SAFER MOTORCYCLING AND SAFER ROADS THE CONTEXT OF BANGLADESH

Safer Motorcycling and Safer Road

SAFER MOTORCYCLING AND SAFER ROADS: THE CONTEXT OF

BANGLADESH

Dr. Md. Mazharul Hoque

1, M S Hossain

2, M A Rahman

3and S M A B A Islam

4

1 Professor, Department of Civil Engineering and

Founding Director, Accident Research Institute (ARI)

Bangladesh University of Engineering and Technology (BUET), Dhaka

Email: [email protected] ; [email protected] 2 Department of Civil Engineering


Email:[email protected] 3 Manager (Technical), FERBA Instrumentation Logistics, Dhaka

Email: [email protected] 4 Department of Civil Engineering


Email: [email protected]

ABSTRACT

The staggering increase in number of motorcycles especially in Asia is leading towards significant increase in

number of crashes and therefore costing enormously in terms of losses occurred by consequent deaths and

injuries. In Bangladesh motorcycle crashes are a growing problem resulting from massive increase of

motorcycles. There are over 1.1 million registered motorcycles in Bangladesh, representing nearly 57% of total

registered motor vehicles. Motorcycles are increasing at an astonishing rate, around 500% during 1998-2013

with fleet growing at a much faster rate than other vehicles. Motorcycle crashes are claiming over 200 deaths

annually and are predominantly a rural problem (nearly 70%), mostly attributable to effects of speeding.

Predominant crash types are head-on, hit-pedestrian and rear-end, which together account for around 83%.

Nearly three quarters of motorcyclist fatalities are attributed to non-wearing of safety helmets. Many factors

contribute to motorcycle crashes with the dominance of hazards associated with road infrastructure. Recent

iRAP (International Road Assessment Programme) assessment of 1400 km of highways in Bangladesh indicated

the severity of road safety hazards for motorcyclists as the assessment revealed that 71% of assessed highways

are 2-star or less (out of possible 5-star) indicating a relatively high level of risk of deaths and injuries.

Addressing the safety of motorcycles and the riders is therefore an enormous challenge to transport engineering

professionals. There is an urgent need to strengthen efforts for implementing a rage of cost effective

countermeasures within the principles of safe system approach. This paper discusses the current motorcycle

situation, motorcycle crash characteristics, challenges and opportunities of improving motorcycle safety in

Bangladesh. The paper argues that the engineering safety on roads is clearly a priority issue particularly for

achieving the goals and targets of the Decade of Action and motorcycle crashes and injuries cannot be prevented

until safety treatments are built on the road infrastructure.

Keywords: Motorcycle Crashes, Safer Motorcycling, Safer Roads, Motorcycle Risk Assessment, Safe System.

1. INTRODUCTION

Motorcycle has become a popular mode of transport especially in Asian countries and people are

becoming more interested in motorcycle as an alternative to car travel and public transport for its easy

accessibility to reach any destination. The staggering increase in number of motorcycles especially in

Asia is leading towards significant increase in number of crashes and therefore costing enormously in

terms of losses occurred by consequent deaths and injuries. Statistics shows that the world‟s total

number of motorcyclist‟s deaths in 2010 was 300,000; seventy-eight percent of which occurred in

Asian countries (WHO, 2013). In Bangladesh motorcycle crashes are a growing problem resulting

from massive increase of motorcycles. Despite their relative importance in traffic stream, little effort

has been made to provide special facilities to cater for the need of motorcycles and consequently they

are much more vulnerable. The risk of motorcycles has been reflected in the recent iRAP

mailto:[email protected]






(International Road Assessment Programme) road infrastructure assessment which indicated that

majority of the assessed length of more than one third of national highway network in Bangladesh has

been rated as highly hazardous for the motorcyclists. This paper discusses the current motorcycle

situation, motorcycle crash characteristics, challenges and opportunities of improving motorcycle

safety in Bangladesh. The paper reviews the global motorcycle safety situation highlighting the role of

road infrastructure and speed factors in motorcycle crashes and concerns with the motorcycle safety

improvement options in terms of road infrastructure, enforcement and behavioural approaches.

2. THE CONTEXT OF ROAD TRANSPORT IN BANGLADESH

Bangladesh is a very densely populated country in South Asia with nearly 160 million inhabitants

living in an area of about 0.15 million square kilometer. The transportation system in this country is

predominately road based with different types of motor vehicles viz. motorcars, jeeps, micro buses,

taxis, buses, minibuses, trucks, 3-wheelers, motorcycles and non motorized vehicles like pedal

bicycles, cycle-rickshaws, vans etc. Being a riverine country, road transport plays an important role in

catering for the increasing travel demand both for freight and passengers in Bangladesh. As an

estimation of 2005, 79% of total passengers and 73% of total freight were carried by roadways.

Road traffic crashes in Bangladesh result in an unacceptably in high socio-economic toll that has been

growing due to rapidly growing motorization combined with inadequate attention and under-

investment in safety. According to World Health Organization (WHO), more than 20,000 deaths from

road traffic crashes are estimated to occur annually in Bangladesh, while around 4000 deaths are

officially reported. Nearly 70 percent of road traffic fatalities are attributed to Vulnerable Road Users

(VRUs) - pedestrians, bicyclists, motorcyclists and users of informal and unsafe motorized and non-

motorized transport. Nearly three quarters of the road fatalities occur in rural areas including rural

section of national and regional highways. Crashes are so clustered that about 40% of the reported

fatal crashes are concentrated on 2% of total highway network. The analysis of crash data reveals that

death rates on the highways in Bangladesh are up to 10 times higher than that of Australian highways

and Britain‟s most persistently high risk roads. The road environmental factors are particularly

prevalent with major roadway defects in design and layout unregulated private/business access to

inter-urban highways leads to endless linear settlements resulting in high risks for VRUs particularly

pedestrians, bicyclists and motorcyclists.

3. WORLDWIDE MOTORCYCLE USE AND CRASHES

An extensive review of motorcycle safety in Asian countries has been provided by Nguyen (2013).

The significant growth in motorcycling has occurred during the last decades in most parts of the world

(Haworth, 2012), resulting in the motorcycles gradually becoming a true mobility tool, attracting an

increasingly vast and varied population. Motorcycles are becoming very popular due to some notable

factors like great maneuverability, accessibility, ease of operation (Grava, 2003); despite the risk of

motorcycle riding is extremely high. Motorcycles as one of the most affordable motorized vehicle in

many parts of the world and, for a major portion of the world‟s population especially in Asia and

some African region, they are also the most common type of motor vehicle. The use of motorcycles

continues to grow globally each year in conjunction with multiple economic and social factors

contributing to their expansion worldwide. According to WHO (2013), 455 million motorcycles are in

use worldwide in 2010 which is about 69 motorcycles per 1,000 people whereas around 782 million

cars which means 118 cars per 1000 people. Statistics showed that in the period (2002-2010) the rate

of increase per 1000 population in motorcycles (from 33 in 2002 to 69 in 2010) has rapidly grown to

surpass the rate of car growth (from 91 in 2002 to 118 in 2010). Most of the world‟s motorcycles and

motorcycle fatalities are in Asia accounting for nearly 80 percent (Nguyen, 2013) . Figure 1 shows the


top ten countries in Asia which have greatest percentage of motorcycles per thousand people. Vietnam

and Malaysia are two countries in Asia have more than one motorcycle for every three people.

Indonesia and Thailand have approximately one motorcycle for every four people. By comparison,

Bangladesh has one motorcycle of around every twenty people.

Six Asian countries (Bangladesh, Cambodia, Lao, Thailand, India, and Myanmar) have motorcyclists

death rate higher than the average rate of Asia ( 6.5 motorcyclist deaths per 10,000 motorcycles), in

which Bangladesh has the death rate found to be nearly 4 times greater than the Asia and World‟s rate

per 10,000 motorcycles ( 6.5 motorcyclist deaths per 10,000 motorcycles). Figure 2 shows the top ten

countries in Asia which have the greatest percentages of motorcyclist deaths per 10,000 motorcycles

(Nguyen, 2013; WHO, 2013).

4. MOTORCYCLE GROWTH AND CRASHES IN BANGLADESH

In Bangladesh, around 300 new motorized vehicles are coming on to road every day. The number of

registered motorized vehicle grew from 552,003 in 1999 to 2,055,990 in 2013. There is an enormous

change in the number of registered motor vehicles over the years with nearly over 1.1 million

motorcycles in 2013. Trends of motor vehicle growth are shown in Figure 4 illustrating a drastic

increase in the share of motorcycles from 42% in 1999 to 57% in 2013. The number of motorcycle

grew from 215,670 in 1998 to 1,164,374 in 2013, an astonishing increase of around 440% with fleet

growing at a faster rate than other vehicles.

Figure 3: Registered Motor Vehicles by Types in Bangladesh (BRTA, 2013)

With the increasing number of motorcycles, the problem of deaths and injuries as a result of

motorcycle crashes is also growing. The involvement of motorcycles in crashes has increased quite

considerably from 4% in 1998 to more than 12% in 2011. Figure 5 illustrates the increasing trends of

motorcycle registrations and crashes in Bangladesh.

0

500000

1000000

1500000

2000000

2500000Motor Car

Jeep

Taxi

Bus

Minibus

Truck

Auto Rickshaw

Motorcycle

Others

TOTAL

Figure 1: Asian Countries with Greatest

Number of Motorcycles per 1,000 People

(WHO, 2013)

Figure 2: Asian Countries with Greatest

Motorcyclist Deaths per 10,000 Motorcycles


Figure 4: Trends of Motorcycle Registrations and Crashes in Bangladesh by Year (BRTA, 2011)

5. MOTORCYCLE CRASH CHARACTERISTICS IN BANGLADESH

Significant under-reporting of crashes limits proper crash analysis to be carried out towards

determining the actual societal and humanitarian impacts of road traffic crashes. A study from 2002

estimated that only 49% of the fatal crashes were reported while WHO has estimated it to be several

times higher. The data shortcomings are a considerable problem for carrying precise and accurate

analysis of crashes involving motorcycles and for taking effective road safety countermeasures.

Nevertheless, based on the police reported crash database some striking features of motorcycle crash

characteristics are briefly discussed.

5.1 Motorcycle Crashes and Casualties

The trends of motorcycle

crashes and casualties are

shown in Figure 5. The number

of motorcycle fatalities in 2012

was 187 which are nearly three

times of deaths in 1998.

However the actual number of

deaths should be much higher at

least four times the number

officially reported.

Figure 5: Reported Motorcycle Crashes and Casualties in Bangladesh

5.2 Distribution of Motorcycle Crashes by Locations

Motorcycle crashes are predominantly a

rural problem in Bangladesh, nearly 70%

(see Figure 6) in rural area and the

remaining 30% in urban area. Distribution

of motorcycle crashes by road class is

shown in Figure 6. Around 33% of crashes

occurred in national highways, 17% in

regional highways, 19% in feeder roads,

16% in city roads and 15% in rural roads.

Motor cyclist fatalities are over-involved in

national highways which are indicative of

0

20

40

60

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

% of Registered Motorcycles

% of Motorcycle Crashes

33

.41

17

.25

18

.37

14

.47

16

.50

44

.80

18

.24

17

.76

9.4

8

9.7

2

National Regional Feeder Rural City

% of motorcycle Crash

% of Motorcyclists Fatalities

Figure 6: MC Crashes and Fatalities by Road Class

0

100

200

300

400

500

19

98

19

99

20

00

20

01

20

02

20

03

20

04

20

05

20

06

20

07

20

08

20

09

20

10

20

11

20

12

No. of Motorcycle Crashes No. of Death No. of Injury


excessive speeding. Nearly 70% motorcycle crashes occurred on links or mid-blocks and the

remaining 30% crashes occurred at intersections (T-junctions 10%; cross junctions 5%; staggered-X

junctions 2%; roundabout 1%; and others 12%).

5.3 Motorcycle Crashes by Collision Types

Distribution of motorcycle crashes by

collision types is shown in Figure 7.

The predominant type of motorcycle

crashes is head-on collision (29%),

followed by hit pedestrians (28%),

rear-end (25%) and side swipe (10%).

Study also reveals that head-on and

rear-end accidents are over involved

compared with other vehicular crashes

and in many cases; it results in deaths

or very serious injuries.

Motorcycle crashes are spitted as 35%

single vehicle and 65% multi-vehicles. Of the total fatal single vehicle crashes, the share of

motorcycles is 5.6% and for fatal multi-vehicle crashes, their share is nearly doubled (11%). This

indicates that the risk of motorcyclists being killed by other vehicles, particularly heavy vehicles is

much higher and could well be the lack of visibility factor. Indeed, the most common types of

vehicles that hit motorcyclists are buses and trucks, accounting for nearly 80%.

5.4 Motorcycle Crashes by Age and Hourly Distribution

Distribution of motorcycle crashes among different age groups is shown in Figure 8. Fatal crashes

have steep peak at around age 26-30, clearly the most vulnerable group and the age groups 21-40 are

accounting for nearly 70% of the motorcycle crashes. Figure 9 presents of motorcycle crashes by the

hours of the day. Motorcycle crashes peaked during the period of 10 am to 1 pm and later at 4 pm to 5

pm in the day time coinciding with the higher level of motorcycle flow. Crashes occur more

frequently in the day time (6.00 am to 6.00pm) which is around 84% of total motorcycle crashes and

the remaining 16% crashes occur at night time.

Figure 8: Age Distribution of Motorcycle Victims Figure 9: Hourly Motorcycle Crashes

5.5 Non-compliance in Motorcycle Helmet Use

According to crash database, nearly 90 percent of motorcyclist fatalities are perhaps attributed to non-

wearing of safety helmets. A survey on the compliance of the use of motorcycle helmet was

Figure 7: Motorcycle Crashes by Type of Collisions

(1999-2011) in Bangladesh


conducted by Rahman (2012) among 300 motorcyclists (100 from capital city Dhaka, 100 from

district city Mymensingh, and 100 from rural community Gouripur). The survey revealed that the

point prevalence of helmet use was 45.3%, however only 53% of them were regular safety helmet

users. The non-compliance in helmet use among rural motorcyclists was 13 times higher than

motorcyclists of metropolitan city (Rahman, 2012).

6. ROAD INFRASTRUCTURE SAFETY ASSESSMENT FOR MOTORCYCLES

6.1 Motorcyclist Safety Assessment Results

The International Road Assessment Program (iRAP) - Bangladesh Pilot Project (iRAP 2010) which

provided the first comprehensive infrastructure risk assessment of the N2 and N3 highways showed

that hazards and deficiencies associated with road infrastructure and roadside environment are major

contributors to motorcycle crashes. The safety ratings of these two major highways are mostly (92%)

2-star or less (out of possible 5-star) for motorcyclists - indicative of serious road infrastructure and

environmental deficiencies. Further assessment of around 1400 kilometres of highways revealed that

81% of highway sections are 2-star or less for motorcyclists. The results of both assessments are

presented in Table 1.

Table 1: Infrastructure Risk Assessment Results in terms of Star Ratings for Motorcycles

Star Ratings N2 and N3 Highways (2010) 1372 km National Highways (2013)

Length (km) Percentage Length (km) Percentage

5-Star 1 0% 0 0%

4-Star 17 5% 3 0%

3-Star 8 3% 262 19%

2-Star 194 61% 295 22%

1-Star 99 31% 810 59%

Not rated 0 0% 2 0%

Total 319 100% 1372 100%

6.2 Typical High Risk Section for Motorcyclists

Figure 10 illustrates a typical rural roadway sections which has poor star rating (1-Star and 2-Star) for

motorcyclists indicating a very hazardous condition for motorcycle safety. The characteristics that led

to poor motorcycle rating observed in those particular sections of highways are briefly discussed

below:

Figure 10: Typical High Risk Sections for Motorcyclists: 1-Star Section on R880 Highway (left),

2-Star Section on N5 Highway (right)


There is a significant number of illegal parking along the carriageway within the bazaar and near

the junction thus resulting in a congested road network that creates various hazards for vehicles

travelling.

The presence of street vendors and parked vehicles restricts the use of the shoulder drop off.

There are a number of advertising and commercial signs placed along the approach to the bazaar

makes the road signs inconspicuous.

There is no dedicated sidewalk or cross walk facilities for pedestrians and absence of

regulatory/warning signs or signals.

High speed, high occupancy through traffic mostly commercial vehicles very often have conflicts

with local low speed operated minibuses, tempos and other non-standard vehicles, particularly

NMVs.

The volume of motorcycle traffic is very high and most of the riders don't use safety helmet which

makes them one of the prime vulnerable road user groups.

Uncontrolled frequent access and endless linear settlements create hazards along the highways.

Figure 11: Unsafe Motorcycle Riding in Bangladesh

6.3 Some Examples of Devastating Motorcycle Crashes in Bangladesh

Case 1: Bus Kills 4 Motorcyclists in Munshiganj (16 December 2012, 8.15 PM )

A head-on collision between a bus and a motorcycle was occurred at Srinagar upazilla in

Munshiganj district in Dhaka-Mawa Highway (N8) and resulted in four motorcyclists‟ death.

None of the motorcycle rider and the pillion passengers was using any safety protection.

Overriding and lack of conspicuity at night are the reasons for the head collision.

Case 2: A Family of 4 people Die on Naogaon Road Crash (1 December 2012, 3:45 PM)

All four members of a family were killed as a result of a head-on collision between a Naogaon-

bound bus and a motorcycle at Matindor intersection on Naogaon-Porsha Road (R547). All the

victims were motorcyclists - the male motorcycle rider and three female pillion riders. This crash

illustrates the necessity of special attention of motorcycle flow at intersections.

Case 3: Two Motorcyclists Killed in Road Crash (15 December 2012, 12.00 PM)

Two motorcyclists were killed as a truck collided with a motorcycle at Sherpur, Bogra in Dhaka-

Bogra Highway (N5). According to police, the motorcycle, trying to overtake an overloaded by a

fertilizer-laden truck, was side-swiped by the truck. Due to easy maneuvering of motorcycle, its

overtaking tendency is quite common scenario in Bangladesh. This crash necessitates the physical

segregation of motorcycles from other motorized vehicles.

Case 4: Two Motorcyclists Killed in Bogra Road Crash (14 September 2011, 7.00 AM)

Two teenage boys were killed in motorcycle skidded off the road at Borogola in Bogra in Dhaka-

Bogra Highway (N5). Poor roadway condition and inexperienced driving were the important

factors which contributed to this crash. Rider was under aged to get a motorcycle license and


presumably he didn‟t have a license. It clearly indicates lack of enforcements in implementation

of driving license policy.

The non-wearing of helmets, poor roadway and visibility, speeding, aggressive driving and

inexperience are among the factors contributing to above motorcycle crashes.

7. IMPROVING THE SAFETY OF MOTORCYCLING

With rapidly increasing motorcycles, safety of motorcycling poses as a serious challenge in

Bangladesh where there is very little safety expertise available to deal with the problem holistically.

Understanding of the underlying factors associated with motorcyclists‟ risk is a critical step in

developing strategies, policies and effective measures and thereby making motorcycling a more viable

and safe mode of transportation in Bangladesh. For motorcycle safety improvements, a series of

remedial measures are needed by the combination of engineering, enforcement and behavioural

measures across four areas of Safe System. The Safe System action areas are Safe roads and

roadsides, Safe speed, Safe vehicles and Safe road use. Bangladesh needs strengthening its efforts in

these areas by developing strategic measures. Of course the following priority measures are of

paramount importance to improve safety of motorcyclists in Bangladesh.

Road infrastructure improvement targeting

high risk sites

Speed management initiatives

Increase helmet use by tightening

enforcement

Initiatives to raise the skill and competence

of motorcyclists

Increased conspicuity and improved

visibility of motorcyclists

There is an urgent and obvious need for

developing priority safety programs giving

special attention to hazards on highways and

streets with high motorcycle crash experiences

and risks. Road safety engineering can play a significant role to cater for the need for safety and

mobility of the motorcyclists.The most effective countermeasure for motorcycle safety could be

separation of motorcycles from other vehicles by “Segregated Path” or “Dedicated Lane” for

motorcycles and these facilities have been successfully implemented in many countries. Other

intervention strategies like transport planning, exposure and speed controls, intersection treatments

including channelization,widespread helmet wearing, lane maintaining, proper enforcement,

educational programs and publicity campaign are also play much more important role for safe

mobility of motorcycle.

Indeed, motorcycle-friendly design should be sought with wider lanes and segregated paths used with

proper enforcement of usage. Sealing shoulder and improvement of delineation can be an effective

low-cost improvement for enhancing motorcyclists‟ safety. As motorcycle safety is insufficiently

catered for in traditional road engineering, safety audits should be used to double-check all proposed

schemes for their impacts on motorcycle safety and to ensure that motorcycle movements can be

undertaken safely. Research should be undertaken to develop and assess facilities to improve

motorcycle safety on local perspective. Enforcement and publicity campaigns should be designed and

timed to complement and coincide with engineering improvement measures.

Figure 13: Example of Physical Separation on a

Highway for Motorcycles.


8. VULNERABILITY OF MOTORCYCLE TRAFFIC

Evidence suggests that motorcyclists are up-to 50 times more likely to be killed than car drivers, this

figure is considered per mile travelled, and they are also twice as likely as pedal cyclists, the next

most vulnerable vehicle group (Source: streetdirectory.com). A motorcyclist not wearing a helmet is

40 percent more likely to die of a head injury and 15 percent more likely to suffer a nonfatal injury

than one who wears a helmet. Speeding is a bigger problem for motorcycle crashes, compared to other

modes. On average motorcyclists ride at higher speed than cars and motorcycle crashes usually occur

at higher speeds than car (Horswill et.al. 2005).

Motorcyclists are most vulnerable road users, at least five times the rate of Rickshaw in Bangladesh.

Some of the risks unique to motorcycle crashes include excessive speed, less visibility to car, road

infrastructure hazards, no barrier between rider and road, less stability, high risk behaviour, non-

wearing of safety helmets etc. In addition, motorcycles often share the traffic space with fast moving

cars, buses and trucks and also lack of physical protection makes motorcycle riders particularly

vulnerable to being killed or injured in a road traffic crash. Indeed the safety problem especially for

motorcyclists is compounded by its serious incompatibility of existing roadway condition.

9. DISCUSSIONS AND CONCLUSIONS

A combination of increasing volume of vehicles on the road, complexity of heterogeneous mix of

vehicles, poor road infrastructure, unsafe vehicles, risk taking behavior of general public, poor

enforcement of traffic laws and lack of proper regulation and dedicated facilities for the vulnerable

road users has led to increasing road traffic crashes and casualties in Bangladesh. Nearly 70% of road

traffic deaths in Bangladesh include pedestrians, bicyclists and motorcyclists. Sustained and

accelerated reduction in such deaths is clearly a priority, particularly for achieving the targets of the

Decade of Action for Road Safety, 50% reduction of deaths by 2020. To be most effective in

achieving this target, increased attention is required by distinguishing different road user categories as

there are specific needs and factors peculiar to each category which can be explicitly considered in the

intervention programs.

In Bangladesh motorcycle crashes are increasing alarmingly along with increased rate of registration

claiming over 200 deaths and many more injuries annually. Crash studies and field investigations

revealed that hazards and deficiencies associated with road infrastructure coupled with excessive

speeding, indiscriminate driving practices and non-wearing of helmets are major contributors to

motorcycle fatalities and injuries. According to iRAP, the safety ratings of major highways are mostly

(92%) 2-star or less (out of possible 5-star) for motorcyclists - indicative of serious road infrastructure

and environmental deficiencies. The safety problem especially for motorcyclists is greatly

compounded by the serious incompatibility of existing roadway condition. A series of remedial

measures are needed by the combination of engineering, enforcement and behavioral measures.

Engineering safety on roads is clearly a priority issue and motorcyclists‟ deaths cannot be prevented

until safety treatments are built on road infrastructure. Safe system approach provides new paradigm

for road safety which is widely recommended for low and middle income countries. Substantial

opportunities and scope exist for making road infrastructure safer for motorcyclists through systemic

application of Safe System Principles and measures. Understanding of the underlying factors

associated with motorcyclists‟ risk is a critical step in developing strategies, policies and effective

measures and thereby making motorcycling a more viable and safe mode of transportation in

Bangladesh. There is a need for Bangladesh to learn and share new knowledge and best practices to

deal with the road safety issues holistically.


ACKNOWLEDGEMENTS

The work presented in this paper is a part of the research work carried out at the Department of Civil

Engineering, Bangladesh University of Engineering and Technology (BUET). The opinion and views

expressed in this paper are those of the authors.

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SAFER MOTORCYCLING AND SAFER ROADS THE CONTEXT OF BANGLADESH

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