Why the Road Transport Act-2018 failed to ensure road safety

Sisters Tasnim Jahan Irene and Nusrat Jahan Jerrin worked together at an office on Pragati Sarani, in the capital's Badda. On the morning of 9 October, they headed to work as usual. While crossing the road around 9 AM, they fell victims of a reckless race between two Akash Paribahan buses competing for passengers.

As one bus tried to overtake the other, both vehicles collided— and in that horrific moment, the sisters were caught in the chaos. Irene died on the spot, while Jerrin was critically injured.

Sadly, this is just another tragic footnote in Bangladesh's ongoing road safety crisis.

Data from the Bangladesh Jatri Kallyan Samiti shows that 7,902 people lost their lives in road accidents in 2023 alone, with approximately 25,000 lives claimed each year. These numbers reveal just how dangerous the country's roads have become.

Professor Dr Md Shamsul Hoque pointed to Hatirjheel as an example of good planning. "You'll never hear about two buses colliding head-on there. Why? Because we included three one-way circuits from the start. A one-way system naturally reduces the chances of accidents compared to two-way roads."

A turning point came in 2018, when two college students were killed by a speeding bus on Airport Road on 29 July. This incident ignited a powerful student-led movement demanding safer roads.

The movement forced the government to respond quickly. Although opinions differ on its long-term impact, it did lead to the Road Transport Act 2018, passed by the Awami League government under public pressure.

Despite the introduction of the new law, incidents like the recent tragedy on Pragati Sarani show that the road to safer streets remains a long one.

So, why has the law failed to make our roads safer?

To this day, the law has not been fully implemented. Meanwhile, 36,728 people have died in road accidents across the country in the following six years after that movement, the Road Safety Foundation revealed.

Initially, the act seemed like a step in the right direction, though many legal experts felt it could have been stricter. Surprisingly, instead of tightening the law, the government relaxed it earlier this year. The Cabinet approved changes to at least 12 sections of the act, reducing penalties, fines, and punishments for drivers and their assistants.

This move immediately raised alarm. Transparency International Bangladesh (TIB) voiced serious concerns, pointing out that political pressure from transport owner and worker unions—backed by the ruling party—was likely behind the decision.

TIB warned that these amendments could open the door to more corruption, irregularities, and disorder on the roads. There is also growing fear that the number of tragic, avoidable accidents could rise further.

For many, this amendment feels like a betrayal—putting the interests of a corrupt transport sector above the safety of everyday road users.

According to a recent study by TIB, the country's private bus transportation sector faces extortions and bribes of at least Tk1,059 crore annually. The report also exposes serious safety concerns.  A significant portion of buses operating on the roads lack crucial documentation, including registration (18.9%), fitness certificates (24%), tax tokens (18.5%), and route permits (22%).

TIB has pointed to a widespread network of corruption within the transport sector. They allege that extorted money circulates among various groups, including politically affiliated individuals, traffic and highway police, bus owners' associations, municipal officials, and even members of the Bangladesh Road Transport Authority (BRTA).

"The transport sector is riddled with corruption. Without eliminating it, we can't solve problems like traffic jams or road accidents," said Ilias Kanchan, Chairman of Nirapad Sharak Chai, in an interview with The Business Standard.

One major criticism of the Road Transport Act 2018 is that it overlooks essential road safety issues. Kanchan believes a new law—called the Road Safety Act—is needed to save lives.

"The 2018 act has never been fully implemented, ignoring road user safety altogether," he said. "We repeatedly urged the previous government to name it the Road Transport and Road Safety Act, but the word 'safety' was removed due to pressure from vested interests."

Kanchan also emphasised the need for Road Safety Units in all educational institutions, where rules of the road and safety are discussed. "If we want to teach our children how to protect their own lives and others' from a young age, we must establish these units in schools," he explained.

Despite discussions about reforms in other sectors, the transport sector appears to have taken a backseat. "We understand the interim government is under a lot of pressure, so we are not pushing too hard right now. But we are ready to work with the government whenever necessary to implement effective road safety measures," Kanchan added.

However, he criticised the current system where one advisor oversees multiple ministries, suggesting that a dedicated advisor for each sector would improve efficiency and reduce bureaucratic delays.

We also spoke to Professor Dr Md Shamsul Hoque, Director of the Accident Research Institute (ARI) at Buet. He believes the problem lies deeper than just law enforcement or untrained drivers.

"Law enforcement is not the root issue," Dr Hoque explained. "When we see road accidents, we tend to blame the police or the drivers. But these are only symptoms of the real problem. To create lasting change, we need to address the underlying causes."

So, what are the root causes then?

"The world now agrees that if we address issues during the planning phase, we can avoid being reactive later. Smart, sustainable planning is the way forward," said Prof Hoque.

He pointed to Hatirjheel as an example of good planning. "You'll never hear about two buses colliding head-on there. Why? Because we included three one-way circuits from the start. A one-way system naturally reduces the chances of accidents compared to two-way roads."

Prof Hoque emphasised that relying solely on strict law enforcement won't solve the problem if the system itself encourages accidents. "The system must be designed to enforce safety on its own," he said.

He explained that much of the road chaos in Bangladesh is driven by commercial transport, particularly buses. 

"When buses operate on a lease system, the driver essentially becomes the business owner. The actual owner just takes a fixed amount, leaving the driver scrambling to make more by picking up as many passengers as possible. This turns passengers into a source of income for drivers, but we see the latter as the main culprits in accidents," he said.

"This is where we get it wrong," he added. "The real problem lies with those who created this unhealthy competition by issuing multiple route permits to different companies. If we want real change, we need to address these root causes."

Prof Hoque highlighted the need for technical expertise in the transport sector. "Our bureaucratic system is a major roadblock. We don't have subject experts in key roles, and without technically knowledgeable people in charge, we'll continue to see tragic accidents," he warned.

Until the underlying issues of corruption, poor planning, and reckless competition in the transport sector are addressed, tragedies like the one on Pragati Sarani will persist. 

True road safety requires more than laws on paper—it demands systemic reform, accountability, and sustainable urban planning.