminal committee members/ Association and Sromik (Worker) Union: This workshop
will be a joint event organized with district press club, BRAC and district Bus/truck owners/ union leaders/ terminal committee members/ Association and Sromik
(Worker) Union. This is a part of partnership with media at sub-national level. Through this event media will be mobilized to increase coverage on road safety and
particularly promote SRC.

Training of SRC promotion volunteers and best promoter award: From amongst the campaign participants at different levels SRC promotion volunteers will be
selected based on given criteria. After selection they will be trained by BRAC. The objective is to create and develop capacity of SRC promoter from CBOs, Teacher-
student group, local hat/bazaar and driver and helpers. The volunteers will be selected from schools, hat bazar and from local CBOs and voluntary organizations/clubs.
From amongst the volunteers best SRC promoter will be chosen based on given criteria and will be given award as an expression of appreciation.

Media Promotion Series and partnership: As media plays a significant role in raising mass awareness and creating platform for social movements this project will be
heavily investing in media activities. A series of programme will be implemented with media, especially print media to bring road safety as a serious issue to mass
people.

A number of media personnel, based on the selection criteria quality write-ups in newspapers will be selected for media fellowship. There will a process of regular
media screening to identify quality write-ups. The objective is to create a common platform of social movement for safe road with mass people through media.

SRC promotion intervention will include building partnership with national and local print and electronic media to attract mass attention and create support base for
SRC through increased media coverage.

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National SRC awareness Campaign at Bus stand/ terminals and around metropolitan cities to attract mass attention especially through media coverage:
Through this project BRAC intends to observe a day or a week, in cooperation with government to observe as Road Safety Day This day will be celebrated in all
district level terminal including three terminals of Dhaka. This will be major activity for attracting media attention for increased coverage while creating mass attention.

Signature campaign to create evidence of mass support base in favour of SRC: Signature campaign with national influential, partners, policy makers and
educational institutions: This will be a publicity oriented activity aimed to attract attention and bring together the like-minded people to promote and endorse SRC. The
objective is to visualize public endorsement of SRC as means for public support base.

BRAC Driving School Visit: Influential members from transport owner associations and trade unions from 11 districts will be mobilized to visit BRAC Driving
School. The aim of this visit will be to acquaint them with the modern facility that BRAC is providing in this driving school and to mobilize them on the need for such
modern facility for driver’s training.

SRC Social Media Campaign: The popular online social media play important role in people’s life in information sharing now-a-days, right after traditional media.
Use of social media is a way in this project to familiarize SRC to people & create positive SRC image. BRAC communication will guide in this. Specific objective is to
reach the online audience and create support base for SRC.

End line Evaluation: At the end of the intervention an evaluation will be conducted to measure the result of the intervention.

Best practice documentation and knowledge management: For any development intervention it is essential to continuously document the learning from field and the
skill to identify best learning and act accordingly. In this project BRAC will develop a mechanism to share and document knowledge on a continuous basis and will
identify best practices to translate that learning into action. Advocacy for Social Change intends to work closely to document BRAC’s previous experience of
‘Community Road Safety Programme”. The learning from ‘Community Road Safety Programme will also be incorporated with SRC promotion intervention. A number
of formal and informal dialogue will be held to ensure sharing and management of the knowledge.

Coordination, Integration, Implementation and Monitoring Mechanism:

At national and sub-national level the proposed activities will be implemented in close cooperation with Road Safety Program. Road Safety Program will provide
technical support in both SRC drafting and draft SRC promotion stage (see annexure 02).

BRAC Road Safety Program and Advocacy for Social Change are the core parties of project ownership.

Advocacy is overall accountable for this project while Road Safety Programme is responsible for certain areas of responsibilities (implementation, coordination and
monitoring) as set out in the proposal.

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 The project requires active support from DBR to implement district and Upazila level. Inter-sectoral meeting will be held with the management of DBR to have
necessary support from them within their scope of work.

BRAC Road Safety Programme will designate a focal person from their part who will be responsible for partnership coordination at BRAC Head Office. Focal Person
of Road Safety Programme and Project Lead of Advocacy will meet in a coordination meeting involving colleagues from both ends.

Safe Road Code Promotion activities will be implemented keeping clear integration with existing activity of Road Safety Programme for avoiding duplication and
maximizing the resources.

There will be a coordination body at district level involving staff of advocacy, Road Safety Programme (if any) and DBR. Advocacy staff will be the moderator and
member of the body meet once in a month.

A clear reporting mechanism including specific tools and formats in line with LFA will be developed by the project team, which will be endorsed by the central
coordination team and to be followed accordingly.

Monitoring visits from both ends will be done on regular basis and visit findings will be shared in the coordination meeting.

Advocacy is overall accountable to face both program and financial audit while Road Safety Programme will be responsible to their part as set out in the proposal.

At the beginning of each year, an operational plan development workshop will be held in order to develop month wise activity plan and budget with clear role and
responsibly of lead and associate partners where all parties will ensure their participation in the workshop.

The project will seek support from BRAC RED for conducting relevant study /research/ evaluation as stated in the proposal. In case of unavailability other sources will
be hired.

The project will also closely work with Communication to have their support at particularly in the area of developing media strategy, tracking and communication
materials.

IPT Production and show will be outsourced to CEP/ADP. In case of unavailability other sources will be sought. In this regard a ToR will be developed.

The project will seek support from BRAC Learning Division for conducting trainings. In case of unavailability of BLD in the given time period other sources will be
hired.

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Cross-cutting issue:

As an A&SC intervention SRC promotion will not implement any activity that violates gender equality and environment. This intervention intends to maintain a
balanced ratio of men and women staff for the implementation of this project. All staff will be oriented on BRAC Gender Policy and Sexual Harassment Policy so that
while dealing within and outside BRAC they maintain BRAC position of gender sensitiveness. While selecting program participant the aim will be to maintain a
balanced ratio of men and women participants, to the extend it is possible. The intervention will maintain gender disaggregated data at all level, implementation,
monitoring, assessment and research. Gender Justice & Diversity of BRAC will provide technical support in integrating gender as a crosscutting issue at all level. This
intervention will make sure that all the activities, message and materials are appropriate for both men and women. All the communication tools will maintain gender
sensitive image, language and message.

This needs to be noted here is that due to project nature and participant’s type the number of project participant will be mostly men (drivers, helper, association
member, administrator etc.) Due to the nature of this intervention the rate of women staff rate may not be satisfactory. But there will be initiative to create favourable
work environment for female staff in project implementation.

With the increasing rate of population growth and urbanization traffic density is increasing leading to increased rate of road accidents. With this transportation sector is
becoming increasingly linked to environmental problems. Unfit vehicle significantly contribute to the carbon cycle by more green house gas emission. Reducing
speeding, lower speed limits and modifying driving style were found to be improving fuel economy and other environmental outcomes in addition to improving road
safety. Through this intervention BRAC will consult drivers, owners, association members, community, media and policy makers for drafting SRC and ensure social
endorsement in favour of SRC with awareness of environmental degradation due to unsafe vehicle and unsafe driving. This intervention will not use any kind of
message and material that will promote any kind of environmental degradation.

Resource:

The resource for this project is the combination of human resources, facilities, IEC materials, Financial Resources and equipments.

Human Resource:

Sr. Director

Program Coordinator, Advocacy for Social Change (20%) -1

Programme Manager, A&SC (50%)-1

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Programme Manager, Road Safety Programme (50%)-1

Sr. Manager/Manager (100%)-1

Manager, SRC (Field Advocacy) (100%)- 1

Manager, SRC (National Advocacy/technical), Road Safety Programme (100%)-1

Senior Social Communicator (100%)- 1

Social Communicator (100%)- 5

Program Organizer/ Communication Workers (100%)-21

Senior Social Communicator (Media) (50%)- 1

Manager, Monitoring (30%)-1

Manager Networking (30%)-1

Manager, Communication and Publication (25%)-1

Policy Analyst (34%)-1

Field Coordinator-Compliance (25%)-1

Facility

27 Offices: There will be 27 offices for 21 CW, 5 at District level and Sr. SC at central office at Dhaka. BRAC set-up will be used where possible, following the office
procedure.

IEC Material: Proposed IEC materials are the following. They will be finalized based on the assessment of communication strategy and materials on road safety.

Posters,

Sticker/ sunscreen,

Leaflet,

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Flipchart,

Toolkit,

Documentary,

Publication,

Flash Cards,

Pocket book,

Docu-drama

Facility

1. 27 Offices: There will be 27 offices for 21 CW, 5 at District level and Sr. SC at central office at Dhaka. BRAC set-up will be used where possible, following the
office procedure.

IEC Material: Proposed IEC materials are the following. They will be finalized based on the assessment of communication strategy and materials on road safety.

 Posters,
 Sticker/ sunscreen,
 Leaflet,
 Flipchart,
 Toolkit,
 Documentary,
 Publication,
 Flash Cards,
 Pocket book,
Docu-drama

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 Economic Impact of Promoting Safe Road Code in Bangladesh

Introduction

Road traffic accidents and injuries are a ‘global tragedy’ and now a growing and serious problem in worldwide and the safety situation is very severe in developing
countries like Bangladesh and this affects national economy and worsening the societal status as well. The problem in road safety transcends the transport sector. It is
a health, social, and economic problem as well. The health sector would have to stretch its bed capacity in order to administer to the victims while still overseeing other
important illnesses. Families are displaced and their futures shattered because of the sudden demise of their breadwinners, which is a social welfare problem.
Accidents lay off workers, which eventually, if summed up, will translate to millions in potential loss of productivity thereby affecting domestic production and the
economy. The scale and magnitude of the effects of road accidents on the lives of the people involved and the society in general must be clearly defined for
purposes of raising awareness and as an input to the planning and evaluation of the government’s road safety intervention measures.

In this analysis, accident means road accident and accident costs refer to the costs borne by the economy due to occurrence of a road accident. Research carried out so
far has shown that the economic value of road accident costs can easily be equivalent to around one per cent of a country's Gross Domestic Product (GDP), a significant
drain on any country's resources. In addition to the overall impact of Road Traffic Accidents (RTA) on the national economy, estimates of accident costs are also
needed to measure the safety impacts of road and bridge schemes. The main objective of most road improvement works is to reduce vehicle operating costs and journey
time costs, which is achieved by reducing road surface roughness and most often increasing vehicle speeds.

Increased speeds may increase the number and severity of accidents. It is therefore vital to include the cost of accidents in road project appraisals as the failure to do so
may result in increased loss of life and economic output.

There are two basic methodologies of costing accidents. They are the Lost Output (or “human capital”) approach 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 (PGS) caused by road accidents. The
WTP method, on the other hand, considers the value of preventing an accident, i.e. how much people would pay to avoid an accident altogether. This approach
produces much higher cost estimates than the Lost Output Method. WTP has only been used in motorized countries, while the Lost Output method has traditionally
been recommended for motorizing countries whose primary objective is maximization of national economic growth.

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 Figure 3:Valuation Method

Our approach is based on the Lost Output method. The methodology follows an established procedure. A conservative approach was adopted as several parameters
require additional research to arrive at more accurate values. This additional research is time taking and resource consuming. If necessary time and resources are
available further action can be taken in future studies to accomplish this task.

Estimating the Number of Road Traffic Accidents (RTA)

As per Official Reporting by Bangladesh Police most injury RTA include more than one casualty and loss of many other dimensions, RTA costing is traditionally
divided into casualty related costs like lost output, medical costs, pain, grief and suffering, etc and event related costs such as property damage and administration costs.
RTA casualties are classified in three basic categories:

¾ Fatalities are limited to deaths that take place from and within 30 days of the occurrence of RTA

¾ Grievous/Serious injuries include injuries which require hospitalization i.e. an overnight admission and stay in a hospital and those RTA related deaths that take
place after the first 30 days from RTA occurrence.

¾ Simple/Slight injuries are those which require medical treatment but not hospitalization.

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The number of RTA as recorded by Bangladesh Police and published in the National Road Traffic Accident Report 2007; Road Safety Cell under BRTA has been
presented in table 8,9, and 10 according to severity and area.

Table 8 Nation-wide Recorded Casualties According to Severity and by Division and

Cities Area in 2007

Number of Casualties Accident rate

(no per 10,000 pop)
Population
Total Total+Injury
Fatal Grievous Simple
Division/ City Total Percentage ('000,000) accidents
Accidents
Injury
Divisions, excluding Cities
Barisal 105 19 1 125 4% 8,850 0.119 0.141
Chittagong 410 76 30 516 18% 22,713 0.181 0.227
Sylhet 210 46 12 268 9% 8,628 0.243 0.311
Dhaka 830 199 37 1066 37% 36,368 0.228 0.393
Khulna 179 30 10 219 8% 14,958 0.120 0.146
Rajshahi 562 124 35 721 25% 32,338 0.174 0.223
total 2296 494 125 2915 100% 123,855 0.185 0.235
Cities
Chittagong City 116 15 12 143 17% 3.498 0.332 0.409
Dhaka City 417 151 25 593 72% 5.874 0.710 1.010
Khulna City 31 8 8 47 6% 0.844 0.367 0.557
Rajshahi City 33 11 2 46 6% 0.419 0.766 1.098
total 597 185 47 829 100% 10.635 0.561 0.780
Total 2893 679 172 3744 134,500 0.215 0.278
53
Source: National Road Traffic Accidents Report 2007, NRSC& BRTA

55 | P a g e
Table 9 Recorded Casualties by Division and City

Number of Casualties Accident rate

Population Fatal
total total injury
Division/ City Fatal Grievous Simple Total Percentage ('000,000) accidents accidents
Divisions, excluding Cities
Barisal 118 48 28 194 4.53% 8,860 0.119 0.141
Chittagong 504 251 158 913 21.33% 22,713 0.181 0.227
Sylhet 226 127 74 427 9.98% 8,628 0.243 0.311
Dhaka 937 381 96 1,414 33.04% 36,368 0.228 0.393
Khulna 197 84 20 301 7.03% 14,958 0.120 0.146
Rajshahi 645 308 78 1,031 24.09% 32,338 0.174 0.223
sub-total 2,627 1,199 454 4,280 100% 123,865 0.185 0.235
Cities
Chittagong City 127 35 26 188 17.54% 3.498 0.362 0.537
Dhaka City 428 267 44 739 68.94% 5.874 0.729 1.126
Khulna City 34 10 15 59 5.50% 0.844 0.403 0.699
Rajshahi City 34 21 31 86 8.02% 0.419 0.811 2.052
sub-tota 623 333 116 1,072 100% 10.635 0.586 1.008
Total 3,250 1,532 570 5,352 134,500 0.798 1.354
Source: National Road Traffic Accidents Report 2007, NRSC& BRTA53

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Table 10 RTA According to Severity and by Road Environment in 2007

Number of Accidents
Road Environment Road class

Collision Type
Urban Rural Total National Region al Feeder Rural City Total
road

Head on 149 380 529 264 88 111 36 44 543

Rear end 206 209 415 181 54 62 16 111 424
Right angle 7 9 16 5 2 4 1 4 16
Side swipe 76 129 205 98 32 49 12 19 210
Overturned vehicle

Hit object in

Hit object off

Hit parked
vehicle
17 34 51 35 4 8 1 7 55
Hit pedestrian 745 1161 1906 819 257 351 172 346 1945
Hit animal 1 4 5 3 2 0 0 0 5
Other 63 86 149 55 18 27 19 33 152
Unknown 34 66 100 3 2 2 1 2 10
TOTAL 1,401 2,343 3744 1,648 506 705 294 591 3744
% total 37% 63% 100% 44% 14% 19% 8% 16% 100%
Source: National Road Traffic Accidents Report 2007, NRSC& BRTA53

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Estimation of total cost for road accidents should not be limited to only those which are officially reported; it should include both reported and unreported accidents as
all accidents incur costs borne by the economy. It is largely admitted that there is large scale under reporting of simple RTA, while the concerned agencies including
the Bangladesh Police believe that fatal and grievous RTA are well reported.

IDC Assessment of Under-Reporting

An IDC assessment in 1995/1996 found that only 20% of casualty RTA were included in the official accident statistics of Dhaka Metropolitan Police (DMP). In
reality, this statistics of accident recording (20%) appears to be on the higher side. It is possible that the actual accident figure is twice as large which means those
only 10% casualties RTA are really being officially recorded. It should be pointed out that the severity ratio i.e. the ratio of RTA injuries to fatality in Bangladesh is
less than 8:1.So again, injuries could be much higher in Bangladesh than is estimated.

The severity ratio will greatly depend upon the extent to which accidents are consistently reported. Fatal accidents are assumed to be the best reported that is almost
half the number of accidents really occurred, while only one out of every 15 simple RTA is believed reported to the police.

Update of Bangladesh Road Traffic Casualty Under-Reporting

A survey of 80,000 households throughout Bangladesh was conducted in 2000. The research study was funded by DFID and conducted jointly by TRL, Institute of
Child and Mother Health (ICMH) and the Bangladesh Transport Foundation to update the road crash costing guidelines for low income countries. According to the
study results there was a 95% probability that at least 8,000 road deaths occurred in 2000 but the best estimate was of over 12,000 i.e. more than the total number that
being reported by the police. Underreporting of injuries is even worse with almost 75 times more serious injuries estimated than that reported by the police for that
year. The study also showed that 13-15 serious injuries for every road death identified. The percentage of underreporting is applied to 2003 accident data for costing
exercise as shown in Table 11.

Table 11 Estimated RTA on the Basis of Reporting

Type Percentage of

BRTA Conservative Best Conservative

Fatal 3250 87% 24% 7242 11467
Grievous 679 18% 1% 46050 92100
Simple 172 5% <1% 23900 79664
Total 3744 100% 77,192 183,233
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL54

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(ii) Road safety Cell (2001-04), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka 57

(iii) Economics Circle, RUC, RHD55

In 2003 an even larger household survey was conducted jointly by the Directorate of HealthServices, ICMH, UNICEF and The Alliance for Safe Children. The
study report published in 2005 is "Bangladesh Health and Injury Survey: Report on Children and Call for Action"8 shows that over 3,400 children were killed and
110,000 seriously injured in road crashes in 2003. This figure is greater than the number of total fatal deaths and 15 times greater than the total injuries for all ages
reported in the RTA 2003 Annual Report.

It has traditionally been assumed that fatal RTA have been the most well reported as this is the case in motorized countries. However in Bangladesh problems of
compensation reduce the reporting of fatal accidents. Further research into the extent of underreporting is required before an accurate assessment of the accident
occurrence can be made. Accidents causing Property Damage Only (PDO) have also been estimated as they too incur costs. Conservative figures have been used with
three PDO RTA being estimated for every casualty RTA. The number of estimated total RTA is set out in Table 12.

Table 12 Estimated Nationwide Total RTA (Casualty Plus PDO)

Basis Casualty RTA PDO multiplier Estimated PDO Total RTA

Conservative

Best

Assumption 183,233 3 549,699 732,932

Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL54

(ii) Road safety Cell (2001-04), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka 57

(iii) Economics Circle, RUC, RHD55

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Valuation of Cost of Various RTA Components

Lost Output

Lost output refers to the loss to the economy of productive capacity of the persons victimized by a road accident. While most accident analysis rely on accident victim
surveys or average wage rate to estimate lost output, average incomes for motorized transport users have been determined by the TTC surveys undertaken in 2004 by
the Economics Circle. Only the average income of a pedestrian had to be calculated additionally using an average per capita income of Taka 2,162 per month (BBS
2004). Table 13 shows the average incomes estimated for the different road user types and the relative casualty share.

Table 13 Estimated Crew Wage Costs/ Av. Monthly Income (Taka 2007 prices)

Truck Truck Bus Bus Bus Auto

Driver per month 5980 4123 8872 5648 4523 5704 4079 5031 3994
Helper per month 2412 1892 4729 3081 2118 0 2000 2034 1267
Driver per hour 23 14 31 22 17 15 17 16 12
Helper per hour 7 5 12 9 6 0 8 5 4
Total financial/hour 30 19 44 31 23 15 25 21 16
Total economic/hour 24 25 35 25 19 12 20 17 13
Source: National Road Traffic Accidents Report 2007, NRSC& BRTA.

It is necessary to calculate the average age of accident victim in order to estimate the net average lifetime income lost by a road user due to an accident. The fatal
casualty statistics by age in 2003 as available from Bangladesh Police has been presented in the following table.

Table 14 Fatal Casualties by Age Group in 2007

Number of Fatalities
Driver Passenger Pedestrian
Age Group Total
0-5 0 17 91 108
6 - 10 2 34 172 208
11 - 15 10 25 95 130
16 - 20 16 46 78 140
21 - 25 30 102 99 231

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 26 - 30 52 101 130 283
31 - 35 31 101 102 234
36 - 40 17 79 125 221
41 - 45 28 53 94 175
46 - 50 20 40 88 148
51 - 55 5 26 64 95
56 - 60 6 19 98 123
61 - 65 3 14 64 81
66 - 70 2 10 48 60
70 - 75 0 4 23 27
> 75 1 1 25 27
Unknown 203 258 498 959
Total 426 930 1894 3250
% 13% 29% 58% 100%
Source: National Road Traffic Accidents Report 2007, NRSC& BRTA

¾ The net lost output for a RTA fatality was based on the following assumptions:

¾ Average age of RTA fatality = 31 years as calculated on the basis of above table

¾ Average lost working years = 26 (average retirement age 57 years minus the average age of RTA fatality 31 years)

¾ Annual discount rate of 12% and average GDP per capita growth rate 3.1% (average of the different growth rates over 26 years as calculated lost output period)

¾ 30% of per capita income is taken to be personal consumption.

¾ The present values of lost output for each user category are set out in Table 15. The average lost output is Taka 812,795.

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Table 15 Estimated Lost Output by Road User Type Costs in Taka

Lost Output Truck Bus Car Rickshaw Pedestrian Average

Parameters
Present Value of Lost
Output 1,272,735 1,808,697 2,691,303 1,458,340 382,173 1,522,650
RTA casualty Share in
percent 15% 20% 6% 11% 48% 100%
RTA casualty Share in
amount 190,910 361,739 161,478 160,417 183,443 211,598

Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

The lost output for RTA injuries was the daily income multiplied by the number of recovery days. 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 to be valued at 100% and the remaining 5 days at 25%, i.e. non-
working/leisure time. On the other hand both days spent recuperating with simple injuries has been assumed to be working days.

Cost per RTA is definitely higher than that per casualty. Therefore RTA multipliers as assumed on the basis of the economics working paper E8 relating to accident
costs are applied to the casualty cost in order to arrive at the RTA cost.

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Table 16 Estimated Lost Output Casualty Costs in Taka

Category Per Fatal RTA Grievous RTA Simple RTA

casualty Number Cost Number Cost Number Cost

Fatality 568,957 1.2 682,748 0 0 0 0
Grievous 6,284 1.0 6,284 1.6 10,055 0 0
Simple 479 1.4 670 2.2 1,053 1.9 910
Total 575,720 689,703 11,108 910
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

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, medicines, 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 centers 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 600 is assigned to each RTA casualty to reflect transport cost.

Hospital costs are difficult to calculate and an average in-patient per day cost and average outpatient visit cost are the best working estimates believed possible. The
Centre for the Rehabilitation of the Paralyzed (CRP) estimates its monthly in-patient cost at Taka

17,280/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 576 will be
used. Average in-patient length of stay is not known for RTA casualties only. However an average in-patient stay of 10 days is assumed, while an average outpatient
length of stay of 2 days is assumed with 50% cost of in-patient stay per day. 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.
63 | P a g e
Table 17 Estimated Medical Costs per RTA Casualty Costs in Taka

Category Per casualtyFatal RTA Grievous RTA Simple RTA

Number Cost Number Cost Number Cost
Fatality 600 1.2 720 0 0 0 0
Grievous 6,048 1.0 6,048 1.6 9,677 0 0
Simple 744 1.4 1,042 2.2 1,637 1.9 1,414
Total 7,392 7,810 11,314 1,414
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

Human Costs: Pain, Grief and Suffering (PGS)

The Road User Cost Study conducted in India in the early 1980’s estimated PGS at 20 per cent of total lost output. This percentage has been maintained in subsequent
Indian costing and was also adopted for the 1995 Nepal accident costing exercise. It has been used in this analysis as a default value pending further research.

As explained under Lost Output, the amount estimated for personal consumption (30% of gross lost output) has been transferred to the traditional PGS Component.
This is added to the 30 per cent proportion of lost output taken as the PGS component to give the cost set out in Table 18. The term “human costs” is used to refer to
this expanded component.

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Table 18 Estimated Human Costs in Taka

Category Per casualty Fatal RTA Grievous RTA Simple RTA

Cost Number Cost Number Cost Number Cost

Fatality 341,374 1.2 409,649 0 0 0 0
Grievous 3,771 1.0 3,771 1.6 6,033 0 0
Simple 287 1.4 402 2.2 632 1.9 546
Total 345,432 546,745 6,665 546
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

Vehicle Damage Costs

One further area of RTA costs is the vehicle and other property damage. This component should also include some costs due to any loss caused to the
businesses because of the vehicle being out of commission. This may be referred to as the lost earnings to the vehicle owners. Vehicle damage was known to be a
major cost component and data was collected during the 2004 survey of operators conducted by the Economics Circle. This data is summarised in Table 19.

Table 19 Estimated Average Per Vehicle Damage Costs in Taka

Cost Medium Small Large Mini Utility Car Tempo Auto

compon Truck Truck Bus Bus Rick
ent
Damage 47,438 30,500 55,800 40,000 26,250 90,000 800 1,000
Lost 56,857 25,000 224,000 20,000 5,500 15,000 818 1,000
earnings
Total 104,295 55,500 279,800 60,000 31,750 21,500 1,618 2,000
Costs

Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

65 | P a g e
(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

In addition, vehicle claim data was provided by one large private insurance company that found that the 1997 average vehicle damage claim cost was Taka 43,500
(265 claims). It needs updating which could not be done during this study. As such estimation of vehicle damage costs was made on the basis of vehicle operators'
survey 2004 irrespective of the insurance claim. Given the uncertainty regarding the proportion of vehicle damage involved in an average accident it was
decided to adopt a cost which might be incurred due to vehicle damage and lost earnings facing a simple average accident. A value around of Taka 97,500 per simple
accident was therefore adopted which accords with the weighted average values from the operators' survey 2004. Then factors 0.05, 1.5 and 2.0 were applied to arrive
at the property damage only (PDO), grievous and fatal accidents cost respectively. Table 20 sets out the resultant costs.

Table 20 Estimated Average Vehicle Related Costs per Accident Costs in Taka

Severity Factor Unit costs

Fatal 2.0 195,053
Grievous 1.5 146,289
Simple 1.0 97,526
PDO 0.05 4,876
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

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Administrative Costs

Administrative costs include the “handling costs” incurred by police, insurance companies and courts in investigation of road accidents as well as prosecution and the
settlement of insurance claims. 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.

Given the level of under-reporting, the relatively few vehicle insurance claims, 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 of Tk 1,500 is suggested for general administrative costs.

Total Road Accident Cost Estimates

Costs Not Included

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 costing include:

¾ loss of earnings of care giver (i.e. family member must give up work to provide home care);

¾ work replacement cost, i.e. training to the replacement;

¾ travel time delay from accidents, including that from road blockades occasionally created after accidents;

¾ clearing up of accident spot/scene;

¾ leisure time lost in the post working years;

¾ life expectancy reduced of RTA casualties.

¾ Moreover, this accident costing exercise was limited to the three main casualty types, fatal, grievous and simple. It did not factor those grievously injured who are
left disabled and with reduced earning capability.

Average Accident Cost by Severity

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As the RTA cost calculation analysis is almost exclusively focused on the losses to society related to the victim himself hence 5 basic components including human
cost are considered in this report to quantify. Table 6.14 shows the total cost of each RTA by severity and according to various cost components.

Table 21: Estimated Total Accident Costs By Severity Type and Cost Component in (‘000 Tk)

Component Fatal Grievous Simple PDO

Lost output 689.7 11.1 0.9 0.0
Medical costs 7.8 11.3 1.4 0.0
Human costs 413.8 6.7 0.5 0.0
Vehicle damage 195.1 146.3 97.5 4.9
Administration 1.5 1.5 1.5 1.5
Total 1307.9 176.9 101.9 6.4
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

According to the above cost estimates, a fatal RTA costs 7 times that of a grievous RTA and 13 times than that of a simple RTA. Property damage only accidents
have been estimated at only 16 per cent of a simple accident. The cost of a grievous RTA is estimated at a value around 2 times higher than that of a simple RTA.

National Road Traffic Accident Costs

This sets out the sum of all cost components for the total number of estimated accidents in 2004. The total cost of all road accidents, including PDO, has been
conservatively estimated at Taka 21,529 million or US$ 365 million. The major portion of the costs is due to casualty accidents along with property damage only
accidents accounting for 7 per cent of total costs. On the other hand, the total cost of accident stands at Taka 42,910 million or US$ 727 million according to the best
estimate of underreporting

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Table 22 Estimated Annual National RTA Costs in Taka

Item Average Number of Total Cost Number of Total Cost (million

Cost per Accidents (million Tk) Accidents Tk)

accident
Conservative Estimate Best Estimate
Fatal RTA 1,308 7,242 9,472 11,467 14,997
Grievous RTA 177 46,050 8,145 92,100 16,290
Simple RTA 102 23,900 2,435 79,667 8,118
Total casualty RTA 77,192 20,052 183,233 39,405
PDO RTA 6 231,576 1,477 549,700 3,505
Total RTA 308,768 21,529 732,933 42,910
Av. Casualty RTA Cost 0.279 0.234
Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA

According to the conservative estimate the average casualty RTA is estimated to cost Tk 279,000 (US$ 4,729), while the total annual RTA costs amount to Taka
21,529 million (US$ 365 million). It means that the total annual accident cost borne by the country is equal to 0.6 per cent of Gross National Product in 2004-05 (Table
22).

According to the best estimate the average casualty RTA is estimated to cost Tk 234,000 (US$3,966), while the total annual RTA costs amount to Taka 42,910 million
(US$ 727 million). It means that the total annual accident cost of the country is equal to 1.3 per cent of GrossNational Product in 2004-05 (Table 23). Thus
road accident causes a huge unacceptable waste of life as well as scarce resources of Bangladesh.

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Table 23Estimated Total Annual Accident Costs as Proportion of GDP

Item Taka Million US$ Million Taka Million US$ Million

Conservative Estimate Best Estimate
Estimated Total Annual 21,529 365 42,910 727
Gross Domestic Product at 3,325,670 56,367 3,325,670 56,367

2003-04 current Market prices

Accident Costs %GDP 0.6% 0.6% 1.3% 1.3%

Source: (i) Aeron-Thomas (2003), Bangladesh Road Crash Costing Discussion Document, TRL

(ii) Road Safety Cell (2007), National Road Traffic Accident Report, BRTA, Allenbari, Dhaka

(iii) Economics Circle, RUC, RHD

(VI) National Road Traffic Accidents Report 2007, NRSC& BRTA (iii) Economics Circle, RUC, RHD

Note: US$1=70Taka

For further accuracy consider the proportions of casualty classes and severity levels of Australia and India having the nearby vehicle composition, socio- economic and
safety conditions. In India, Dr. Dinesh Mohan investigated many significant features relating to the RTA cost in the perspective of Indian economy and social
standard in his “Social Cost of Road Traffic Crushes in India.” He showed the proportion of different the casualty classes and severity levels are 1 : 15 : 70 and
1 : 1.69 : 15.85 : 23.50 respectively and for Australia these are 1 : 1.38 : 25 and 1 : 1.09 : 14.59 : 21.83 respectively. By considering the proportions of those countries
every year, in Bangladesh number of fatality is 9000. Numbers of grievous and simple injuries are 17,890 to 23,540 and 1, 39,840 to 1, 57,320 respectively. Based on
this assumption the Socio-economic costs of road traffic accidents is about BDT 7,500 crore to BDT 9,000 crore which is about 1.85 to 2.25 percent of GDP.

70 | P a g e
Accident cost data in Bangladesh are not properly maintained but these are quite significant and cause a substantial drain on its resources. As traffic volume and the
population increase, these costs will increase more than proportionately. Immediate action is required to address the accident problem in Bangladesh.

The estimation of the actual number of road accidents is the main problem in Bangladesh. Some progress was made in respect of knowing the number of
accidents according to severity, though further research is required on this fundamental problem as an accurate assessment of the various dimension of RTA has not
yet been possible. More research is also required on the weights to be given to a fatal RTA vis-a-vis a grievous RTA or a simple RTA. The size of the sample survey
has also to be increased in respect of vehicle damage costs and loss of earnings. Another important component of research is the estimation of RTA related
medical costs based on hospital survey both public and private and also household survey of the victim

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Social Impact of Road Traffic Accident in Bangladesh

While those in the prime of life were the main victims, children accounted for more than one in every four road deaths in rural households and among the urban poor
households. Although the poor reported higher involvement of children as road deaths and seriously injured, there was no significant difference between the poor and
non-poor children. While no estimates of their relative share in traffic were available, children under the age of 14 are estimated to account for 39% of the total
population (UN, 2001).Girls accounted for a larger share of total female deaths and serious injuries than boys did for total males . This was consistent with the draft
findings of the Bangladesh Health and Injury Survey that found the mortality rate for transport injuries was much higher for girls under the age of 10 than for boys
(Rahman, 2003).

Impacts on households

Whereas only one person may be involved in a road crash, the whole household can be affected, financially, socially and emotionally. Impacts include the direct out-of-
pocket expenses incurred and the indirect costs of loss of work time, as well as the knock-on effects and the household response to this sudden shock. As the survey
recall period for injuries was only one year, the impacts on the injured household are based on the short term and immediate aftermath and thus will not reflect the
longer-term effects on the permanently disabled. The recall period for deaths was longer (5 years) and so the impacts from deaths and serious injuries are discussed
separately.

Three key areas are addressed below:

§ Prevention

§ Post crash care

§ Access to justice

These are intended to improve the understanding of the problem (incl uding its size), and promote actions that will reduce the risk and medical and social consequences
of a road crash, especially to the poor.

Road traffic injury prevention

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A very high proportion of the poor are being killed and seriously injured as VRU’s, especially while walking. Accordingly road safety prevention efforts should be
targeted at reducing the risk to VRUs. This should include such key actions as road safety audits being integrated into road rehabilitation programmes. Road safety
audits check the collision potential of any road improvements, including that to VRUs.

It should be noted that while VRU safety should be the priority, this is not the same as making VRU’s the target audience for all road safety interventions. Children and
pedestrians may account for a large per cent of the number of casualties but they are also the vast majority of the population. By comparison, there are many fewer
motor vehicle drivers and owners who are involved in fatal and serious injury crashes. For example, in Uganda a juvenile (under the age of 18) has a 1 in 8000 annual
chance of being killed or seriously injured in a road crash, whereas a driver has less than a 1 in 100 annual chance of being involved in a fatal or serious injury crash
(TRL, 2004). Instead of trying to change the behaviour of millions of children in order to save hundreds of their lives, a more logical approach would be to target
drivers and owners who will be adults and on average, much better educated and more affluent than the potential casualties.

Owners and drivers should also be the target group to increase seatbelt usage as many motor vehicle occupant casualties, including those to the poor, could be avoided
with the use of seatbelts. With most passengers in buses (including mini and microbuses), seatbelt enforcement was not thought to be possible. Kenya, with its recent
introduction of seat belt requirements for matatus (mini -buses), has shown otherwise. Lessons should be learnt from Kenya (lead time, publicity campaign, tax

Exemption, etc.) to help other countries increase seat belt usage.

Post-crash medical care

Post-crash care cannot be ignored with road deaths expected to increase by over 80 per cent in low and middle income countries in the next few decades (WHO, 2004).
The injured and the burden on carers and their households will also increase and the vast majority of these are unlikely to be prevented. As with all other health and
social problems (i.e. WHO’s “3 by 5 campaign” for 3 million HIV sufferers to receive anti-retroviral medication by 2005), investment must be made in containing the
damage and improving the injured and bereaved families’ chances of recovery.

Road safety plans and strategies need to include actions that improve pre hospital emergency medical services as well as acute care in hospitals and rehabilitation
services.

Access to justice

In the vast majority of countries, more lives are lost on the road than by murder and the police will be responsible for investigating more road deaths than other
suspicious deaths (Aeron-Thomas, 2003). As road crashes have traditionally been considered as ‘accidents’, they have not ranked high in police priorities. To the
bereaved family however, there is no difference in the outcome, i.e. a sudden unnatural and unnecessary death to a loved one. Lack of confidence in the judicial system
results in victims not reporting road crashes to the police and accepting private out of court settlements which may be timely rather than adequate. Fatal and serious
road traffic crashes need to be investigated properly, with culpable drivers prosecuted for the community to believe life is not cheaper on the road.

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Support services that are beginning to be established for both victims of crime, such as domestic and sexual violence victims, and victims of disease (HIV) should also
be extended to the bereaved and grievously injured road traffic victims. Likewise restorative justice programmes should consider including road traffic crashes as many
drivers may be more culpable than criminal and the victims, especially the poor, may be more in need of financial compens ation than seeing a driver imprisoned. Civil
compensation policies that assume drivers to be liable for crashes involving cyclists and pedestrians should facilitate faster compensation to VRU victims.
Compensation procedures need to be publicized in order for the public to be aware of their rights and funds established for hit and run victims.

Limitations

In this section first the cost calculation side is discussed. Calculation of Socio-economic cost of RTA is almost exclusively focused on the losses to society related to
the victim himself and those of others close to the victim. Some other cost components not factored in this research and kept for further research are:

 Travel time delay from accidents, including that from road blockades occasionally created after accidents;

 Another important cost component that is a cost associated with disruption or delays to economic activities because of destroyed of important goods in
accidents or damaged for being so late delivery;

 Leisure time lost in the post working years;

 Cost of environment pollution due to accidents for extra travel of victims (rescue services, transfer from hospital to hospital etc), their relatives (visiting, caring
etc), administrative authorities etc.

Other import factors that came out from this paper includes the following point

 Under Reporting of Accidents

The widespread under reporting and incomplete collection of specific details of accident data are, however a major problem in Bangladesh. Most of the injury and
property damage accidents are not reported at all. In- deed, many of the fatal accidents are not reported particularly in the remote regions. A case study on selected
police stations adjacent to the highway have shown that there is a significant difference in the number of acci- dents between the MAAP5 accident database and the
First Information Report (FIR), with lower number of accidents in the central MAAP5 Database (ARI, 2007). Due to such immense under reporting, it is difficult to
74 | P a g e
understand the magnitude and economic burden of accidents and to carry out comprehensive road safety research to identify the causative factors for developing
scientific and effective measures.

 Institutional Weaknesses

Road safety improvement efforts and initiatives in Bangladesh seriously affected from several drawbacks and weaknesses in particular institutional weaknesses. Lack
of support, coordination, cooperation, collaboration among safety stakeholders is could be noted as the leading barrier for institutional capacity building.

 Lack of Professional Capacity and Expertise

A road safety research unit ideally needs several members interacting to ensure a critical mass working together and maximizing the research's potential impact on road
safety policy. Training needs should be covered by university courses, short in-house courses, and overseas training. These are lack of a strong professional safety
agency with adequate executive powers and responsibilities; fragmentation of responsibilities between agencies and insufficient inter-agency coordination; low level of
staffing and lack of professional capacity; lack of trained traffic police for effective enforcement and traffic regulations etc.

 Resource Constraints

According to the Technical Note No.1 Review of Recent Projects and Research. March 1996 , ADB, In South Asia, India has been the most active in promoting road
safety with research being undertaken by the Central Road Research Institute (CRRI) and the Indian Institute of Technology (IIT). On the other hand, road safety
project in other countries like Bangladesh, include very insignificant local financing (ADB, 1996).

Without a stable and sufficient flow of funds for road safety, any attempt to solve road safety problems is bound to fail. Therefore, it is necessary to establish national
road safety funds that are run like a business and financed through road user charges and insurance company revenues and automobile companies revenues among
others. The character of such road safety funds are listed below:

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

• Oversight by a board with qualified and powerful members from the private and public sector and representing all important groups with vested interest in road
safety.

• Revenue incremental to the public budgets and coming from charges related to road use and channeled directly to the national road safety fund band account.

• Sound financial management systems with lean efficient administrative structure

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• Regular technical and financial audits

• All of those principles are overwhelmingly important in the context of safety improvement programs in Bangladesh.

 Lack of Strong Political Support and Commitment

Funding is synonymous with political support and is required to ensure appropriate staffing and resources are available for road safety research. Funding must also be
consistent and reliable to allow research adequate development time. There is a strong need of political commitment and support. For the absence of lead agency, there
is no owner of road safety in the state.

 Wrong Policy

The development history of road transport in Bangladesh, particularly after the independence of the country, more focus was given in developing road length and
number of bridge by constructing new roads and bridges and very insignificant consideration was given for the maintenance and road safety. Road construction
followed standard geometrics with least concern for road safety. Undertaking/implementing road safety program initiatives as a component or a sub-component of other
large road improvement projects resulted in lower attention by the concerned authorities of project implementation.

 Lack of Integration between Concern Agencies

Road safety is a multi-disciplinary issue and the concern of government at national, regional and local levels, civil society and business. Road safety research is not an
end in itself and findings need to be shared, discussed, and applied in order for the full benefits to be realized. Research findings can be disseminated through seminars
and training courses, and through international conferences. Research findings should be integratable into transport policy, which requires a close working relationship
and integration between different concern organizations and institutions particularly the traffic police, road engineers and researchers. In Bangladesh, different
organizations are working for transport mobility and safety but there has huge lack of co- ordination and integration between them.

 Lack of Government and Private Partnership

In Bangladesh the very few road safety initiatives which is usually undertaken particularly by the Government organization, Universities and Research Institutes and is
normally financed by the country. In many of the developed and developing countries road safety programs spans several public and private organizations and which is
funded from several different sources viz. industries, manufacturers, development authorities. Involvement of insurance, motor industry, and road transport industry
groups (bus/truck owners association/workers Federation) should be considered in the road safety initiatives. Unfortunately, such initiatives are extremely infrequent in
Bangladesh particularly in last few years.

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  Lack of International Linkage, Support and Cooperation

As discussed earlier, development of international linkage, support, cooperation and coordination is initiated through organizational or individual effort; but it is very
infant level yet to deal with the road safety crisis. There is a strong need to develop a global partnership with international aid, funding, social welfare
organizations/institutions and academic and research institutions through strong leadership and communication.

 Poor Accident Data Recording System

Currently, there is only police reported accident database in Bangladesh. Hospital or insurance-based accident database has not yet been developed. ARI is continuing
its effort to develop newspaper based accident data- base but the newspapers have large reporting inconsistencies and highlight generally on major fatal accidents
particularly in the nearby core areas/around growth centers. Injury accidents or remote areas’ accidents are almost unseen in the newspaper reports. Even the newspaper
reporting quality is not quite significant and elaborate with respect to facts finding analysis and research. Indeed, the police reported accident database is al- so not
sufficient and substantial for in-depth accident analysis and qualitative research. Multiple independent databases are needed to reduce underreporting and to maintain
and improve quality of databases.

Concluding remarks

This study has provided evidence that while the poor may not be at increased risk to road death and serious injury, many of the households identified were not poor
before the road death and serious injury. With the most common victim being the main source of household income, this is not surprising. Nevertheless, the fact that
many non-poor households become poor following a family member’s involvement in a road crash is obviously hindering national and international efforts to reduce
poverty significantly. Many of the above recommendations are, of course, not new. The call to improve alternative data sources to that of the police dates back many
years and has been a common theme in the last decade. Similarly, road safety audits have been promoted for several years as they balance the traditional road
construction and maintenance focus on motorized traffic and ensure that the safety needs of all, including those on the roadside who are not travelling, are considered.
More comprehensive studies are, however, still required in countries like Bangladesh to investigate the involvement of the poor in road crashes and the impact that
these crashes have on the families affected. It is hoped that with the long awaited involvement of the health sector, data can be improved and additional resources can
be invested in prevention and control of road traffic injury with a greater focus on the casualties and their families.

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 Recommendations

For improving road safety situation by implementing target-oriented research based scientific and sustainable program with respect to the condition of our country,
Bangladesh as discussed in the previous sections the following aspects are urgent requirements.

 Strong political commitment, efforts and need to recognize road safety problem is an man-made disaster which is predictable and preventable and to give road
safety issue a central importance in policy agenda.

 Designating central lead agency that would be the owner of the road safety of the state and will monitor and evaluate the whole activities.

 Detailed systematic accident data collection, recording, reporting and computerized database development.

 Ensure educate funding and logistics support.

 Strong co-ordination and collaboration with the different agencies.

 Institutional and professional capacity building.

 Institutional arrangements form the foundation of the road safety management system

 Strong collaboration with the international agencies and other specialized institutes viz. AusAID, World Bank, ADB, WHO, UN, ESCAP, ARRB,
REAAA, GRSP, iRAP, IATSS etc.

 Professional linkage and sharing of knowledge, technology transfer, knowledge sharing and good practices.

 Private partnership and support.

 Collaborative research and education with the private organization and foreign agencies.

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Annexure 01: Budget

BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
Preparatory and End line Work
A1 Research (Baseline)
1,000,00 1,050,00 1,102,500 1 - - 1 1,000,000 - - 1,000,000
0 0
A2 Production of Interactive Popular
Theatre 60,000 63,000 66,150 21 - 21 1,260,000 - - 1,260,000
a. Mohara for IPT team at Upazila level
5,000 5,250 5,513 21 21 - 110,250 - 110,250
A3 Develop 2 Training Modules,
Guideline and handout 400,000 420,000 441,000 2 - - 2 800,000 - - 800,000
A4 ToT for trainers and staff
70,000 73,500 77,175 1 - 1 70,000 - - 70,000
A5 Preparatory/ operational workshop
32,000 33,600 35,280 1 1 1 3 32,000 33,600 35,280 100,880
C End line survey/Evaluation
1,500,00 1,575,00 1,653,750 - 1 1 - - 1,653,75 1,653,750
0 0 0
A6 Staff recruitment (advertise cost)
50,000 52,500 55,125 1 - - 1 50,000 - - 50,000
A7 Monitoring framework and Activity
(Media+advocacy) tracking 200,000 210,000 220,500 1 1 2 - 210,000 220,500 430,500
a. MIS software development and
training 100,000 105,000 110,250 1 - 1 - 105,000 - 105,000
Sub Total

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
3,212,000 458,850 1,909,53 5,580,380
0
Output 1: Develop draft SRC based on research and review and consultation with relevant stakeholders
1.1 Causal Analysis of road accident
(including consultant fee)
a)Local & International Consultant 3,106,66
7 3 3 9,320,000 - - 9,320,000
b)Data Collection
190,476 190,476 15 6 21 2,857,143 1,142,857 4,000,000
c)Report Analysis
95,238 21 21 2,000,000 2,000,000
d)Logistic & Transport
365,714 365,714 15 6 21 5,485,714 2,194,286 7,680,000
1.2 Publication and dissemination of
review results 800,000 840,000 882,000 1 1 - 840,000 - 840,000
1.3 SRC drafting committee consultation
fee 2,400,00 2,520,00 2,646,000 1 1 2,400,000 - - 2,400,000
0 0
1.4 Briefing and Coordination with
National Advisory body 70,000 73,500 77,175 2 3 3 8 140,000 220,500 231,525 592,025
1.5 SRC drafting consultation (lobby) with
government and follow-ups (6 20,000 21,000 22,050 2 6 4 12 40,000 126,000 88,200 254,200
ministries/Times)
1.6 SRC drafting consultation (lobby) with
partners and develop action plan and 5,000 5,250 5,513 4 4 4 12 20,000 21,000 22,050 63,050
follow-ups (times)
1.7 SRC drafting consultation with trade
union/ Bus/Truck owner associations 70,000 73,500 77,175 1 2 1 4 70,000 147,000 77,175 294,175
and develop action plan and follow-up

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
meetings (National)
1.8 SRC consultation meetings with trade
union and Owners associations 50,000 52,500 55,125 7 11 11 29 350,000 577,500 606,375 1,533,875
members (District)
1.9 SRC drafting consultation with local
administration, develop action plan and 50,000 52,500 55,125 6 5 11 - 315,000 275,625 590,625
follow-up
1.1 SRC drafting consultation with LGI,
0. local administration, Local NGO, 30,000 31,500 33,075 21 - 21 - 661,500 - 661,500
CBOs and political leaders develop
action plan and follow-up
1.1 Review/ assessment of communication
1 strategy and materials on road safety 1,800,00 1,890,00 1,984,500 1 - 1 1,800,000 - - 1,800,000
0 0
1.1 Develop standardized advocacy and
2 communication materials and message 1,500,00 1,575,00 1,653,750 - 1 1 2 - 1,575,000 1,653,75 3,228,750
and pre-test 0 0 0

Sub Total 22,482,857 9,820,643 2,954,70 35,258,200

0
Output 2: Social Endorsement of draft SRC by CBOs, local drivers and helpers, school children and media
2.1 Two day Orientation for BRAC Field
staffs 70,000 73,500 77,175 11 11 - 808,500 - 808,500
2.2 SRC campaign with BRAC CBOs and
local haat bazar
(IPT/documentary/drama shows, action
plan) (21 upzx9 =189 unionX 9 spots+
189 bazzar)
b) IPT shows

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
2,800 2,940 3,087 100 800 940 1,840 280,000 2,352,000 2,901,78 5,533,780
0
b) Community meetings
400 420 441 100 800 940 1,840 40,000 336,000 414,540 790,540
c) Follow-up
200 210 221 100 800 940 1,840 20,000 168,000 207,270 395,270
2.3 SRC promotion campaign at school,
college and madrasha (quiz,
documentary shows, demonstration
etc.) (21 upzx1 school+1 madrashax2
times a yearx3 years) class six and
seven)
a) Documentary/drama/animation show
with Quiz and discussions 2,500 2,625 2,756 21 42 42 105 52,500 110,250 115,763 278,513
b) drama +role play with demonstration
2,500 2,625 2,756 21 42 42 105 52,500 110,250 115,763 278,513
2.4 SRC promotion campaigns at garages/
terminals to promote SRC among local
bus/truck drivers and helpers (21x2xbi-
monthly)
a) Pala song/IPT/Docu-drama Shows
and discussion 3,200 3,360 3,528 147 259 224 630 470,400 870,240 790,272 2,130,912
2.5 SRC action plan follow-up with trade
union and Owners associations 40,000 42,000 44,100 11 22 22 55 440,000 924,000 970,200 2,334,200
members
2.6 Joint Workshop with district press-
club with Bus/truck owners/ union 50,000 52,500 55,125 11 11 22 - 577,500 606,375 1,183,875
leaders/ terminal committee members/
Association and Sromik (Worker)

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
Union
2.7 Training of SRC promotion volunteers
and best promoter award (21 upzx25 70,000 73,500 77,175 6 16 20 42 420,000 1,176,000 1,543,50 3,139,500
personx 3 times) 0
a. Best promoter award
200,000 210,000 220,500 - 1 1 - - 220,500 220,500
2.8 Media promotion series and partnership
(yearly)
a) TV Series
3,500,00 3,500,00 3,500,000 1 2 3 - 3,500,000 7,000,00 10,500,000
0 0 0
b) Investigative reporting
1,000,00 1,000,00 1,000,000 2 2 4 - 2,000,000 2,000,00 4,000,000
0 0 0
c)TV/radio Spot /with Celebrity
Appearance 2,000,00 2,000,000 1 1 2 2,000,000 2,000,00 4,000,000
0 0
d) SRC Media fellowship to promote
in-depth reporting (times) 160,000 168,000 176,400 1 2 2 5 160,000 336,000 352,800 848,800
e)Partnership building with media
(district press club+ national electronic
and print)
i.Sharing with local media
15,000 15,750 16,538 4 11 7 22 60,000 173,250 115,763 349,013
ii. Sharing with National level media
20,000 21,000 22,050 2 3 3 8 40,000 63,000 66,150 169,150
2.9 National SRC awareness Campaign at
Bus stand/ terminals and around 1,500,00 1,575,00 1,653,750 - 1 1 2 - 1,575,000 1,653,75 3,228,750
metropolitan cities to attract mass 0 0 0

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
attention especially through media
coverage
2.1 Signature campaign to create evidence
0. of mass support base in favour of SRC 45,000 47,250 49,613 - 1 1 2 - 47,250 49,613 96,863
2.1 Exposure visit for leaders in transport
1 sector to BRAC's Driving School 500,000 525,000 551,250 1 1 2 - 525,000 551,250 1,076,250
( Yearly)
2.1 Social Media campaign (lump some)
2 500,000 525,000 551,250 - 1 - 1 - 525,000 - 525,000

2,035,400 18,177,24 21,675,2 41,887,927

0 87
3 Salary and Benefit
3.1 Program Coordinator 20% (L 17)
23,310 25,641 28,205 1 1 1 3 279,722 307,695 338,464 925,881
3.2 Program Manager 50% (L 15-16)
50,859 55,945 61,539 1 1 1 3 610,308 671,339 738,473 2,020,119
3.3 Sr. Manager 100%(L14)
73,121 80,433 88,476 1 1 1 3 877,452 965,197 1,061,71 2,904,366
7
3.4 Manager 100%(L13)
57,823 63,605 69,966 2 2 2 6 1,387,752 1,526,527 1,679,18 4,593,459
0
3.5 Sr/Policy Analyst-01 (50%)(L14)
36,561 40,217 44,238 1 1 1 3 438,726 482,599 530,858 1,452,183
3.6 Manager-Communication &
Documentation (20%)(L 13-14) 14,624 16,087 17,695 1 1 1 3 175,490 193,039 212,343 580,873
3.7 Manager-Monitoring & Evaluation
(25%)(L13-14) 18,280 20,108 22,119 1 1 1 3 219,363 241,299 265,429 726,092

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
3.8 Advocacy and Networking Officer
(20%)(L13) 11,565 12,721 13,993 1 1 1 3 138,775 152,653 167,918 459,346
3.9 Sr. Social Communicator (field
monitoring and reporting+national 49,188 54,107 59,517 1 1 1 3 590,256 649,282 714,210 1,953,747
support) 100%(L11-12)
3.1 Sr. Field Coordinator-Compliance/
0. Admin (20%)(L 11-12) 9,838 10,821 11,903 1 1 1 3 118,051 129,856 142,842 390,749
3.1 Sr. Social Communicator (Media) 80%
1 (L12) (HO) 39,350 43,285 47,614 2 2 2 6 944,410 1,038,851 1,142,73 3,125,996
6
3.1 Social Communicator/Sr. Social
2 communicator (Field) 100%(L10-11)) 36,674 40,341 44,376 6 6 6 18 2,640,528 2,904,581 3,195,03 8,740,148
9
3.1 Communication Worker (21x12)100%
3 9,100 10,010 11,011 21 21 21 63 2,293,200 2,522,520 2,774,77 7,590,492
2
3.1 Consultant for SRC (4+4+4 months)
4 200,000 220,000 242,000 1 - 1 2,400,000 - - 2,400,000
3.1 Road Safety Programme Coordinator
5 50%(L-17) 58,276 64,103 70,513 1 1 1 3 699,306 769,237 846,160 2,314,703
3.1 Accountant (25%)
6 5,000 5,500 6,050 21 21 21 63 1,260,000 1,386,000 1,524,60 4,170,600
0
Sub-total
15,073,340 13,940,67 15,334,7 44,348,755
4 41
4 Travelling and Accommodation and
others
4.1 Programme coordinator (20%) (L 17)

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
2,000 2,140 2,290 1 1 1 3 24,000 25,680 27,478 77,158
4.2 Sr. Manager (100%)(L 14)
8,000 8,560 9,159 1 1 1 3 96,000 102,720 109,910 308,630
4.3 Sr/Policy Analyst-01 (50%)(L14)
5,000 5,350 5,725 1 1 1 3 60,000 64,200 68,694 192,894
4.4 Manager-Monitoring (25%)(L13-14)
2,000 2,140 2,290 1 1 1 3 24,000 25,680 27,478 77,158
4.5 Manager 100%(L13)
5,000 5,350 5,725 2 2 2 6 120,000 128,400 137,388 385,788
4.6 Sr. Social Communicator 100%(L11-
12) 6,000 6,420 6,869 2 2 2 6 144,000 154,080 164,866 462,946
4.7 Sr. Social Communicator/Compliance
(20%) (L 11-12) 1,400 1,498 1,603 1 1 1 3 16,800 17,976 19,234 54,010
4.8 Sr. Social Communicator (Media)65%
(L12)(HO) 4,550 4,869 5,209 2 2 2 6 109,200 116,844 125,023 351,067
4.9 Social Communicator (Field) 100%(L
10/11) 6,000 6,420 6,869 6 6 6 18 432,000 462,240 494,597 1,388,837
4.1 Communication Worker (21X12)100%
0. 1,500 1,605 1,717 21 21 21 63 378,000 404,460 432,772 1,215,232
Sub-total
1,404,000 1,502,280 1,607,44 4,513,720
0
5 Office Furniture/Fixture &
Equipment
5.1 Computer Desktop
60,000 4 - - 4 240,000 - - 240,000
5.2 Laptop for HO
70,000 1 - - 1 70,000 - - 70,000
5.3 Laptop (Note book) for field staff

86 | P a g e
 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
60,000 5 - - 5 300,000 - - 300,000
5.4 Printer
15,000 2 - - 2 30,000 - - 30,000
5.5 Camera (flip/digital)
18,000 6 - - 6 108,000 - - 108,000
5.6 Table, Chair-(@Tk.6500/staff)
6,500 23 - - 23 149,500 - - 149,500
5.7 District office rent
7,000 7,525 8,089 5 5 5 15 420,000 451,500 485,363 1,356,863
5.8 Upazila office rent (1500X21 offices)
1,500 1,613 1,733 21 21 21 63 378,000 406,350 436,826 1,221,176
5.9 Motor Cycle
125,000 6 - - 6 750,000 - - 750,000
Sub-total
2,445,500 857,850 922,189 4,225,539
6 Maintenance cost
6.1 Phone, Fax, Courier head office
800 840 882 11 11 11 33 105,600 110,880 116,424 332,904
6.2 Phone, Fax, Courier photocopy for
Field 800 840 882 27 27 27 81 259,200 272,160 285,768 817,128
6.3 Computer, Printer maintenance
500 525 551 27 27 27 81 162,000 170,100 178,605 510,705
Sub-total
526,800 553,140 580,797 1,660,737
7 Program Management & Evaluation
7.1 Lesson Learnt Sharing (yearly)
- - 500,000 - - 1 1 - - 500,000 500,000
7.2 Staff Meeting (Monthly, Quarterly,
Yearly) 20,000 21,000 22,050 4 4 4 12 80,000 80,000 80,000 240,000

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 BRAC
Project Name: Promoting Safe Road Code (SRC)
Project Duration: January 2013 to December 2015
Sl. Activities Unit cost in Taka Number of Unit Total Year wise cost in Taka
Year Year Year Year Year Yea Events Year Year Year Total
1 2 3 r 1 2 3
1 2 3
Sub-total
80,000 80,000 580,000 740,000
8 Capacity Building
8.1 International training & exposure visits
for staff 400,000 420,000 441,000 1 1 2 - 420,000 441,000 861,000
8.2 National Training & exposure visits for
Staff 100,000 100,000 100,000 2 2 4 - 200,000 200,000 400,000
Sub-total
- 620,000 641,000 1,261,000
Total
47,259,897 46,010,677 46,205,6 139,476,257
84
Overhead 07%
3,308,193 3,220,747 3,234,39 9,763,338
8
Grand Total
50,568,090 49,231,424 49,440,0 149,239,595
81

Annexure 02: Responsibility Sharing between ASC and Road Safety Programme

Promoting Safe Road Code

Sl. No Activity Level Responsibility Remarks
Lead Associate
a. Development of Training Module, N RS , ASC -
Guideline and handout
b. ToT for trainers and staff N RS, ASC -

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Activities under output 1.1: Develop draft SRC based on research and review and consultation with relevant stakeholders
1. Causal Analysis of road accident N ASC, RS
2. Dissemination sessions on review N ASC RS
results
3. SRC drafting committee Formation N RS ASC
4. Briefing and Coordination Meeting ASC RS
with National SRC drafting
committee
5. SRC drafting consultation with N ASC, RS -
government and follow-up
6. SRC drafting consultation with N&L ASC, RS -
partners and develop action plan and
follow-up meetings
7. SRC drafting consultation with trade N ASC, RS -
union/ owner associations and
develop action plan and follow-up
meetings (National)
8. SRC consultation meetings with L ASC RS
trade union and Owners associations
members (District)
9. SRC drafting consultation with local L ASC RS
administration, develop action plan
and follow-up
10. SRC drafting consultation with LGI, L ASC RS
local administration, Local NGO,
CBOs and political leaders
11. Review/ assessment of N ASC RS
communication strategy and
materials on road safety
12. Develop standardized advocacy and N ASC RS
communication materials message
and pre-test
Activities under output 1.2: Social Endorsement of draft SRC by CBOs, local drivers and helpers, school children and media
13. Orientation for BRAC L RS, ASC
Field staffs

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14. SRC campaign with L ASC RS
BRAC CBOs and local
haat bazar

15. SRC promotion L ASC RS

campaign at school,
college and madrasha

16. SRC promotion L ASC RS

campaigns at garages/
terminals to promote
SRC among local
bus/truck drivers and
helpers

17. Joint Workshop with L ASC RS

district press-club with
Bus/truck owners/
union leaders/ terminal
committee members/
Association and
Sromik (Worker)
Union

18. Training of SRC L RS ASC

promotion volunteers
and Best promoter
award

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 19. National SRC N &L ASC , RS -
awareness Campaign at
Bus stand/ terminals
and around
metropolitan cities to
attract mass attention
especially through
media coverage

20. Visit BRAC’s Driving N RS, ASC

School
21. Signature campaign to N& L ASC RS
create evidence of
mass support base in
favour of SRC

Annexure 3: Activity LFA of Promoting Safe Road Code

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SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
Activities under output 1.1: Develop draft SRC based on research and review and consultation with relevant stakeholders
1 Causal Analysis of N To identify the No of causal Analysis Analysis Report, Minimized the gap of Better effective road
road accident comparative contribution conducted on contribution of ToR need for a safety interventions
of humans, vehicles and humans, vehicles and road comprehensive research are designed and
road environment in road environment in road accidents on road accidents in implemented by
accidents in Bangladesh in Bangladesh Bangladesh and government and non-
contributed in the future government partners
result based based on result of the
interventions on road analysis
safety

2 Dissemination of N/L Share the result with No. of dissemination initiative Register, Individual and The research is well
causal analysis of relevant stakeholders and taken Meeting Minute, organizations, including recognized by the
road accident plan future actions event reports GoB, are informed about relevant stakeholders
the result of the Causal as an important
Analysis of road document and
accident promoted better use of
it.
3 Formation of SRC N Development of a draft No. of members selected in the ToR with A draft Safe Road Code SRC code finalized
Drafting Committee Safe Road Code drafting committee form drafting developed ensuring and endorsed by govt.
incorporating inputs from government, non-government committee, Draft involvement of all as a tool to promote
all stakeholders sector and research institutes SRC documents partners, from national road safety
to local level
4 National Advisory N Framing common No. of members agreed to be in ToR, Meeting A common platform Ownership of the SRC
body/alliance/ understanding and the National Advisory minutes, Event created with all the like- by partners and
consultative group ownership with all the Body/Committee/ Alliance, Reports minded organizations, strengthened the
like-minded form government, non- agency and research movement in favour
organizations, agency government sector and research institutes with common of road safety
and research institutes on institutes understanding on road
policy advocacy and safety
social communication for
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SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
SRC promotion
5 Briefing and N Share update and No. of participants attended Meting Minute, Inform partners on the Coordinated effort on
Coordination formulate work-plan and briefing and coordination Participant lists, progress, provide input development and
Meeting with on SRC promotion meetings ToR and develop joint plan of promotion of SRC
National Advisory action
committee for SRC
6 SRC drafting N Ensure participation of No. of policy makers and Meting Minute, Incorporated input of Ownership of the draft
consultation with policy makers in the implementers consultation Participant lists, policy makers and by government
government and development and through formal and informal event report implementers in the
follow-up promotion of draft SRC meetings development of draft
SRC
7 SRC drafting N/L Ensure participation of No. of participants attended in Meting Minute, Incorporated input of Ownership of the draft
consultation with Partners in the consultative meetings held for Participant lists, like-minded by partners
partners and development and developing SRC event report organizations in the
develop action plan promotion of draft SRC development of draft
and follow-up SRC
meetings
8 SRC drafting N Ensure No. of trade union/ owner Meting Minute, Incorporated input of Ownership of the draft
consultation with participation of associations members are Participant lists, trade union/ owner by trade union/ owner
trade union/ owner trade union/ consulted SRC on the event report associations at national associations by
associations and owner development and promotion of in the development of national level trade
develop action plan associations at draft SRC draft SRC union/ owner
and follow-up national level in associations
meetings at national
the
level
development
and promotion
of draft SRC

9 SRC consultation L Ensure participation of No. of SRC consultation with Meting Minute, Incorporated input of Ownership of the draft
meetings with trade trade union/ owner trade union and Owners Participant lists, trade union/ owner by district level trade

93 | P a g e
SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
union and Owners associations at district associations members event report associations at district union/ owner
associations level in the development level in the development associations
members at District and promotion of draft of draft SRC
level SRC
10 SRC drafting L Ensure participation of No. of SRC consultation with Meting Minute, Incorporated input of Ownership of the draft
consultation with local administration in local administration Participant lists, local administration in SRC by local
local administration, the development and event report the development of administration
develop action plan promotion of draft SRC draft SRC
and follow-up
11 SRC drafting L Ensure participation of No. of SRC consultation LGI, Meting Minute, Incorporated input of Ownership of the draft
consultation with LGI, local local administration, Local Participant lists, LGI, local SRC by LGI, local
LGI, local administration, Local NGOs and community leaders event report administration, Local administration, Local
administration, NGOs and community NGOs and community NGOs and community
Local NGOs and leaders in the leaders in the leaders
community leaders development and development of draft
promotion of draft SRC SRC
12 Review/ assessment N Identify gaps in existing No. of Review/ assessment of Assessment Increase understanding Promoted result-based
of communication communication materials communication strategy and report, ToR with on policy situation and A&SC practices for
strategy and and strategy to develop materials consultant, existing A&SC materials road safety
materials on road effective A&SC policy situation and strategy
safety materials and strategy report
13 Develop N To use audience specific, No. of advocacy and Guideline for Developed audience Road safety promoted
standardized standardized advocacy communication materials and material specific, standardized through standardized
advocacy and and communication messages developed following development, advocacy and advocacy and
communication materials Review/ standard process Requisition, communication communication
materials message assessment of ToR, Tender materials based on the
and pre-test communication strategy copies, Challan Review/ assessment of
for mobilizing policy copies, pre-test communication strategy
makers, service providers report
and mass people

94 | P a g e
SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
Activities under output 1.2: Social Endorsement of draft SRC by CBOs, local drivers and helpers, school children and media

14 Training/ L Increase knowledge of No. of BRAC field staff Pre and Post Oriented BRAC field BRAC network
Orientation for BRAC Field staffs oriented of road safety and SRC Test Evaluation staff used their members are
BRAC Field staffs attended in the training knowledge and skills for knowledgeable on
on road safety and SRC the orientation of BRAC road safety
networks
15 SRC campaign with L Inform and mobilize No of IPT shows, community Event Report, BRAC CBOs and other SRC promotion
BRAC CBOs and CBOs on road safety meeting and MIS report, networks supported through CBO
local haat bazar promote SRC follow-up meetings conducted Meeting SRC promotion through members
(IPT/ on road safety issue register/ participation in SRC
documentary/drama meeting promotion campaign
shows, action plan) minutes
16 SRC promotion L Inform and mobilize No of school children in road Campaign teachers and students SRC promotion
campaign at school, school teachers and side schools are covered under report, MIS supported SRC through teachers and
college and students for SRC the campaign promotion through students
participation in SRC
madrasha (quiz, promotion and select
promotion campaign
documentary shows, potential volunteer from
demonstration etc.) process
17 SRC promotion L Inform and mobilize No of campaigns at garages/ Campaign drivers and helpers
campaigns at drivers and helpers on terminals report, MIS supported SRC
garages/ terminals SRC promotion through
to promote SRC participation in SRC
among local promotion campaign
bus/truck drivers
and helpers
18 SRC action plan L Development of action No of SRC plan follow-up Campaign Trade union and owner Road Safety promoted
follow-up with trade plan with trade union conducted with trade unions report, MIS, association members through Trade union
union and Owners and Owners associations PoA supported SRC plan of and owner association
action (PoA)
associations members to promote
implementation
members road safety, in line with
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SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
draft SRC
19 Joint Workshop L Media coverage on SRC No. of joint workshops with Workshop Media coverage in local Recognize
with district press- focusing on Bus/truck media and Bus/truck owners/ report, Media media focusing on contribution of
club with Bus/truck owners/ union leaders/ union leaders/ terminal coverage, MIS contribution of Bus/truck owners/
owners/ union terminal committee committee members/ Bus/truck owners/ union union leaders/
leaders/ terminal members/ Association Association and Sromik leaders/ terminal terminal committee
committee and Sromik (Worker) (Worker) Union committee members/ members/ Association
members/ Union Association and Sromik and Sromik (Worker)
Association and (Worker) Union in SRC Union in media
Sromik (Worker)
Union
20 Training of SRC L Create and develop No. Of training conducted Training report, SRC promotion Sustainability of SRC
promotion capacity of SRC Selection volunteer developed promotion through
volunteers and best promoter from CBOs, guideline through training from volunteer
promoter award Teacher-student group, CBOs, teachers-students
and Best promoter local hat/bazaar and group, local hat/bazaar
award driver and helpers and driver and helpers
2 SRC Media N Motivate reporters to No of Media fellowship given to Fellowship Qualitative and Promoted road safety
fellowship to cover SRC issues/quality selected media personnel guideline, investigative through media
promote in-depth write-ups participant list report/coverage at print
reporting and electronic media
increased
22 Partnership building N/L Promote SRC through No of agreements with local Meeting Print and electronic Promoted road safety
with media print and electronic and national media to cover road minutes, media coverage ensured through media
media safety issue guideline, ToR
23 National SRC N/L Attract mass attention Organized Mobile RS theatre Campaign Attracted media attention Mass awareness on
awareness especially through media event with Celebrity’s/Local Report, Social to increase coverage in road safety through
Campaign at Bus coverage representative’s mobile Media Report national media media
stand/ terminals and appearance and SRC Social
around metropolitan Media Campaign

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SL Activity (what) Level Objective/s (why) Objective Variable Indicator Means of Output Outcome
(how to measure) Verification
cities
24 Signature campaign N/L To create evidence of No of signature collected Signature Created support base Mass support in
in favour of mass support base in Sheets, register through collected favour of road safety
SRC/Road Safety favour of SRC signature t mobilize and strengthened
government and partners social movement

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