BRTA Paper Bangladesh

GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH
MINISTRY OF ROAD TRANSPORT AND BRIDGES

ROADS AND HIGHWAYS DEPARTMENT
Report on
“Review
Review of existing Road User Cost (RUC) estimation
procedure used in RHD and update the same under BRRL
during the year 2016-2017”
2016
BANGLADESH ROAD RESEARCH LABORATORY (BRRL)

MATERIAL TESTING AND MAINTENANCE DIVISION
November 2017
RUC Report 2016-17
DIRECTOR’S FOREWORD
Roads and Highways Department (RHD) is responsible for the planning, development and
maintenance of major road network comprising National and Regional and Zilla highways
of Bangladesh. This department executes construction and maintenance works of those
highways.
The size of the major road network in Bangladesh has grown from 2,500 km to the present
network of 21,302 km. The number of culverts and bridges has increased to 21,492 nos.
This substantial investment and huge works demand appropriate appraisal to which cost is
an important parameter. This cost estimation includes Construction cost, Maintenance cost
and Road user cost. First two are agency cost which is carried by Roads and Highways
Department and the third one is associated with the user of the road. In a optimally serviced
road network about 90% of the life cycle cost of network is carried out by road users.
Whenever a new road/bridge is constructed or maintained, it’s estimated construction cost

and the reduction of Road User Cost (RUC) is compared for the calculation of maintenance
benefits of the proposed project. This comparison indicates whether this new construction is
viable or not. This calculation requires updating of Road User Cost. As a research hub of
RHD, BRRL has taken the initiative to update the Road User Cost from its own budget in
financial year 2016-2017. The Road User Cost comprises of Vehicle Operating Cost
(VOC), Travel Time Cost (TTC) popularly known as Value of Time (VOT) and Road
Traffic Accident Cost (RTAC).
Updating the value of RUC is to been done on a regular basis for appropriate prioritization
of maintenance works. The updated value of RUC is prerogative prerequisite. The last
update of RUC was done in 2004-05 and the data for 2004-05 became quite outdated.
Therefore, BRRL took the initiative to update the same through appointing an individual
consultant udder consultancy package “Review of existing road user cost estimation
procedure used in RHD and update the same under BRRL during the year 2016-2017”.
I would like to specially thank the Chief Engineer, Roads and Highways Department for his
continuous encouragement and kind advice for conducting this study otherwise it would not
be possible. The consultant of this study deserves special thanks. I would also like to thank
all the RHD team for their support for this project and would also like to thank the external
agencies for their kind cooperation.
(Dr. Md. Abdullah Al Mamun)

ID No. 000414
Director
(Superintending Engineer), RHD
Bangladesh Road Research Laboratory,
Mirpur, Dhaka.
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RUC Report 2016-17
TABLE OF CONTENT
DIRECTOR’S FOREWORD ............................................................................................................................. i

ACKNOWLEDGEMENT ................................................................................... Error! Bookmark not defined.
TABLE OF CONTENT ....................................................................................................................................iii
LIST OF TABLES.............................................................................................................................................. v
LIST OF FIGURES.......................................................................................................................................... vii
EXECUTIVE SUMMARY ................................................................................................................................ 8
OVERVIEW ......................................................................................................... Error! Bookmark not defined.
1 INTRODUCTION .................................................................................................................................... 13
1.1 Background ..................................................................................................................................... 13
1.2 RUC Components ........................................................................................................................... 13
1.3 Financial and Economic Cost ......................................................................................................... 14
1.4 Consultancy Assignment and Objectives........................................................................................ 14
1.5 Report Structure .............................................................................................................................. 14
2 THE RHD ROAD NETWORK AND VEHICLE FLEET .................................................................... 16
2.1 RHD Road Network ....................................................................................................................... 16
2.2 RHD Vehicle Fleet ......................................................................................................................... 18
2.3 Registered Motorised Vehicles ....................................................................................................... 19
2.4 Vehicle Types on RHD Network .................................................................................................... 20
2.4.1 Heavy & Articulated Truck ....................................................................................................... 21
2.4.2 Medium Truck ........................................................................................................................... 21
2.4.3 Small Truck ............................................................................................................................... 21
2.4.4 Large Bus ................................................................................................................................... 21
2.4.5 Minibus ...................................................................................................................................... 21
2.4.6 Micro Bus .................................................................................................................................. 22
2.4.7 Car ............................................................................................................................................. 22
2.4.8 Utility......................................................................................................................................... 22
2.4.9 Auto-Rickshaw .......................................................................................................................... 22
2.4.10 Tempo ........................................................................................................................................ 22
2.4.11 Motor Cycle ............................................................................................................................... 22
2.4.12 Bicycle ....................................................................................................................................... 22
2.4.13 Rickshaw ................................................................................................................................... 22
2.4.14 Animal/Push Carts ..................................................................................................................... 23
2.4.15 Other vehicles: ........................................................................................................................... 23
2.5 Representative Models of Vehicles ................................................................................................ 24
2.6 Characteristics of Representative Vehicles ..................................................................................... 25
3 SURVEY METHODOLOGY AND DESCRIPTION............................................................................ 26
3.1 Introduction .................................................................................................................................... 26
3.2 Survey Methodology ...................................................................................................................... 26
3.3 VOC Survey Questionnaire ............................................................................................................ 26
3.4 TTC Survey Questionnaire ............................................................................................................. 27
3.5 RTAC Survey Questionnaire .......................................................................................................... 27
3.6 Cost and Tax Information ............................................................................................................... 28
3.7 Surveyed Vehicle Categories .......................................................................................................... 28
3.8 Online Survey Process .................................................................................................................... 28
3.9 Survey Training and Pilot Survey................................................................................................... 31
3.10 Sample Size and Resource .............................................................................................................. 32
3.11 RUC Survey Locations ................................................................................................................... 33
4 VEHICLE OPERATING COST ............................................................................................................. 33
4.1 Introduction .................................................................................................................................... 33
4.2 Utilisation of Vehicles .................................................................................................................... 33
4.3 Vehicle Purchase Cost .................................................................................................................... 36
4.3.1 Customs Duty (CD) ................................................................................................................... 37
4.3.2 Supplementary Duty (SD) ......................................................................................................... 37
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RUC Report 2016-17
4.3.3 Value Added Tax (VAT) ........................................................................................................... 37
4.3.4 Advance Income Tax (AIT) ....................................................................................................... 37
4.3.5 Regulatory Duty (RD) ............................................................................................................... 37
4.3.6 Advance Trade VAT (ATV) ...................................................................................................... 37
4.3.7 Total Tax Incidence (TTl).......................................................................................................... 37
4.4 Tyre Cost ........................................................................................................................................ 38
4.5 Fuel and Lubricant Cost.................................................................................................................. 39
4.6 Vehicle Maintenance Cost .............................................................................................................. 39
4.7 Crew Cost ....................................................................................................................................... 39
4.8 Overhead Cost ................................................................................................................................ 40
4.9 HDM4 Modelling for VOC ............................................................................................................ 40
4.10 VOC for Non-motorised Vehicles .................................................................................................. 43
4.11 VOC for Motorised Vehicles .......................................................................................................... 43
5 TRAVEL TIME COST ............................................................................................................................ 48
5.1 General ........................................................................................................................................... 48
5.2 TTC Freight .................................................................................................................................... 48
5.3 TTC Passenger ................................................................................................................................ 49
5.4 TTC Passenger Survey Respondent Characteristics ....................................................................... 50
5.5 TTC Passenger for Non-Motorised Vehicles .................................................................................. 53
5.6 TTC Passenger for Motorised Vehicles .......................................................................................... 53
6 ROAD TRAFFIC ACCIDENT COST.................................................................................................... 33
6.1 Introduction .................................................................................................................................... 57
6.2 RT Accidents and Casualties .......................................................................................................... 57
6.3 RTA Component Cost .................................................................................................................... 58
6.3.1 Lost Output Cost ........................................................................................................................ 58
6.3.2 Medical Cost .............................................................................................................................. 60
6.3.3 Human Cost ............................................................................................................................... 60
6.3.4 Vehicle Damage Cost ................................................................................................................ 61
6.3.5 Administrative Cost ................................................................................................................... 61
6.3.6 Cost Not Included ...................................................................................................................... 61
6.4 RTAC for RHD Network................................................................................................................ 61
7 CONCLUSION AND RECOMMENDATIONS .................................................................................... 63
7.1 General ........................................................................................................................................... 63
7.2 Achieved Objectives ....................................................................................................................... 63
7.3 Summary of the Findings ................................................................................................................ 63
7.4 Further Research Scope .................................................................................................................. 69
APPENDIX A REFERENCES.................................................................................................................. 70
APPENDIX B SURVEY QUESTIONNAIRE ............................................. Error! Bookmark not defined.
APPENDIX C EXAMPLE DATA COLLECTION LETTER ................................................................ 84
APPENDIX D SURVEY PHOTOGRAPHS ................................................. Error! Bookmark not defined.
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RUC Report 2016-17
LIST OF TABLES
Table 2.1 Type, Definition and Ownership of Roads in Bangladesh ....................................................... 16

Table 2.2 RHD road classification and characteristics, 2017 .................................................................. 16
Table 2.3 RHD Vehicle Categories ......................................................................................................... 18
Table 2.4 BRTA Vehicle Categories for Trucks...................................................................................... 18
Table 2.5 Registered Motorised Vehicles in Bangladesh (in ’000, 2012-2017) ...................................... 19
Table 2.6 Number of Registered Motorised Vehicles in Bangladesh (in ’000, 1995-2003) .................... 19
Table 2.7 Popular Make for BRTA registered vehicle fleet (2017) ......................................................... 20
Table 2.8 Popular Make & Model for BRTA registered vehicle fleet (1995) ......................................... 20
Table 2.9 Representative Models of RHD Vehicles (2017) .................................................................... 24
Table 2.10 Vehicle Characteristics: Engine and Tyres .............................................................................. 25
Table 2.11 Vehicle Characteristics: Weights and Dimensions .................................................................. 25
Table 3.1 VOC Survey Sample Size Distribution ................................................................................... 32
Table 3.2 TTC Survey Sample Size distribution ..................................................................................... 33
Table 3.3 VOC and TTC Survey Locations (Main Road) for Dhaka Division........................................ 87
Table 3.4 VOC and TTC Survey Locations (Main Road) for Chittagong Division ................................ 87
Table 3.5 VOC and TTC Survey Locations (Main Road) for Khulna Division ...................................... 87
Table 3.6 VOC and TTC Survey Locations (Main Road) for Rajshahi Division .................................... 87
Table 3.7 VOC and TTC Survey Locations (Main Road) for Sylhet Division ........................................ 87
Table 3.8 VOC and TTC Survey Locations (Main Road) for Rangpur Division .................................... 88
Table 3.9 VOC and TTC Survey Locations (Main Road) for Barisal Division....................................... 88
Table 3.10 TTC Survey Locations (Zilla Road) ........................................................................................ 88
Table 3.11 RTAC Survey Location ........................................................................................................... 88
Table 4.1 Average Annual Utilisation of Vehicles (2016-17) ................................................................. 34
Table 4.2 Average Annual Utilisation of Vehicles (2004-05) ................................................................. 34
Table 4.3 Age and Operational Life of Vehicles ..................................................................................... 36
Table 4.4 Tariffs Applicable to Representative Vehicles and Tyres........................................................ 38
Table 4.5 New Vehicle Purchase Cost (2016-2017 price in Taka) .......................................................... 38
Table 4.6 Average Cost of New Tyre (Taka 2016-17 Prices).................................................................. 38
Table 4.7 Financial and Economic Cost of Fuel and Lubricant (Taka/Litre in 2016-17) ........................ 39
Table 4.8 Annual Cost of Vehicle Maintenance (Taka 2016-17 prices) .................................................. 39
Table 4.9 Crew Wage Cost (Taka 2017 prices) ....................................................................................... 39
Table 4.10 Annual Overhead Cost (Taka 2016-17) ................................................................................... 40
Table 4.11 Calibration of HDM-4 Road User Effects Model .................................................................... 41
Table 4.12 Assignment of Representative RHD Vehicle Types in HDM ................................................. 41
Table 4.13 Summary of VOC Input 2016/17............................................................................................. 42
Table 4.14 Sensitivity of NMT VOC to Road Roughness (Taka/km) ....................................................... 43
Table 4.15 Variation of Financial MT VOC (Taka/km) to Road Roughness ............................................ 43
Table 4.16 Variation of Economic MT VOC (Taka/km) to Road Roughness ........................................... 43
Table 4.17 Variation of Free Flow Speed (km/hr) to Road Roughness ..................................................... 44
Table 4.18 Variation of Financial MT VOC (Taka/km) to Road Roughness, 2004-05 ............................. 45
Table 4.19 Variation of Economic MT VOC (Taka/km) to Road Roughness, 2004-05 ........................... 45
Table 5.1 Value of Cargo Time for National/Regional HighwaysRoad .................................................. 49
Table 5.2 Value of Cargo Time for Zilla Road ........................................................................................ 49
Table 5.3 Comparison of Age Distribution of the Survey with 2011 Census .......................................... 51
Table 5.6 Trip purpose of different vehicle occupants (Main Road) ....................................................... 52
Table 5.7 Trip purpose of different vehicle occupants (Zilla Road) ........................................................ 52
Table 5.8 Occupation of different vehicle occupants (Main Road) ......................................................... 52
Table 5.9 Occupation of different vehicle occupants (Zilla Road) .......................................................... 53
Table 5.10 Monthly household income of different vehicle occupants (Main Road) ................................ 53
Table 5.11 Monthly household income of different vehicle occupants (Zilla Road)................................. 53
Table 5.12 Travel time cost of vehicle passengers by different methods .................................................. 54
Table 5.13 Disaggregated TTC for FY 2016-17 for Main Road ................ Error! Bookmark not defined.
Table 5.14 Recommended TTC for FY 2016-17 for Main Road .............................................................. 54
Table 5.15 Recommended TTC for FY 2016-17 for Zilla Road ............................................................... 55
Table 5.16 TTC for FY 2004-05 ................................................................................................................ 55
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RUC Report 2016-17
Table 5.17 Recommended TTC For FY 2004-05 (National Average) ...................................................... 55
Table 6.1 Nation-wide Recorded Road Traffic Accidents (RTA), 2014 ................................................. 57
Table 6.2 Nation-wide Recorded Road Traffic Accidents (RTA), 2014 ................................................. 58
Table 6.3 Nation-wide Recorded RTA Casualties, 2014 ......................................................................... 58
Table 6.5 Fatal Casualties by Age Group in 2014 ................................................................................... 59
Table 6.7 Lost Output Casualty Cost, 2017 (Taka) ................................................................................. 60
Table 6.8 Medical Cost per RTA Casualty, 2017 (Taka) ........................................................................ 60
Table 6.9 Human Cost, 2017 (Taka)........................................................................................................ 60
Table 6.10 Average Vehicle Damage Cost, 2017 ('000 Taka)................................................................... 61
Table 6.11 Average Vehicle Damage Cost per Accident in 2017 ('000 Taka) .......................................... 61
Table 6.12 Road Traffic Accident Cost per RTA (in '000 Taka) ............................................................... 62
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RUC Report 2016-17
LIST OF FIGURES
Figure 2.1 RHD Road Network ................................................................................................................ 17

Figure 3.1 Online based survey form snapshot 1 (Login Page/ DashBoard) ............................................ 29
Figure 3.2 Online based survey form snapshot 2 (VOC input form) ........................................................ 29
Figure 3.3 Online based survey form snapshot 3 (TTC Passenger input form) ........................................ 30
Figure 3.4 Online based survey form snapshot 4 (TTC Freight input form)............................................. 30
Figure 3.5 Online based survey form snapshot 5 (RTAC input form) ...................................................... 31
Figure 3.6 Survey Training Snapshot at BRRL ........................................................................................ 32
Figure 5.1 Age Distribution - TTC Passenger Survey Respondent ......................................................... 51
Figure 5.2 Household Size Distribution - TTC Passenger Survey Respondent ........................................ 52
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RUC Report 2016-17
EXECUTIVE SUMMARY
Road User Cost (RUC) is an important parameter which is used to develop the economic criteria
to allocate the highway maintenance and development budgets for RHD. Economics Circle of
RHD in collaboration with the IDC Transport Economists took the first initiative for determining
the RUC of RHD road network in Bangladesh and the first RUC study report was published in
1998-99.The most recent report of RUC was done for the year 2004-2005 and as the highways
and vehicles scenario of Bangladesh have changed significantly in last ten years, a need was
identified to update the RUC.
BRRL has commissioned a consultancy service which is titled as “Review of existing road user
cost estimation procedure used in RHD and update the same under BRRL during the year 2016-
2017” by appointing an internationally experienced independent consultant Engr. Syed Rakib
Uddin.The main objective of the consulting service was to evaluate and update the process of
determining the RUC components, i.e. Vehicle Operating Cost (VOC), Travel Time Cost (TTC)
and Road Traffic Accident Cost (RTAC) by conducting field surveys in seven divisional
headquarters: Dhaka, Chittagong, Rajshahi, Khulna, Rangpur, Sylhet and Barisal.
A huge collaboration with the Economics Circle, HDM Circle and Road Safety Circle of RHD
and externally with BRTA, different vehicle dealers, Vehicle operating companies etc. aided to
achieve the objectives of the service. A report is produced with discussion and summarisation the
findings and to make future recommendations for updating RUC. This report consists of seven
chapters and four appendices.
The representative model list for the most popular vehicle make of each vehicle category is
updated by investigating the BRTA registration records (2016-17) after 20 years. Though the
vehicle makes become more diverse and more competitive, the commercial transport market for
Trucks and Buses have moved mainly to Indian companies as Tata, Ashok Leyland, etc. For
Large Buses the market is shared mainly between Hino (Japan) and Tata (India) but for Tempo/
Human Hauler, Auto Rickshaw and Motor Cycle again Indian manufacturers are occupying the
leading market share. However, the private transport market for Car, Utility (Jeep) and Microbus
are still mostly populated by Japanese manufacturers as Toyota, Isuzu and Mitsubishi etc.
In this study, for the first time in RHD, an online based real time questionnaire survey
methodology is developed to perform the data collection and processing in real time. Four sets of
questionnaire survey are conducted to estimate VOC, TTC (Passenger), TTC (Freight) and the
RTAC parameters on the RHD network of Bangladesh. In addition, cost and tax information are
collected for various types of vehicles, vehicle parts such as tyres, for fuel and lubricants. The
online based questionnaire survey involved the process of filling in the prescribed online forms in
a specially developed website https:\rhdsurvey.com using a tablet or a smart phone and uploading
the answers in real time. A survey team was selected, trained and participated in a pilot survey in
direct supervision of the consultant and about 3,600 RUC survey samples (VOC 1,600, TTC
1,900 and RTAC 100) are collected within which about 3300 samples are analysed for this report.
According to the registration information from BRTA, Bangladesh motorised vehicle fleet is
increased to 29,84,000 vehicles in 2016-17 from 7,37,400 in 2004-05. The numbers of registered
vehicle within both the private and public vehicles category are increased many fold in 2016-17
than in 2004-05 except for Minibuses where the number is actually reduced and for large buses
the numbers are increased at a much slower rate.
In Bangladesh commercial vehicles are often intensively utilised. Large Chair Class Buses, in
particular, are operated as much as possible and overall large buses are found to be utilised highly.
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RUC Report 2016-17
Medium truck and Mini bus are also utilised more, while private light vehicles like Micro bus,
Utility, Car and Motor cycle are less utilised.
The Utilisation tables also indicated that the distance travelled (Km) by individual vehicles in all
categories are substantially reduced in last 12 years except for Utility and Motorcycle but the
average hours driven per vehicle is increased. Therefore, the average speed of different vehicle
categories are generally reduced in 2016-17 when compared with 2004-05 RUC study. Large
Buses and Microbuses are mostly travelled on the RHD national highways and their average
speed range are found as 36 to 37 km/hr in 2017 in comparison to 42 to 45 km/hr in 2004-05. The
average speed for public freight vehicles like Heavy to Light Trucks on the RHD network is
found as 30 km/hr in 2017 in comparison to 41km/hr in 2004-05.
On the other hand, when the numbers of registered vehicles are compared between the years
2004-05 to 2016-17, it is evident that for most of the vehicle categories, the numbers are increased
significantly. Therefore, though the distance travelled is reduced for individual vehicles, the
overall vehicle-km travelled by all vehicles along the Roads and Highways Network is actually
increased.
The combinations of the above reasons explain the increased congestion along the Roads and
Highways Network despite the increase of the network length and capacity. This also indicates
increased network constraint with lower efficiency of the vehicle fleets along the RHD Network
and reinforces the need for state of the art traffic and highway management operations on the
RHD Network. Consequently, further research needs to be done to understand the actual traffic
network performance along the roads and highway network in different divisions and different
RHD zones of Bangladesh to plan future network development accordingly.
The annual costs of maintaining the representative vehicles are highest for heavy trucks and large
buses and gets lower for other trucks, buses and other vehicle types primarily due to smaller size
and lower utilisation levels. In case of most public transport modes as trucks and buses costs of
crews are based on both drivers and helpers i.e. two crews per vehicle. Overhead costs are high in
Bangladesh, in part due to ferry and bridge tolls that account for larger share of financial
overheads in case of public transport modes and the other share is expenses which included the
unofficial but required costs for several owner or workers’ union, political groups and to different
officials.
Vehicle purchase costs were derived from a survey of established motor vehicle dealers in Dhaka.
Tyres are imported from India, Japan, Malaysia, Indonesia and Taiwan with Indian MRF tyres
dominating the market. The cost for Petrol, Diesel and Lubricating oil are obtained from the BPC.
VOC
Using the HDM-4 software, VOCs are derived for this study by running a project analysis on a
representative section of road with a length of one km and recording the predicted unit VOCs at
different roughness levels. More recent calibration is needed to benefit the future HDM4 model
runs as the transport and economic scenario of Bangladesh is significantly changed since the last
calibration effort. It can also be mentioned that the HDM circle would be benefitted from the
latest updates of the HDM4 software and would be in great need for more training to develop
more skilled personnel.
The financial and economical VOC per km analysed through HDM4 run for different type of
motorised vehicle at road roughness level of 4 and 10 for the year 2016-2017 are presented in
Table 1 and for the year 2004-05 is presented in Table 2 as follows.
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RUC Report 2016-17
Table 1 Variation of Financial and Economic VOC (Taka/km) to Road Roughness, 2016-17
Motor Cycle
Small Truck
International
Large Bus
Rickshaw
Microbus
Medium
Roughness
Minibus
Tempo
Utility
Heavy
Truck
Truck
Index (IRI)
Auto
Car
4 (Financial) 48.04 30.50 23.62 37.52 21.68 27.14 30.75 32.40 11.13 6.45 3.94
10 (Financial) 57.73 39.28 29.99 48.08 25.24 35.83 45.76 38.02 12.43 7.07 3.97
4 (Economic) 40.05 23.81 18.77 31.13 18.49 17.59 15.36 18.70 9.37 5.20 3.13
10 (Economic) 46.91 29.77 23.13 38.69 21.04 21.68 20.14 21.02 10.13 5.54 3.16
Table 2 Variation of Financial and Economic VOC (Taka/km) to Road Roughness, 2004-05
Motor Cycle
Small Truck
Large Bus
Rickshaw
Microbus
Medium
Minibus
International
Truck
Utility
Heavy
Truck
Auto
Car
Roughness Index
Tempo
(IRI)
4 (Financial) N/A 14.46 10.79 18.54 12.60 15.64 15.04 14.80 N/A 3.08 1.82
10 (Financial) N/A 18.54 14.00 23.87 15.16 20.43 21.27 17.89 N/A 3.67 1.94
4 (Economic) N/A 12.90 9.56 13.72 11.40 11.36 9.26 9.32 N/A 2.32 1.30
10 (Economic) N/A 16.38 11.85 18.05 13.25 14.76 12.76 11.11 N/A 2.74 1.37
With the increase of roughness i.e. IRI, the VOC also increases. The average financial VOC in
Taka per km are derived by HDM4 run and for Heavy Truck, Medium Truck, Small Truck, Large
Bus, Minibus, Microbus, Car, Utility, Auto Rickshaw, Tempo and Motor Cycle the average
financial VOC are respectively estimated as 55.3, 36.8, 28.2., 45.3, 24.4, 33.4, 36, 41.5, 6.9, 12.2
and 3.96.The financial vehicle operating cost is increased in last 12 years by 80% to 110%.
The Free Flow Speed in km per hour estimated in HDM4 for different type of motorised vehicle
at different roughness levels is presented in chapter 4 of this report. They should only be for
relative comparison purpose with the increase of roughness as it is only a theoretical value
assuming no vehicle congestion in the road and also as the HDM4 parameters are not well
calibrated for speed values for Bangladesh for recent years.
The VOC for Non-motorised vehicles were not determined in this study due to time and resource
constraints, rather the value reported in the 2004-05 RUC report is presented. The economic VOC
in Taka/km for non-motorised vehicles with road roughness of IRI 4 was found to be 0.45 for
Bicycle, 1.02 for Rickshaw, and 4.15 for Animal Cart and with road roughness of IRI 10 was
found to be 0.70 for Bicycle, 1.76 for Rickshaw, and 6.43 for Animal Cart. VOC for non-
motorised vehicle models are needed to be updated in future studies.
TTC
TTC is used as a part of RUC in the economic appraisal of projects. In Bangladesh, the TTC is
estimated according to separate vehicle types both for freight and passengers termed as TTC
Freight and TTC Passenger and due to the functional difference TTC is derived separately for
National/Regional Highways and the Zilla Roads.
On the National and Regional Highways, the value of Cargo Time (Tk/veh-hr) represents only 1%
to 2% of the Economic Vehicle Operating Cost (Tk/Hr) in view of their small resource cost
savings.
The determined TTC values for all passenger vehicles in 2016-17 are derived by taking average of
Average Wage (AW) and Revealed Preference (RP) methods. The TTC for passengers of Non-
motorised vehicles are used according to the RUC report 2004-05 and for Rickshaw passengers
the TTC was found 4.1 Taka/Hr and for Bi-Cycle the TTC was found as 10.5 Taka/ hour.
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RUC Report 2016-17
TTC survey respondents on average worked 200 hour per month. The recommended TTC values
for all passenger vehicles in 2016-17 are derived by taking average of Average Wage (AW) and
Revealed Preference (RP) methods and reported in Table 3 and 4 for National and Regional
Highways and Zilla Roads.
Table 3 Recommended TTC for FY 2016-17 for National and Regional Highways
Vehicle Occupancy Financial Economic
Category Number TTC per TTC per TTC per TTC per
Passenger Vehicle Passenger Vehicle
Taka/hr Taka/hr Taka/hr Taka/hr
Large Bus 42 64 2721 51 2177
Mini Buses 35 52 1803 41 1442
Micro Bus 7 107 749 86 599
Car 3 130 390 104 312
Tempo 10 59 590 47 472
Auto Rickshaw 5 66 328 52 262
Motor Cycle 1 86 86 69 69
Source: Travel Time Cost Survey 2016-17(Large Bus aggregated)
Table 4 Recommended TTC for FY 2016-17 for Zilla Road

Vehicle Category Occupancy Financial Economic
Number TTC per TTC per TTC per TTC per
Large Bus 36 41 1476 33 1181
Mini Buses 35 44 1523 35 1218
Micro Bus 8 83 660 66 528
Car 3 105 314 84 251
Tempo 9 50 450 40 360
Source: Travel Time Cost Survey 2016-17
The TTC values for 2004-05is shown in the Table 5, which reveals, TTC per passenger is
generally increased for all types of vehicles in 2016-17 since 2004-05 by 100% to 220% in some
cases for National/Regional Highways. In case of Zilla roads, TTC Passenger also increased in
2016-17 than in 2004, but the rate of increase is lower than that of the National/Regional
Highways except for Tempo where the rate of increase is almost 300%. Therefore, TTC per
passenger for the main road is generally found to be more than that of the Zilla roads.
Average occupancy for AC Bus and Chair Class Bus is reduced while for Ordinary Large Bus,
Minibus and Microbus is increased. For other types, the occupancy of Auto Rickshaw is increased
from 3 to 5 which indicates the popularity of the battery operated bigger sized Auto rickshaw
increased in comparison to the smaller CNG or Diesel operated Auto rickshaw.
Table 5 Recommended TTC For FY 2004-05(National Average)

Pass Vehicle Pass Vehicle
All Buses 36 22.0 816.6 17.6 653.3
Micro Bus 8 31.2 249.0 24.9 199.2
Car/Utility 3 38.6 123.3 30.9 98.6
Tempo 10 13.6 137.6 10.9 110.1
Auto Rickshaw 4 20.6 76.5 16.4 61.2
Motor Cycle 1 28.6 30.2 22.9 24.1
Source: RUC Report 2004-05
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RUC Report 2016-17
RTAC
The main two approaches of costing accidents are the Lost Output (or “human capital”) approach
and the Willingness to Pay (WTP) approach. While WTP has been mostly used in the developed
motorised countries, the Lost Output method is recommended for developing motorising
countries. Lost Output method is again divided into Gross Lost Output and Net Lost Output
method. This report has evaluated the individual accident cost based on the Net Lost Output
method.
The Road Traffic Accident information is used as recorded by Bangladesh Police and published in
the National Road Traffic Accident (NRTA) Report 2014 by Road Safety Cell, BRTA and other
accident parameters are estimated from the 2017 RUC survey data. According to the NRTA
Report 2014, Total 1558 Road Traffic Accidents were recorded by the police with 1274 Fatal, 218
Serious and 66 Simple Accidents which resulted in 2431 casualties with 1632 Fatal, 585 Serious
and 214 Simple Casualties. However, it is believed that high level of under-reporting exists for all
levels of RTA in Bangladesh.
Lost output refers to the loss to the economy of productive capacity of the persons victimised by a
road accident. While average incomes for motorised transport users have been determined by the
TTC surveys undertaken in 2016-17 by BRRL, average income of a pedestrian is calculated using
an average per capita income of Taka 9,550 per month (BBS 2015-16). The Accident cost is
calculated for the year 2017 using the RTA data for the year 2014 as a basis. The present values
of lost output for each user category are calculated based on the assumptions, Average age of
RTA fatality = 32 years, Average lost working years = 27 (Average retirement age 59 years),
Base year 2017, annual discount rate of 12% and average GDP per capita growth rate 6%, 30% of
per capita income is taken to be personal consumption.
The Lost Output Cost is estimated as 2.977,741 Taka for a Fatal RTA, 37,079 for a Serious RTA
and 3,037 Taka for a Simple RTA in 2016-17. The Medical Cost is estimated as 14,273 Taka for a
Fatal RTA, 20,083 for a Serious RTA and 3,126 Taka for a Simple RTA in 2016-17.The Human
Cost is computed as 1.78 million Taka for a Fatal RTA, 22,000 Taka for a Serious RTA and 1800
Taka for a Simple RTA in 2017.The vehicle damage cost component of RTA is estimated during
the 2016-17 VOC survey as 209,000 Taka for a Fatal RTA, 157,000 Taka for a Serious RTA,
104,000 Taka for a Simple RTA and 5,000 Taka for Property damage only (PDO). Administrative
costs is assumed as Taka1,500 per accident.
Considering all major component costs of a Road Traffic Accident (RTA), the total cost of a Fatal
RTA is estimated as 4.99 million Taka, 238,000 Taka for a Serious RTA, 114,000 Taka for a
Simple RTA and 6,700 Taka for a PDO accident.
In future, for arriving at a more representative result for the entire country, field surveys covering
more areas and operators are needed, this would require more financial resources, time and
personnel resources. Various vehicle categories may need to be updated in the future studies.
Establish a process of considering the usage of CNG as fuel which HDM4 currently ignores. An
effort should be made to develop a Unit VOC model for future years. It is recommended for VOC
to be determined by survey every 2 years and need to be checked for the possibility of
determination by econometric models. Travel time cost is determined in this study by average
wage method and revealed preference method. As the income level for Bangladesh is progressing
towards the middle income country, the study method should be checked for upgrade into more
sophisticated process as stated preference methods and other ways. RTA cost is determined by the
Lost Output method. It needs to investigate the value for other methods as Willingness to pay
approach. For future survey works, all learning and information from this study should be utilised.
A follow up research study shall be conducted on the follow up of the RUC questionnaires, which
was out of scope for this RUC study to summarise other relevant findings for RHD.
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1 INTRODUCTION
1.1 Background
Roads and Highways Department (RHD), Bangladesh is responsible for the planning,
development, construction and maintenance of the major road network for Bangladesh comprising
National Highways, Regional Highways & Zilla Roads. Currently the RHD road network covers
21,302 km and about 6,000 crore taka was spent on the maintenance and development of this
network in the year 2015-16.
RHD has developed a system to allocate its highway maintenance and development budgets
according to some economic criteria through the use of Highway Development and Management
(HDM) Model. For determining the economic feasibility of a road building project, the cost
components considered for the roads and highways network include the Construction cost,
Maintenance cost and Road User Cost (RUC). While construction cost and maintenance cost are
the responsibility of the concerned road development agency like RHD and RUC is accrued by
the people through their use of the road network facility.
According to an empirical study carried out by the Organisation for Economic Cooperation and
Development (OECD) in 1994 on cost-shares under optimal maintenance situation of road
infrastructure, the proportion of road user cost (RUC) becomes above 90% on a road with 5000
vehicles per day. This significant RUC can be reduced substantially through proper and timely
maintenance of the road network and for the life cycle of a road project, determination of a
realistic RUC becomes a significant challenge. The Road User Cost comprises of three main
components i.e., Vehicle Operating Cost (VOC), Travel Time Cost (TTC) and Road Traffic
Accident Cost (RTAC).
In 1997, Economics Circle of RHD in collaboration with the IDC Transport Economists first
developed a methodology for determining the RUC for the RHD network in Bangladesh. The first
RUC study report was published in 1998-99 and updated for few more years annually/biannually.
The most recent report was the fifth update of RUC for the year 2004-2005. Updating of RUC is
to be done by Economics Circle of RHD. However, after 2004-05 there was a great need to get an
up to date RUC for RHD. Therefore, BRRL took the initiative to update the same through
appointing an individual consultant udder consultancy package “Review of existing road user cost
estimation procedure used in RHD and update the same under BRRL during the year 2016-2017”.
1.2 RUC Components
RUC consists of following three components:
• Vehicle Operating Cost (VOC) comprising the physical costs for capital, fuel, maintenance and
spare parts, depreciation, crew costs, overhead etc;
• Travel Time Cost (TTC), representing the value of time spent in travelling by passengers and
freight; and
• Road Traffic Accident Cost (RTAC), representing the cost of road traffic accidents causing
injuries and fatalities.
RUC components are updated on the basis of data collected through field surveys of road users,
transport owners as well as operators and transport businesses. The statistics on the number and
nature of road accidents are collected from the National Road Traffic Accident Report 2014
prepared by the Road Safety Cell at BRTA, Bangladesh.
The road traffic accident costs report has been updated mainly in respect of number of accidents
(Fatal, Serious and Simple), lost output, medical costs, property damage costs and lost earnings,
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and other related costs. The estimation of costs relating to lost output, property damage, lost
earnings etc have been based on the data collected through VOC and TTC field surveys, while
costs involved in other relevant components have been estimated on the basis of road traffic
accident survey data, 2017 and some secondary data using other publications. It is important to
mention here that in order to carry out a comprehensive RTAC study, we need to have the
accurate data on the number of road accidents (considering under reporting) and to undertake a
detailed survey of medical costs in the representative hospitals of the country both government
and private, urban and rural.
1.3 Financial and Economic Cost
All costs in the report are given in financial and economic prices. The financial price is the retail
market price to the consumer of the product. The economic price reflects the true value (that is,
the real worth) as well as the scarcity premium of the resource to the economy. In the economic
jargon, this is termed as a “shadow” or “accounting” price of the resource in the economy. The
shadow price of unskilled labour, for instance, may well be lower than the wage to reflect its
abundant supply, while that of a skilled professional may be higher than the salary given to him, if
his opportunity cost is considered. The economic price of a factor or a product also excludes all
tax elements as they reflect mostly a transfer of resources from one sector of the economy to
another or from one agency to another within the economy. On the other hand, subsidy elements
if any are included with the economic price. Furthermore, market distortion or imperfection and
government regulations or interventions are also taken into consideration while shadow-pricing a
factor or a product. In case of imported inputs, economic costs were based on the border prices
plus port handling, transportation, assembling and retail cost (profit margin) duly shadow priced.
Local inputs of labour and materials were also shadow priced using the RHD Standard
Conversion Factor of 0.8 (Economics Working Paper E9, 1998)
1.4 Consultancy Assignment and Objectives
In reference to the need to update the RUC for the Roads and Highways Department, the
consultancy service “Review of existing road user cost estimation procedure used in RHD and
update the same under BRRL during the year 2016-2017” is commissioned by BRRL, RHD. An
independent consultant Engr. Syed Rakib Uddin is assigned to pursue this consultancy service and
this report is presenting the objectives and the findings of the consultancy assignment.
The objectives of the consulting services of the assignment are:
- Evaluation of existing process of RUC estimation and updating the process of determining the
three components of road user cost, i.e. VOC, TTC and RTAC.
- Plan, commission and supervise the survey process to update the value of VOC, TTC and RTAC
and eventually the value of RUC for Bangladesh in the year 2016-17.
- Collaborate with other divisions of RHD (e.g. HDM circle, Economics circle, Road safety
circle, etc.) and external organizations (like BRTA, BUET, LGED etc) to access the secondary
data about VOC, TTC and RTAC and validate the survey data in 2016-17.
- Suggest future proposals for updating the VOC, TTC and RTAC i.e. the RUC in the future.
1.5 Report Structure
The report is titled as “Review of existing road user cost estimation procedure used in RHD and
updating the same under BRRL during the year 2016-2017” and consists of seven chapters and
four appendices.
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Chapter 1‘Introduction’ contains the overview of the project and described the background of the
study, RUC components, relationship of financial and economic costs, explained the consultancy
assignment and objectives and included the report structure section.
Chapter 2 ‘The RHD Road Network and Vehicle Fleet’ presents information on the RHD
Network of Bangladesh and the vehicle fleet information of Bangladesh which is updated from
BRTA in 2016-17after 20 years since 1995. This chapter also updated the representative vehicle
makes and models for the representative RHD vehicle categories and summarised the respective
vehicle characteristics.
Chapter 3 ‘Survey Methodology and Description’ contains the methodological frame work for the
field survey, survey objective and structure, sampling methods, components of online survey
questionnaire, pilot survey and surveyor training methods, respective sample size and survey
locations for VOC, TTC and RTAC etc.
Chapter 4 ‘Vehicle Operating Cost’ explained the parameters of VOC and the methodology to
estimate the VOC for RHD network using HDM4 software. The required cost parameters are
explained in different sections covering representative vehicle modelling by HDM, annual
utilization of vehicles, operational life of vehicles, vehicles purchase costs, costs of fuel and
lubricants, vehicles maintenance costs, crew wage costs and annual overhead costs, respective
HDM4 input table and resulting financial and economic VOC for motorised and non-motorised
vehicles on the RHD network.
Chapter 5 ‘Travel Time Cost’ describes the process of determining the TTC for passengers and
freight vehicles which is also referred to as ‘Value of Time’. This chapter contains the distribution
of various passenger parameters such as age, trip purpose, occupation, monthly income,
willingness to pay to save time etc. Later travel time cost of passengers and freight are derived by
category of vehicle and road class as National/Regional Highways or Zilla road.
Chapter 6 ‘Road Traffic Accident Costs’ explain Road Traffic Accident statistics, methodology
for calculating the Road Traffic Accident Cost for different levels of RTA casualties as Fatalities,
Grievous/Serious injuries & Simple/Slight injuries. It included different tables on Fatal
Causalities by Age Group, Lost output Causality Costs, Medical Costs per RTA and other costs
for determining the final Road Traffic Accident Cost per casualty.
Chapter 7 ‘Conclusion’ summarises the findings of the RUC study, suggested future research
potential and presented the concluding remarks.
The Appendices include the References and VOC, TTC and the RTAC surveys questionnaires
along with example letters for data collection and photograph of survey locations and vehicles.
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2 THE RHD ROAD NETWORK AND VEHICLE FLEET

2.3 Road Network of Bangladesh
In November 2003, the Government has made a change to earlier road classification system and
delineated the ownership/responsibility of each category of roads for their improvement and
maintenance (Bangladesh Gazette volume-1, 2003). The new definition classifies the road system
into six main categories. The road type/category, definition and, ownership and responsibility are
listed in Table 2.1,
Table 2.1 Type, Definition and Ownership of Roads in Bangladesh
Sl. Type Definition Ownership/

No Responsibility
1. National Highways connecting National capital with Divisional HQs or RHD
Highway seaports or land ports or Asian Highway.
2. Regional Highways connecting District HQs or main river or land ports or RHD
Highway with each other not connected by National Highways.
3. Zila Roads connecting District HQ/s with Upazila HQ/or connecting RHD
Road one Upazila HQ to another Upazila HQ by a single main
connection with National/Regional Highway, through shortest
distance/route.
4. Upazila Roads connecting Upazila HQ/s with growth Centre/s or one LGED*/ LGI*
Road Growth Centre with another Growth Centre by a single main
connection or connecting Growth Centre to Higher Road
System**, through shortest distance/route.
5. Union Roads connecting Union HQ/s with Upazila HQs, growth centres LGED*/ LGI*
Road or local markets or with each other.
6. Village a) Roads connecting Villages with Union HQs, local markets, LGED*/ LGI*
Road farms and ghats or with each other.
b) Roads within a Village.
-The roads under the jurisdiction belong to the Pourashavas and the City Corporations have not been
included in the list above.
- *LGED-Local Government Engineering Department, RHD-Roads and Highways Department, LGI -
Local Government Institutions.
** Higher Road System - National Highway, Regional Highways, and Zila Roads.
Source: Published in the Bangladesh Gazette, volume 1-6, November, 2003
RHD road network comprised of National Highways (N), Regional Highways (R) & Zilla
Highways (Z). At present RHD has 21,302 km road network. The Classification of the roads
along with their length and number is shown in the following Table 2.2.
Table 2.2 RHD road classification and Length, 2017

Classification No. of roads Total length (km)
National Highways 96 3813
Regional Highways 126 4247
Zilla Highways 654 13242
Total 876 21302
Source: RHD website April, 2017
The map of the current RHD road network is shown in Figure 2.1
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Figure 2.1 RHD Road Network
Source: RHD website April, 2017
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2.4 RHD Vehicle Fleet
The Bangladesh vehicle fleet is characterised by a large number of different vehicle types for
which RHD has derived a classification of motorised vehicles and non-motorised vehicles.
Mainly for traffic counting purpose, RHD divided vehicles into eleven standard motorised
vehicles and four standard non-motorised vehicles, as set out in Table 2.3. In addition the BRTA
vehicle categories for the Trucks are also given in table 2.4.
Table 2.3 RHD Vehicle Categories
RHD Category Description

Motorised Vehicles
Articulated and Heavy Three or more axles. Includes multi-axle tandem trucks, container
Truck carriers and other articulated vehicles.
Medium Truck Two axle rigid trucks> three tonne payload
Agricultural tractors and trailers are also included
Small Truck Two axle rigid < three tonne payload
Large Bus >40 seats and >36 feet chassis
Mini Bus 16-39 seats and <36 feet chassis
Micro Bus Up to 16 seats.
Utility Jeeps, four wheel drive vehicles and pick-ups
Car All types of cars and taxis
Motor Cycle All two wheeled motorised vehicles
Auto Rickshaw Three wheeled motor vehicles including Baby taxi
Tempo Large passenger & cargo carrying Auto Tempo/Van
Non-motorised Vehicles
Cycle Rickshaw Three wheeled passenger Non-Motorised Vehicle
Rickshaw Van Three wheeled cargo Non-Motorised Vehicle
Cart All animal carts and human drawn/push carts
Bicycle All two wheeled pedal cycles
Source: MCC Traffic Guide (RHD), October 2001
Table 2.4 BRTA Vehicle Categories for Trucks
Description Number Start End Type of Vehicle

Identifier No No.
Private & Public DHA 61 99 Articulated truck (heavy/light) / Industrial
Articulated Vehicles tractor / Locomotive /Prime mover/
Private & Public E 31 99 Caravan/Semi trailer/Drawbar trailer/Low bed
Trailer trailer
Heavy Public & U & TA 11 99 Bottle carrier / Cargo truck (closed/open) /
Private goods Cargo/Panel van / Dump/ Flatbed / Low bed
(over 7.5- 22 ton) truck / Pole carrier / Refrigerator van / Tipper
/ Demountable truck.
Medium Private & AU & DA 11 99 Applicable weight class of Heavy Goods
Public goods
(over 3.5 -7.5 ton)
Light Private & MA & NA 11 99 Applicable weight class of Heavy Goods
Public goods
(Up to 3.5 ton)
Source: BRTA website, April2017
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2.5 Registered Motorised Vehicles
Registration information for Bangladesh motorised vehicle fleet is collected from Bangladesh
Road Transport Authority (BRTA). The most recent number of BRTA registered vehicles is
2,984,200(Table 2.5) which was found to be 737,400 in 2004-05 (Table 2.6). It is clearly seen that
the number of registered vehicles within the private vehicles category such as Car, Microbus,
Utility (Jeep) are increased by about 3 to 4 times and number of Motor Cycle is increased by 5.5
times since 2004-05. On the other hand numbers of Truck and Auto Rickshaw/Tempo have
increased by about 3 times since 2004-05. While numbers of both large buses and minibuses are
increased at slower rate since 2012, the number of Minibuses are actually lower in number than in
2004-05. Representative model for the most popular vehicle make of that vehicle category was
done in 1995 by investigating the BRTA registration records which is updated in this study after
more than 20 years and presented in Table 2.7 and 2.8.
Table 2.5 Registered Motorised Vehicles in Bangladesh (in ’000, 2012-2017)
Type 2012 2013 2014 2015 2016 March, Yearly

2017 Growth
Truck 127.1 136.1 148.9 159.7 173.5 178.1 8%

Large Bus 31.0 32.1 33.6 36.0 39.8 40.9 6%
Minibus 26.2 26.3 26.6 26.9 27.4 27.5 1%
Microbus 73.5 76.0 80.3 85.5 91.4 92.9 6%
Utility (Jeep) 86.3 94.2 105.6 119.5 135.7 140.0 12%
Car/Taxi 286.6 297.2 312.2 333.4 353.7 360.0 5%
Motorcycle 975.5 1,061.3 1,152.0 1,392.3 1,724.4 1,804.8 16%
Auto Rickshaw 170.7 186.4 206.3 226.3 237.5 239.3 9%
Auto Tempo 23.5 24.2 25.0 27.2 32.0 33.5 8%
Others 44.0 47.7 51.7 56.5 64.4 67.2 10%
Total 1,844.3 1,981.4 2,142.1 2,463.3 2,879.7 2,984.2 12%
Source: Bangladesh Road Transport Authority (BRTA), April 2017
Table 2.6 Number of Registered Motorised Vehicles in Bangladesh (in ’000, 1995-2003)
Type 1995 1997 1999 2001 2003 Yearly

Growth
Truck 31.7 36.2 40.9 46.2 51.4 6%

Bus 27.7 28.0 28.5 29.5 30.6 1%
Mini Bus 25.1 26.8 27.8 29.5 33.4 6%
Jeep/Microbus 29.9 33.8 38.8 43.3 49.4 6%
Car/Taxi 62.0 82.9 94.0 106.1 127.1 9%
Motorcycle 175.1 201.1 232.2 271.2 321.3 8%
A Rick/Tempo 50.5 69.1 75.6 79.1 98.5 9%
Other 7.3 10.3 14.1 18.4 25.7 17%
Total 409.3 488.0 552.0 623.3 737.4 8%
Source: RUC report 2004-05
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Table 2.7 Popular Make for BRTA registered vehicle fleet (2017)
RHD Category Most % Second % Third % Top Three

Popular Popular Popular Make %
Make Make Make
Articulated/Heavy Tata 44% Ashok 17% Eicher 7% 68%
Truck Leyland
Medium Truck Tata 23% Eicher 20% Isuzu 11% 54%
Small Truck Tata 55% Toyota 10% Mahindra 6% 71%
Large Bus Tata 22% Hino 19% Ashok 15% 56%
Leyland
Mini Bus Tata 35% Isuzu 15% Mitsubishi 7% 57%
Micro Bus Toyota 88% Mitsubishi 3% Nissan 3% 94%
Utility (Jeep/ Toyota 34% Mitsubishi 22% Tata 22% 78%
Pickup)
Car Toyota 85% Nissan 3% Mitsubishi 2% 90%
Motor Cycle Bajaj 37% Hero 18% Honda 9% 64%
Auto Rickshaw Bajaj 92% Mahindra 1% Atlas 1% 94%
Tempo/ Human Tata 18% Bajaj 17% Vespa 16% 51%
Hauler
Source: Bangladesh Road Transport Authority (BRTA), April, 2017
Table 2.8 Popular Make & Model for BRTA registered vehicle fleet(1995)
RHD Category Most Popular % Second Popular % Total Two
Make/Model Make/Model Makes %
Articulated Truck Tata No data available

Medium Truck Tata SE 1612 28% Bedford England 27% 55%
Small Truck Isuzu NKR55L 46% Toyota 13% 59%
Large Bus Hino AK series 56% Tata 32% 88%
Mini Bus Tata LP909 44% Mitsubishi 19% 63%
Micro Bus Toyota Liteace 81% Mitsubishi 13% 94%
Utility Mitsubishi Pajero 25% Toyota 23% 48%
Car Toyota Corolla 74% Nissan 7% 81%
Motor Cycle Honda 125 58% Yamaha 14% 72%
Auto Rickshaw Bajaj Baby Taxi 97% Other 3% 100%
Source: RUC report 2004-05
While in 1995, for all vehicle categories over 50% was dominated by two makes, in 2016-17, at
least three vehicle make comprised more than half of the vehicles in each category. Therefore,
currently the vehicle makes have become more diverse and more competition exist in the vehicle
market.
2.6 Vehicle Types on RHD Network
In Bangladesh, majority of the vehicle are imported either Completely Built Up (CBU) or
Completely Knocked Down (CKD). Most trucks, buses and auto-rickshaws are imported
knocked down in the form of chassis and engine, whereas cars, microbuses, motor cycles and
utilities are imported as CBU units. The commercial transport market of Trucks and Buses used to
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RUC Report 2016-17
have a lot of varieties in the past with European, Japanese and Indian models. Currently this
market is primarily dominated by Indian manufacturers companies as Tata, Ashok Leyland, and
Mahindra etc. However, the private transport market for Car, Utility (Jeep) and Microbus are still
mostly governed by Japanese manufacturers as Toyota, Isuzu and Mitsubishi etc. For Large Buses
the market is shared mainly between Hino (Japan) and Tata (India). For Tempo/ Human Hauler,
Auto Rickshaw and Motor Cycle Indian manufacturers are occupying the leading market share.
The following section gives a brief description of the vehicles in each of the RHD categories.
2.6.1 Heavy &Articulated Truck

In the 2004-05 RUC study, Heavy and Articulated Trucks were not modelled due to their lower
percentage share. The recent BRTA record shows that the number of Heavy Trucks is increased
significantly though number of Articulated Trucks is still low. However, according to BRTA,
Heavy Trucks are defined as trucks carrying more than 7.5 tons of payload while the RHD
classifies Heavy Trucks having three or more axles. As a result, BRTA classified heavy trucks
numbers can include a lot of RHD medium trucks which have two axles but carries more than 7.5
ton payloads. While analysing the BRTA number of trucks, it also indicated that about 47% of the
trucks are classified as Heavy Trucks while only 16% are classified as Medium Trucks and less
than 2% are classified as Articulated Trucks. Therefore, for the purpose of this study, Articulated
Trucks are considered within the group of Heavy Trucks and the RHD definition of Heavy Truck
is followed for survey and HDM modelling purpose. Major manufacturers companies for Heavy
Trucks include Tata, Ahsok Leyland and Eicher etc. and as Tata occupies more than 40% of
market share, the representative model for Heavy Truck is selected from Tata. Several models are
available as Tata LPT 2516, Tata LPT 2518 and Tata LPS 4018 (Articulated) and the most
representative model is chosen as Tata LPT 2516.
2.6.2 Medium Truck

In the previous studies, medium truck market was dominated (75%) by three makers: Bedford
England, Bedford Hindustan and Tata. However, in the recent years the market share has shifted
and currently the leading manufacturers are Tata, Eicher and Isuzu which account for 54 per cent
of the market share. In comparison to the previous BRTA record which was used from 1995 to
2004-05, the market share of Bedford Trucks is lost to Tata by a large margin. Popular models for
Medium Trucks are Tata LPT1615, LPT1613, LPT 1109, Ashok Leyland 1613, 1616i, Eicher
1112 etc. among which Tata LPT 1615 is chosen as the most representative model.
2.6.3 Small Truck

Small Truck has experienced similar type of change like the other truck categories, but it also
exhibited different type of changes. In terms of market share, Isuzu (46% in the past) small trucks
have lost its leadership completely to Tata (55% currently). However, the market of small trucks
is taken up by pickups at a significant pace that it is becoming increasingly difficult to find the
small trucks of the past. Current models include Tata 407, Tata 709, Tata Ace, Toyota Dyna and
Mahindra Mini Trucks. The representative model is chosen as Tata 407.
2.6.4 Large Bus

Large buses can be divided into three categories as Air Conditioned, Chair Class and Ordinary
Large Buses. As before, both Hino (Japan) and Tata (India) dominate the large bus market but the
join market share is reduced from 88% (2004-05) to 41% with Tata having the leading market
share. The current models for Air-conditioned buses are Hino, Volvo Scania and Hyundai
Universe etc. Other large bus models are Hino AK1J,Tata LPO1316, Tata LPO 1512 etc. of
which the representative model is selected as Hino Ak1J.
2.6.5 Minibus
The major brands of minibus are Tata, Isuzu and Mitsubishi. The Japanese makes were popular
till the last half of the 1980’s but the Indian makes steadily increased their share and Tata
currently in lead with 35% market share. The most representative model is Tata LP909.
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2.6.6 Micro Bus

Microbuses are usually privately owned, but currently significant numbers of these are operated
on a rental basis. Toyota dominates this category with its Hiace, Liteace and Noah models and
still has 88% share of the market. The selected representative model is Toyota Hiace.
2.6.7 Car
Toyota still dominates the market of Cars with 85% of the share. Majority of the cars are now
imported as reconditioned/nearly new vehicles and most imports now consist of the variants of the
popular Toyota Corolla model. A mid-range variant Toyota X-Corolla (1600 cc) was chosen as
the representative model
2.6.8 Utility
The utility vehicle market is dominated by Japanese luxury four wheel drive models, usually
referred to as Jeeps. The Mitsubishi Pajero and the Toyota Land Cruiser Prado account for over
half the Jeep market. The utility category also includes pick-ups which have recently increased
significantly in numbers. In the past, pickups were ignored as Utility vehicles, but currently due to
their market share, they are also considered. Common pick up models are Toyota Hilux, Tata Ace
etc. In future, it would be useful to consider Pickup as a separate vehicle category. For this study,
Toyota Prado Land Cruiser/ Toyota Hilux is selected as the representative Utility model.
2.6.9 Auto-Rickshaw
In 2004-05, the auto-rickshaw market was divided into three categories which are defined by their
respective manufacturers: Mishuk (Atlas), Baby taxi (Bajaj) and Tempo (Vespa). However, the
Auto rickshaw Market is market is currently dominated by the Bajaj Baby taxi. In 2002 with the
introduction of CNG (Compressed Natural Gas) powered auto-rickshaws, significant amount of
Auto rickshaws have used CNG as the fuel. However, in recent year’s route permit for new Auto
rickshaws with CNG are not given. Also, significant number of electricity charged battery
operated three wheelers known as Easy Bikes are operating outside Dhaka, which are not
approved by the BRTA. In this study, Bajaj Auto rickshaw is selected as the representative model.
2.6.10 Tempo
The usual Vespa based larger three wheeler used to operate as Tempo, which was a passenger
carrying vehicle (carried up to 15 passengers). However, with the introduction of 4 wheeler
Human Haulers, they are becoming increasingly popular replacing the three wheeler Tempos. One
of the most common models of these 4 wheeler Human Haulers is Tata Shaathi which is based on
a Tata Ace chassis and operates using Diesel as the fuel. This model is used as the representative
model for Tempo.
2.6.11 Motor Cycle

Honda used to dominate the motor cycle market in 1995 which has reduced to 7% market share.
Currently, Bajaj is the leading manufacturer with 37 percent of market share and the other leading
manufacturer is Hero with 17% market share. The representative model for motorcycle is selected
as Bajaj Platina 100 cc.
2.6.12 Bicycle
Under this category, all two wheeled NMT are considered. India and China made bicycles largely
dominate in the market. A small proportion of this category are assembled by the vendors
combining local and imported parts and accessories. In this study, modelling of bicycles for
VOCs are based on a composite of the available models in Bangladesh.
2.6.13 Rickshaw
All three wheeled non-motorised transports are considered under this group. Rickshaw is a very
common mode of transport throughout Bangladesh. The vans are more popular in rural areas. The
frames and bodies of this type of vehicle are made locally using both local and imported parts.
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Rims and chains are generally imported from adjacent areas of the neighbouring country, while
tyres and bearing are locally manufactured. Outside Dhaka, good number of Rickshaw’s are
noticed to be operated by Electricity charged Batteries which has increased the operating cost
slightly, but offered great ease to the rickshaw drivers and offered much higher speed than the
non-motorised versions.
2.6.14 Animal/Push Carts

All animal drawn/pushed carts are categorised here. Animal carts are mainly rural vehicles, while
push carts exist both in rural and urban areas. All of these types of vehicles are locally made with
no imported parts used. Wheels are made by wood covered with iron and rubber rims.
2.6.15 Other vehicles:

Various interesting types of vehicles are observed throughout the country while doing the VOC
survey specially ranging from shallow engine based vehicles to electric charged battery powered
vehicles. Along the RHD network of Bangladesh, shallow engine powered special vehicles are
addressed in different names such as ‘Nosimon’, ‘Korimon’ or ‘Votvoti’, etc. On the other hand
electricity charged battery operated three wheelers have become increasingly popular in last 10
years in different divisions of Bangladesh and known as ‘Easy Bike’, ‘Auto’ etc. In addition to
these electricity charged battery operated Rickshaw (Standard rickshaw with a Battery) are also
noticed in good amounts in different divisions except Dhaka and Chittagong Metropolitan areas.
However, most of these non-standard vehicles are not approved by BRTA or any other
government authority and poses significant road safety risk causing severe Road Traffic
Accidents. Therefore, these vehicles are currently not allowed to operate on National Highways.
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RUC Report 2016-17
2.7 Representative Models of Vehicles
According to the most popular make of the BRTA record, the corresponding companies were
approached to find out the most representative models of each vehicle category.
category. The resulting
information
mation is shown in the Table 2.9
Table 2.9 Representative Models of RHD V

Vehicles (2017)
No Picture RHD Description and Representative Models
Category
a) Motorised Vehicle
1. Heavy Trucks with three or more axle which includes multimulti-axle tandem
Truck trucks, container carriers and articulated trucks.
Model: Tata LPT 2516
2. Medium Trucks with two axles and carries over three tonnes payload.
Truck Model: Tata LPT 1615
3. Small Smaller Trucks which carries up to three tonnes payload.

Truck Model:Tata LPT 407
4. AC Bus Large Buses with more than 40 seats on 36 feet or longer chassis
having direct or fewer stop service with Air Conditioning System.
Model: Hino AK1J/ LPO 1316
5. Chair Large Buses with more than 40 seats on 36 feet or longer chassis
Class Bus having fewer stop services without
ithout Air Conditioning System.
Model: Hino AK1J/ LPO 1316
6. Ordinary Large Buses with more than 40 seats on 36 feet or longer chassis
Large Bus having more frequent stop services without Air Conditioning
System. Model: Hino AK1J/ LPO 1316
7. Mini Bus Smaller Buses with 16 to 39 seats and less than 36 feet chassis
Model: Tata LP909
8. Micro Bus Upto16 seats.
Model: Toyota Hiace
9. Utility Pick-up, jeeps and four wheeled drive vehicles.
Model: Toyota Land Cruiser Prado/ Toyota Hilux
10. Car All types of car used either for personal or taxi services.
Model: Toyota X-Corolla
11. Motor All two wheeled motorised vehicles
Cycle Model: Bajaj Platina 100cc
12. Auto Motorised three wheeled vehicles.
Rickshaw Model: Bajaj Baby Taxi
13. Tempo/ Large passenger & cargo carrying 3/4 wheelers.
Human Model: Tata Shaathi
Hauler
b) Non-Motorised
14. Cycle Three wheeled non- motorised vehicles
Rickshaw
15. Bicycle All pedal cycles.
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RUC Report 2016-17
2.8 Characteristics of Representative Vehicles
Table 2.10 and 2.11 set out the physical characteristics of the representative vehicle types,
Table 2.10 Vehicle Characteristics: Engine and Tyres

Category Mode Body Fuel CC Cylindrer HP Tyres Type of Tyres
Heavy Truck Tata LPT 2516 CKD Diesel 5883 6 157 10 10.00X20-16PR
Medium Truck Tata LPT 1615 CKD Diesel 5883 6 145 6 10.00x20-16PR
Small Truck Tata LPT 407 CKD Diesel 2956 4 73 4 7.50x16-16PR
Large Bus Hino AK1J CKD Diesel 7961 6 207 6 9.00x20-14PR
Mini Bus Tata LP909 CKD Diesel 3783 6 90 6 8.25x16-16PR
Micro Bus Toyota Hiace CBU Diesel 2693 4 111 4 195R15C 8PR
Utility Toyota Land CBU Diesel 2982 4 120 4 265/65 R17
Cruiser Prado
Car Toyota X-Corolla CBU Petrol 1598 4 90 4 195/65 R15
Tempo Tata Shaathi CKD Diesel 702 2 16 4 155R13LT8PR
Auto Bajaj Baby Taxi CKD CNG/ 199 1 12 3 4.0x8 6PR
Rickshaw Diesel
Motor Cycle Bajaj Platina 100 CBU Petrol 102 1 8 2 Front 2.75 x 17
Rear 3.00 x 17
Source: Vehicle retailers in Dhaka, May2017
Notes: CKD = completely knocked down, CBU = completely built unit
Table 2.11 Vehicle Characteristics: Weights and Dimensions

Category Model Axle Unloaded Gross Vehicle Length Width Height
No. Weight Weight mm mm mm
Kg Kg
Heavy Truck Tata LPT 2516 3 6,300 25,000 9,010 2,465 2,943
Medium Truck Tata LPT 1615 2 5,430 16,200 8,395 2,440 3,600
Small Truck Tata LPT 407 2 2,530 6,250 5,000 1,650 2,200
Chair Class Bus Hino AK1J 2 4,405 14,200 11,080 2,410 1,975
Mini Bus Tata LP909 2 3,300 9,000 5,970 2,159 1,900
Micro Bus Toyota Hiace 2 1,940 3,000 4,840 1,880 2,105
Utility Toyota Land Cruiser 2 2,375 2,990 4,930 1,885 1,845
Prado
Car Toyota X-Corolla 2 1,260 1,635 4,620 1,776 1,475
Tempo Tata Saathi 2 710 1550 3,800 1,500 1,861
Auto Rickshaw Bajaj Baby Taxi 2 348 678 2,635 1,300 1,710
Motor Cycle Bajaj Platina 100 2 108 180 2,000 840 1,060
Source: Vehicle retailers in Dhaka, May 2017
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RUC Report 2016-17
3 SURVEY METHODOLOGY AND DESCRIPTION

3.3 Introduction
One of the key objective of the Road User Cost (RUC) study is to estimate the RUC components
i.e. Vehicle Operating Cost (VOC), Travel Time Cost (TTC) and Road Traffic Accident Cost
(RTAC)values by conducting field surveys in seven (7) divisional headquarters: Dhaka,
Chittagong, Rajshahi, Khulna, Rangpur, Sylhet and Barisal.T he resulting road user cost report
contains (a) per km of VOC expressed in financial and economic value according to different
vehicle types at different roughness level using HDM4 model (b) unit financial and economic
TTC per hour for passengers including the vehicle determined for the National/Regional
Highways and Zilla roads according to different vehicle types & (c) unit cost of accident
estimated on the basis of lost output method and presented in terms of average Road Traffic
Accident (RTA) Cost.
3.4 Survey Methodology
As mentioned before, the aim and objective of this study is to determining the Vehicle Operating
Cost, Travel Time Cost and Road Traffic Accident Cost for the RHD Road network utilising the
process of questionnaire survey method.
In this study, Four (4) sets of questionnaire survey are prepared and used. First type of survey was
conducted to determine the required components of the Vehicle Operating Cost for different types
of vehicles on the RHD Network. Therefore, VOC survey samples were based on vehicles and the
information were collected from the operators, owners and drivers of the respective vehicles. In
addition, for determining the financial and economic value of VOC for different types of vehicle,
cost and tax information are collected for various types of vehicles, cost of vehicle parts such as
tyres, cost of fuel and lubricants and their associated tax values.
Second type of survey was conducted to determine the Travel Time Cost for the passengers of
different types of vehicles. Therefore TTC survey (Passenger) samples were based on people who
were travelling on the RHD network by different types of vehicles.
Third type of survey was known as TTC (Freight) survey and it was based on the Travel Time
Cost borne by the freight vehicles i.e. different types of trucks. In this case information were
collected from the drivers or operators of sample vehicles. These two sets of TTC questionnaire
was used to determine the Travel Time Cost parameters on the RHD Network.
The fourth type of survey for this study was aimed to determine the component of the Road
Traffic Accident Cost (RTAC) and in this case the survey subject were the passengers involved in
various road traffic accidents. They are explained in following sections
3.5 VOC Survey Questionnaire
The VOC questionnaire (attached in the Appendix) relates to vehicle utilisation, consumable
costs, maintenance, crew, overhead & accident costs, tariff/fare etc. The main information
collected for 13 types of vehicles on different issues of VOC are as follows:
a) About the transport company:
Company name, address, nature of operation, type of ownership, contact phone no etc.
b) Vehicle Operation:
Maintenance: maintenance and servicing policy, use of re-treated tyre etc.
c) Operational characteristics :
Vehicle utilization: Km travelled by vehicles, hours driven by vehicles per year and available
working hour by vehicles, Utilisation ratio for vehicles.
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RUC Report 2016-17
Vehicle age: purchasing year, new/old purchase, number of years vehicles used before selling.
Staff working hour: Monthly driver, helper, other labour and maintenance hour per vehicle
d) Operational costs:
Per month Salary: Driver, helper and maintenance labour
Cost of Consumables: Cost of new tyre, retreated tyre and spare parts
Overhead Costs: Insurance, registration/renewal fee, road tax, route permit fee, ferry/bridge
tolls, office cost, garage and other costs.
Accident Costs: Accident no, vehicle damage and casualties, vehicle lost time, lost earnings
e) Resource consumption on a specific route:
Route details, Fuel consumption, Average Tariff and Fare etc.
3.6 TTC Survey Questionnaire
Questionnaire on TTC for passenger vehicle (attached in the Appendix) contains questions on
passengers’ income, occupation, trip purpose, journey time. The survey is carried out mainly to
derive the TTC based on average wage (AW) approach and willingness to pay (WTP) for time
saved approach. In the Average wage approach, an assessment of the number of travellers in work
time (WT) and non-work time (NWT) is made for each vehicle type from trip purpose tables
under different road environment. Passengers’ were interviewed through simple random sampling
and information acquired about the recently completed trip on the RHD network.
a) TTC Passenger questionnaire:

Number of passengers and helper for a specific type of vehicle
Purpose of journey, origin and destination of journey
Journey time, cost and frequency
Willingness to pay to save time
Sex, age and household size and structure of the traveller
Occupation and
Monthly household income of the passenger
b) TTC Freight questionnaire:

Type and weight of good carried
Nature and value of goods carried
Origin and destination of journey
Willingness to pay to save time
Journey time and cost and journey frequency
3.7 RTAC Survey Questionnaire

The number of RTA as recorded by Bangladesh Police and published in the National Road Traffic
Accident Report, is collected from the Road Safety Cell under BRTA. The following data are
considered in the RUC report,
Number of casualties in terms of fatalities, grievous/serious injuries and simple injuries

Sex, age and income level of casualties
Under reporting statistics of accident (RUC 2004-05 Report)
Road Traffic Accident (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. The cost components of Road Traffic Accident are collected by
carrying out interviews with the RTA admitted patients and casualty staffs in the major hospitals
in 7 divisions and RTA cost is estimated base on the following parameters,
Lost Output: most accident analysis rely on accident victim surveys or average wage rate to
estimate lost output. Lost output for RTA injuries is the daily income of the victim multiplied by
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RUC Report 2016-17
the number of recovery days. Information about average recovery days is collected from the
RTA patients as well as hospital records.
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).
Human Costs: The monetary value of Pain, Grief and Suffering due to RTA is also estimated.
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.
3.8 Cost and Tax Information
The following cost data are collected from concerned public and private agencies/ dealers to
prepare the VOC inputs: (Format on vehicle purchase costs, new tyre cost and fuel and lubricant
cost are attached in the Appendix)
a) Vehicle Purchase Cost: A cost format for the updated representative vehicle model to be
delivered to the vehicle dealers/ agency (i.e. Navana Ltd, Nitol Tata Ltd., Uttara Motors Ltd,
Progati Ltd, Rangs Ltd etc.) In order to derive economic costs the final retail prices (actual cost to
the purchaser) are required to be broken down into its constituent parts to identify the capital cost
and tax elements. The main break down of vehicle cost include : i) CIF cost ii) Custom duties,
Taxes and VAT, iii) Other cost including transport cost, assembling cost, body making cost (if
any), administrative cost, etc.
b) New Tyre Cost: Collected the cost of new tyre for all types of motorised vehicle in similar
breakdowns as the vehicles to derive the financial and economic cost of tyres. Cost from various
tyre dealers were investigated etc.
c) Fuel and Lubricant Cost: Data on fuel and lubricant cost is collected from Bangladesh
Petroleum Corporation (BPC) and other fuel suppliers with the relevant cost break down.
3.9 Surveyed Vehicle Categories
The vehicle category surveyed in this study covers Heavy Truck, Medium Truck, Small Truck,
AC Bus, Chair Class Bus, Ordinary Large Bus, Mini bus, Micro bus, Utility (Jeep and Pickup),
Car, Auto Tempo, Auto Rickshaw and Motor Cycle according to their classifications and
representative models mentioned in Table 2.8.
3.10 Online Survey Process
In reference to the survey parameters mentioned in the previous sections, survey questionnaires
were prepared for the VOC, TTC (Passenger and Freight) and RTAC surveys. In this study, for
the first time in RHD, an online based survey methodology is developed to perform the data
collection and data delivery in real time. The online based questionnaire surveys involved the
process of carrying out road user cost surveys in paper based hard copy, then filling in the
prescribed online questionnaire in a specially developed website using a tablet or a smart phone
and upload the answers by submitting the answers in real time.
In the first stage set of paper based questionnaires were developed and consulted with the BRRL,
RHD officials, Based on their feedback, the digital and online based real-time survey
questionnaire is prepared. It was envisaged to offer speedy data entry and quicker availability of
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RUC Report 2016-17
the survey data once the field survey is completed. The online survey form is available in the
following password protected web platform https:\\www.rhdsurvey.com.
Some snapshots of the online based survey forms are shown in Figure 3.1 to Figure 3.5 as
follows, (Details of all the online survey forms are presented in the Appendix section)
Figure 3.1 Online based survey form snapshot 1 (Login Page/Dash Board)
Figure 3.2 Online based survey form snapshot 2 (VOC input form)
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RUC Report 2016-17
Figure 3.3 Online based survey form snapshot 3 (TTC Passenger input form)
Figure 3.4 Online based survey form snapshot 4 (TTC Freight input form)
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RUC Report 2016-17
Figure 3.5 Online based survey form snapshot 5 (RTAC input form)
3.11 Survey Training and Pilot Survey
While the online survey forms were prepared, a survey team of 20 members was also selected.
This survey team members were offered a week long training program by the independent
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RUC Report 2016-17
consultant to learn about the 4 types of questionnaire survey i.e. a) VOC survey, b) TTC
(passenger) Survey, c) TTC (Freight) Survey and d) RTAC Survey. In this study, survey samples
are selected based on the principles of simple random sampling. After the completion of the main
training, a pilot survey was conducted for 5 days on 50 samples for the VOC, 30 samples each for
the TTC (Passenger) and TTC (Freight) surveys and 10 samples for the RTAC surveys. Therefore
in total 120 samples were collected
collected by the pilot survey in various location within the Dhaka
Division. Based on the feedback, online survey forms were updated and the shortcomings of the
survey team members were identified for which additional training was offered. Finally, the
downloading g process for the surveyed data was prepared and main survey work was commenced.
Figure 3.6 Survey Training Snapshot at BRRL
3.12 Sample Size and Resource

esource
In total, 1581 samples are collected for the Vehicle Operating Cost (VOC) survey where 1470
samples in 7 (seven) divisional headquarters are analysed.220 VOC samples arere analysed in 5
major divisional headquarters (Dhaka, Khulna, Rajshahi, Chittagong and Rangpur) and 185
samples are analysed for 2 other divisional headquarters (Sylhet and Barisal) for 13 types of
motorised vehicle as mentioned in Table 3.1.
Table 3.1 VOC
C Survey Sa
Sample Size Distribution
Vehicle \ Division Dhaka Chittag Khulna Rajshahi Rangpur Sylhet Barisal Total
ong
Heavy Truck 10 10 10 10 10 10 10 70
Medium Truck 20 20 20 20 20 15 15 130
Small Truck 20 20 20 20 20 15 15 130
AC Bus 10 10 10 10 10 10 10 70
Chair Class Bus 20 20 20 20 20 15 15 130
Ordinary Large Bus 20 20 20 20 20 15 15 130
Mini Bus 20 20 20 20 20 15 15 130
Micro Bus 15 15 15 15 15 15 15 105
Utility 15 15 15 15 15 15 15 105
Car 15 15 15 15 15 15 15 105
Tempo 20 20 20 20 20 15 15 130
Auto Rickshaw 20 20 20 20 20 15 15 130
Motor Cycle 15 15 15 15 15 15 15 105
Total 220 220 220 220 220 185 185 1470
In Travel Time Cost (TTC) survey

survey, samples are collected both for passenger and freight in 7
(seven) divisions for National/Regional Highways and Zilla roads. For Main road, 14 types of
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RUC Report 2016-17
motorised and non-motorised vehicles(Except Utility)are surveyed and on Zilla Road, 11 types of
vehicles are surveyed (Except Heavy Truck, AC Bus, Chair Class Bus and Utility). Total number
of TTC samples collected and analysed are mentioned in Table 3.2,
Table 3.2 TTC Survey Sample Size distribution
Survey Type Sample Collected Sample Analysed National/Regional Zilla

Highways Roads
TTC (Passenger) 1,566 1,478 1,027 451
TTC (Freight) 374 353 295 68
For Road Traffic Accident Cost, about 90 (103 collected) sample interviews (18 in Dhaka, 12
each in 6 divisions) with RTA (road traffic accident) victims or with his/her attendants and
casualty staffs of public or private hospital are analysed in 7 divisional headquarters.
About 3700RUC survey samples (VOC 1600, TTC 2000 and RTAC 100) are collected within
which about 3400 samples are analysed for this report. In future, for arriving at a more
representative results for the entire country, field surveys covering more areas and operators are
needed which would require more financial, time and personnel resources
3.13 RUC Survey Locations
In this study, survey samples are selected based on the principles of simple random sampling. The
survey locations are selected in such a way that for the public transport options trips towards all
over Bangladesh from that division can be covered. The following survey locations are used to
collect the VOC, TTC and RTAC data from 7 divisions of Bangladesh through the surveyors in
different time periods. Location and some pictures of the surveyed vehicles and locations are
shown in the Appendix section at the end of the report.
4 VEHICLE OPERATING COST
4.3 Introduction
Vehicle Operating Cost (VOC) for the RHD network is determined through a complex process
where costs of main components are determined from the Questionnaire Survey of about 1600
vehicles. Other cost components such as vehicle purchase cost, fuel and lubricant cost, customs
tax etc. are collected from various dealers and relevant government agencies. For arriving at a
more representative results for the entire country, field surveys covering more areas and operators
are needed which would require more financial, time and personnel resources.
4.4 Utilisation of Vehicles
The way in which a vehicle is utilised is a key parameter in estimating VOC. For modelling VOC
it is necessary to estimate how many kilometres on average a vehicle is driven in a year and how
many hours the vehicle is operated. In Bangladesh commercial vehicles are often intensively
utilised. Buses, in particular, are operated around the clock with different sets of crews on day
time and night time schedules. Table 4.1 shows utilisation rates for the operators surveyed in
2016-17. Large buses operating on the intercity routes are travelling to longer distances and
highly utilised for up to 77percent of the time available. Medium truck and mini bus are utilised
more than 65 percent, while private light vehicles like micro bus, jeep, car and motor cycle are
less utilised with less distance travelled. The vehicle utilisation derived in 2004-05 survey by
Economics Circle are set out in Table 4.2.
RHD 33 BRRL
RUC Report 2016-17
Table 4.1 Average Annual Utilisation of Vehicles (2016-17)
Category Annual Km Annual Hours Average Annual Hours Utilisation
Driven (km) Driven (hr) Speed In Work (hr) Ratio (1)
(Km/Hr)
Heavy Truck 72,200 2,330 31 3,221 72%
Medium Truck 67,200 2,184 31 3,073 71%
Small Truck 59,000 2,016 29 3,121 64%
Large Bus 102,700 2,783 37 3,529 77%
Mini Bus 56,300 2,202 26 3,239 68%
Micro Bus 50,600 1,403 36 2,988 47%
Utility (Jeep/Pickup) 31,800 1244 26 2,918 43%
Car 36,094 1,105 33 2,886 38%
Tempo 40,900 1,911 21 3,227 59%
Auto Rickshaw 28,700 1,711 17 3,161 55%
Motor Cycle 24,000 873 27 2,250 38%
(1)
Source: VOC Survey 2016-17Note: Hours driven as % of hours in work
Table 4.2 Average Annual Utilisation of Vehicles (2004-05)

Category Annual Km Annual Hours Average Annual Hours Utilisation
Driven (km) Driven (hr) Speed in Work (hr) Ratio (1)
(Km/hr)
Heavy Truck N/A N/A N/A N/A N/A
Medium Truck 80,700 2,036 40 3,100 66%
Small Truck 74,000 1,748 42 3,600 49%
Large Bus 129,800 2,864 45 3,450 83%
Mini Bus 66,700 2,121 31 3,060 69%
Micro Bus 56,800 1,171 49 3,200 37%
Utility (Jeep) 22,000 863 25 4,700 18%
Car 50,000 1,276 39 2,850 45%
Tempo 44,000 2,126 21 3,850 55%
Auto Rickshaw 46,000 1,695 27 3,950 42%
Motor Cycle 13,000 588 22 1,950 30%
(1)
Source: RUC report 2004-05Note: Hours driven as % of hours in work
Comparison of Average Speed
Average Speed (Km/Hr) 2004-05

Average Speed (Km/Hr) 2016-17
60
49
50 45
42
40 39
40 37 36
33
31 31 31
29
30 26 27 27
2526
2121 22
20 17
10
0
0
Heavy Medium Small Large Bus Mini Bus Micro Bus Utility Car Tempo Auto Motor
Truck Truck Truck (Jeep) Rickshaw Cycle
Figure 4.1: Comparison of Average Speed
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RUC Report 2016-17
Comparison of Utilization Ratio

Utilisation Ratio in %, (2004-05)
Utilisation Ratio in %, 2016-17
90
83
80 77
72 71 6968
70 66 64
59
60 55 55
49 47
50 45
43 42
37 38 38
40
30
30
18
20
10
0
0
Heavy Medium Small Large Mini Bus Micro Utility Car Tempo Auto Motor
Truck Truck Truck Bus Bus (Jeep) Rickshaw Cycle
Figure 4.2 Comparison of Utilization Ratio
RHD 35 BRRL
RUC Report 2016-17
The average speeds of different vehicle categories are generally reduced in 2016-17 when
compared with 2004-05 RUC study. For public transport modes like Trucks, the average speed
has reduced on average by 24% and for large buses it is reduced by about 18% and for mini buses,
it reduced to about 16%. On the other hand, for private transport modes, the average speed is
reduced by 15% for car and 27% for microbus and the average speed for Utility remains similar.
Interestingly, for the Motor Cycle mode, both the distance travelled and the average speed is
found to be increased respectively by 85% and 23% from 2004-05 to 2016-17. The average speed
for Tempo remains to the similar level and reduced by 37% in case of the Auto Rickshaw.
However, as the private vehicles like Car and Utility drive both on RHD network and the urban
roads, their average speed can be lower than their actual speed on the RHD network. Say for
Large Buses and also for Microbus, they are mostly travelled on the RHD national highways,
their average speed range 36-37 km/hr could indicate the average speed on the RHD network over
the whole country. The average speed for public freight vehicles like Heavy to Light Trucks on
the RHD network is 30 km/hr.
The Utilisation tables also indicated that the distance travelled by individual vehicles in all
categories are substantially reduced except for Utility and Motorcycle. On the other hand, when
the numbers of registered vehicles are compared between the years 2004-05 to 2016-17, it
indicated that for most of the vehicle categories, the numbers are increased significantly.
Therefore, though the distance travelled is reduced for individual vehicles, the overall vehicle-km
travelled by all vehicles along the Roads and Highways Network is actually increased. Further
research needs to be done to understand the actual traffic network performance along the roads
and highway network in different divisions and different RHD zones of Bangladesh to plan future
network development accordingly. Another important aspect of utilisation is the length of time
vehicles are operated before they are scrapped or sold on, known as the service life. This is a vital
component in estimating the depreciation charges attributable to each vehicle. The survey
established the average age of vehicles belonging to the operators interviewed and also to what
age operators normally keep the vehicles under their possession in Table 4.3.
Table 4.3 Age and Operational Life of Vehicles

Category Average Age of Surveyed Service Life of Survey
Vehicles (Year) Respondents (Year)
Heavy Truck 5 10
Medium Truck 5 10
Small Truck 5 10
Large Bus 5 10
Mini Bus 7 10
Micro Bus 6 8
Utility 8 8
Car 5 6
Tempo 4 6
Auto Rickshaw 2 6
Motor Cycle 3 5
Source: VOC Survey 2016-17
4.5 Vehicle Purchase Cost

Vehicle purchase costs were derived from a survey of established motor vehicle outlets in Dhaka.
In order to derive economic costs the final retail prices (actual cost to the purchaser) are required
to be broken down into its constituent parts to identify taxation and foreign currency elements.
Duties and taxes are charged on the “Assessable Value (AV)” of the import which means the
Cost, Insurance & Freight (CIF) value in foreign currency converted to Taka at the prevailing
exchange rate set by the Bangladesh Bank. If the Cost & Freight (C&F) value only is given, then
insurance and a landing fee of one per cent each is applied to the C&F cost to give the assessable
value. A number of duties and taxes are charged on CIF value, which is set out in Bangladesh
RHD 36 BRRL
RUC Report 2016-17
Operative Tariff Schedule issued by the National Board of Revenue. The following five duties
and taxes are payable on the Assessable Value (AV).
4.5.1 Customs Duty (CD)

Customs duties are charged under the Customs Act, 1969 [Reference: First Schedule of
Bangladesh Customs Tariff (BCT 2014)]. The Customs authority of NBR grants some special
exemptions on the statutory rate for certain sectors through Statutory Regulatory Orders (SRO)
and order. It is charged at a percentage rate on the AV.
4.5.2 Supplementary Duty (SD)

SD is levied on items listed under the VAT Act, 1991. The rate depends on the product. The VAT
authority also issues exemptions on SD through the SROs [for general exemption given by SRO
No. 109-Law/2014/704-VAT, Table-1 (Import Stage), dated 05-06-2014, also exemption of SD in
different sector by different SRO &Order issued by VAT & Customs authority of NBR]. SD is
levied on the basis of duty paid value (assessable value plus customs duty plus regulatory duty).
Additional charge under the VAT Act on jeep, car, baby taxi and motor cycle charged as a
percentage rate on AV;
4.5.3 Value Added Tax (VAT)

VAT is imposed by VAT act 22 of 1991 at a flat rate 15% of "duty paid value" (assessable value
plus customs duty plus regulatory duty plus supplementary duty). In some case VAT is exempted
by NBR-VAT authority. [Reference: for general exemption given by SRO No. 106-Law/20 14/70
1-VAT, Table-1 (Import stage & Import and Domestic stage), dated 05-06-2014.Also exemption
of VAT in different sector by different SRO & Order issued by VAT authority of NBR.] Charged
almost at a uniform rate of 15 per cent (except mini bus whereon 19 per cent and motor cycle 18
per cent) on the AV inclusive of customs duty and Supplementary Duty, i.e., VAT on
CIF+CD+SD;
4.5.4 Advance Income Tax (AIT)

The AIT is levied under Rule 17A of Income Tax Ordinance, 1984 at a flat rate of 5% on
assessable value. Some exemptions are given via SRO No. 251-Law/Income Tax/20 12, Dated
01-07-2012. Charged at a flat rate of 3 per cent on AV, except for Government imports;
4.5.5 Regulatory Duty (RD)

Regulatory Duty is levied on at a flat rate of 5% of assessable value for those items where SRD-
CD is 25% [SRO No. 182-Law/2014/2520/Customs, dated 0 1-07-2014 (al125% & some special
case where CD Rates 10%)]. In some selected HS Code& sector RD are exempted by same SRO.
4.5.6 Advance Trade VAT (ATV)

ATV is applied only on commercial imports under "Bidhi Mala-2012" by SRO No. 242-
Law/2012/659-VAT dated 28-06-20 12 by Section 22, 5 (2), 6 (4) and 31 of VAT act 1991. ATV
is levied at a flat rate of 4% on "VAT paid value" ([assessable value plus customs duty plus
regulatory duty plus effective SD] with 26.67% value addition).
4.5.7 Total Tax Incidence (TTl)

Total Tax Incidence is calculated in the following method and is presented below,
Say, AV (Assess Value) = 100Taka
ESD (Effective Supplementary Duty) = (AV+CD+RD) x SD/100
EVAT (Effective Value Added Tax) = (AV+CD+RD+ESD) x VAT/100
EATV (Effective Advance Trade Vat) = (AV+CD+RD+ESD) x 1.2667x ATV/100
Total Tax Incidence (TTI) = CD+RD+ESD+EVAT+EATV + AIT
Tariffs charged on the representative vehicle categories are set out in Table 4.4. The CIF prices of
the vehicle at Chittagong Port are paid either in US dollar or Japanese Yen. Other costs include
port dues, transportation, assembling (for knocked down units) and dealers’ overheads and
RHD 37 BRRL
RUC Report 2016-17
margins. The economic cost is taken as the CIF cost plus all port, transport and assembly costs
incurred in getting to the retail price of the vehicle which are shadow priced according to the
Standard Conversion Factor (SCF). Table 4.5 sets out breakdown of vehicle purchase costs.
Table 4.4 Tariffs Applicable to Representative Vehicles and Tyres
Category AIT CD SD VAT RD ATV TTI
Heavy Truck 5% 10% 15% - 4% 36%
Medium Truck 5% 25% - 15% 4% 4% 59%
Small Truck 5% 25% - 15% 4% 4% 59%
Large Bus 5% 10% - 15% - 4% 36%
Mini Bus 5% 10% - 15% - 4% 36%
Micro Bus 5% 25% 45% 15% 4% 4% 121%
Utility 5% 25% 168% 15% 4% 4% 304%
Car 5% 25% 60% 15% 4% 4% 156%
Tempo 5% 25% - 15% 4% 4% 59%
Auto Rickshaw 5% 25% 26% 15% 4% 4% 89%
Motor Cycle 5% 25% 20% 15% 4% - 82%
All Tyres 5% 25% - 15% 4% 4% 59%
Source: Bangladesh Customs National Tariff 2016-17 and Vehicle Dealer’s Survey 2016-17
Table 4.5 New Vehicle Purchase Cost (2016-2017 price in Taka)

Category CIF Tariff Other Financial Economic
Cost Cost Cost Cost
Heavy Truck 20,29,412 730,588 646,000 3,406,000 2,546,212
Medium Truck 1,479,663 870,337 565,000 2,915,000 1,931,663
Small Truck 1,077,950 634,050 492,000 2,204,000 1,471,550
Large Bus 2,659,925 957,573 1,795,001 5,412,500 4,095,927
Mini Bus 980,515 352,985 841,500 2,175,000 1,653,715
Micro Bus 1,600,000 1,938,247 561,753 4,100,000 2,049,402
Utility 15,48,273 49,01,678 1,105,049 71,50,000 24,32,312
Car 10,82,400 1690,121 477,479 32,50,000 14,64,383
Tempo 349,452 205,548 219,000 774,000 524,652
Auto Rickshaw 154,400 138,068 72,531 365,000 212,425
Motor Cycle 44,952 36,699 24,849 106,500 64,831
Source: Vehicle Dealer’s Survey 2017
4.6 Tyre Cost

Tyres are imported from India, Japan, Malaysia, Indonesia and Taiwan with Indian MRF tyres
dominating the market. Table 4.6 sets out a breakdown of new tyre prices for each of the
representative vehicle types.
Table 4.6 Average Cost of New Tyre (Taka 2016-17 Prices)
Category Tyre Size Popular CIF Tariff Other Financial Economic
Make Cost & Tax Cost Cost Cost
Heavy Truck 10.00x20-16PR MRF 15,049 8,879 5,580 29,507 19,512
Medium Truck 10.00x20-16PR MRF 13,733 8,102 5,092 26,927 17,806
Small Truck 7.50x20-12PR MRF 9,527 5,621 3,532 18,680 12,353
Large Bus 9.00x20-14PR MRF 16,122 9,512 5,978 31,612 20,904
Mini Bus 7.50x20-12PR MRF 10,069 5,941 3,733 19,743 13,056
Micro Bus 5.50x13-6PR MRF 4,077 2,406 1,838 8,321 5,548
Utility 205-R16 MRF 5,192 3,063 2,341 10,596 7,065
Car 155-SR13 MRF 3,725 2,198 1,679 7,601 5,068
Auto Rickshaw 4.00x8-6PR MRF 1,427 842 643 2,912 1,942
Tempo 155 R13 LT 8PR MRF 2,832 1,671 1,277 5,780 3,854
Motor Cycle 2.5-18 4PR MRF 1,316 776 593 2,685 1,790
Source: Vehicle Dealer’s Survey 2016-17
RHD 38 BRRL
RUC Report 2016-17
4.7 Fuel and Lubricant Cost

Financial and Economic Costs of Fuel and Lubricant cost is set out in the following Table 4.7,
Table 4.7 Financial and Economic Cost of Fuel and Lubricant (Taka/Litre in 2016-17)
Cost Item Petrol Diesel Lubricating Oil
Financial Economic Financial Economic Financial Economic
C&F 68.55 68.55 52.18 52.18 - -
Tariffs 12.00 - 3.69 - - -
Other Cost 5.45 4.36 9.13 7.3 - -
Total 86.00 72.91 65.00 59.48 400.00 300.00
Source: Bangladesh Petroleum Corporation (BPC) 2017
4.8 Vehicle Maintenance Cost

The annual costs of maintaining the representative vehicles are estimated from the operators'
surveys and are presented in Table 4.8. Cost of spare parts and maintenance labour costs are
highest for heavy trucks and large buses and get lower for other trucks, buses and other vehicle
types primarily due to smaller size and lower utilisation levels.
Table 4.8 Annual Cost of Vehicle Maintenance (Taka 2016-17 prices)
Parameters Spare Parts Maintenance Maintenance Maintenance Maintenance
Cost Labour Cost Labour Labour Financial Labour
(Tk ‘000) (Tk ‘000) Time(Hour/Y Cost (Tk/Hour) Economic
ear) Cost(Tk/Hour)
Heavy Truck 351 56 204 274 219
Medium Truck 274 54 215 251 201
Small Truck 214 46 186 249 199
Large Bus 308 60 228 267 213
Mini Bus 216 43 226 190 152
Micro Bus 160 23 124 187 150
Utility 156 31 129 242 193
Car 133 22 124 178 143
Tempo 97 20 135 147 117
Motor Cycle 45 9 71 121 97
4.9 Crew Cost

Majority of crew in trucks and buses include a diver and a helper. Therefore, in case of most
vehicles costs of crews are based on both drivers and helpers i.e. two crews per vehicle. . In the
past RUC report 2004-05, the methodology adopted was a bit misleading as an average
maintenance cost value was used for all types of vehicles. Also the calculation process of getting
the maintenance cost was confusing. In this study, the calculation method is updated with a more
robust process and corresponding maintenance cost for respective vehicles are calculated.
Table 4.9 Crew Wage Cost (Taka 2017 prices)
Parameters Driver Salary Helper Salary Driver Salary Helper Salary Crew Wage Crew Wage
(Per Month) (Per Month) (per hour) (per hour) Financial Economic
Cost(Tk/hr) Cost(Tk/hr)
Heavy Truck 21,136 10,538 79 37 116 93
Medium Truck 18,702 9,657 73 35 108 86
Small Truck 16,371 8,924 62 32 94 76
Large Bus 19,434 8,956 66 36 102 82
Mini Bus 14,211 8,794 53 30 83 67
Micro Bus 14,154 - 57 - 57 45
Utility 15,653 5,311 64 34 98 78
Car 13,873 - 58 - 58 46
Tempo 12,145 3,820 45 14 59 47
Auto Rickshaw 13,077 - 50 - 50 40
RHD 39 BRRL
RUC Report 2016-17
4.10 Overhead Cost
Overhead costs are set out in Table 4.10. These consist of office administration and rental charge,
garaging, insurance, vehicle excise duty/VAT and tolls/route permit fees. For calculation of
economic costs, tax elements and 70 per cent of toll money being treated as transfer payments are
eliminated from the financial values. Overhead costs are high in Bangladesh, in part due to ferry
and bridge tolls that account for larger share of financial overheads in case of medium trucks and
large buses and significant proportions in respect of small trucks and mini buses. Another major
component of the overhead cost is other expenses which included the unofficial but required costs
for several owner or workers’ union, political groups and to different officials. The tax and
insurance values also include the unofficial broker charges which was difficult to be separated
from the official cost.
Table 4.10 Annual Overhead Cost (Taka 2016-17)

Cost Tax and Tolls Office, Garage, Overhead Overhead
Insurance (‘000 ) Misc. Expense Financial Economic Cost
(‘000) (‘000) Cost(‘000) (‘000)
Heavy Truck 48 285 312 645 445
Medium Truck 42 234 254 530 366
Small Truck 36 133 197 366 273
Large Bus 49 239 217 505 338
Mini Bus 35 55 205 238 199
Micro Bus 40 38 148 143 117
Utility 34 20 66 107 93
Car 30 23 53 98 83
Tempo 19 10 60 89 82
4.11 HDM4 Modelling for VOC
The starting point in using the Road User Effect (RUE) sub-model of the HDM-4 is to configure
the model for Bangladesh. This involves selecting the representative vehicle types to be modelled
and the units of currency used. All costs were input in Taka. The method used for deriving the
costs is set out in Economics Working Papers E6, E7 and E8 (1998). Moreover, the variation of
these costs under different operating conditions are considered and normally categorised by
Horizontal curvature, Vertical curvature, Road Surface Condition and Traffic Congestion. The
HDM-4 Calibration manual (Volume 5) recommends three levels of calibration, as set out in
Table 4.11. The model was calibrated to Level 1 fully and level 2 partially. Speed, Capacity and
PCSE (Passenger Car Space Equivalence) calibrations are carried out by the HDM Circle and are
described in their calibration report. However, a more recent calibration of the model would
benefit the future HDM4 model runs as the transport and economic scenario of Bangladesh is
significantly changed since the last calibration effort.
Given that a standalone VOC model for HDM-4 is not available, unit VOCs were derived for this
study by running a project analysis on a representative section of road with a length of one (1) km
and recording the predicted unit VOCs at different roughness levels.The consultant prepared the
required HDM4 models and achieved the needed outputs with the help of the relevant RHD
staff’s at the HDM circle. However, it can be mentioned that the HDM circle would be benefitted
from the latest updates of the HDM4 software and with more training and real life application
opportunity for the relevant RHD personnel. It will also enhance the professional knowledge and
capability of HDM circle and RHD as a whole.
RHD 40 BRRL
RUC Report 2016-17
Table 4.11 Calibration of HDM-4 Road User Effects Model
Required Priority 1 Priority 2 Assume
Defaults
Level 1 Unit Cost Mass, Capacity, Speed, Power, Tyre Parameters, All Others
Service Life, Utilisation Depreciation Parameters
Level 2 Speed, Capacity, PCSE Fuel, Power, Service All Others
Life, Utilisation
Level 3 Priorities depend on
Resources and Objectives
The RHD vehicle categories were modelled in HDM4 for the RUC study in 2016-17 and
representative vehicle types were assigned to each of the 11 motorised vehicle types on the basis
of the vehicle characteristics which is shown in Table 4.12. Therefore, some vehicles are
modelled in different ways especially in the Large Bus, Tempo and Auto Rickshaw categories.
The modelling is improved by estimating a weighted average relationship for the vehicles with
sub categories such as large buses. Also, motorcycle relationship was used as the representative
vehicle as a Baby Taxi for the three wheeled Auto Rickshaw with relevant characteristics.
Currently, the Tempo/Human Hauler is modelled as a Utility (Pickup) vehicle for having a pickup
engine of Tata Ace.
Table 4.12 Assignment of Representative RHD Vehicle Types in HDM

No RHD Category Sub Category HDM Category HDM HDM
Type Code
1 Articulated and Articulated and Heavy Heavy Truck MT 10
Heavy Truck Truck
2 Medium Truck Medium Truck MT 9
3 Small Truck Light Truck MT 8
4 Large Bus Ordinary, Chair, Luxury Heavy Bus MT 15
5 Mini Bus Medium Bus MT 14
6 Micro Bus Mini-Bus MT 12
7 Utility Four Wheel Drive MT 7
8 Car Large Car MT 4
9 Tempo/ Human Utilities Light Delivery Vehicle MT 5
Hauler
10 Auto Rickshaw Baby Taxi Motorcycle MT 1
11 Motor Cycle Motorcycle MT 1
In the HDM4 model, for the vehicle category of all Trucks, Large and Mini Buses, Tempo and
Auto Rickshaw the ‘private use’ parameter under the ‘Basic characteristics’ Tab of ‘Vehicle
Attributes’ is selected to be 0% to indicate their fully commercial operation. However, for
Microbus the ‘private use’ parameter is selected as 50%, for Utility, 70%, for Car, 80% and for
Motor cycle, it is selected as 90%.
The summary of VOC inputs required to run the HDM model arrived at through the analysis of
relevant parameters are presented in Table 4.13.
RHD 41 BRRL
Road User Cost Report 2016-17
Table 4.13 Summary of VOC Input 2016/17
Item Cost Unit Heavy Truck Med. Truck Small Truck Large Bus Mini Bus Micro Bus Utility Car Auto Rickshaw Auto Tempo MC
Units Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco Fin Eco
New Vehicle Tk '000 per veh 3406 2546 2915 1932 2204 1472 5413 4096 2175 1654 4100 2050 7150 2432 3250 1464 365 213 774 525 107 65
New Tyre Tk per tyre 29507 19512 26927 17806 18680 12353 31612 20904 19743 13056 8321 5548 10596 7065 7601 5068 2912 1942 5780 3854 2685 1790
Maintn. Labour Tk per hour 274 219 251 201 249 199 267 213 190 152 187 150 242 193 178 143 120 96 147 117 121 97
Overhead Tk '000 per yr 645 445 530 366 366 273 505 338 238 199 143 117 107 93 98 83 56 54 89 82 35 31
Crew time Tk per hour 116 93 108 86 94 76 102 82 83 67 57 45 98 78 58 46 50 40 59 47 - -
Fuel Tk per litre 65 60 65 60 65 60 65 60 65 60 65 60 65 60 86 73 65 60 65 60 86 73
Lubricant Tk per litre 400 300 400 300 400 300 400 300 400 300 400 300 400 300 400 300 400 300 400 300 400 300
Utilisation
Km driven Km per yr 72,210 67,248 59,058 102,718 56,284 50,557 31,754 36,094 28,683 40,850 23,993
Hour driven Hr per yr 2330 2,184 2,016 2,783 2,202 1,403 1,244 1,105 1,711 1, 911 873
Service life Avg Years 10 10 10 10 10 8 8 6 6 6 5
Physical
Characteristics
Vehicle GVW Kg 25,000 16,200 6,250 14,200 9,000 3,000 2,990 1,635 678 1,550 180
TARE weight Kg 6,300 5,430 2,530 4,405 3,300 1,940 2,375 1,260 348 710 108
Axles Number 3 2 2 2 2 2 2 2 2 2 2
Tyres Number 10 6 6 6 6 4 4 4 3 4 2
Fuel type Type Diesel Diesel Diesel Diesel Diesel Diesel Diesel Petrol Diesel Diesel Petrol
HDM Parameters
HDM4 Veh Type Code 10 9 8 15 14 12 7 4 1 5 1
Maintn Model Rotation Coeff. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Life Model Type Constant Constant Constant Constant Constant Constant Constant Constant Constant Constant Constant
RHD 42 BRRL
4.12 VOC for Non-motorised Vehicles
The characteristics for non-motorised vehicles and the Economic VOC per km of non-motorised
vehicle at different roughness levels were derived from 2004-05 RUC report and presented in
Table 4.14. This data can be used applying appropriate growth factor.
Table 4.14 Sensitivity of NMT VOC to Road Roughness (Taka/km)

International Bicycle Rickshaw Animal International Bicycle Rickshaw Animal
Roughness Cart Roughness Index Cart
Index (IRI) (IRI)
2 0.37 0.78 3.44 9 0.65 1.64 6.02
3 0.41 0.90 3.79 10 0.70 1.76 6.43
4 0.45 1.02 4.15 11 0.74 1.89 6.83
5 0.49 1.14 4.51 12 0.79 2.01 7.25
6 0.53 1.27 4.89 13 0.83 2.14 7.69
7 0.57 1.39 5.25 14 0.88 2.27 8.15
8 0.61 1.51 5.63 15 0.93 2.40 8.63
4.13 VOC for Motorised Vehicles
The financial VOC per km analysed through HDM4 run is presented in Table 4.15 for different
type of motorised vehicle at different roughness levels and the economic VOC per km for
different motorised vehicle at different roughness levels is presented in Table 4.16.
Table 4.15 Variation of Financial MT VOC (Taka/km) to Road Roughness (2016-17)

Large Bus
Rickshaw
Microbus
International
Medium
Minibus
Tempo
Utility
Heavy
Motor
Truck
Truck
Truck
Roughness
Small
Cycle
Auto
Car
Index (IRI)
2 45.85 28.86 22.38 35.35 20.78 25.72 28.68 31.48 10.83 6.29 3.94
3 46.35 29.19 22.62 35.73 20.99 25.95 28.99 31.64 10.90 6.33 3.94
4 48.04 30.50 23.62 37.52 21.68 27.14 30.75 32.40 11.13 6.45 3.94
5 49.73 31.86 24.65 39.32 22.30 28.38 32.64 33.16 11.30 6.57 3.95
6 51.2 33.22 25.68 40.98 22.82 29.65 34.71 33.97 11.41 6.68 3.95
7 52.41 34.60 26.70 42.41 23.29 30.96 37.00 34.78 11.49 6.80 3.95
8 53.72 36.03 27.74 43.92 23.80 32.39 39.62 35.70 11.67 6.90 3.96
9 55.49 37.57 28.82 45.8 24.45 34.01 42.56 36.78 11.99 6.98 3.96
10 57.73 39.28 29.99 48.08 25.24 35.83 45.76 38.02 12.43 7.07 3.97
11 60.31 41.13 31.28 50.66 26.18 37.82 49.16 39.36 12.97 7.19 3.97
12 63.14 43.1 32.67 53.44 27.24 39.95 52.69 40.79 13.57 7.34 3.98
13 66.15 45.18 34.14 56.37 28.38 42.16 56.33 42.27 14.22 7.52 3.99
14 69.29 47.32 35.70 59.40 29.59 44.46 60.04 43.80 14.91 7.75 4.00
The average financial VOC in Taka per km are derived by HDM4 run and for Heavy Truck,
Medium Truck and Small Truck, these are estimated as 55.3, 36.8 and 28.2. For Large Bus,
Minibus and Microbus the average VOC are found as 45.3, 24.4 and 33.4. For Car, Utility, Auto
Rickshaw, Tempo and Motor Cycle average VOC are 36, 41.5, 6.9, 12.2 and 3.96.With the
increase of roughness i.e. IRI, the VOC also increases. For Trucks and Large Bus, the VOC
increases by about 20%-30%, with the increase of IRI from the 4 to 10, whereas for Mini Bus and
Car, the rate of increase in Financial VOC is about 16%. VOC increases maximum for Utility as
much as 49% and for Motor Cycle the change in VOC is less than 1%. For Auto Rickshaw and
Tempo the change in VOC ranges from 10-12% for increase in IRI from 4 to 10.
RHD 43 BRRL
Table 4.16 Variation of Economic MT VOC (Taka/km) to Road Roughness (2016-17)

International
Medium
Minibus
Ricksha
Microb
Tempo
Roughness
Heavy
Utility
Motor
Truck
Truck
Truck
Large
Small
Cycle
Auto
Index (IRI)
Car
Bus
us
w
2 38.31 22.6 17.86 29.44 17.78 16.81 14.57 18.24 9.15 5.09 3.13
3 38.73 22.87 18.05 29.75 17.95 16.96 14.71 18.33 9.21 5.12 3.13
4 40.05 23.81 18.77 31.13 18.49 17.59 15.36 18.70 9.37 5.20 3.13
5 41.35 24.77 19.5 32.51 18.97 18.22 16.02 19.03 9.48 5.28 3.14
6 42.42 25.72 20.21 33.72 19.34 18.84 16.69 19.34 9.51 5.36 3.14
7 43.22 26.65 20.91 34.71 19.64 19.43 17.37 19.61 9.52 5.42 3.14
8 44.05 27.6 21.61 35.71 19.99 20.06 18.15 19.96 9.61 5.47 3.15
9 45.27 28.63 22.33 37.03 20.45 20.8 19.07 20.43 9.82 5.51 3.15
10 46.91 29.77 23.13 38.69 21.04 21.68 20.14 21.02 10.13 5.54 3.16
11 48.86 31.04 24.01 40.62 21.76 22.70 21.33 21.70 10.54 5.59 3.16
12 51.04 32.4 24.98 42.73 22.57 23.81 22.61 22.45 11.00 5.65 3.17
13 53.37 33.85 26.02 44.98 23.47 25.00 23.96 23.25 11.51 5.76 3.18
14 55.82 35.36 27.12 47.32 24.43 26.25 25.35 24.08 12.05 5.89 3.19
The variation of Free Flow Speed in km per hour for different type of motorised vehicle at
different roughness levels is presented in Table 4.17. It should be noted that this speed is a
theoretical value only which could prevail if there is no vehicle congestion in the road and also if
the HDM4 parameters are perfectly calibrated for Bangladesh for recent years. As that is not the
case, these free flow values should not be used as average speeds or in absolute values rather
should be used for relative comparison purpose only.
Table 4.17 Variation of Free Flow Speed (km/hr) to Road Roughness (2016-17)
Large Bus
Rickshaw
Microbus
Medium
Minibus
International
Tempo
Utility
Heavy
Motor
Truck
Truck
Truck
Small
Cycle
Auto
Car
Roughness Index
(IRI)
2 82 76 71 81 87 85 89 95 96 62 74
3 81 76 70 81 87 84 89 94 96 62 74
4 81 76 70 81 86 84 89 94 95 62 73
5 81 75 70 80 84 83 87 92 94 62 73
6 79 74 69 78 81 81 85 88 89 62 72
7 74 72 67 74 76 77 80 82 83 61 70
8 68 68 64 67 71 72 74 75 75 60 68
9 61 64 61 61 65 67 67 68 68 58 64
10 55 59 57 55 60 61 62 62 62 56 60
11 50 55 53 50 55 56 56 57 57 53 55
12 46 51 50 46 51 52 52 52 52 50 51
13 42 47 46 43 46 48 47 48 48 47 48
14 40 44 43 40 44 45 45 45 45 44 44
The Financial and Economic VOC per vehicle/km in 2004-05 are presented in the following
Table 4.18 and 4.19. The financial Vehicle Operating Cost is increased in last 12 years by 80% to
110%. It is recommended to update the VOC by survey at every 2 years and need to be checked
for the possibility of determination by econometric models.
RHD 44 BRRL
Table 4.18 Variation of Financial MT VOC (Taka/km) to Road Roughness, 2004-05
Small Truck
Motor Cycle
Large Bus
Rickshaw
Microbus
Medium
Minibus
International
Utility
Truck
Auto
Car
Roughness
Index (IRI)
2 13.70 10.20 17.68 12.14 14.98 14.35 14.30 2.99 1.78

3 13.85 10.30 17.84 12.25 15.07 14.47 14.38 3.01 1.79
4 14.46 10.79 18.54 12.60 15.64 15.04 14.80 3.08 1.82
5 15.10 11.30 19.27 12.97 16.25 15.67 15.25 3.17 1.84
6 15.75 11.82 20.01 13.35 16.92 16.44 15.75 3.25 1.87
7 16.40 12.33 20.76 13.74 17.64 17.35 16.24 3.35 1.89
8 17.06 12.86 21.59 14.16 18.44 18.47 16.75 3.45 1.91
9 17.76 13.40 22.63 14.62 19.37 19.79 17.29 3.55 1.92
10 18.54 14.00 23.87 15.16 20.43 21.27 17.89 3.67 1.94
11 19.39 14.64 25.27 15.78 21.60 22.88 18.53 3.79 1.97
12 20.32 15.34 26.79 16.47 22.88 24.57 19.20 3.92 2.01
13 21.30 16.08 28.38 17.22 24.23 26.32 19.90 4.06 2.08
14 22.31 16.86 30.04 18.02 25.63 28.12 20.61 4.20 2.15
Table 4.19 Variation of Economic MT VOC (Taka/km) to Road Roughness, 2004-05
International
Motor Cycle
Small Truck
Large Bus
Rickshaw
Microbus
Roughness
Medium
Minibus
Utility
Truck
Auto
Car
Index (IRI)
2 12.25 9.08 13.04 11.00 10.90 8.85 9.02 2.25 1.28

3 12.40 9.18 13.16 11.11 10.96 8.93 9.06 2.26 1.28
4 12.90 9.56 13.72 11.40 11.36 9.26 9.32 2.32 1.30
5 13.43 9.95 14.32 11.70 11.79 9.62 9.59 2.38 1.32
6 13.98 10.34 14.92 12.00 12.27 10.05 9.88 2.44 1.34
7 14.55 10.71 15.54 12.29 12.78 10.56 10.16 2.51 1.35
8 15.13 11.07 16.23 12.58 13.35 11.18 10.44 2.58 1.36
9 15.74 11.44 17.06 12.89 14.00 11.92 10.76 2.66 1.36
10 16.38 11.85 18.05 13.25 14.76 12.76 11.11 2.74 1.37
11 17.06 12.30 19.15 13.68 15.60 13.68 11.49 2.83 1.38
12 17.77 12.79 20.34 14.18 16.51 14.65 11.89 2.93 1.41
13 18.50 13.33 21.58 14.74 17.48 15.66 12.32 3.03 1.45
14 19.27 13.90 22.87 15.34 18.49 16.70 12.75 3.13 1.49
RHD 45 BRRL
Comparison of Economic VOC (at IRI value 3)

45
38.73
40
Economic VOC in Tk (2004-05 for IRI Value3)
35
29.75 Economic VOC in Tk (2016-17 for IRI Value3 )
30
25 22.87
20 18.05 17.95 18.33

16.96
14.71
15 12.4 13.16
11.11 10.96
9.18 8.93 9.06 9.21
10
5.12
5 2.26 3.13
1.28
0
Heavy Medium Small Large Bus Minibus Microbus Utility Car Tempo Auto Motor
Truck Truck Truck Rickshaw Cycle
Figure 4.3 Comparison of Economic VOC (at IRI value 3)
Comparison of Ecenomic Value (at IRI value 6)
45 42.42 Economic VOC in Tk (2004-05 for IRI

Value 6)
40 Economic VOC in Tk (2016-17 for IRI
33.72 Value 6 )
35
30
25.72
25
20.21 19.34 19.34
18.84
20 16.69
13.98 14.92
15 12 12.27
10.34 10.05 9.88 9.51
10
5.36
5 2.44 3.14
1.34
0
Figure 4.4 Comparison of Economic VOC (at IRI value 6)
RHD 46 BRRL
SENSITIVITY OF ECONOMIC VEHICLE OPERATING COST
70
Heavy Truck
Vehicle Operating Cost (Tk/hr) Medium Truck
60
Small Truck
50 Large Bus
Minibus
40 Microbus
Utility
30 Car
Tempo
20 Auto Rickshaw
Motor Cycle
10
0
2 4 6 8 10 12 14
International Roughness Index
Figure 4.5 Sensitivity of Motorised Vehicle Operating Cost (Economic) to road

Roughness
RHD 47 BRRL
5 TRAVEL TIME COST

5.3 General
Travel Time Cost (TTC) is an important component of RUC. It is also known as ‘Value of Time
(VOT)’. Travel time cost is defined by the concept that time spent in travelling has an
‘opportunity cost’. This time could be used in an alternative activity which has the potential to
produce significant ‘utility’ known as ‘benefit’. If the alternative activity can have a monetary
value assigned to it, this can be used as a part of RUC in the economic appraisal of projects,
particularly of the transport projects having relation with consumption of time in the use of their
output.
TTC can vary in proportion from twenty percent of total RUC to over eighty percent of total RUC
in the economic or financial appraisal of schemes depending on the extent of time delays involved
in the concerned project and the income pattern of the users of the project. TTC becomes more
significant in case of the construction of a major new bridge to replace a ferry, compared to a road
improvement project which do not change its alignment or pavement or shoulder capacity. Again,
Value of time (VOT)is usually higher in a developed country like the USA or UK in comparison
to a less developed country like Bangladesh or Afghanistan. Similarly, the VOT can vary between
a more developed region of a country and a relatively less developed part of the same country.
Time costs can be estimated for road users and for freight consignments. Costs may be broken
down into “in vehicle time” and “out of vehicle time”. The latter is important to public transport
passengers waiting for their vehicle, and is more important in terms of urban transport settings. It
is not considered in the RHD approach which focuses on “in vehicle time'' values mainly. Time
costs will vary between different vehicle types according to the socio-economic characteristics of
the occupants, their trip purpose and the type of freight carried. For analysis purposes TTC are
expressed as hourly values per vehicle by assuming average occupancies and loading factors for
each vehicle type.
In a country like Bangladesh, the income pattern between the users of highly expensive motorised
vehicles such as cars and jeeps and those of using public minibuses is significantly different and
they may even represent two different economic classes in the society. Therefore, instead of the
uniform TTC approach, the TTC should be estimated according to separate vehicle type. As TTC
varies geographically according to the socio-economic characteristics of the region, it would be
expected, for instance, that road users in Dhaka Division will value their time more than those in
Rangpur Division. It is usual practice, in this case, to adopt a set of nationally averaged TTC
applicable to all analyses to avoid the sort of geographical biases in road investment. However,
due to the functional difference, TTC for Passengers is derived separately for National/Regional
Highways and the Zilla Roads.
Travel Time Cost in this study is assessed both for freight and passengers termed as TTC Freight
and TTC Passenger. The methodology and results of the two types of TTC survey is presented in
the following sections.
5.4 TTC Freight
Freight Traffic Time Savings i.e. reduction in journey times for freight traffic can benefit in the
following ways-reduced driver and attendant wage costs per trip, reduced vehicle operating costs
per trip, and benefit from goods arriving at markets or distribution point earlier.
For freight vehicles in Bangladesh as Trucks, the time cost of the drivers and helpers are
considered crew cost within the vehicle operating cost which is assessed in the previous chapter.
The third benefit accrued from the cost of delays in moving goods can consist of the following,
costs due to interest on the capital the goods represent, costs due to damage or spoilage of
perishable goods and ancillary costs, which arise as a consequence of, delay i.e. where machine is
immobilised while waiting for a spare part.
RHD 48 BRRL
Costs due to interest charges may be results from a reduction in trip time which reduces the
volume of goods held and financed in transit or the fact that producers can deliver goods more
quickly, receive payment earlier and re-deploy resources earlier than would otherwise be the case.
The value of any such time saving is related to the cost of financing the additional stock of goods
involved and is defined as follows,
Value of cargo time (per vehicle hour) = AC x UV x I x (1 - E)

AC = Weight of the average consignment in tonnes;
UV = Unit economic value per tonne of freight,
I = equivalent interest rate per hour,
E = proportion of vehicles running empty.
The resulting Value of Cargo Time along with different type of trucks and their associated
parameters are summarised in the following table 5.1 and 5.2,
Table 5.1 Value of Cargo Time for National/Regional Highways

Parameters Heavy Truck Medium Truck Small Truck
AC (Ton) 28 14 5
UV (TK) 75,322 71,570 60,363
I (12% per year equivalent to 0.000014/hr) 0.000014 0.000014 0.000014
E 20% 20% 20%
Value of Cargo Time (TK per veh-hr) 23.4 10.9 3.4
Economic VOC (TK/Hr) 1405.5 870.6 634.7
Cargo Time /Economic VOC 2% 1% 1%
Source: TTC Freight Survey 2016-17
Table 5.2 Value of Cargo Time for Zilla Road

Parameters Medium Truck Small Truck
AC (Ton) 11 2
UV (TK) 25,801 20,632
I (12% per year equivalent to 0.000014/hr) 0.000014 0.000014
E 20% 20%
Value of Cargo Time (TK per veh-hr) 3.1 0.5
Economic VOC (TK/Hr) 870.6 634.7
Cargo Time /Economic VOC 0.4% 0.1%
Source: TTC Freight Survey 2016-17
It is evident that even in case of National/Regional Highways, the value of Cargo Time (Tk/veh-
hr) represents only 1% to 2% of the Economic Vehicle Operating Cost (Tk/Hr). In fact, except
where there are major bottlenecks time savings by value of cargo time are relatively small and
require a heavy flow of high value goods and/or perishable goods for their reduction to achieve
significant economic benefits. Costs due to spoilage or damage may be significant, but care must
be taken to ensure that a reduction in spoilage or damage of perishable goods is due primarily to
reductions in journey time rather than a provision of a smoother road. In view of their small
resource cost savings, TTC Freight could be omitted in the future RUC surveys which is standard
practice in many other countries.
5.5 TTC Passenger
It is generally accepted that time spent travelling in work time should be valued at the individuals
wage rate (i.e. the direct opportunity cost).The approach of valuing time spent travelling for other
purposes is a challenging task. In this case it is assumed that this time can be used in the same
way as any other commodity and that if an individual is willing to pay to save time. This
represents a welfare benefit and should be valued in an economic appraisal. In all approaches, the
value of non-work time is much less than the work time.
RHD 49 BRRL
There are three broad methodologies for estimating Travel Time Cost for passengers,
- Average wage (AW) approach;
- Revealed Preference (RP) approach;
- Stated Preference (SP) approach.
The simplistic method is the AW approach whereby the wage rates of vehicle occupants are
assessed and average rates estimated to reflect the value of time of occupants in different vehicles.
An assessment of the number of travellers in work time (WT) and non-work time (NWT) is made
for each vehicle type. The TTC for WT is then taken as the estimated wage rate (net of tax but
including employers costs directly associated with the employment) and the value for NWT as a
proportion of the wage rate. Considerable debate exists as to what this proportion should be and
existing values vary from 20 to 80 per cent of the average wage. In Bangladesh values of 35
percent have been used to date, which accords with advice from the United Kingdom's Transport
Research Laboratory (TRL).
In the RP approach, the VOT is determined by studying the choices individuals make when faced
with a number of alternative means of transport involving different time and cost choices. It for
example, a new bus service reduced travel time by an hour and cost an additional 100 Taka over
the old service, it can be estimated that the TTC for that individual can be at least Taka 100 per
hour. This method is often difficult to apply, as real life choice situations are difficult to identify
and measure. In addition, other factors such as comfort and safety will affect individual’s choice
behaviour.
In the SP approach individuals are presented with hypothetical travel choice scenarios designed to
reveal how they trade-off cost and time. The advantage of this method is that any type of scenario
can be modelled without the need to find a similar existing situation and that it is based on actual
consumer behaviour. The disadvantage is that consumers do not always act rationally and do not
reveal what their true behaviour would be due to a number of survey biases. The SP approach is
largely based on the willingness to pay concept, which is primarily used in many developed
countries (e.g. USA or UK). It can also be complicated to design and difficult to understand by
the passengers and surveyors, if not designed and trained very carefully.
In this study, the TTC Passenger is determined based on the Average Wage (AW) and Revealed
Preference (RP) approach. The wage rates of vehicle occupants are collected though the survey
questionnaire and the average wage rates for individual respondent is then estimated to reflect the
value of time for the occupants of different type of vehicles. An assessment of the number of
travellers in work time (WT) and non-work time (NWT) is made for each vehicle type. The TTC
for WT is then taken as the estimated wage rate (net of tax but including employers costs directly
associated with the employment) and the value for NWT as a proportion of the wage rate (35 per
cent according to advice from the United Kingdom’s Transport Research Laboratory). As it is
difficult to obtain the correct individual wages, the household wage rate is used as a reasonable
substitute for determining the TTC Passenger. For the ‘RP’ approach, respondents were presented
a scenario where they were asked to state the money they are willing to spend to save 1 hour of
equivalent journey time. The summary of these results are presented in the following sections.
5.6 TTC Passenger Survey Respondent Characteristics
The RUC study covers different types of vehicle including Truck, Large Bus, Minibus, Microbus,
Utility, Car, Auto Tempo, Auto Rickshaw, Motor Cycle, Bi-Cycle, Rickshaw and Cart. The Road
user cost of drivers and helpers of vehicles are considered within the values of Vehicle Operating
Cost, so for determining the Travel Time Cost of passengers, drivers and helpers are excluded. As
‘Utility’ vehicles show similar passenger characteristics as ‘Car, they are also not surveyed
separately for TTC survey. Therefore, TTC Passenger survey considered the passengers of AC
RHD 50 BRRL
Road User Cost Report 2016
2016-17
Bus,
us, Chair Class Bus, Ordinary Large Bus,
Bus Minibus, Microbus, Car,, Auto Tempo, Auto
Rickshaw, Motor Cycle, Bi-Cycle
Cycle and Rickshaw.
This section summarises the demographic and other characteristics of these survey respondents.
Among g the 1478 respondents about 80% were male and 20% were female passengers. According
to the recent BBS publication
blication the male female ratio is almost 50:50. Therefore, the survey results
appear to be slightly biased towards the male respondents. This is under
understandable
standable as the female
population tend to feel reluctant to answer the survey questions dues to cultural and safety issues.
Also, in terms of the survey samples for Motor Cycle and Bicycle the female population
percentage was nearly zero.
The Age distribution of the survey respondents is shown in the following Figure 5.1
Figure 5.1 Age Distribution - TTC Passenger Survey Respondent
16 - 21
36 - 50 60 - 70 22 - 35
31% 2% 36 - 50
50 - 60
60 - 70
Other
4%
22 - 35 16 - 21
56% 9%
50 - 60
2%
It needs to be mentioned that the age group considered for the survey ranges from 16 to 70. This
indicates that majority
ajority (56%) of the survey respondents belonged to the age group of 22-35 22
followed by the Age Group 36-5050 with 31% of the respondents. According to the latest population
and housing census in Bangladesh, BBS 2011, comparable age distribution is analysed tthough
exactly similar age group was not found. The resulting age distribution in 2011 was as follows,
Table 5.3 Comparison of Age Distribution of the Survey with 2011 Census
2011 Census 2017 TTC Survey
Age Group Percentage Age Group Percentage
15-34 53% 16-35 65%
35-59 35% 36-60 33%
60+ 11% 60+ 2%
Source: Bangladesh Bureau of Statistics, 2015 and RUC Survey 2016
2016-17
The results indicated while the Age group of samples were broadly comparable, the survey
respondents were composed of younger group of population. It is in line with the reality on the
ground as the aged group of population tend to travel less and feel les
lesss interested to respond to the
surveys. The average age of the survey respondents is found as 33. The distribution of
occupations for the survey respondents revealed 25% of the respondents are involved in Business,
36% are employed, 15% are student, 6% are Unemployed and 18% are other occupations.
The Household Size Distribution of the TTC passenger survey respondents are shown in the
following Figure 5.2. The average Household size for the survey respondents is 5.7.
RHD 51 BRRL
Figure 5.2 Household Size Distribution - TTC Passenger Survey Respondent
372
400
333
350
300 262
250
No of Household
200 153 156
150
78
100
13 23 15 9
50 4 2 4
-
1 2 3 4 5 6 7 8 9 10 11 12 13
Household size
In terms of the journey frequency, 21% of the TTC passenger survey respondents make that
journey 4 or more times a week, 28% make the journey 1 to 3 times a week, 29% make the
journey less than once a week to once a month and 22% make the journey less often than once a
month. It indicates frequent and non- frequent passengers are represented equally in the
respondents.
Tables 5.6 and 5.7is showing the distribution of passenger trip purpose and Table 5.8 and 5.9
show the distribution of passenger occupation for National/Regional Highways and Zilla roads
respectively. Tables 5.10 and 5.11 show the reported monthly household income of the
respondents (gross of tax) by vehicle type.
Table 5.6 Trip purpose of different vehicle occupants(National/Regional Highways)

Trip Purpose A/C C/C OL Mini Micro Car Tempo Auto Motor
Bus Bus Bus Bus Bus Rick Cycle
To/from Work 25% 31% 19% 20% 17% 14% 15% 21% 15%
Business 15% 6% 7% 9% 12% 6% 17% 10% 18%
Personal 37% 45% 50% 46% 28% 39% 46% 50% 43%
Social 9% 8% 7% 9% 23% 17% 10% 6% 8%
Other 14% 9% 18% 17% 21% 25% 14% 13% 15%
Table 5.7 Trip purpose of different vehicle occupants (Zilla Road)

Trip Purpose/ OL Mini Micro Car Tempo Auto Motor
Vehicle Type Bus Bus Bus Rick Cycle
To/from Work 9% 23% 0% 6% 28% 13% 15%
Business 9% 6% 7% 11% 14% 5% 12%
Personal 23% 23% 25% 31% 19% 50% 38%
Social 26% 14% 29% 28% 7% 14% 21%
Other 34% 32% 39% 25% 32% 18% 15%
Table 5.8 Occupation of different vehicle occupants (National/Regional Highways Road)

Occupations/ A/C C/C OL Mini Micro Car Tempo Auto Motor
Vehicle Type Bus Bus Bus Bus Bus Rickshaw Cycle
Businessman 29% 17% 18% 16% 36% 40% 31% 16% 34%
Employed 47% 57% 38% 33% 45% 49% 29% 47% 31%
Student 10% 7% 18% 19% 5% 5% 10% 12% 20%
Unemployed 1% 3% 6% 3% 0% 0% 3% 1% 2%
Other 13% 16% 20% 29% 14% 6% 27% 24% 13%
RHD 52 BRRL
Table 5.9 Occupation of different vehicle occupants (Zilla Road)
Occupations/ OL Mini Micro Car Tempo Auto Motor
Vehicle Type Bus Bus Bus Rickshaw Cycle
Businessman 26% 19% 32% 51% 19% 21% 47%
Employed 35% 32% 43% 30% 27% 22% 16%
Student 17% 22% 11% 8% 18% 20% 26%
Unemployed 6% 5% 0% 0% 1% 0% 0%
Other 17% 22% 14% 11% 35% 37% 11%
Table 5.10 Monthly household income of different vehicle occupants (National & Regional
Highways)
Income (Taka) A/C C/C Bus O/C Mini Micro Car Tempo Auto Motor
Bus Bus Bus Bus Rick Cycle
Less than 5000 0% 1% 3% 1% 0% 0% 2% 0% 0%
5,001 to 10,000 0% 2% 11% 13% 0% 0% 9% 7% 0%
10,001 to 20,000 3% 20% 23% 34% 13% 6% 31% 34% 13%
20,001 to 30,000 10% 29% 36% 23% 15% 9% 25% 13% 26%
30,001 to 40,000 31% 22% 17% 11% 30% 17% 18% 27% 38%
40,001 to 50,000 23% 18% 8% 14% 27% 30% 9% 14% 14%
50,000 to 70,000 20% 5% 2% 2% 7% 25% 3% 2% 7%
70,000 to 90,000 10% 2% 0% 3% 3% 9% 3% 2% 2%
90,000 to 120,000 2% 1% 0% 0% 2% 3% 0% 1% 1%
More than 120,000 0% 0% 0% 0% 3% 1% 0% 0% 0%
Table 5.11 Monthly house hold income of different vehicle occupants(Zilla Road)
Income (Taka) O/C Mini Bus Micro Car Tempo Auto Rick Motor
Bus Bus Cycle
Less than 5000 6% 0% 0% 0% 3% 0% 0%
Taka 5,001 to 10,000 6% 11% 0% 0% 7% 11% 3%
Taka 10,001 to 20,000 23% 26% 7% 3% 49% 41% 25%
Taka 20,001 to 30,000 49% 50% 7% 5% 32% 22% 50%
Taka 30,001 to 40,000 17% 12% 32% 30% 7% 15% 19%
Taka 40,001 to 50,000 0% 1% 21% 27% 3% 9% 3%
Taka 50,000 to 70,000 0% 0% 14% 30% 0% 2% 0%
Taka 70,000 to 90,000 0% 0% 18% 5% 0% 0% 0%
Taka 90,000 to 120,000 0% 0% 0% 0% 0% 0% 0%
More than Taka 120,000 0% 0% 0% 0% 0% 0% 0%
It can be noticed that the household income has increased significantly in comparison to the year
2004-05. The results show differences in income between different types of buses and different
vehicle types and also different road type as National/Regional Highways and Zilla roads.
5.7 TTC Passenger for Non-Motorized Vehicles
In this study, the main focus was to find the Travel Time Cost for passengers of motorised travel
modes. Therefore, the TTC for passengers of Non-motorised vehicles are used according to the
RUC report 2004-05 based on the PhD Thesis of Dr. M Bari in 1999 and for Rickshaw
passengers the TTC was found 4.1 Taka/Hr and for Bi-Cycle the TTC was found as 10.5 Taka/
hour.
5.8 TTC Passenger for Motorized Vehicles
This section sets out a summary of the National/Regional Highways and Zilla road travel time
surveys conducted in 2016-17.An assessment of the number of travellers in work time (WT) and
non-work time (NWT) is made for each vehicle type from trip purpose tables 5.6 and 5.7under
different road environment.TTC survey respondents on average worked 200 hour per month
RHD 53 BRRL
which was used as 175 hour per month in 2004-05.Table 5.12 is derived on the basis of Table 5.6,
5.7, 5.10and 5.11, where the average wage rates of vehicle occupants are assessed to reflect the
average time value of travelling passenger by category of vehicle, road class and average
passenger occupancy. The recommended TTC values for all passenger vehicles in 2016-17 are
derived by taking average of both methods i.e. Average Wage (AW) and Revealed Preference
(RP) methods as presented in Table 5.12 for National/Regional Highways Road and Zilla Roads
and presented separately in Table 5.13, 5.14 and 5.15. The unit TTC passenger values from 2004-
05 RUC report and the finally recommended TTC in 2004-05 is shown in the Table 5.16 and
Table 5.17 in the following sections.
The unit TTC values for 2016-17 shows significant change in comparison to the 2004-05 values
and justifies the need for updating the TTC values and methods since 2004-05.
Table 5.12 Travel time cost of vehicle passengers by different methods

Category of Vehicles National/Regional Highways Road Zilla Road
Average TTC-AW TTC- RP Average TTC- AW TTC-RP

Occupancy (Tk/Hr) (Tk/Hr) Occupancy (Tk/Hr) (Tk/Hr)
AC L Bus 34 142 91 - - -
Chair Class L Bus 36 95 73 - - -
Ordinary L Bus 47 62 35 36 51 31
Mini Bus 35 67 36 35 60 27
Microbus 7 110 104 8 98 77
Car 3 135 125 3 107 102
Tempo 10 72 46 9 61 39
Auto Rickshaw 5 78 53 5 54 41
Motor Cycle 1 99 73 1 64 44
Table 5.13 Recommended TTC for FY 2016-17 for National/ Regional Highways
AC L Bus 34 117 3961 93 3169
Chair Class L Bus 36 84 3024 67 2419
Ordinary L Bus 47 49 2280 39 1824
Mini Buses 35 52 1803 41 1442
Micro Bus 7 107 749 86 599
Car 3 130 390 104 312
Tempo 10 59 590 47 472
Source: Travel Time Cost Survey 2016-17(Large Bus aggregated)
RHD 54 BRRL
Table 5.14 Recommended TTC for FY 2016-17 for Zilla Road
Ordinary L Bus 36 41 1476 33 1181
Mini Buses 35 44 1523 35 1218
Micro Bus 8 83 660 66 528
Car 3 105 314 84 251
Tempo 9 50 450 40 360
Table 5.16 TTC for FY 2004-05

Vehicle Category Main Road Economic
Occupancy TTC Occupancy TTC
Number Taka/hr Number Taka/hr
AC L Bus 35 49.34
Chair Class L Bus 38 27.64
Ordinary L Bus 44 24.21 40 19.0
Mini Buses 32 19.94 30 17.5
Micro Bus 6 34.29 10 18.7
Car 3 39.94 4 33.5
Tempo 10 15.44 10 12.8
Auto Rickshaw 3 25.72 4 15.4
Motor Cycle 1 30.77 1 27.2
Table 5.17 Recommended TTC for FY 2004-05(National Average)

Pass Vehicle Pass Vehicle
All Buses 36.4 22.0 816.6 17.6 653.3
Micro Bus 8 31.2 249.0 24.9 199.2
Car/Utility 3 38.6 123.3 30.9 98.6
Tempo 10 13.6 137.6 10.9 110.1
Auto Rickshaw 4 20.6 76.5 16.4 61.2
Motor Cycle 1 28.6 30.2 22.9 24.1
RHD 55 BRRL
Passenser TTC ( in Tk/hr) Comparison between 2004-05 and

2016-17
Financial TTC passenger in Tk/hr (2004-05)
Financial TTC Passenger in Tk/hr (2016-17)
140 130
117
120 107
100 86
84
80 66
59
60 49.34 49 52
39.94
40 34.29 30.77
27.64 24.21 25.72
19.94 15.44
20
0
AC L Bus Chair Ordinary L Mini Micro Bus Car Tempo Auto Motor
Class L Bus Buses Rickshaw Cycle
Bus
In general, TTC per passenger is reasonably increased for all types of vehicles in 2016-17 since
2004-05 and it is increased by 100% to 220% in some cases for National/Regional Highways.
However the rate of increase is more for AC Bus, Chair class Bus, Micro bus, Car, Tempo and
Motor Cycle and less increased for Ordinary Large Bus, Mini Bus and Auto Rickshaw. Also the
trend of higher TTC for OLB in 2004-05 than Mini Bus is reversed in 2016-17 with higher value
of TTC Passenger for Mini Bus.
In case of Zilla roads, TTC Passenger also increased in 2017 than in 2004-05, but the rate of
increase is lower than that of the National/Regional Highways except for Tempo where the rate of
increase is almost 300%. Therefore, TTC per passenger for the National and Regional Highways
road is generally found to be more than that of the Zilla roads.
Average occupancy for AC Bus and Chair Class Bus is reduced while for Ordinary Large Bus,
Minibus and Microbus is increased. For other types, the occupancy of Auto Rickshaw is increased
from 3 to 5 which indicate the popularity of the battery operated bigger sized Auto rickshaw in
comparison to the smaller CNG or Diesel operated Auto rickshaw. For Car, Tempo and
Motorcycle, the occupancy level remains the same.
Travel time cost is determined in this study by Average Wage and Revealed Preference method.
As the income level for Bangladesh is progressing towards the middle income country, the study
method should be checked for upgrading into Stated Preference methods or other sophisticated
methods.
RHD 56 BRRL
6 ROAD TRAFFIC ACCIDENT COST

6.1 Introduction
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 be a significant drain on any country's resources. In
addition, estimates of accident costs are 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. So, it is important to include the cost of accidents in road project appraisals.
There are two basic approaches of costing accidents. They are the Lost Output (or “human
capital”) approach and the Willingness to Pay (WTP) approach. Lost Output focuses on the
economic 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.
The WTP approach usually produces higher cost estimates than the Lost Output Method. WTP
has mainly been used in motorised countries, while the Lost Output method has traditionally been
recommended for developing countries whose primary objective is maximisation of national
economic growth. Lost Output method is again divided into Gross Lost Output and Net Lost
Output method. This report has evaluated the individual accident cost based on the Net Lost
Output method. The Road Traffic Accident and its cost information are used from the National
Road Traffic Accident Report 2014 based on Bangladesh Police records by Road Safety Cell,
BRTA and 2016-17 RUC survey data.
6.2 RT Accidents and Casualties
RTA casualties are classified in three basic categories:
• Fatalities are deaths that take place from and within 30 days of the occurrence of RTA
• Grievous/Serious include injuries which require an overnight admission and stay in a
hospital and RTA related deaths that take place after the first 30 days from RTA occurrence.
• Simple/Slight injuries are those which require medical treatment but not hospitalisation.
The number of RTA as recorded by Bangladesh Police and published in the National Road Traffic
Accident Report 2014, Road Safety Cell under BRTA has been presented in Table 6.1, 6.2 and
6.3 according to various criteria,
Table 6.1 Nation-wide Recorded Road Traffic Accidents (RTA), 2014

Road Environment No. of RTA Total Percentage
Fatal Serious&
Simple
Urban 460 129 589 38
Rural 814 155 969 62
Total 1274 284 1558 100
Source: National Road Traffic Accidents Report 2014
RHD 57 BRRL
Table 6.2 Nation-wide Recorded Road Traffic Accidents (RTA), 2014

Metropolitan Area Number of RTA Total Percentage
/Division (excluding Fatal Serious Simple
Metropolitan Area)
DMP 233 54 25 312 20%
CMP 46 12 1 59 4%
KMP 15 5 2 22 1%
RMP 16 1 2 19 1%
BMP 5 3 0 8 1%
SMP 16 4 1 21 1%
Dhaka 284 40 11 335 22%
Chittagong 200 32 7 239 15%
Sylhet 99 4 0 103 7%
Khulna 98 19 6 123 8%
Barisal 77 9 2 88 6%
Rajshahi 185 35 9 229 15%
Total 1274 218 66 1558 100%
Table 6.3 Nation-wide Recorded RTA Casualties, 2014

Metropolitan Area Number of Casualties Total Percentage
/Division (excluding Fatal Serious Simple
Metropolitan Area)
DMP 264 103 55 422 17%
CMP 48 19 3 70 3%
KMP 16 12 8 36 1%
RMP 20 1 4 25 1%
BMP 5 8 0 13 1%
SMP 33 13 7 53 2%
Dhaka 340 64 16 420 17%
Chittagong 278 132 37 447 18%
Sylhet 128 17 4 149 6%
Khulna 151 78 43 272 11%
Barisal 113 34 11 158 6%
Rajshahi 236 104 26 366 15%
Total 1632 585 214 2431 100%
It is believed that under-reporting exists for all levels of RTA in Bangladesh, while the concerned
agencies including Bangladesh Police believe that Fatal and serious RTA are well reported.
6.3 RTA Component Cost

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.
6.3.1 Lost Output Cost
Lost output refers to the loss to the economy of productive capacity of the persons victimised by a
road accident. While most accident analysis rely on accident victim surveys or average wage rate
to estimate lost output, average incomes for motorised transport users have been determined by
the TTC surveys undertaken in 2016-17 by BRRL. Only the average income of a pedestrian had
to be calculated additionally using an average per capita income of Taka 9,550 per month (BBS
2015-16). The Accident cost is calculated for the year 2017 using the RTA data for the year 2014
as a basis. The Accident Cost Table 6.4 shows the average incomes estimated for the different
road user types and the relative casualty share for the year 2017,
RHD 58 BRRL
Table 6.4 Average Income and RTA Casualty Share by Road User, 2017 (Taka)
Item Truck Bus Car Rickshaw Pedestrian(1)
Average monthly income(1) 27,850 28,100 38,950 23,900 10,125
RTA casualty share(2) 17% 20% 6% 11% 46%
Lost Gross Output NPV (Taka) 833,551 989,451 411,450 462,859 819,983
Source: (1) BBS 2015-16 (2), TTC survey 2017(3), BRTA 2014
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 2014
as available from Bangladesh Police has been presented in the following Table 6.5.
Table 6.5 Fatal Casualties by Age Group in 2014

Age Group Number of Fatalities Total
Driver Passenger Pedestrian
0-5 0 15 31 47
6 - 10 0 12 46 59
11 - 15 0 25 33 62
16 - 20 15 49 55 119
21 - 25 24 85 71 180
26 - 30 51 93 96 240
31 - 35 29 63 59 151
36 - 40 22 32 62 116
41 - 45 14 47 55 116
46 - 50 12 23 70 105
51 - 55 8 26 31 65
56 - 60 2 16 29 47
61 - 65 1 9 23 33
66 - 70 0 2 21 23
70 - 75 0 1 3 4
> 75 2 3 12 17
Unknown 98 96 60 248
Total 278 597 757 1632
% 17% 37% 46% 100%
The present values of lost output for each user category was based on the following assumptions
and set out in Table 6.6.
• Average age of RTA Fatality = 32 years as calculated on the basis of above table
• Average lost working years = 27 (Average retirement age 59 years assumed)
• Base year 2017, annual discount rate of 12% and average GDP per capita growth rate 6%
• 30% of per capita income is taken to be personal consumption.
Injuries and Recovery time

The lost output for RTA injuries was the daily income multiplied by the number of recovery days.
Based on studies in other developing countries, a 30-day recovery period was used for Serious
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 Serious 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 are 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. Table 6.7 is
showing the Lost Output Casualty Costs in 2017.
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Table 6.7 Lost Output Casualty Cost, 2017 (Taka)

Category Per casualty Fatal RTA Serious RTA Simple RTA
Cost Number Cost Number Cost Number Cost
Fatality 2,462,106 1.2 2,954,527 0 0 0 0
Serious 20,977 1.0 20,977 1.6 33,563 0 0
Simple 1,598 1.4 2,238 2.2 3,516 1.9 3,037
Total 2,484,681 2,977,741 37,079 3,037
6.3.2 Medical Cost
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).
Transport/Rescue services
In Bangladesh, very few of RTA casualties are transported by ambulance services or receive first
aid treatment, rather they are transported to medical centres or homes by private means. The
police usually transport the bodies of those who died at the scene. From RTA Survey 2016-17, the
Taka 1400 is found as an average rescue and transport cost for each RTA casualty.
Hospital care
Hospital costs are difficult to calculate and an average in-patient per day cost and average
outpatient visit cost are the estimates collected by the RTA Survey 2016-17. For Serious
casualties, an average in-patient stay for 10 days and an average outpatient length of stay for 2
days is assumed. Outpatient visit costs are estimated at 25% of the in-patient per day and
outpatient visits will refer to all casualty treatment services. Table 6.8 is showing the Medical
Costs per RTA Casualty in 2017
Table 6.8 Medical Cost per RTA Casualty, 2017 (Taka)

Fatality 1,400 1.2 1,680 0.0 0 0.0 0
Serious 10,290 1.0 10,290 1.6 16,464 0.0 0
Simple 1,645 1.4 2,303 2.2 3,619 1.9 3,126
Total 13,335 14,273 20,083 3,126
6.3.3 Human Cost
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 6.9. The term “human cost” is used to refer to this
expanded component.
Table 6.9 Human Cost, 2017 (Taka)

Fatality 1,477,263 1.2 1,772,716 0 0 0 0
Serious 12,586 1 12,586 1.6 20,138 0 0
Simple 959 1.4 1,343 2.2 2,110 1.9 1,822
Total 1,490,808 1,786,645 22,247 1,822
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6.3.4 Vehicle Damage Cost
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 2016-17
survey of operators conducted by the Independent Consultant at BRRL. This data is summarised
in Table 6.10. Taka 104,000 per Simple accident was adopted from the VOC survey 2016-17.
Then factors 0.05, 1.5 and 2.0 were applied to arrive at the property damage only, serious and
fatal accidents cost respectively. Table 6.11 sets out the resultant costs.
Table 6.10 Average Vehicle Damage Cost, 2017 ('000Taka)

Cost HT MT ST L. Mini Mic Utility Car Tempo AutoRicks MC
(000) Bus Bus Bus haw
Damage 103 104 63 113 40 24 11 10 4 3 8
Lost 95 54 103 97 46 115 5 21 4 6 5
Earnings
Total 198 158 166 210 86 139 16 31 8 9 13
Costs
Source: Vehicle Operators' Survey 2017
Table 6.11 Average Vehicle Damage Cost per Accident in 2017 ('000Taka)
Severity Factor Unit costs
('000 Taka)
Fatal 2.0 209
Serious 1.5 157
Simple 1.0 104
PDO 0.05 5
Source: Vehicle Operators' Survey 2016-17
6.3.5 Administrative Cost
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 Tk1,500 is suggested for general administrative costs.
6.3.6 Cost Not Included
RTA cost calculations ignored some other accident costs which include loss of earnings of carer
(i.e. family member must give up work to provide home care), work replacement cost, i.e. training
to the replacement, travel time delay from accidents, including road blockades created after
accidents, clearing up of accident spot/scene, leisure time lost in the post working years, life
expectancy reduced of RTA casualties, Seriously injured person, left disabled with reduced
earning capability is not considered.
6.4 RTAC for RHD Network
Table 6.12 shows the total cost per RTA by severity and cost components.
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Table 6.12 Road Traffic Accident Cost per RTA (in '000 Taka)
Component Fatal Serious Simple PDO
Lost output 2978.0 37.0 3 0.0
Medical costs 14.0 20.0 3 0.0
Human costs 1787.0 22.0 2 0.0
Vehicle damage 209.0 157.0 104 5.2
Administration 1.5 1.50 1.5 1.5
Total 4989.0 238.0 114 6.7
In determining the total Road Traffic Accident Cost for Bangladesh, the level of under reporting
is a major issues in Bangladesh. A survey of 80,000 households conducted in 2000 by DFID,
TRL, ICMH and Bangladesh Transport Foundation indicated that with ‘Conservative assumption’
only 38% of the Fatal accidents were reported whereas with the ‘Best Assumption’ only 24% road
death were reported in comparison to the total number reported by the police. Under reporting of
Serious and Simple injuries is even worse as they are mostly not reported to the police. This is
consistent with the findings of the Road Traffic Injury report by WHO in 2004. However, it is
envisaged the level if underreporting specially the fatal casualties could be changed by increased
awareness. Therefore, future research is needed to estimate current level of under reporting to
determine the Total Road Traffic Accident Cost for Bangladesh.
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7 CONCLUSION AND RECOMMENDATIONS

7.1 General
Road Traffic Accident Cost (RTAC), representing the cost of road traffic accidents causing
injuries and fatalities. Traffic Accident Report 2014 prepared by the Road Safety Cell at BRTA,
Bangladesh. The road traffic accident costs report has been updated mainly in respect of number
of accidents (Fatal, Serious and Simple), lost output, medical costs, property damage costs and
lost earnings, and other related costs. The estimation of costs relating to lost output, property
damage, lost earnings etc have been based on the data collected through VOC and TTC field
surveys, while costs involved in other relevant components have been estimated on the basis of
road traffic accident survey data, 2017 and some secondary data using other publications.
7.2 Achieved Objectives
The achieved objectives of the consulting services are as follows,
- Evaluation and updating the process of determining the three components of road user cost, i.e.
Vehicle Operating Cost (VOC), Travel Time cost (TTC) and Road Traffic Accident cost
(RTAC).
- Planning, Designing, Executing and Supervising of the questionnaire survey process with the
development of the first real time online based digital survey method at RHD, using Tabs and
Smart phones for the VOC, TTC and RTAC surveys in the year 2016-17.
- Collaborating with other divisions of RHD (e.g. Economics circle, HDM circle, Road safety
circle, etc.) and external organizations (like BRTA, Vehicle Dealers etc.) to collect and analyse
the other relevant data about VOC, TTC and RTAC and finalising the RUC report based on the
findings of the study in 2016-17.
- Suggesting future proposals for updating the VOC, TTC and RTAC i.e. the RUC in the future.
7.3 Summary of the Findings
-In this study, for the first time in RHD, an online based real time questionnaire survey
methodology is developed to perform the data collection and processing in real time. The
online based questionnaire surveys involved the process of filling in the prescribed online
questionnaire, in a specially developed website https:\\rhdsurvey.com, using a tablet or a smart
phone and acquire the survey response in real time. A survey team was selected, trained and
participated in a pilot survey in direct supervision of the consultant and about 3600 RUC
survey samples (VOC 1600, TTC 1900 and RTAC 100) are collected within which about 3300
samples are analysed for this report.
- According to the registration information from BRTA, Bangladesh motorised vehicle fleet is
increased to 2,984,000 vehicles in 2016-17 from 737,400 in 2004-05. The number of
registered vehicles within both the private and public vehicles category such is increased many
fold in 2016-17 than in 2004-05 except for Minibuses where the number is actually reduced
and for large buses the numbers are increased at a much slower rate.
- After more than 20 years, the representative model for the most popular vehicle make of each
vehicle category is updated in this report in 2017 by investigating the BRTA registration
records. Though the vehicle makes become more diverse and more competitive, the
commercial transport market for Trucks and Buses have moved from European, Japanese and
Indian models to mainly Indian companies as Tata, Ashok Leyland, Mahindra etc. For Large
Buses the market is shared mainly between Hino (Japan) and Tata (India) but for Tempo/
Human Hauler, Auto Rickshaw and Motor Cycle, again Indian manufacturers are occupying
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the leading market share. However, the private transport market for Car, Utility (Jeep) and
Microbus are still mostly populated by Japanese manufacturers as Toyota, Isuzu and
Mitsubishi etc.
- The motorised vehicle category surveyed in this study along with the representative models are
as follows, Heavy Truck - Tata LPT 2516, Medium Truck - Tata LPT 1615, Small Truck -
Tata LPT 407, Large Bus - Hino AK1J/ Tata LPO 1316, Mini Bus - Tata LP909, Micro Bus-
Toyota Hiace, Utility- Toyota Land Cruiser Prado/ Toyota Hilux, Car - Toyota X-Corolla,
Motor Cycle- Bajaj Platina 100cc, Auto Rickshaw - Bajaj Baby Taxi, Tempo/ Human Hauler -
Tata Shaathi.
- One of the key objectives of the RUC study is to estimate the RUC components i.e. VOC, TTC
and RTAC values by conducting field surveys in seven divisional headquarters Dhaka,
Chittagong, Rajshahi, Khulna, Rangpur, Sylhet and Barisal. In this study, Four (4) sets of
questionnaire survey are conducted to estimate VOC, TTC (Passenger), TTC (Freight) and the
RTAC parameters on the RHD network of Bangladesh. In addition, cost and tax information
are collected for various types of vehicles, vehicle parts such as tyres, for fuel and lubricants.
- In Bangladesh commercial vehicles are often intensively utilised. Large Chair Class Buses, in
particular, are operated as much as possible with different sets of crews and large buses
altogether are found to be utilised highly for up to 77 per cent of the time available. Medium
truck and mini bus are utilised more than 65 per cent, while private light vehicles like micro
bus, jeep, car and motor cycle are less utilised.
- The Utilisation tables also indicated that the distance travelled (km) by individual vehicles in
all categories are substantially reduced in last 12 years except for Utility and Motorcycle but
the average hours driven per vehicle is increased. Therefore, the average speeds of different
vehicle categories are generally reduced in 2016-17 when compared with 2004-05 RUC study.
For public transport modes like Trucks, the average speed has reduced on average by 24% and
for large buses it is reduced by about 18% and for mini buses, it reduced to about 16%. On the
other hand, for private transport modes, the average speed is reduced by 15% for car and 27%
for microbus and the average speed for Utility remains similar. However, as the private
vehicles like Car and Utility drive both on RHD network and the urban roads, their average
speed can be lower than their actual speed on the RHD network. Large Buses and Microbuses
are mostly travelled on the RHD national highways and their average speed ranges are found
as 36-37 km/hr. The average speed for public freight vehicles like Heavy to Light Trucks on
the RHD network is 30 km/hr.
- On the other hand, when the numbers of registered vehicles are compared between the years
2004-05 to 2017, it is evident that for most of the vehicle categories, the numbers are increased
significantly. Therefore, though the distance travelled is reduced for individual vehicles, the
overall vehicle-km travelled by all vehicles along the Roads and Highways Network is actually
increased.
- These two things combined explain the increased congestion along the Roads and Highways
Network in last 12 years despite the increase of the network length and capacity. This indicates
increased network constraint with lower efficiency of the vehicle fleets along the RHD
Network and reinforces the need for state of the art traffic and highway management
operations on the RHD Network. Consequently, further research needs to be done to
understand the actual traffic network performance along the roads and highway network in
different divisions and different RHD zones of Bangladesh to plan future network
development accordingly.
- The annual costs of maintaining the representative vehicles are estimated from the operators'
surveys. Cost of spare parts and maintenance labour costs are highest for heavy trucks and
large buses and gets lower for other trucks, buses and other vehicle types primarily due to
RHD 64 BRRL
smaller size and lower utilisation levels. In the past RUC report 2004-05, the methodology for
maintenance cost was confusing and an average maintenance cost value was used for all types
of vehicles. In 2016-17, the calculation method is updated with a more robust process. In case
of most public transport modes as trucks and buses, costs of crews are based on both drivers
and helpers i.e. two crews per vehicle.
- Overhead costs are high in Bangladesh, in part due to ferry and bridge tolls that account for
larger share of financial overheads in case of public transport modes and the other share is
expenses which included the unofficial but required costs for several owner or workers union,
political groups and to different officials..
- Vehicle purchase costs are derived from a survey of established motor vehicle dealers in
Dhaka. The financial cost of the vehicle constitute the capital cost, insurance & freight (CIF)
value, plus all taxes and duties and other costs including port dues, transportation cost,
assembling cost and dealers’ overheads and margins. The economic cost is the derived
deducting all taxes and duties and shadow pricing the other costs. Tyres are imported from
India, Japan, Malaysia, Indonesia and Taiwan with Indian MRF tyres dominating the market.
The financial cost for Petrol, Diesel and Lubricating cost used in the study are 86 Taka, 65
Taka and 400 Taka respectively whereas the economic cost are 73 Taka, 60 Taka and 300
Taka respectively.
- Given that a standalone VOC model for HDM-4 is not available, unit VOCs are derived for
this study by running a project analysis on a representative section of road with a length of one
(1) km and recording the predicted unit VOCs at different roughness levels. For HDM4, a
weighted average relationship for the large buses is used and, motorcycle relationship was
used for the three wheeled auto rickshaw and the Tempo/Human Hauler category is modelled
as a Utility (delivery pickup) vehicle for having a pickup engine of Tata Ace and carrying
people as human hauler.
- With HDM parameters, more recent calibration is needed to benefit the future HDM4 model
runs as the transport and economic scenario of Bangladesh has significantly changed since the
last calibration effort. It can also be mentioned that the HDM circle would be benefitted from
the latest updates of the HDM4 software and would be in great need for more training to
develop more skilled personnel. With more training and real life application opportunity for
the relevant RHD personnel, realistic and cost efficient highway designs can be achieved and it
will also enhance the professional capability of HDM circle and RHD as a whole.
- The average financial VOC in Taka per km are derived by HDM4 run and for Heavy Truck,
Medium Truck and Small Truck, these are estimated as 55.3, 36.8 and 28.2 BDT. For Large
Bus, Minibus and Microbus the average VOC are found as 45.3, 24.4 and 33.4 BDT. For Car,
Utility, Auto Rickshaw, Tempo and Motor Cycle average VOC are 36, 41.5, 6.9, 12.2 BDT
and 3.96 BDT. The financial vehicle operating cost is increased in last 12 years by 80% to
110%. It is recommended to update the VOC by survey every 2 years and need to be checked
- The variation of Free Flow Speed in km per hour for different type of motorised vehicle at
different roughness levels was found from HDM4 models as well. But, it should be noted that
this speed is a theoretical value only which could prevail if there is no vehicle congestion in
the road and also if the HDM4 parameters are perfectly calibrated for Bangladesh for recent
years. As that is not the case, these free flow values should not be used as average speeds or in
absolute values rather should be used for relative comparison purpose only.
- VOC for non-motorised vehicles are not derived in this study due to resource and time
constraints and therefore, the value reported in the 2004-05 RUC report is presented. Non-
motorised vehicle models are needed to be updated in future studies
RHD 65 BRRL
- TTC is used as a part of RUC in the economic appraisal of projects. In Bangladesh, the TTC is
estimated according to separate vehicle types both for freight and passengers termed as TTC
Freight and TTC Passenger and due to the functional difference TTC is derived separately for
National/Regional Highways and the Zilla Roads.
- On the Main and Regional Highways, the average load carried and the value of cargo time are
respectively found to be 28 Ton and 23.4 Tk/veh-hr for Heavy Truck, 14 Ton and 10.9 Tk/veh-
hr for Medium Truck and 5 Ton and 3.4 Tk/veh-hr for Small Truck and even in case of
National/Regional Highways, the value of Cargo Time (Tk/veh-hr) represents only 1% to 2%
of the Economic Vehicle Operating Cost (Tk/Hr). In view of their small resource cost savings,
TTC Freight can be omitted in the future RUC surveys which is standard practice in many
other countries.
- TTC Passenger survey considered the passengers of motorised vehicles as AC Bus, Chair
Class Bus, Ordinary Large Bus, Minibus, Microbus, Car, Auto Tempo, Auto Rickshaw and
Motor Cycle. As ‘Utility’ vehicles show similar passenger characteristics as ‘Car, they are also
not surveyed separately for TTC survey. Among the respondents, about 80% were male and
20% were female passengers. The average age of the survey respondents is found as 33. The
average Household size for the survey respondents is 5.7. The Journey Frequency Distribution
indicates both the frequent and the non- frequent passengers are represented equally.
- In this study, the wage rates of vehicle occupants are collected through the survey
questionnaire and the household wage rate is used as a substitute for individual wage rate for
determining the TTC Passenger. TTC survey respondents in 2016-17 are found on average to
work 200 hour per month and the recommended TTC values for all passenger vehicles in
2016-17 are derived by taking average of Average Wage (AW) and Revealed Preference (RP)
methods and presented in this report for Main Road and Zilla Roads.
- In general, TTC per passenger is reasonably increased for all types of vehicles in 2016-17
since 2004-05 and it is increased by 100% to 220% in some cases for National/Regional
Highways. However the rate of increase is more for AC Bus, Chair class Bus, Micro bus, Car,
Tempo and Motor Cycle and less increased for Ordinary Large Bus, Mini Bus and Auto
Rickshaw. Also the trend of higher TTC for OLB in 2004-05 than Mini Bus is reversed in
2016-17 with higher TTC Passenger for Mini Bus.
- In case of Zilla roads, TTC per Passenger also increased in 2016-17 than in 2004, but the rate
of increase is lower than that of the National/Regional Highways except for Tempo where the
rate of increase is almost 300%. Therefore, TTC per passenger for the main road is generally
found to be more than that of the Zilla roads.
- Average occupancy for AC Bus and Chair Class Bus is reduced while for Ordinary Large Bus,
Minibus and Microbus is increased. For other types, the occupancy of Auto Rickshaw is
increased from 3 to 5 which indicates the popularity of the Battery operated bigger sized Auto
rickshaw in comparison to the smaller CNG or Diesel operated Auto rickshaw. For Car,
Tempo and Motorcycle, the occupancy level remains the same.
- Time values for non-motorised vehicle were derived from the thesis "Quantification of the
Effects of Non-motorised Transport and Roadside Activities" M Bari, November 1999 in the
2004-05 RUC report. In this study, the main focus was to find the Travel Time Cost for
passengers of motorised travel modes. Therefore, the TTC for passengers of Non-motorised
vehicles are used according to the RUC report 2004-05 and for Rickshaw passengers the TTC
was found 4.1 Taka/Hr and for Bi-Cycle the TTC was found as 10.5 Taka/ hour.
- As the income level for Bangladesh is progressing towards the middle income country, the
study method should be checked for upgrading into Stated Preference methods or other
sophisticated methods.
RHD 66 BRRL
- The main two approaches of costing accidents are the Lost Output (or “human capital”)
approach and the Willingness to Pay (WTP) approach. While WTP has been mostly used in
the developed motorised countries, the Lost Output method is recommended for developing
motorising countries. Lost Output method is again divided into Gross Lost Output and Net
Lost Output method. This report has evaluated the individual accident cost based on the Net
Lost Output method.
- The Road Traffic Accident information is used as recorded by Bangladesh Police and
published in the National Road Traffic Accident Report 2014 by Road Safety Cell, BRTA and
other accident parameters are estimated from the 2017 RUC survey data.
- The National Road Traffic Accident Report 2014 by Road Safety Cell, BRTA mentions that in
2014, Total 1558 Road Traffic Accidents were recorded by the police with 1274 Fatal, 218
Serious and 66 Simple Accidents which resulted in 2431 casualties with 1632 Fatal, 585
Serious and 214 Simple Casualties. However, it is believed that high level of under-reporting
exists for all levels of RTA in Bangladesh, while the concerned agencies including Bangladesh
Police opines that the Fatal and serious RTA are well reported.
- Lost output refers to the loss to the economy of productive capacity of the persons victimised
by a road accident. While most accident analysis rely on accident victim surveys or average
wage rate to estimate lost output, average incomes for motorised transport users have been
determined by the TTC surveys undertaken in 2016-17 by BRRL. Only the average income of
a pedestrian is calculated using an average per capita income of Taka 9,550 per month (BBS
2015-16). The Accident cost is calculated for the year 2017 using the RTA data for the year
2014 as a basis.
- The present values of lost output for each user category are calculated based on the
assumptions as follows,
Average age of RTA fatality = 32 years as calculated on the basis of table 6.4
Average lost working years = 27 (Average retirement age 59 years)
Base year 2017, annual discount rate of 12% and average GDP per capita growth rate 6%
is used. 30% of per capita income is taken to be personal consumption.
- The analysis has proved that accident costs are quite significant in Bangladesh 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 if the scale of the losses is not to persist beyond tolerance and if there
is an intention to reduce the loss of human life.
- The lost output for RTA injuries was the daily income multiplied by the number of recovery
days. Based on studies in other developing countries, a 30-day recovery period was used for
Serious 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 Serious 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 are 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. The Lost Output Cost is estimated as 2.977,741 Taka for a
Fatal RTA, 37,079 for a Serious RTA and 3,037 Taka for a Simple RTA in 2016-17.
- 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). In
Bangladesh, very few of RTA casualties are transported by ambulance services or receive first
aid treatment, rather they are transported to medical centres or homes by private means. The
RHD 67 BRRL
police usually transport the bodies of those who died at the scene. From RTA Survey 2016-17,
the Taka 1400 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 estimates collected by the RTA Survey 2016-17. For Serious
casualties, an average in-patient stay for 10 days and an average outpatient length of stay for 2
days is assumed. Outpatient visit costs are estimated at 25% of the in-patient per day and
outpatient visits will refer to all casualty treatment services. The Medical Cost is estimated as
14,273 Taka for a Fatal RTA, 20,083 for a Serious RTA and 3,126 Taka for a Simple RTA in
2016-17.
- The Road User Cost Study conducted in India in the early 1980’s estimated PGS (Pain, grief &
sufferings Cost) at 20 per cent of total lost output. 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 as “human 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
2016-17 survey of operators conducted by the Independent Consultant at BRRL. Taka 104,000
per Simple accident was adopted from the VOC survey 2016-17. Then factors 0.05, 1.5 and
2.0 were applied to arrive at the unit costs of property damage only of 5,000 Taka, Serious
accident cost of 157,000 Taka and Fatal accidents cost of 209,000 Taka respectively.
- 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. However, as it is believed that many if not most of accidents are settled privately and
these negotiations do take time, an amount of Tk1,500 is suggested for general administrative
costs.
- RTA cost calculations ignored some other accident costs which include loss of earnings of
carer (i.e. family member must give up work to provide home care), work replacement cost,
i.e. training to the replacement, travel time delay from accidents, including road blockades
created after accidents, clearing up of accident spot/scene, leisure time lost in the post working
years, life expectancy reduced of RTA casualties, Seriously injured person, left disabled with
reduced earning capability is not considered.
- Considering all major component costs of a Road Traffic Accident (RTA), the total cost of a
Fatal RTA is estimated as 4.99 million Taka, 238,000 Taka for a Serious RTA, 114,000 Taka
for a Simple RTA and 6,700 Taka for a PDO accident.
- In determining the total Road Traffic Accident Cost for Bangladesh, the level of under
reporting is a major issue in Bangladesh. A survey of 80,000 households conducted in 2000 by
DFID, TRL, ICMH and Bangladesh Transport Foundation indicated that with ‘Conservative
assumption’ only 38% of the Fatal accidents were reported whereas with the ‘Best
Assumption’ only 24% road death were reported in comparison to the total number reported by
the police. Under reporting of Serious and Simple injuries is even worse as they are mostly not
reported to the police. This is consistent with the findings of the Road Traffic Injury report by
WHO in 2004. However, it is envisaged the level of underreporting specially the fatal
casualties could be changed by increased awareness. Therefore, future research is needed to
estimate current level of under reporting to determine the Total Road Traffic Accident Cost for
Bangladesh.
RHD 68 BRRL
7.4 Further Research Scope
The areas for further research and the future recommendations are summarised below,
- In future, for arriving at a more representative results for the entire country, field surveys
covering more areas and operators are needed, which would require more financial, time and
personnel resources.
- In future various vehicle categories may need to be adjusted. Pickup needs to be considered as
a separate category or within small trucks. Tempo is already dominated by 4 wheel Human
Haulers which has taken the Chassis of pickups converted into human haulers and therefore
modelled accordingly. Establish a process of considering the usage of CNG as fuel which as
HDM4 currently ignores.
- Recommendation for VOC to be determined by survey every 2 years and need to be checked
- Travel time cost is determined in this study by average wage method and stated intention
method. As the income level for Bangladesh is progressing towards the middle income
country, the study method should be checked for upgrade into more sophisticated process as
stated preference methods and other ways.
- RTA cost is determined by the Lost Output method. It needs to investigate the value for other
methods as Willingness to pay approach.
- Progress is made in respect of knowing the number of road traffic accidents according to
severity, but further research is required to estimate the level of under reporting and for more
accurate assessment of the various RTA components.
- More research is also required to derive the weighting factor to estimate the cost of a Fatal
RTA, a Serious RTA or a Simple RTA from the casualty costs. 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.
- The Questionnaire adopted in this study was aimed to collect as much Highways related data
collected as possible. However, for regular updating of VOC, TTC and RTAC, shorter and
quicker questionnaires should be adopted through further research work.
- For future survey works, all learning and information from this study should be utilised. A
follow up research study shall be conducted on the follow up of the RUC questionnaires,
which was out of scope for this RUC study to summarise other relevant findings for RHD.
RHD 69 BRRL
APPENDIX A
REFERENCES
Bangladesh Road Crash Costing Discussion Document (2003), Aeron-Thomas, TRL, UK
Bangladesh Gazette, volume 1-6, (2003)
Vehicle Database by CNS BD, Bangladesh Road Transport Authority, BRTA (2017).
Bangladesh Petroleum Corporation, BPC (2017).
Economics Working Paper E6 (1998), Vehicle Operating Cost, Institutional Development

Component (IDC), RHD, Dhaka.
Economics Working Paper E7(1998), Travel Time Cost, Institutional Development Component
(IDC), RHD, Dhaka.
Economics Working Paper E8 (1998), Accident Cost, Institutional

DevelopmentComponent(IDC), RHD, Dhaka.
Estimating Global Road Facilities (2000),Jacobs, A. Aeron-Thomas an Astrop, TRL Report 445.
National Road Traffic Accident Report (2014),Road safety Cell, BRTA, Dhaka.
RHD Road-User Cost Annual Report for (2004-2005), Economics Circle, RHD, Dhaka.
Road Safety component of South-West Road Network Development Project, Finroad et. al. 2005,.
RHD 70 BRRL
APPENDIX B
SURVEY QUESTIONNAIRE
VOC Questionnaire
Company Info
V1. Company name (Owners/Operators)
V2. Location
V2.1. Division
V2.2. District
V2.3. Place
V3. Telephone
V4. Fax
V5. Contact Name
V6. Nature of Operation
Owned and Operated Rented and Operated Both
V7. Ownership
Single Owner Limited Company
V8. Total Staff V9. In Text

V10. Name of Routes (if applicable)
V10.1. From To Distance KM
ADD MORE
V11. Fleet Details
V11.1. Model Year Number

ADD MORE
SUBMIT
AC Bus
RHD Representative Category If Others
Interviewee
Owner Operator Operator Name
Vehicle Reg. Number ( ) Model ( )
RHD 71 BRRL
OPERATIONAL CHARACTERISTICS (TO OPERATOR)

Ref Item Value Unit
A1 Utilisation of Vehicles ( )
A1.1 Distance travelled in last 12 months( KM

)
A1.2 Hours driven in last 12 months ( Hour/year

! ") ( #/ " )
A2 Vehicle Age ( % )
A2.1 Vehicle purchase Year( % ) Year( " )
A2.2 Vehicle purchased in new condition (if Yes, Go 2.3.1)

( & ' (% % % ") Yes( )
No( )
A2.2.1 How old was the vehicle when purchased? Year ( " )
( % % " * " )
A2.2.2 What distance the vehicle travelled when purchased? Km ( )

( % % + ! " )
A2.3.1 Up to what distance you normally run a vehicle before Km( )

changing?(, - * - ,. - /
%)
A2.3.2 Upto how many years you keep a vehicle before Year ( " )
changing? (, - * - " ,. -
%)
A3 Staff (0 )
A3.1 Monthly driver hour per vehicle Hour ( )

(1 ! 2 )
A3.2 Monthly helper hour per vehicle Hour ( )

(1 3 2 )
A3.3 Monthly other labour hour per vehicle Hour( )

(1 '4 0 2 %)
A3.4 Monthly maintenance labour hour per vehicle Hour( )

(1 0 0 2 )
A4 Further comments of surveyor
COSTS (TO OPERATOR)

Ref Item Value Unit
RHD 72 BRRL
B1 Salary (Average per month) (0 1 )

B1.1 Maintenance Labour ( 56 56 0 0 ) Taka/Month(+ / )
B1.2 Driver (7 89 /! 0 ) Taka/Month(+ / )
B1.3 Helper (0 : 0 ) Taka/Month(+ / )
B2 Cost Of Consumables ( .; < = ! )
B2.1 Cost of one new tyre ( / & +% = !) Taka (+ )
B2.2 Cost of one retreaded tyre ( / ) Taka (+ )
B2.3 Cost of spare parts (>! .; ? = !) Taka/Year (+ / " )
B3 Overhead Costs ( @AB C = !)
B3.1 Insurance ( D ) Taka/Year (+ / " )
B3.2 Registration Fee or Renewal Fee (0 2 E? F) Taka/Year (+ / " )
B3.3 Vehicle test & fitness fee ( ) Taka/Year (+ / " )
B3.4 Road Tax ( G H) Taka/Year (+ / " )
B3.5 Route permit fee (I+ , + F) Taka/Year (+ / " )
B3.6 Ferry/bridge tolls (0F / 0 & 0+ ) Taka/Year (+ / " )
B3.7 Office cost (Running cost, rent)(' F = !, ) Taka/Year (+ / " )
Taka/Year (+ / " )
B3.8 Garage cost (K 2 = !)
Taka/Year (+ / " )
B3.9 Other cost (' 4 = !)
B4 Accident Costs (L -+ = !)
B4.1 Any accidents in the last Number ( M)

year( !"#$ )
B4.2 Cost of vehicle damage (!"#$ % ) Taka (+ )
B4.3.F Casualties (fatal/ )
B4.3.I Casualties (injuries/ @ )
RHD 73 BRRL
B4.4 Time vehicle was inoperative for Days ( < )

(!"#$ ! ' ')
B4.5 Loss of earnings (L -+ @% 5 ) Taka (+ )

B5 Further comments of surveyor
RHD 74 BRRL
RESOURCE CONSUMPTION ON A SPECIFIC ROUTE (TO OPERATOR)
Ref Item (<F ) Value Unit (N )
C1 Route Details (, O P 6)
From (0 O O )
Most frequently used route ( !%0 ? To (0 O .Q. )
C1.1
,O)
Distance (2 Way)
( - < )
C1.2 Number of round trips per month No. ( M)

( F 6 M)
Average payload on each leg of trip Tons out (+ - )

C1.3
(1 N S= 6 T2 , )
Tons in> (+ @ )
Average number of passengers Out (. T% )

C1.4
(1 .U M)
In (@ )
Type/name of goods carried
C1.5
(, V W / )
C2 Fuel/Gas Consumption(X /K %)
Fuel consumption on one round trip

C2.1 TK
(N / F Y,X %)
CNG consumption on one round trip
C2.2 TK
(N / F Y , N 2 %)
Vehicle Maintenance(. 56 56)
Cost of parts (.;, = !) Taka per month
C3
Cost of Labour ( Z %) Taka per month
Total Maintenance Cost ( - + 56 56 = !) Taka per month
C4 Tariff or Fare (G F/ 9 )
Taka-out ( $ )
C4.1 Tariff per vehicle trip (1 Y,. G F)

Taka-in (+ @ )
Taka-out ( $ )
C4.2 Fare per passenger (. U 1 9 )
Taka-in (+ @ )
C5 Further comments of surveyor

GENERAL QUESTIONS ABOUT OPERATIONS
RHD 75 BRRL
Ref Item Value / Unit
G1 MAINTENANCE (TO OPERATOR)

( 56 56- , ! 24)
G1.1 Do you maintain your own vehicles? (@,

Yes ( ) ) No ( )
28 56 56 ?)
G1.2 What is your servicing policy? (@,

Timely ( % 'A. % )
9 9- ?)
Distance ( 'A. % )
G1.3 Do you use re-treaded (re-moulded) tyres?

Yes( ) ) No( )
(@, Y / 0 F 8+ % ?)
G2 UTILISATION (TO OPERATOR) ( -

, ! 24 )
G2.1 What is your average utilisation ratio? (@, (%)

'A, ?) (Time
driven/time available) ( ! V %/
0 + %)
G2.2 Have you benefited from any road or bridge

Yes ( ) ) No ( )
improvements?(0 P \]% T%
@, 9 % " ?)
G2.3 How much time did this save you on an (%)

average journey? ( 6 % ^% _/
+ % ^% _ N / Y ,?)
G2.4 Did you notice any decrease in your

Yes ( ) ) No ( )
operating costs? (N @, ', / % "
?)
G2.5 Did you change your operations as a result of

Yes ( ) ) No ( )
the improvement? ( \]% 6
@, < , ! % 0 , - +?)
G3 DRIVERS (TO OPERATOR) ( Q! -

, ! )
G3.1 Do you have any special requirements for

drivers (i.e. three years driving HGV etc.)?
(@, ! 0 ?B 0. K 1 %
@ ", 0. a b " Y ! ' 9c )
G3.2 Is any further driving training provided by

the company (please specify)? (0 d e-
! 1 ?56 0<T% %)
RHD 76 BRRL
G3.3 Do you operate any incentive schemes for

safe driving, such as monthly bonuses?
( ,< Q ! 24 ! 0
0f? 0 0<T% %- 0. 0 )
G4.1 Which Brand Tyre do you use most?
G5. APPROXIMATE ANNUAL TURNOVER Gross (TK) ( - h @%)

(TO OWNER / OPERATOR) ( g D
+ -T9 - /, ! ) Net (TK) ( +@%)
G6 Further comments of surveyor
Date of survey
Information Provided Yes No
Quality of data Good (9 ) Acceptable (i 6 . K) Un-acceptable (i 6 . K )
Save as Draft Final
Further comments of surveyor
RHD 77 BRRL
TTC (Passenger) Questionnaire

TRAVEL TIME COST SURVEY 2016/17 (PASSENGER)
P1. Interviewee Name ( 5D 1< )

P2. Contact Number
P3. Road Type Main Feeder
P4. Location
P4.1. Division
P4.2. District
P4.3. Place
P5. Type of Vehicle (. W 6)

P5.1. If Others
P6. Number of passengers (exclude driver) (. U M,! ")

P7. Number of helpers (0 , M)
PQ1 Main purpose of the current journey (@, . U S \ jk )
PQ2 (i) Where did you start your current journey from?
(0 O 0O . U lI " , , - ^ 05U )
PQ2 (ii) Where are you travelling to? (Excluding any stops to change bus or rest breaks)
(@, 0 O % . _ , , - ^ 05U )
THE FOLLOWING QUESTIONS RELATE TO THE JOURNEY YOU ARE MAKING - FOR A
ONE WAY JOURNEY ONLY( m = 1no @, - O d - -?p U N S=
! 24 )
PQ3 How long you expect the journey to take? ( % W 6 ) Minute
PQ4 How much the journey will cost (one-way)? (. U % = ! ) TK
PQ5 How often do you make this trip?
PQ6 Considering your existing journey, how much would you be prepared to pay in order to
save your journey time?(@, - % 24 @, % 1q @ " ?)
Time – 1 Amount - 1
Minute BDT ADD MORE
Select an option
PQ7 Sex: ( '()
RHD 78 BRRL
PQ8 Age
PQ9 How many people, including yourself, are currently resident in your household?
(@, @, , <r M )
People, of which ( ! )) are under 16 ( 2 , s " !)?
Select an option
PQ10 Please state your occupation (@, 0,? )
PQ11 Please state the Total monthly income of all the people in your household (before
taxation)? (@, , <r < 0 + @% , @% )
Save as Draft Final
Further comments of surveyor
RHD 79 BRRL
TTC (Freight) Questionnaire

TRAVEL TIME COST SURVEY 2016/17 (FREIGHT)
F1. Interviewee Name( 5D 1< )
F2. Contact Number
F3. Road Type
Main Feeder
F4. Location
Select an option
F4.1. Division
Select an option
F4.2. District
F4.3. Place
F5. Type of Vehicle (. W 6)

F5.1. If Others
FQ1. i)Name of Consignment( )

FQ1. ii) Type of Consignment ( W 6)
FQ2 (i) Weight of Consignment
Tons
FQ2 (ii) Value of Consignment ( th)

Tk. per ton
FQ3 (i) Where has the truck been loaded with the consignment from? (Excluding any stops to
change or rest breaks)(0 O % Y Tu % ")
(, - ^ 24 O % )
FQ3 (ii) Where will the consignment be delivered to? (Excluding any stops to change or rest
breaks)( 0 O % 0,vw" )
(, - ^ 24 O % )
FQ4 How long you expect the journey to take?( % W 6 )
Minute
FQ5 How much the journey will cost (one-way)? (. U % = ! )

FQ6 i) How often do you make this trip?
FQ6 ii) How often your return trip runs empty among those above trips (\, \ x = . U y
F .U Y = %@ %)
FQ7 Considering your existing journey, how much would you be prepared to pay in order to save your
journey time?(@, - % 24 @, % 1q @ " )
Time - 1
Minute Amount – 1 BDT ADD MORE
RHD 80 BRRL
FQ8 i) Could you always deliver the consignment in due time? (@, z % 0,vw "
< , )
FQ8 ii) What is the average delay time? Minute
FQ8 iii) Have you given any penalty as a consequence of delay? ( 24 { < %?)
If yes, how much( ) + )
FQ9 Have you given any penalty due to damage or spoilage of perishable goods?(,! ? | <
} T% 24 @, 0 2 < %)
If yes, how much( ) + )
FQ10 Have you benefited from any road or bridge improvements? ( 0 & \]% 6 ~
@, \,V %" )
If yes, which road or bridge?

FQ10.A How much time did this save you on an average journey? (1 . U % N/ %
•!% ")
%
Distance of Journey(. U ,O )
KM
FQ10.B Did you notice any decrease in your operating costs? (@, %€ 5) " ) If
yes, how much?
%
FQ10.C Did you change your operations as a result of the improvement? (N8 \]% 24 @,
.- , - " )
If yes, how? (I.e. more trips/longer trips/increased loading/addition to fleet) ( ) , 9 )
(0 ? . U / < -. U / 0 ? /. M • ‚)
Save as
Draft Final
Further comments of surveyor (2 , ,.<O )
SUBMIT
RHD 81 BRRL
RTAC Questionnaire
ROAD TRAFFIC ACCIDENT (RTA) COST SURVEY 2016/17
RQ1. Date of Reporting (1 < / ,+- %)

RQ2. Place of Reporting ( ,+- ( )
RQ3.(a)Name of casualty (L -+ )
RQ3.(b)Sex Male Female
RQ3.(c) Age( % )
RQ3.(d)Occupation (0,? )
Location
RQ4.(a)Division
RQ4.(b)District
RQ4.(c)Place
RQ5. (a)Date of RTA Occurrence (L -+ + =)

RQ5. (b)Place of RTA Occurrence (L -+ + ( )
RQ6. Type of casualty (5%5 W 6)

Driver Other Vehicle Passenger Pedestrian Vehicle Staff
RQ7. Casualty Category ( * +)

RQ8. Tangible Costs :( per casualty) [„k = !a1 L -+ ]
RQ8.1. Medical Costs ( ! D = !)
a) Scene Care (!"#$ , ' ) Tk
b) Transport (rescue service) (. , \‚ 2) Tk
c) In-hospital stay: i) Doctor fees ( † F) Tk
ii) Food (= ) Tk
iii) Surgery (' ‡ ,! ) Tk
iv) Other Cost ('4 4) Tk
Q8.2 Administrative Costs: (1? = !)
RHD 82 BRRL
a)Traffic police Service Cost(Y) F ˆ ? = !) Tk
b) Emergency Service Cost (2I % = !) Tk
c) Cost of Insurance (8 T ‰ = !) Tk
d) Court Administration (@< 1? ) Tk
Q9. Intangible Cost: (per casualty) („k .Q N = !, 1 L -+ )
Q9.1 Lost Output
a) Days been in the hospital ( , ' .Q)

Days
b) Non-hospital recovery days (to be workable) ( , 8 ! D 2 6'
%)
Days
c) Average monthly wage ( Z )
Tk
Save as
Draft Final
Further comments of surveyor (2 , ,.<O )
RHD 83 BRRL
APPENDIX C
EXAMPLE of DATA COLLECTION LETTER
Government of the People's Republic of Bangladesh

Bangladesh Road Research Laboratory (BRRL),
Roads and Highways Department (RHD)
Paikpara, Mirpur, Dhaka.
Memo Date: 01.05.17
Data on vehicle cost (Truck, Bus and Tempo popular models) and relevant Tyre Cost at
current prices.
To
The Executive Director
‘X’ Motors Ltd
Address C/A,
Dhaka, Bangladesh
It is a pleasure to inform you that BRRL, RHD, Dhaka is conducting a research project titled as
“Review of existing road user cost estimation procedure used in RHD and update the same under
BRRL during the year 2016-2017” and a report would be produced eventually for FY 2016-17.
RUC comprises vehicle operating costs, travel time costs and accident costs and RUC is used as a
basic input in carrying out investment planning for annual road sector development program.
These data is used as basic input in carrying out investment planning for annual road sector
development program. A vital element of the vehicle operating cost is the financial prices of
vehicles, from which we need to separate foreign exchange differential and tax as well as local
cost elements in order to arrive at their economic values. We would appreciate highly to have the
prices from your organisation for the following cost components which are detailed in the
enclosed ‘Breakdown of vehicle price’ and ‘Breakdown of Tyre Price’ pages.
A. CIF cost
B. Tariffs and taxes
C. Assembling, transport and administrative cost
D. Final retail market price
The information to be provided by your company will be kept strictly confidential and will be
used together with similar information for other types of vehicles dealt in by other companies to
estimate an overall/average value of a vehicle's total operating costs. It can be mentioned that this
information was supplied to RHD in the past to update the previous RUC 2004-05 report. Your
co-operation in this regard will be highly appreciated.
Enclosure: Breakdown of Vehicle Price & Breakdown of Tyre Price
Sincerely yours,
RHD 84 BRRL
BREAKDOWN OF VEHICLE PRICE
Item / Vehicles Auto Heavy Truck Medium Small Truck Tempo/ Large Bus Mini Bus
Rickshaw Truck Human
Hauler
A. CIF Cost
B. Tariffs and Taxes
Custom Duties (CD)
Development Surcharge
(DS)
Advance Income Tax (AIT)
Supplementary Duty (SD)
Value Added Tax (VAT)
Landing Permit Fees (LPF)
C. Assembling, transport
and administrative cost
Clearing Charge
Transport Cost
Assembling Cost
Body Making Cost (if any)
Administrative cost and
others
D. Final market price
RHD 85 BRRL
BREAKDOWN OF TYRE PRICE
Item / Model Auto Heavy Medium Truck Small Truck Tempo/ Large Bus Mini Bus
Rickshaw Truck Human
Hauler
A. CIF Value
B. Tariffs and Taxes
Custom Duties (CD)
Value Added Tax (VAT)
Advance Income Tax (AIT)
Supplementary Duty (SD)
Development Surcharge (DS)
Landing Permit Fees (LPF)
C. Transport and other Cost

Clearing Charge
Transport Cost
Administrative expenditure
Others (if any) :
D. Final market price
RHD 86 BRRL
APPENDIX D
RUC Survey Locations
VOC and TTC Survey Locations (Main Road) for Dhaka Division
Location Vehicle Type

Mohakhali Large Bus (Except AC)
Uttara (Kamarpara) Medium, Small trucks, Microbus, Car, Utility (Pickup), Auto rickshaw
Postogola/Jurain Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
College Gate / Farmgate Microbus, Car, Motor Cycle
Shamoli Large Bus, Mini Bus, Car, Microbus, Motor Cycle, Tempo
Sayedabad Large Bus, Minibus
Jatrabari Medium, Small Trucks, Utility (Pickup)
Gabtali / Amin Bazar Heavy, Medium Trucks, Large Bus, Mini Bus, Tempo
Tejgaon Heavy, Medium/Small Truck
Various Business Offices Utility (Jeep)
VOC and TTC Survey Locations (Main Road) for Chittagong Division

Agrabad All vehicles (Except Trucks and Pickup)
AlankarMor/ AK Khan Large Bus, Mini Bus, Car, Microbus, Auto Rickshaw, Tempo, Utility
EPZ Gate Heavy, Medium, Small Trucks
Strand Rd/ BarekBuildng Medium, Small Trucks, Utility (Pickups)
Kadamtali BRTC Stand All Bus (Except AC), Auto Rickshaw, Motor Cycle
Dhaka Trunk Road Trucks, Tempo, Auto Rickshaw, pick up
Dampara AC Bus
Pahartoli, Tiger pass Large, Mini Bus, Trucks
Various Business Offices Utility (Jeep)
VOC and TTC Survey Locations (Main Road) for Khulna Division

Sonadanga Large Bus, Mini Bus, Auto Rickshaw , Motor Cycle
Moilapota Truck, Microbus, Car, Utility, Tempo, Auto Rickshaw, Motor Cycle
Royal Mor/ Hotel AC Bus
Rupsha Terminal/ Ferry Ghat Truck, All Bus (Except AC), Utility, Motor Cycle, Truck
Katakhali, KadamTola Heavy, Medium and Small Truck
Sat Rasta Large Bus
Various Business Offices Utility (Jeep, Pickup)
VOC and TTC Survey Locations (Main Road) for Rajshahi Division

Rajshahi Bus Station (Dhaka Stand) AC Bus, Large Bus, Mini Bus
Nowdapara Truck/Bus Stand All Bus (Except AC), Truck, Utility (Pickup)
Stadium Market Bus, Truck, Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Railgate Bus, Truck, Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Shaheb Bazar Auto Rickshaw, Motor Cycle

Rani Bazar Auto Rickshaw, Motor Cycle
Rajshahi Medical College Microbus, Car, Motor cycle
VodraMor Auto Rickshaw, Motor Cycle
VOC and TTC Survey Locations (Main Road) for Sylhet Division
RHD 87 BRRL

Kodomtoli Bus Stand All Truck, Bus,Utility, Microbus, Car, Tempo, Auto Rickshaw
Humayn Rashid Chattar Large Bus, Small Truck, Micro Bus, Car, Auto Rickshaw
Uposhohor Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Shibganj Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Teroroton Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Mirabazar Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
Cowhatta Microbus, Car, Tempo, Auto Rickshaw, Motor Cycle
VOC and TTC Survey Locations (Main Road) for Rangpur Division

Old and New Truck Terminal All Trucks, Mini Bus
Kamarpara AC Bus, Large Bus
Central Main Bus Terminal All Buses
College Road All Trucks
Medical more Mini Bus, Micro Bus, Car, Auto Rickshaw, Motor Cycle
Modern Mor Micro Bus, Car, Tempo, Auto Rickshaw, Motor Cycle
Mohipurkheyaghat Motor Cycle
Lalbag bazar Auto Rickshaw, Utility
Sat Matha Auto Rickshaw, Utility
VOC and TTC Survey Locations (Main Road) for Barisal Division

Nothullabad Large Bus, Mini Bus, Microbus, Truck, , Car, Auto Rickshaw, Motor Cycle
Rupatali, Large Bus, Mini Bus, Microbus, Car, Auto Rickshaw, Motor Cycle
Gournadi Large Bus (Except AC Bus), Mini Bus, Micro Bus, Medium Truck
Notunbazar Large Bus ((Except AC Bus), Mini Bus, Truck
Kasipur, Vandaria Truck
Various Business Utility (Jeep, Pickup)
Offices
TTC Survey Locations (Zilla Road)
Division Zilla Road Survey Location

Dhaka Z1066 Nobiganj-Kaikertek Road Mograpara Bus stand
Z5064 Baniajuri-Zitka-Harirampur Road Aricha Highway Junction with N5
Chittagong Z1018 Chittagong-Anwara-Bashkhali Road Y junction with N1
Khulna Z7606Gollamari-Dacope Road Road end near Khulna
Z7064 Betgram-Tala-Paikgacha Road Road end near Khulna
Rajshahi Z6004Puthia- Bagmara Road Puthia
Z6019
Z6809 Puthia- Bagha Road Road
Kashiadanga-Amanura DamkuraRoadJunction
Rangpur Z5023 Rangpur-Gangachara Road Dhaap Road
Z5025 Rangpur-Badarganj Road Rangpur city bypass Junction
Z5613 Pirgacha Road Satmatha Bazar
Sylhet Z2013 Gaharpur Road Dhaka-Sylhet Highway Junction
Barisal Z8031 Gaurnadi - Agailjhara Road Gaurnadi
RTAC Survey Location
RHD 88 BRRL
Division RTA Survey Location
Dhaka Dhaka Medical College Hospital.
National Institute of Traumatology and Orthopaedic Rehabilitation (NITOR)
Chittagong Chittagong Medical College Hospital.
Khulna Khulna Medical College Hospital
Rajshahi Rajshahi Medical College Hospital
Rangpur Khulna Medical College Hospital
Sylhet Sylhet Medical College Hospital
Barisal Barisal Medical College Hospital
RHD 89 BRRL
APPENDIX E
Photograph of survey work
RHD 90 BRRL
Road User Cost Report 2016
2016-17
RHD 91 BRRL
RHD 92 BRRL

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GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH

MINISTRY OF ROAD TRANSPORT AND BRIDGES

BANGLADESH ROAD RESEARCH LABORATORY (BRRL)

Whenever a new road/bridge is constructed or maintained, it’s estimated construction cost

(Dr. Md. Abdullah Al Mamun)

DIRECTOR’S FOREWORD ............................................................................................................................. i

RHD iii BRRL

Table 2.1 Type, Definition and Ownership of Roads in Bangladesh ....................................................... 16

Figure 2.1 RHD Road Network ................................................................................................................ 17

RHD vii BRRL

Table 4 Recommended TTC for FY 2016-17 for Zilla Road

Table 5 Recommended TTC For FY 2004-05(National Average)

1.2 RUC Components

RUC consists of following three components:

1.3 Financial and Economic Cost

1.4 Consultancy Assignment and Objectives

The objectives of the consulting services of the assignment are:

1.5 Report Structure

2 THE RHD ROAD NETWORK AND VEHICLE FLEET

Table 2.1 Type, Definition and Ownership of Roads in Bangladesh

Sl. Type Definition Ownership/

Table 2.2 RHD road classification and Length, 2017

Figure 2.1 RHD Road Network

Source: RHD website April, 2017

2.4 RHD Vehicle Fleet

Table 2.3 RHD Vehicle Categories

RHD Category Description

Table 2.4 BRTA Vehicle Categories for Trucks

Description Number Start End Type of Vehicle

2.5 Registered Motorised Vehicles

Table 2.5 Registered Motorised Vehicles in Bangladesh (in ’000, 2012-2017)

Type 2012 2013 2014 2015 2016 March, Yearly

Truck 127.1 136.1 148.9 159.7 173.5 178.1 8%

Type 1995 1997 1999 2001 2003 Yearly

Truck 31.7 36.2 40.9 46.2 51.4 6%

RHD Category Most % Second % Third % Top Three

Articulated Truck Tata No data available

2.6 Vehicle Types on RHD Network

2.6.1 Heavy &Articulated Truck

2.6.2 Medium Truck

2.6.3 Small Truck

2.6.4 Large Bus

2.6.6 Micro Bus

2.6.11 Motor Cycle

2.6.14 Animal/Push Carts

2.6.15 Other vehicles:

2.7 Representative Models of Vehicles

Table 2.9 Representative Models of RHD V

3. Small Smaller Trucks which carries up to three tonnes payload.

15. Bicycle All pedal cycles.

2.8 Characteristics of Representative Vehicles

Table 2.10 Vehicle Characteristics: Engine and Tyres

Table 2.11 Vehicle Characteristics: Weights and Dimensions

3 SURVEY METHODOLOGY AND DESCRIPTION

3.4 Survey Methodology

3.5 VOC Survey Questionnaire

3.6 TTC Survey Questionnaire

a) TTC Passenger questionnaire:

b) TTC Freight questionnaire:

3.7 RTAC Survey Questionnaire

Number of casualties in terms of fatalities, grievous/serious injuries and simple injuries

3.8 Cost and Tax Information

3.9 Surveyed Vehicle Categories