Bangladesh’s road safety crisis: Promises, projects and the cost of delay
If Bangladesh moves with urgency, it can bend the curve on deaths and injuries. If not, the toll will continue to climb, and safer mobility will remain out of reach for millions
Bangladesh recently renewed its pledge to cut road deaths amid United Nations (UN) estimates of roughly 90 fatalities a day and stark underreporting. Vulnerable road users, including pedestrians and cyclists, bear the heaviest burden. Fragmented institutions, weak data, unsafe roads and funding gaps demand reform, a lead authority and sustained investment.
The country marked the World Day of Remembrance for Road Traffic Victims in late November 2025, renewing its pledge to reduce deaths from road crashes. This commitment comes as injuries and fatalities remain high and persistent.
The World Health Organization estimates approximately 32,000 road deaths in 2021 — 18.6 per 100,000 people — with many more seriously injured. Government figures for the same year report just over 5,000 deaths. This discrepancy points to underreporting and weak data systems. Bangladesh's estimated death rate is high, placing it among countries facing some of the most severe road safety challenges.
Vulnerable road users — pedestrians, cyclists and motorcyclists — are hit hardest. Children and young adults, especially working-age men, make up a large share of the victims. Poorer communities face higher risks because they walk and cycle more, have fewer safe transport options, and limited access to emergency care. The least protected carry the greatest burden.
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Bangladesh's road safety crisis stems from interconnected problems. Fragmented management slows decision-making and weakens coordination. A weak lead agency and unstable funding hinder prioritisation and the scaling up of proven measures. Poor crash and health data obscure risks and misdirect resources. Unsafe road design and mixed traffic — with trucks, buses, cars, rickshaws, motorcycles and pedestrians sharing the same space — create deadly hotspots, especially where protected lanes or safe crossings are lacking.
Other gaps compound the risks.
Vehicle standards are weak and inspections lax, increasing the severity of crashes. Licensing and driver training are uneven, while speed, helmet and seat belt laws are enforced inconsistently. Pre-hospital care is limited and trauma services vary widely, leading to preventable deaths and long-term disability. Chronic underfunding leaves many initiatives as small pilots rather than national programmes.
Vulnerable road users — pedestrians, cyclists and motorcyclists — are hit hardest. Children and young adults, especially working-age men, make up a large share of the victims. Poorer communities face higher risks because they walk and cycle more, have fewer safe transport options, and limited access to emergency care. The least protected carry the greatest burden.
When equity is neglected, the poorest families, women, children and informal workers are the most exposed. Without coordinated leadership, better data, safer roads and vehicles, stronger enforcement, improved emergency care and predictable financing, the human and economic costs will continue to rise.
Even so, Bangladesh has taken several steps. The government has developed a National Road Safety Strategy and action plans aligned with the UN Decade of Action and the Sustainable Development Goals (SDGs). Legal and technical changes have been introduced on helmet use, seat belts, drink-driving limits and vehicle inspection, with some standards aligned with UN conventions.
Beyond embedding road safety in transport projects — especially those supported by development partners — the government launched a dedicated road safety project in mid-2023 with World Bank support, signalling a more organised approach.
The World Bank–supported Road Safety Support Project follows a Safe System approach — stronger management, safer roads, safer vehicles, safer users and better post-crash care. It draws on analytical studies to identify priorities and includes institutional strengthening, improved crash data systems, safer road design, stronger enforcement, vehicle inspection, emergency and trauma care, priority investments and technical assistance.
The project emphasises the creation of a lead agency, updating the National Road Safety Strategic Action Plan (NRSSAP), capacity-building and multi-sector coordination. It lays vital groundwork, but lasting national impact requires sustained political, regulatory and financial commitment. Funding, though substantial, remains insufficient; estimates suggest around $8.7 billion over a decade is needed to halve fatalities.
The project does not fully establish an independent authority or secure long-term financing. Other gaps include limited vehicle safety regulation, inadequate pedestrian and non-motorised infrastructure, and the absence of a clear roadmap for cross-agency data integration.
A key reform under consideration is the creation of a single, empowered lead road safety agency. The proposed independent National Road Safety Authority — established by law with its own secretariat and board and built from the Bangladesh Road Transport Authority (BRTA) and the National Road Safety Council (NRSC) secretariat — would coordinate ministries and stakeholders; develop and implement the NRSSAP and an investment programme; manage crash data; set technical and regulatory standards; oversee post-crash care; and mobilise resources. The target is for full operation by mid-2027.
Road safety institutions vary across countries, taking the form of standalone national agencies, ministerial units or multi-stakeholder councils. Centralised models such as Nigeria's Federal Road Safety Corps (FRSC) and Kenya's National Transport and Safety Authority (NTSA) demonstrate that clear mandates and cross-sector capacity can deliver results, but replication requires legal authority, stable funding, political backing and technical expertise.
For Bangladesh, a phased approach — starting with an interim secretariat, stronger data systems and pilot functions — could reduce risks. Success will hinge on clear mandates, sustainable financing, capacity-building, and careful management of inter-agency and political challenges.
Progress on the dedicated road safety project has been slow. With almost two-thirds of the project period elapsed, implementation is rated unsatisfactory. Procurement delays and weak coordination have stalled activities.
The project is unlikely to meet its targets by end-June 2027. Civil works have barely begun, and the National Road Safety Authority has yet to be established. Fiduciary bottlenecks and limited capacity are further slowing execution. Urgent steps are needed to accelerate procurement, clear approvals, deploy technical assistance, and empower delivery units to rebuild momentum and public confidence.
Bangladesh's investment through the Road Safety Support Project is catalytic but insufficient on its own. The immediate task is to complete the ongoing project swiftly and fully deliver on its objectives.
Looking ahead, priorities include sustained financing through a programmatic approach of about $870 million a year; establishing the National Road Safety Authority as a fully independent body, backed by strong legislation, adequate resources and clear accountability; and closing gaps in vehicle safety regulation and inspection.
Equally important are expanding pedestrian and non-motorised infrastructure at scale with protected lanes, safe crossings and traffic calming; embedding road user education and ensuring consistent enforcement of speed, helmet and seat belt laws; giving rural roads the attention they need while strengthening urban corridors to protect vulnerable users, preferably through demonstrable interventions; building interoperable data systems across agencies to generate timely, reliable insights and enable targeted action; integrating climate risks into planning and design; and making equity a core principle to protect women, children, poorer households and persons with disabilities.
Bangladesh stands at a turning point. A national strategy, a major Safe System investment and a blueprint for an empowered authority are within reach. Translating plans into results will require disciplined execution, transparent data, firm enforcement and financing that matches the scale of need. Road safety is not merely a transport issue; it is a public health and human capital challenge affecting families, communities and the economy.
If Bangladesh moves with urgency — backing reforms with strong laws, stable funding, capable institutions and practical, people-centred design — it can bend the curve on deaths and injuries. If not, the toll will continue to climb, and safer mobility will remain out of reach for millions. The choice is clear: turn remembrance into action, build resilient systems and protect lives on the move.
Farhad Ahmed is a retired Senior Transport Specialist at the World Bank, Washington, DC. He is a trustee at Human Capital Initiative (HCI). He can be reached at farhad.ahmed2011@gmail.com
Disclaimer: The views and opinions expressed in this article are those of the author and do not necessarily reflect the opinions and views of The Business Standard.
