Pakistan National Road Safety Strategy 2018 2030

GOVERNMENT OF PAKISTAN
MINISTRY OF COMMUNICATIONS
The preparation of this Strategy was assisted by a technical assistance grant financed by the
UK Department for International Development and administered by the Asian Development Bank.
Published by: Ministry of Communications, Islamabad

November 2018
Photo credits: Asian Development Bank, Pakistan
www.communication.gov.pk
National Road Safety Strategy 2018-2030
FOREWORD
Road safety is a major public health issue in Pakistan. It is estimated that every five minutes someone
is killed or badly injured in a road traffic crash in Pakistan. As well as the enormous human suffering,
the economic cost is estimated to be 3-5 percent of Pakistan’s GDP.
Pakistan’s rapid economic growth and expanding road infrastructure create an opportunity to
significantly improve the safety of the road transport system through better roads and roadsides,
safer travel speeds, safer vehicles and improved safety awareness and compliance of all people who
travel on our roads.
Pakistan’s geographical position places it at the heart of regional road transport growth. However,
improvements in mobility must not be at the expense of safety. Pakistan’s strong political will
to improve the safety and health of all its people is reflected in its commitment to achieving the
Sustainable Development Goals, 2030 and the UN 2030 Global Road Safety Performance Targets.
The National Road Safety Strategy 2018-2030 is informed by the principles of the Safe System
approach which has at is core the vision that no one should die or be seriously injured because of a
road traffic crash. For Pakistan, this is a very long-term aspiration which will not be achieved during
the life of this Strategy. However, the Strategy can establish the foundations for safer road travel that
will benefit future generations. It sets out a national framework of road safety goals, objectives and
focus action areas for interventions to improve performance on key risk factors and meet a specific
target for saving lives.
The vision of the National Road Safety Strategy 2018-2030 is to save more than 6,000 lives that would
otherwise have been lost in road crashes and to meet Pakistan’s commitment to regional and global
road safety targets. Achieving this target will be challenging As Pakistan’s economy grows, vehicle
numbers are projected to increase by about four times, passenger and freight transport to increase
five times. The population is projected to increase by up to 30 million people by 2030.
Achieving these targets will require significant effort to enhance the safety standard of roads, to
strengthen regulation and demand for safer vehicles, to improve driver, passenger and pedestrian
compliance with road traffic laws and to create a safety culture.
Road safety is a shared societal responsibility. We all must do more to protect our communities from
death and grievous injury.
MR. MURAD SAEED

MINISTER OF STATE FOR COMMUNICATIONS
SUMMARY
The Pakistan National Road Safety Strategy 2018-2030 builds on the foundation of the first National
Road Safety Plan for Motorways and National Highways 2017-2018 and broadens the scope to
address all road networks and all road user groups in Pakistan. It sets out a long-term road safety
vision for Pakistan and practical, evidenced-based actions to improve safety on national, provincial,
and local roads.
This vision is supported by ambitious road safety performance targets for each of the UN road safety
pillar areas: road safety management, safe roads and roadsides, safe speeds, safe vehicles, safe road
users and post-crash response. The Strategy also addresses the growing need for actions to minimize
road use. In line with the World Health Organization (WHO) best practice road safety principles, the
Strategy includes an ambitious target1 to save more than 6,000 lives by 2030.
This Strategy, and the series of road safety action plans which will be developed to implement
it, addresses all roads and all road users, especially vulnerable road users such as motorcyclists,
pedestrians, drivers and passengers in three-wheeled vehicles, and children.
Sustainable improvement in road safety requires the government, industry sector, and the people
of Pakistan to fundamentally change the way in which we value and approach road safety. While
government agencies play the principal role in delivering a safer road transport system, the Strategy
emphasises that a collaborative approach is required across all elements of the road transport
sector.
Results focused management and coordinated action at both national and provincial level is
essential to achieve sustained improvement in Pakistan’s road safety outcomes.
Most importantly, everyone has a role to play in improving road safety in Pakistan.
1 World Health Organization (2004). World report on road safety, Geneva, 2004.
Abbreviations and Acronyms

ABS Advanced Braking Systems
ADB Asian Development Bank
AJK Azad Jammu Kashmir
CAREC Central Asia Regional Economic Cooperation
CPEC China Pakistan Economic Corridor
DfID Department for International Development, United Kingdom Government
EMS Emergency Medical System
ESC Electronic Stability Control
FATA Federally Administered Tribal Areas
FIR First Information Report
GB Gilgit Baltistan
GTR Global Technical Regulations
ICT Islamabad Capital Territory
KPK Khyber Pakhtunkhwa
GoP Government of Pakistan
LMIC Low and Middle-Income Countries
MDGs Millennium Development Goals
MoC Ministry of Communications
MVO Motor Vehicle Ordinance
MVR Motor Vehicle Regulation
NHA National Highway Authority
NH&MP National Highways and Motorway Police
NHSO National Highway Safety Ordinance
NHTSA National Highway Traffic Safety Administration, USA
NGO Non-Government Organisation
NRSC National Road Safety Council
NRSS National Road Safety Secretariat
PBS Pakistan Bureau of Statistics
SDG Sustainable Development Goals
UN United Nations
VRU Vulnerable Road Users
WHO World Health Organization
TABLE OF CONTENTS
1. INTRODUCTION 1
1.1 Strategic Context 3
1.2 Pakistan 2025: One Nation, One Vision 4
1.3 National Health Vision Pakistan 2016-2025 4
1.4 National Transport Policy of Pakistan 4
1.5 CAREC Regional Road Safety Strategy 2017-2030 4
1.6 United Nations Global Road Safety Targets 5
1.7 Other Strategic Issues 5
1.7.1 A Federal constitution 5
1.7.2 Political leadership and government partnership 5
1.7.3 Working with Industry and Civil Society 6
2. OPERATING ENVIRONMENT 7
2.1 Outdated Road Safety Legislation 8
2.2 A Growing Economy 8
2.3 Growing Population and Urban Development 8
2.4 Increase in Motor Vehicles 10
2.5 Growing Inter-Urban Passenger and Freight Movement 10
3. CURRENT ROAD SAFETY SITUATION 11
3.1 Police Reported Fatalities, 2016 12
3.2 Fatalities on National Highways and Motorways 2013 - 2016 13
3.3 Fatal crashes on the National Highway Network 2013 - 2016 15
3.4 Commercial Vehicle Fatal Crashes 2013 - 2016 15
3.5 Single and Multi-Vehicle Crash Fatalities 2013 - 2016 16
3.6 Single and Multi-Vehicle Crashes on National Highways 17
3.7 Single and Multi-Vehicle Crashes on Motorways 18
3.8 Pedestrian Crash Involvement on National Highways 19
3.9 Gender of Casualties 2014 - 2016 20
3.10 Time of Day of Fatalities 20
4. THE WAY FORWARD 23
4.1 Vision 24
4.2 Fatality and Performance Indicator Targets 24
4.3 Safe System Principles 26
4.4 Other Key Values Informing this Strategy 27
4.5 WHO High Risk Factors 28

4.6 Proven Interventions High-income and LMIC Countries 28
4.7 Strategic Objectives 29
4.8 Making it Happen 30
5. SAFE ROADS AND ROADSIDES 31
6. SAFE SPEEDS 35
7. SAFE VEHICLES 43
8. SAFE ROAD USERS 49
8.1 Motorcycle Helmet Wearing 51
8.2 Seat belt Use 52
8.3 Speeding 53
8.4 Distracted Driving 53
8.5 Commercial Driver Work and Rest Schedules 53
8.6 Driver Licensing 54
8.7 Unlicensed Driving 54
9. POST-CRASH RESPONSE 57
10. MINIMIZING EXPOSURE 61
11. MANAGING DELIVERY AND REPORTING ON RESULTS 63
ANNEX 1 68
ANNEX 2 71
ANNEX 3 76
1
INTRODUCTION
1
1. INTRODUCTION
A new decade is beginning in Pakistan with its own social, economic, and political context, very
different to previous periods. This new context demands from government agencies an enhanced
commitment to effectively manage multiple factors to improve the welfare of all Pakistanis. Road
safety is a national public health priority that disproportionately affects the poor.2
Road trauma also significantly impacts on the national economy. The WHO estimates that the cost
of road traffic crashes is around 3 percent of GDP in low and middle income (LMIC) countries such
as Pakistan.
Pakistan’s projected GDP is USD $315 billion in 2018, rising to $360 billion by 2020. If these projections
are correct, the loss to the Pakistan economy in 2018 will be around USD $9 billion rising to $11
billion in 2020.
This National Road Safety Strategy 2018-2030 (‘Strategy’) delivers a comprehensive, data-based
strategy for sustainably improving road safety for all road users, including the vulnerable road user
(VRU) group which includes pedestrians, motorcyclists, bicyclists, occupants of three-wheeled and
non-motorized vehicles, women, children, and older road users.
The Strategy builds on the achievements of the first National Road Safety Plan for Motorways and
National Highways 2017-2018 and sets priorities for the development of new initiatives to save more
than 6,000 lives by 2030.
To guide its implementation, a series of action plans, consistent with the government planning
cycle, will be developed, commencing with the National Road Safety Action Plan 2019-2022. Each
action plan will address road safety trends and emerging issues and priorities and provide detailed
actions to be undertaken.
2 According to statistics from Rescue 1122, Punjab about 68% of those treated for road traffic injuries in Punjab earn less than Rs.15,000/mth.
2
1.1 Strategic Context

This Strategy is set within the context of current and forecast future operating environments
within Pakistan. It has also been informed by the Government of Pakistan’s regional and global
commitments to road safety.
FIGURE 1: STRATEGIC CONTEXT
In accordance with international best practice, the National Road Strategy 2018-2030 for Pakistan
has been developed using evidence-based approach. This has included the following activities:
yy a review of current road safety practice
yy comparison of Pakistan’s performance against international best practice,
yy analysis of available crash and transport related data
yy data modelling to set targets, and
yy consultation with key stakeholder agencies, including civil society groups.
3
The National Road Safety Strategy 2018-2030 complements other national, regional, and global
strategies. Its development has also been informed by technical documents and governance issues.
These are set out below:
1.2 Pakistan 2025: One Nation, One Vision

Pakistan 2025: One Nation, One Vision sets out Pakistan’s strategy and roadmap to reach national
development aspirations and goals to 2025. The goal envisioned is for Pakistan to be one of the
10 largest economies in the world by 2047 and to meet the targets set within United Nations
(UN) resolutions relating to the Millennium Development Goals (MDGs) for 2020 and Sustainable
Development Goals (SDGs) for 2030, both of which include targets related to road safety.
1.3 National Health Vision Pakistan 2016-2025

The objective of the National Health Vision 2016-2025 is to improve the health of all Pakistanis,
particularly women and children, through universal access to affordable quality essential health
services, and delivered through a resilient and responsive health system. It notes that road traffic
injuries account for more than 11 percent of the burden of disease and are ‘likely to rise with
increasing road traffic [and] urbanization.’ The Vision reinforces Pakistan’s commitment to attain the
UN Sustainable Development Goals and to fulfil its other global health commitments.
1.4 National Transport Policy of Pakistan

The National Transport Policy of Pakistan 2018 (‘Transport Policy’) outlines the urban and rural road
safety challenges which will result from the projected increases in population, vehicles, passenger,
and freight movements in the coming decades.
It highlights the current poor safety standard of the network and the significant safety risks which
result from VRUs sharing urban roads with heavy and light vehicles and the importance of a safe and
efficient rural road network. It also highlights the importance of ensuring the safety of the national
highway network3 which carries about 80 percent of inter-urban freight and passenger movements.
This Strategy supports the implementation of Transport Policy Direction 6.1 (ix) adoption of the Safe
System approach.
Actions to deliver the Safe System strategies will be detailed in successive action plans, commencing
with the National Road Safety Action Plan 2019-2022.
1.5 CAREC Regional Road Safety Strategy 2017-2030

Pakistan is a signatory to the CAREC Road Safety Strategy 2017-20304 which sets an overall objective
of reducing fatalities on CAREC corridors by 50 percent by 2030 (compared to 2010). This Strategy is
aligned with the CAREC Strategy.
3 The term ‘National Highway Network’ includes both national highways and motorways
4 Asian Development Bank (2017). Safely Connected: A Regional Road Safety Strategy for CAREC Countries, 2017-2030
4
1.6 United Nations Global Road Safety Targets

In March 2010, the UN General Assembly proclaimed a global Decade of Action for Road Safety, 2011-
2020. Pakistan is a signatory to this resolution.5 In 2015, recognizing the obstacle that road traffic
injuries present to development efforts, UN Member States, including Pakistan, included two specific
targets on road safety (SDG 3.6 and SDG 11.2) in the UN 2030 Agenda for Sustainable Development.6
SDG target 3.6 seeks to reduce road traffic deaths and injuries by 50 percent by 2020 and SDG target
11.2 aims to provide access to safe, affordable, accessible, and sustainable transport by 2030.7
In November 2017, member states concluded work on a comprehensive set of 12 Global Road Safety
Performance Targets for 2030. These are set out in Annex 1.
The implementation of actions within this Strategy will support Pakistan to achieve the regional and
global road safety targets to which it is a signatory.
1.7 Other Strategic Issues

Other key issues that have influenced the development of this strategy are described below.
1.7.1 A federal constitution

The Pakistan Constitution (18th Amendment) Act, 2010 enacted the devolution of
responsibilities to the Provinces. Individual province and territory governments have
direct responsibility for most areas of road safety regulation and management. There are
advantages in this arrangement, not least being the opportunity for Police, roads, transport,
and health sector agencies to learn from each other about the effectiveness of different
initiatives. However, it requires greater national collaboration to determine and implement
‘best practice’ approaches in key road safety areas.
1.7.2 Political leadership and government partnership

Successful implementation of this Strategy will depend on strong political leadership and
will require effective coordination across all levels of national and provincial government.
Clear governance arrangements that set out the roles and responsibilities of all contributing
agencies are required. Key contributing agencies include federal government ministries
and their divisions, the provincial governments of Balochistan, Khyber Pakhtunkhwa8
(KPK), Punjab, and Sindh and the governments of Islamabad Capital Territory (ICT), Gilgit-
Baltistan (GB), Azad Jammu Kashmir (AJK), and their responsible agencies.
The Ministry of Communication (MoC) is mandated to lead and coordinate road safety and
road transport in Pakistan. The approved National Road Safety Council (NRSC) and National
Road Safety Secretariat (NRSS) which will soon be established will ensure a coordinated road
5 United Nations Road Safety Collaboration (2011). Global Plan for the Decade of Action for Road Safety2011–2020, World Health Organization,
Geneva.
6 United Nations (2015). Transforming Our World: The 2030 Agenda for Sustainable Development, 25-27 September 2015.
7 Brasilia Declaration (2015). Second High-Level Conference on Road Safety: Time for Results, Brasilia, 18-19 November 2015.
8 The Federally Administered Tribal Areas (FATA) will be incorporated within Khyber Pakhtunkhwa Province by May 2019.
5
safety response across all government levels as well as strong government partnerships
with industry and civil society.
Strong provincial leadership is essential to effectively deliver the Strategy at provincial and
local levels. The newly established Punjab Road Safety Authority can provide significant
provincial leadership. All provincial governments will be encouraged and supported to
develop their own lead agency and Road Safety Action Plan which are consistent with this
Strategy and focus on provincial priorities.
Greater cooperation across the various regulatory and enforcement agencies will be
necessary to achieve consistent regulation of drivers and vehicles and improve data
collection and management. High quality, uniform data are critical to develop evidence
based polices, laws and activities which reduce fatalities and serious injuries.
1.7.3 Working with Industry and Civil Society

Vehicle manufacturers, and the transport, oil and gas, freight and logistics industries will
play a key role in improving vehicle and driver safety.
In Pakistan, civil society agencies, including academia, research institutes and NGOs have
historically played a key role in road safety research and in road user education. In provinces
including Sindh and Balochistan, NGOs and other civil society agencies remain the major
providers of emergency medical services and road safety awareness campaigns.
Where the transport sector and civil society are partners in road safety delivery, this should
be engaged through appropriate mechanisms. Effective partnerships are essential to meet
national targets and the 2030 Global Road Safety Performance Targets.
6
2
OPERATING ENVIRONMENT
7
2. OPERATING ENVIRONMENT
The Strategy is set in the context of current and future road transport environment in Pakistan. Key
factors influencing the rate and severity level of road trauma in Pakistan are described below.
2.1 Outdated Road Safety Legislation

The National Highway Safety Ordinance (NHSO), 2000 regulates aspects of road safety on the
national highway network including traffic signs, signals and markings, traffic movement, driver
licensing, and third-party insurance. This legislation requires updating to address new innovitions
best practice, for example to support use of electronic speed monitoring cameras.
The Motor Vehicle Ordinance, 1965 (MVO) and the Motor Vehicle Regulation, 1969 (MVR) regulate road
user safety on the provincial road network. The differing requirements under provincial and national
laws almost certainly results in a perception that different safety standards apply on the national
and provincial road networks. Almost six decades old, the MVR cannot reflect latest, evidence-based
best practice in driver licensing, vehicle registration and the safe management of drivers, vehicles,
and VRUs9 on provincial roads.
Vehicles and drivers operate across national and provincial road networks. Legal requirements
under the NHSO often conflict or overlap with those under the MVO and MVR. All laws regulating
road users and vehicles require extensive updating, or alternatively, a new national road safety law
is required. Penalties must be reviewed to reflect risk and effective deter drivers and other road users
from offending.
2.2 A Growing Economy

Since 2009, Pakistan’s economy has recorded steady growth. Gross Domestic Product growth rose
to 5.3 percent in 2016-2017 and is forecasted to continue similar growth in 2019 (Ministry of Finance,
2017). In May 2017, the National Accounts Committee reported to the Pakistan Bureau of Statistics
(PBS) that the economy had surpassed US$300 billion.
Projected growth in vehicles and travel exposure will present a significant challenge for efforts to
achieve the targets set in this Strategy.
2.3 Growing Population and Urban Development

The population of Pakistan is approaching 210 million (PBS, 2017) and is projected to reach 300
million by 2050 (UN, 2017).
About 118 million people, or 60 percent of the Pakistan population live in rural areas where the main
modes of transport are on foot, bicycle, motorcycle, qingqi and tractor trolley for freight. However,
consistent with global trends, the urban population in Pakistan is growing rapidly.
9 The term ‘vulnerable road user’ (VRU) includes pedestrians, motorcyclists, bicyclists and occupants of 3-wheeled and non-motorized
vehicles.
8
Globally, urban planners, road designers and network managers are focusing more on creating more
liveable cities. Urban transport policies in many countries actively encourage adoption of safer mass
transit systems and healthy and eco-friendly transport modes such as walking and bicycle riding.
However, safety cannot be compromised, and these polices must be accompanied by improvements
in the design and provision of facilities to keep VRUs safe.
By 2030, more than 10 cities in Pakistan will have over two million prople (UN, 2017).
Many large cities, including Islamabad, Rawalpindi, Peshawar, Lahore, Multan, and Karachi, have
implemented, or are implementing mass rapid transit systems to deliver more efficient transport
systems.
In many regions, the climate supports walking and bicycling during some seasons. Currently
however, road design and traffic management remain car-oriented. Few safety facilities exist for
VRUs who must share the road with (heavy) commercial vehicles and cars.
9
2.4 Increase in Motor Vehicles

There are about 18 million registered motor vehicles in Pakistan projected to rise to 50 million
vehicles by 2025 and up to 65 million by 2030 (Figure 2).10
The majority of these vehicles will be motorcycles (Figure 3). Since 2008 motorcycle registrations
have increased by 20 percent annually. Research in Great Britain and the USA has shown that
the relative risk of a motorcycle rider being killed or seriously injured per kilometre travelled was 54
times higher than for cars in 2006 in Great Britain11 and 37 times higher than for cars in the USA in
2007.12
FIGURE 2 - PROJECTED GROWTH IN REGISTERED VEHICLES FIGURE 3 – REGISTERED VEHICLES BY VEHICLE CATEGORY
2.5 Growing Inter-Urban Passenger and Freight Movement

Road transport accounts for 94 percent of all inter-urban passenger kilometres and 98 percent of
inter-urban freight tonne kilometres with 80 percent of travel on the national highway network.
Without significant transport policy changes, this pattern will continue with a projected 5-fold
increase in inter-urban passenger kilometres by 2050 to potentially two trillion passenger kilometres.
The demand for freight transport is projected to double by 2025.13
FIGURE 4 - PROJECTED INTER-URBAN PASSENGER MOVEMENT (KM) FIGURE 5 - PROJECTED INTER-URBAN FREIGHT MOVEMENT (KM)
10 Source: National Transport Policy of Pakistan 2018

11 United Kingdom Department for Transport. “Transport Statistics Bulletin: Compendium of Motorcycling Statistics”.
12 Source: National Highway Traffic Safety Administration, 2008. “Traffic safety facts, 2008. Report no. DOT HS-811-159” (PDF). NHTSA’s
National Center for Statistics and Analysis.
13 Source: National Transport Policy of Pakistan 2018
10
3
CURRENT ROAD
SAFETY SITUATION
11
3. CURRENT ROAD SAFETY SITUATION

Only road traffic crashes for which a First Information Report (FIR) is produced are currently recorded
by the National Highways & Motorway Police (NH&MP) and Provincial Police. It is generally accepted
this results in substantial under-reporting of crashes both on national highways and on the provincial
road network.
In Pakistan a road traffic fatality is currently defined as ‘died at the scene of the accident’, however
this definition is not standardised and results in some provinces also recording deaths which occur
during transport and/or arrival at hospital.
The global best practice standard is to record all death using the definition ‘died within 30 days of
road traffic accident’.
Non-fatal road traffic injuries reported to Police are also recorded. However, as there is no uniform,
nationally agreed serious (‘grievous’) injury definition, the number and proportion of serious injuries
is unknown.
The NH&MP collect data relating to crashes which occur on the 2,861 km of roads currently under
their authority, including 2,182 kms of national highway on the N-5, sections of the N-25 West and
sections of the Coastal Highway on 679 kms of motorway, including the M-1, M-2 and M-3 (NH&MP,
Year book 2016-17).14,15 Motorway crash data are generally accepted to be the most comprehensive
and reliable.
The Strategy prioritises actions to improve data collection and management processes.
3.1 Police Reported Fatalities, 2016

In 2016, Police officially reported 6,548 ‘died at the scene of the accident’ fatalities on Pakistan’s
roads (Figure 6), including:
yy 355 fatalities on national highways
yy 190 fatalities on motorways
yy 6,003 fatalities on provincial roads.
In Pakistan 9 out of every 10 fatalities (91.7%) occur on a provincial road.
There is general agreement that these figures are a significant under estimate, with the highest level
of under-reporting on provincial roads.
The WHO estimated there were 25,781 road crash fatalities in Pakistan in 2013.16
14 All reference to ‘national highway’ data in this Strategy refers to road crash data recorded on the N-5, sections of the N-25 West and sections
of the Coastal Highway under NH&MP authority.
15 All reference to ‘motorway’ data in this Strategy refers to road crash data recorded on the M1, M2 and M3 under NH&MP authority.
16 World Health Organization (2015). Global Status Report on Road Safety, 2015
12
FIGURE 6 –2016 POLICE REPORTED FATALITIES IN PAKISTAN
Punjab recorded the largest absolute number of fatalities (Figure 7). However, in terms of the fatality
rate per 100,000 population, Khyber Pakhtunkhwa (KPK), Azad Jammu Kashmir (AJK) and Islamabad
Capital Territory (ICT) all recorded higher rates than the national average (Figure 8).
Improving the road safety situation in Pakistan will require significant intervention on all roads.
Police reported fatalities on Pakistan roads Reported fatalities per 100,000 population by Prov ince
2016 2016
7
3,500 3,247 6.1
3,000 6
Number of fatalities
per 100,000 population

2,500 5 4.5
4.3
2,000 4
3.3 3.2
1,500 1,317 3
2.1
1,000 861 2
545
500 120 249 209
1
0
0
Islamabad Punjab Sindh KPK Balochistan AJK
Source: Prov incial Police, ICP & NHMP

Source: Prov incial Police, NH&MP
FIGURE 7 – 2016 POLICE REPORTED FATALITIES FIGURE 8 – 2016 FATALITY RATES BY PROVINCE/TERRITORY
3.2 Fatalities on National Highways and Motorways 2013 - 2016

During 2013 - 2016, the NH&MP recorded 1,548 fatalities on the 2,182 kms of national highway under
their authority and 473 fatalities on the 679 kms of motorway under their authority.
In this period, fatalities on national highways increased by 42.6 percent from 244 in 2013 to 348 in
2016 (Figure 9). Fatalities on motorways increased each year from 2013-2016, with an overall increase
of 196.9 percent from 64 in 2013 to 190 in 2016 (Figure 10).
13
Reported fatalities on N-5, N-25 Reported fatalities on M-1, M-2, M-3

2013 - 2016 2013 - 2016
600 200 190
499 180
500 457 151
160
140
400 348
120
300 100
244
80 64 68
200 60
40
100
20
0 0
Fatality Fatality
Source: NHMP 2013 2014 2015 2016 Source: NHMP 2013 2014 2015 2016
FIGURE 9: FATALITIES ON NATIONAL HIGHWAYS, 2013-2016 FIGURE 10 – FATALITIES ON MOTORWAYS, 2013-2016
During the period 2013-2016, the N-5 South section recorded the highest increase in fatalities, up
from six in 2013 to 112 in 2016 (Figure 11).
Fatalities recorded on the M-1 increased from eight in 2013 to 47 in 2016 (Figure 12).
Reported fatalities on N-5, N-25 Reported fatalities on M-1, M-2
2013 - 2016 2013 - 2016
250 231 80 73
70 68
205 70
200
Number of casualties
60
50 47 46
150
108 119 112 37
112 40
103 95
100 90 29 30
83 30 25 26
61 68 61
45 49 20
50 12
10 8
6
0 0
N-5 North N-5 Central N-5 South N-25 M-1 M-2 North M-2 South
FIGURE 11 – FATALITIES BY HIGHWAY SEGMENT, 2013-2016 FIGURE 12 – FATALITIES ON MOTORWAYS, 2013-2016
14
3.3 Fatal crashes on the National Highway Network 2013 - 2016

During the period 2013 - 2015 the number of fatal road crashes (that is crashes which resulted in one
or more persons being killed at the scene) almost doubled on national highways (Figure 13) and
increased about 3.5 times on motorways (Figure 14). Compared to 2015, fatal crashes on the N-5 and
N-25 decreased in 2016, however they continued to increase on motorways.
Reported fatal crashes on N-5, N-25 Reported fatal crashes on M-1, M-2, M-3
2013 - 2016 2013 - 2016
400 120 114
342 101
350
100
300
Number of crashes
233 80
250
206
200 60
162 45
150 40
40
100
20
50
0 0
Fatal crash Fatal crash
FIGURE 13 – REPORTED FATAL CRASHES ON NATIONAL HIGHWAYS FIGURE 14 – REPORTED FATAL CRASHES ON MOTORWAYS
3.4 Commercial Vehicle Fatal Crashes 2013 - 2016

Commercial vehicles (truck and bus) accounted for more than half (56%) of the 1,605 vehicles
recorded as involved in a fatal crash on the national highway network during 2013-2016 (Figure 15).
yy 40% (645) are trucks yy 18% (293) are cars
yy 25% (405) are motorcycles yy 16% (262) are busses
Similarly, commercial vehicles account for more than half (55%) of the 478 vehicles recorded as
recorded in fatal crashes on the motorway during 2013-2016 (Figure 16)
yy 47% (231) are cars
yy 37% (163) are trucks
N-5, N-25 reported v ehicles, v ehicle type M-1, M-2, M-3 reported v ehicles, v ehicle type
2013 - 2016 2013 - 2016
700
645
250 231
600
200
Number of vehicles
500 163
Number of vehicles
405
400 150
293
300 262
100 84
200
100 50
0
0
Fatal crash
Fatal crash
Source: NHMP 2 wheels Cars Buses Trucks Source: NHMP Cars Buses Trucks
FIGURE 15 – VEHICLES INVOLVED IN CRASHES ON NATIONAL HIGHWAYS FIGURE 16 – VEHICLES INVOLVED IN CRASHES ON MOTORWAYS
15
Commercial vehicle involvement in fatal crashes increased significantly on both national highways
and motorways during 2013-2016 (Figures 17 and 18).
Between 2013 and 2016 there was a:
yy 87% increase in truck fatal crashes on national highways
yy 179% increase in truck fatal crashes on motorways
yy 187% increase in car fatal crashes on motorways
yy 237% increase in bus fatal crashes on motorways (Figure 18).
% Increase in fatal crashes v ehicle type on % Increase in fatal crashes v ehicle type on M-1, M-2 & M-3,
N-5 & N-25, 2013 - 2016 2013 - 2016
100% 250% 236.4%
90% 87.0%
80% 73.6% 200% 187.1%
178.9%
Increase in crashes
70% Increase in crashes

60% 150%
50%
40% 100%
30%
19.1%
20% 50%
10% 6.1%
0% 0%
2 wheels Cars Buses Trucks Cars Buses Trucks
Source: NHMP Source: NHMP
FIGURE 17 – FATAL CRASH INCREASE BY VEHICLE ON NATIONAL HIGHWAYS FIGURE 18 – FATAL CRASH INCREASE BY VEHICLE ON MOTORWAYS
3.5 Single and Multi-Vehicle Crash Fatalities 2013 - 2016

Over the four-year period 2013 - 2016, about 7 in every 10 people who died on a national highway
and 1 in every 2 people who died on a motorway, died as the result of a multi-vehicle crash.
Fatalities Fatalities
NH&MP Data: 2013-2016
(number) (%)
National Highways under NH&MP authority
All fatalities 1,555 100
Killed in a single vehicle crash 419 27
Killed in a multi-vehicle crash 1,136 73
Motorways under NH&MP authority
All fatalities 473 100
Killed in a single vehicle crash 227 48
Killed in a multi-vehicle crash 246 52
16
3.6 Single and Multi-Vehicle Crashes on National Highways

On national highways, 296 of the 943 fatal crashes (31.4%) recorded during 2013 - 2016 were single
vehicle crashes while 647 (68.6%) involved multiple vehicles (multi-vehicle crashes).
On the N-5 and N-25:
yy Of the 645 fatal crashes involving a truck, 571 (89%) were multi-vehicle crashes, with about four
in 10 involving another heavy vehicle (truck or bus)
yy Of the 262 fatal crashes involving a bus 186 (71%) were multi-vehicle crashes. Of these, half
involved a truck or another bus.
Truck single and multi v ehicle fatal crashes on N5, N-25 Bus single v s multi v ehicle fatal crashes on N5, N-25
2013 - 2016 2013 to 2016
Multi-v ehicle
Multi-v ehicle
crash
crash
186
571
Car
15% Car
Bus 19%
15% Bus
Single crash
8%
Single crash 76
74
2
2
W heel
42%
Truck Wheel
24% 28%
Truck
Source: NHMP Source: NHMP 41%
FIGURE 19 – TRUCK MULTI-VEHICLE FATAL CRASHES N-5, N-25 FIGURE 20 – BUS MULTI-VEHICLE FATAL CRASHES N-5, N-25
yy Of the 293 fatal crashes involving a car, 192 (66%) were multi-vehicle crashes, with half involving
a truck or bus (Figure 21).
yy Almost all (93%) of the 405 motorcycle fatal crashes were multi-vehicle crashes, with three
quarters involving a truck or bus (Figure 22).
Car single and multi v ehicle fatal crashes on N5, N-25 Motorcycle single and multi vehicle fatal crashes on N5, N-25
2013 - 2016 2013 - 2016
Multi-v ehicle
crash Multi-v ehicle
192 crash
377
Car
2 Wheel 19%
Single crash 28%
Single crash
101 Truck 28
42%
Bus
Car Truck 16%
59%
Bus 10%
Source: NHMP 18% Source: NHMP
FIGURE 21 – CAR MULTI-VEHICLE FATAL CRASHES N-5, N-25 FIGURE 22 – MOTORCYCLE MULTI-VEHICLE FATAL CRASHES N-5, N-25
17
3.7 Single and Multi-Vehicle Crashes on Motorways

In 2013-2016, about half (152) of the 300 fatal crashes recorded on motorways, were single vehicle
crashes, while 148 (49.3%) involved multiple vehicles (multi-vehicle crash).
As shown in Figures 23, 24 and 25:
yy Of the 163 fatal motorway crashes involving a truck, 149 (89%) were multi-vehicle crashes, with
about half involving another heavy vehicle (truck or bus).
yy Of the 84 fatal motorway crashes involving a bus, 57 (68%) were multi-vehicle crashes, with
almost half involving a truck.
Truck single and multi vehicle fatal crashes on M-1, M-2, M-3 Bus single and multi v ehicle fatal crashes on M-1, M-2, M-3
2013 - 2015
2013 - 2016
Multiple crash Multi-v ehicle

149 crash
57
Bus
20% Car
Single crash 42%
Single crash 27
14
Car
49%
Truck
Truck
29%
47%
Bus
Source: NHMP Source: NHMP 9%
FIGURE 23 – TRUCK MULTI - VEHICLE FATAL CRASHES ON MOTORWAYS FIGURE 24 – BUS MULTI - VEHICLE FATAL CRASHES ON MOTORWAYS
yy Of the 231 fatal motorway crashes involving a car, 134 (58%) were multi-vehicle crashes, with
more than three quarters involving a truck or bus.
Car single and multi v ehicle fatal crashes on M-1, M-2, M-3
2013 - 2016
Multi-v ehicle
crash
134
Car
21%
Single crash
97
Bus
Truck 20%
57%
Source: NHMP
FIGURE 25 – CAR MULTI - VEHICLE FATAL CRASHES ON MOTORWAYS
18
3.8 Pedestrian Crash Involvement on National Highways

There is no reliable data on the number of pedestrians killed on provincial roads. The 2013-2016
NH&MP data show that most fatal crashes on national highways which involved a pedestrian
occurred on the N-5 north section (Figure 26).
Reported pedestrian crashes on N-5, N-25 Vehicles involved in reported pedestrian crashes on N-5, N-25
2013 - 2016 2013 - 2016
70 60
59 50
60 50
43
Number of crashes
Number of crashes
50 38
40
40
30
30
20
20 12
12
5 7 10 10
0 0
N-25 N-5 South N-5 Central N-5 North Cars Trucks Buses 2 wheels
Fatal crash Source: NHMP
Source: NHMP
FIGURE 26– FATAL PEDESTRIAN CRASHES BY N-5 SECTION FIGURE 27– VEHICLES IN FATAL PEDESTRIAN CRASHES, N-5, N-25
Cars, buses, and trucks are involved in these fatal pedestrian crashes (Figure 27) and these crashes
mostly occurred during daytime (Figure 28).
Reported pedestrian crashes, time of the day on N-5, N-25
2013 - 2016
Number of crashes
0 10 20 30 40
00:00 - 06:59 3
07:00 - 12:59 31
13:00 - 18:59 36
19:00 - 23:59 13
Fatal crash
Source: NHMP
FIGURE 28 –TIME OF FATAL PEDESTRIAN CRASHES ON N-5, N-25
19
3.9 Gender of Casualties 2014 - 2016

Males accounted for 82 percent of road traffic casualties (deaths and injuries) on the national road
network during 2014-2016. Data on the gender of casualties resulting from crashes on the provincial
road network is not available but is expected to be similar.
Reported casualties, gender on N-5, N-25 Reported casualties, gender on M-1, M-2, M-3
2014 to 2016 2014 to 2016
1,400 1,314 800 755
1,200 700 663

967 918 600
1,000
500
800
400
600 307
300
400 182 184
244 257 200
169
200 100 61
0 0
Male Female Male Female Male Female Male Female Male Female Male Female
2014 2015 2016 2014 2015 2016
FIGURE 29 – GENDER OF ROAD CRASH VICTIMS ON HIGHWAYS FIGURE 30 – GENDER OF ROAD CRASH VICTIMS ON MOTORWAYS
3.10 Time of Day of Fatalities

On national highways, about 40 percent of fatalities occur during night hours of 6pm to 7am. (Figure
31). On motorways, about 60 percent of all fatalities occur during night hours (Figure 32).
Reported fatalities, time of the day on N-5, N-25 Reported fatalities, time of the day on M-1, M-2, M-3
2013 - 2016 2013 - 2016
Number of fatalities Number of fatalities

0 100 200 300 400 500 600 0 50 100 150 200 250
00:00 - 06:59 368 00:00 - 06:59 204
07:00 - 12:59 458 07:00 - 12:59 85
13:00 - 18:59 485 13:00 - 18:59 103
19:00 - 23:59 244 19:00 - 23:59 81
FIGURE 31– FATALITIES BY TIME OF THE DAY ON NATIONAL HIGHWAYS FIGURE 32 – FATALITIES BY TIME OF THE DAY ON MOTORWAYS
On highways and motorways fatal crashes involving trucks increase during night hours.
20
As shown in Figure 33, on motorways trucks are involved in:

yy More than four in every 10 fatal crashes (42 percent) during night hours
yy Two in every 10 fatal crashes (19 percent) during daylight hours:
As shown in Figure 34, on national highways, trucks are involved in:
yy About four in every 10 fatal crashes (44 percent) during night hours
yy About three in every 10 fatal crashes (34 percent) during daylight hours.
Truck v s fatal crashes during day and night on M-1, M-2, M-3 Truck v s fatal crashes during day and night on N-5, N-25
2013 - 2016 2013 - 2016
45% 41.9% 50%
40% 43.7%
45%
Percentage of crashes
Percentage of crashes
35% 40%
35% 33.5%
30%
25% 30%
18.7% 25%
20%
20%
15%
15%
10% 10%
5% 5%
0% 0%
Nightime Daytime Nightime Daytime
FIGURE 33 – TRUCK CRASHES, TIME OF DAY ON MOTORWAYS FIGURE 34 – TRUCK CRASHES TIME OF DAY ON NATIONAL HIGHWAYS
21
4
THE WAY FORWARD
23
4. THE WAY FORWARD

This Strategy sets out a new way of thinking about and addressing road safety in Pakistan. It is based
on the Safe System approach to road safety improvement and guided by the Safe System vision to
eliminate death and serious injury caused by road crashes.
Crashes will continue to occur on Pakistan’s roads because people make mistakes. But we do not
have to accept that it is inevitable that people will die or be seriously injured in crashes on Pakistan’s
roads. The elimination of death and serious injury on Pakistan’s roads cannot be achieved by 2030.
The Strategy marks the start of a journey to build a sustainable national road safety culture and
a road transport system which has safety at the heart of its design, construction, maintenance
and management. Achieving the targets and performance indicators will require a range of
strategic interventions targeting areas of high priority and a commitment to develop a road safety
management system that can deliver sustainable results.
The Strategy sets challenging but realistic targets and performance indicators for 2030. The journey
towards achievement of these targets commenced in 2018. The next decade will require significant
effort to enhance the safety standards of roads, to strengthen regulation and demand for safer
vehicles, to improve driver, passenger, and pedestrian compliance with road traffic laws and to
create a safety culture.
4.1 Vision
“To create a safe and sustainable road network across Pakistan as part of
the Government’s commitment to bring a better quality of life to the people
of the country”.
4.2 Fatality and Performance Indicator Targets

Currently, the lack of consistent and reliable road safety data prevents the setting of evidenced-
based and measurable targets for all sections of the road network.
This Strategy will prioritize improvements in data collection and analysis, including the collection of
further baseline data to enable targets to be progressively refined and adjusted. In the interim, the
following ambitious but achievable targets have been set:
yy Save at least 6,000 lives than would otherwise have been lost by 2030.17
yy Halve the fatalities on CAREC corridors by 2030.18
yy Reduce the number of multi-vehicle fatal crashes on motorways and national highways by
2030.19
17 See methodology used to project number of lives saved in Annex 2

18 relative to CAREC 2010 baseline
19 relative to NH&MP 2016 baseline
24
yy By 2030, more than 75 percent of travel on existing national highway network is on roads that
meet technical standards for all road users which take into account road safety.20
yy By 2030, all new national and provincial highway construction or improvements achieve
technical standards for all road users that take into account road safety, or, alternatively meet
a 3-star rating or better.
yy By 2030 all new or rehabilitation (improvement) road designs should always have a higher
safety rating than the existing road and have at least a 3-star rating standard for all road users.21
yy By 2030 national highways with more than 50,000 vehicles per day to have a minimum of three
stars for all users.22
yy By 2030 sections of national highway network passing through linear settlements to have a
minimum four-star standard for motorcyclists, pedestrians and bicyclists.
yy By 2030, 100 percent of new and used vehicles (produced, sold, or imported) meet high quality
safety standards which meet or exceed UN Regulations and Vehicle Technical Regulations.
yy By 2030 road infrastructure and speed limits in capital cities and cities with populations over
1million people more effectively protect VRUs.
yy By 2030 Pakistan has a driver licensing system that meets international good practice standards
as they apply to the Pakistan road environment.
yy Achieve a target of close to 100 percent for seat belt wearing among drivers and passengers on
all motorways and national highways under NH&MP jurisdiction.
yy Achieve a target of close to 100 percent for seat belt wearing among drivers and front seat
passengers on provincial and other national highways and on all urban roads within cities with
populations exceeding 250,000 people.
yy Achieve a target of close to 100 percent for correct (strapped) motorcycle helmet wearing for
riders and passengers, prioritising compliance on national and provincial highways, capital city
roads and on roads within cities with populations of 250,000 or higher.
yy By 2030 Pakistan has a cadre of internationally accredited Road Safety Auditors.
yy By 2030 all provinces and territories have a professional, government regulated emergency
medical system (EMS) capable of operating across all districts.
20 WHO, 2017 Global Road Safety Performance Targets

http://www.who.int/violence_injury_prevention/road_traffic/12GlobalRoadSafetyTargets.pdf?ua=1
21 Veron-Okamoto, A. and K. Sakamoto. 2014. ‘Toward a Sustainability Appraisal Framework for Transport’. ADB Sustainable Development
Working Paper Series, no. 31. URL: http://www.adb.org/sites/default/files/publication/31198/sdwp-031.pdf
22 Veron-Okamoto, A. and K. Sakamoto. 2014. ‘Toward a Sustainability Appraisal Framework for Transport’. ADB Sustainable Development
Working Paper Series, no. 31. URL: http://www.adb.org/sites/default/files/publication/31198/sdwp-031.pdf
25
4.3 Safe System Principles

In accordance with international best practice, the Pakistan National Road Safety Strategy 2018-
2030 is based on the Safe System approach which has been widely adopted across the world and is
endorsed by the UN.
Safe System principles require a shift in thinking from blaming crashes on the people using the road
(usually drivers and pedestrians) to viewing the road, vehicle and driver as a ‘system’ which must
anticipate and forgive human error. It is an inclusive approach that considers all people using the
road system. In Pakistan these groups include motorcycle riders, pedestrians, drivers and passengers
in three-wheeled and non-motorized vehicles, car drivers and passengers and commercial vehicle
drivers.
Under a Safe System approach the tolerance of the human body to force is the guiding principle for
the road transport system. The challenge for road designers, operators and regulators is to manage
the interaction between roads and roadsides, travel speeds, all vehicles and all road users. Consistent
with the long-term aspiration for road safety, the Safe System approach recognizes that people will
always make mistakes and may have road crashes – but the system should be forgiving and when
crashes occur, they should not result in death or serious injury.
The key guiding principles of the Safe System approach are:
1. People make mistakes People will always make mistakes, and the road transport
system must accommodate these. The transport system
should not result in death or serious injury because of one
mistake.
2. Human physical frailty There are known physical limits to the amount of force that an
adult human body can take before being injured. The bodies
of children and older people can tolerate even less force.
3. A ‘forgiving’ road A Safe System ensures that the forces in crashes do not exceed
transport system the limits of human tolerance. Speeds must be managed so
that humans are not exposed to impact forces beyond their
physical tolerance. System designers and operators must
take into account the limits of the human body in designing,
maintaining and operating roads, vehicles and speeds.
26
FIGURE 35: SAFE SYSTEM APPROACH [ADAPTED FROM WHO, 2017]
4.4 Other Key Values Informing this Strategy

Shared responsibility
Everyone is responsibility for road safety. However, while individual road users are expected to be
responsible for complying with traffic laws and behaving in a safe manner, they can no longer be
blamed or held responsible for most crashes.
As the ‘system managers’ federal and provincial governments and their divisions and industry
organizations that design, build, maintain and regulate roads and vehicles have a core responsibility
to provide a safe road transport system for all road users. These and a range of other agencies
involved in the operation of the road transport system, and the use of roads and roadsides, all have
responsibility for ensuring that the system is forgiving when people make mistakes.
Road safety responsibilities also extend to various professional groups, as well as the broader
community. For example, parents contribute significantly to the road safety education of their
children by modelling safe behaviour as drivers, passengers and pedestrians.
Corporate responsibility
The oil and gas, freight, transport and logistics industries and manufacturers are just some of the
major companies who will play a major role in building a road safety culture for Pakistan.
The links between work and road crashes are well established. Each week, catastrophic crashes
involving commercial vehicles which result in multiple fatalities and serious injuries are reported in
the Pakistan media.
27
There are great potential rewards from improving road behaviour by working closely with these
organizations and also with employers of large workforces that travel to and from work daily.
The potential costs of inaction are high. Over the next decade the economy, freight transport and
passenger transport are projected to increase five-fold.
Corporate action can reduce employee involvement in road crashes through workplace policies and
practices that value and promote road safety, encourage safe road user behaviour among employees
and contractors, and provide for the purchase of safer vehicles.
Regional and international responsibility
Pakistan is a member of regional associations such as CAREC and CPEC and a signatory to the UN
SDGs and MDGs, and the UN Global Road Safety Performance Targets for 2030. Pakistan will continue
to collaborate in the regional and global
effort to improve road safety by participating in the works of regional committees and international
forums and bodies.
Pakistan’s National Road Safety Strategy 2018-2030 is structured on the UN ‘road safety pillars’
approach as set out in the Global Plan for the Decade of Action for Road Safety 2011–2020.23
4.5 WHO High Risk Factors

The WHO has identified the global top five behavioural risk factors for road crashes. These are
1. Speeding
2. Drink driving
3. Distracted driving
4. Failure to wear a motorcycle helmet
5. Failure to wear a seat belt or child restraint.
Although drink driving may not currently be a significant risk factor in Pakistan, the expansion of
regional transport routes through initiatives such as the Central Asia Regional Economic Cooperation
(CAREC) and China Pakistan Economic Corridor (CPEC) is likely to result in an increase in the number
of drivers impaired by alcohol or other drugs on these routes.
4.6 Proven Interventions High-income and LMIC Countries

The interventions below have been implemented in best practice, high-income countries and proven
to reduce road fatalities and serious injuries. They have also been implemented in a range of low and
middle-income (LMIC) countries where evaluation has also demonstrated their effectiveness in these
environments. These evidence-based interventions provide models for application in Pakistan.
23 United Nations Road Safety Collaboration (2011). Global Plan for the Decade of Action for Road Safety2011–2020, World Health
Organization, Geneva.
28
Proven road safety Evaluation of effectiveness of these intervention in LMICs24

interventions in high income
countries (HIC) Intervention Evaluation research Outcome
Providing and encouraging Before-and-after study of 46% reduction in crashes
Guadalajara
use of alternative forms of the impact of Macrobus on after Macrobus was
Mexico
mass transportation crashes. implemented.
yy Video observational yy 39% reduction in
Separating VRUs through
study of crashes motorcycle crashes
introduction of an exclusive Selagor, Malaysia
yy Analysis of outcomes yy Six-fold reduction in
motorcycle lane
after implementation deaths.
yy Average speed
dropped by 9% in 3 of
Before-and-after study 4 intervention sites.
(Research shows a 5%
of simple engineering
Reducing average speeds reduction in average
measures (such as speed speed results in a
through traffic calming China
humps, raised intersections, 20% reduction in fatal
measures
and crosswalks) on speed crashes.)25
and casualties yy Overall deaths and
injuries dropped by
60%
Time series analysis
of fatalities following
implementation of
Setting and enforcing the use
mandatory helmet law, 52% reduction in
of motorcycle helmets for Cali, Colombia
reflective vests, restrictions motorcyclist deaths
occupants and driver training
on when motorcycles can
be used, and compulsory
driving training
Setting and enforcing seat Before-and-after study of Death rate per 10,000
Iran Islamic
belt use for all motor vehicle seat belt enforcement and vehicles reduced from 24.2
Republic
occupants social marketing in 2004 to 13.4 in 2007
BOX 1 – PROVEN ROAD SAFETY INTERVENTIONS2425
4.7 Strategic Objectives

To build the foundation for a future safer road transport system in Pakistan, this Strategy sets out a
range of interventions in priority areas. The strategic objective for each area is described below.
yy Safe Roads – Roads and roadsides that are self-explaining and guide road users to reduce the
risk of a crash occurring and protect road users from fatal or serious injury should a crash occur.
This requires roads and roadsides to be designed, built, maintained, and operated to reduce
the risk for all road users.
yy Safe Speeds – Vehicles travel at speeds that suit the function of the road, the mix of vehicles
(including pedestrians) on the road, and the safety standard of the road so that crash forces are
kept below the limits that cause death.
24 World Bank, 2017, The High Toll of Traffic Injuries: Unacceptable and Preventable
25 Nilsson (2004). Traffic Safety Dimension and the Power Model to describe the effect of speed on safety. Lund Institute of Technology,
Sweden
29
yy Safe Vehicles – Vehicles and safety equipment meet international safety standards and have
the technology and safety features that can prevent crashes and protect road users in the event
of a crash.
yy Safe Road Users – Drivers that are assessed and accredited as having the required knowledge
and technical skills to competently travel on the road. Road users who are compliant with traffic
laws. This includes licensing of drivers, laws and penalties to take effective action against those
who break the law and ongoing education for all road users.
yy Post-Crash Response – Professional, reliable, and high-quality emergency response that
minimizes the severity of injuries caused by a road traffic crash and comprehensive rehabilitation.
yy Minimizing Road Use – Road users are provided with safe and cost-effective mass public
transport networks and are encouraged to switch from small unsafe vehicles to larger, safer
vehicles, and infrastructure enables people to walk and cycle safely.
Under the Safe System approach, actions in these areas will provide safety improvements for
everyone while walking, riding a motorcycle, bicycling, and travelling in a three-wheeled vehicle,
car, truck or bus.
4.8 Road Safety Management - Making it Happen

Interventions in the priority action areas must be supported by a series of management functions
focused on achieving measurable results. The priority areas for management include:
yy Adopting a results-focused management culture for implementation of the strategy.
yy Ensuring effective management and coordination of activity among all key stakeholders.
yy Updating and improving road safety legislation.
yy Identifying funding and prioritizing allocation of resources to safety.
yy Promoting a shared responsibility for road safety.
yy Monitoring and evaluating road safety progress and sharing results.
yy Continuing to monitor road safety best practice within Pakistan and internationally.
30
5
SAFE ROADS
AND ROADSIDES
31
5. SAFE ROADS AND ROADSIDES

Safety treatments to the road and roadside have a major influence in preventing crashes and/or
minimizing the consequences of a crash. Safe roads and roadsides are self-explaining and forgiving
of mistakes to reduce the risk of a crash occurring and to protect road users from fatal or serious
injury should a crash occur. This requires roads and roadsides to be designed, built, and maintained
to reduce the risk and severity of crashes for all road users.
UN 2030 Global Performance Targets for Safe Roads
Pakistan context
The standard of roads varies widely in Pakistan. On the National Highway Network which carries 80 percent
of all road transport, safety standards vary with some sections being of very high standard while the safety
standard of other sections is poor. On the provincial high network overall safety standards are lower.
Road design and operation in urban areas remain car focused and the safety standard for VRUs is very poor.
Key facts about road safety engineering infrastructure
Only well-designed safety engineering treatments which are installed/constructed to strict technical
standards will prevent crashes or minimize injury severity when a crash occurs.
Two broad categories of infrastructure can deliver road safety improvements:
1. New road construction and major upgrades including highway duplication. This level
of investment is primarily driven by ensuing mobility and economic benefits. Road
safety audits and inspections are critical to ensuring that safety benefits are delivered
by this infrastructure investment. New construction and upgrades that fail to take
road safety into account have been shown to result in higher travel speeds and
increased numbers of deaths and serious injuries.
2. Expenditure on road safety engineering works including black spot remedial programs
and route based / mass-action treatments to improve the safety standard of larger
sections of the road network. Provision of separated lanes for motorcycles and three-
wheelers, pedestrian footpaths, signalized pedestrian crossings and raised pedestrian
crossing treatments which slow vehicles and create enough time to cross safely
dramatically reduce fatalities and serious injuries among VRUs.
32
The main types crash types that result in fatalities and serious injuries include multi-vehicle and
head-on crashes, intersection crashes and run-off-road crashes. Key infrastructure safety issues
include the following:
yy There is limited use of road signs and road markings across the network.
yy A low proportion of the provincial highway network is fitted with median barriers to separate
opposing flows and side barrier protection.
yy There are many uncontrolled accesses to the arterial high-speed network.
yy There are many high-speed intersections and limited use of roundabouts, traffic signals and
raised platforms at intersections.
yy There are many unsealed and narrow shoulders on many routes.
yy There is limited use of tactile line treatments (rumble strips) on road medians and edges.
yy Many roads have insufficient clear zones, which can be treated with increased clear zones,
sealed shoulders and/or appropriate barriers.
Foundation actions implemented in 2018
yy Establishment of the Pakistan Road Safety Assessment Program (RAP) within the NHA.
yy Implementation of a Pakistan RAP assessment of N- 5 and development of treatment program
to improve safety standards on the N-5.
yy The NHA has produced a ‘Road Safety Audit Policy, Procedures & Guidelines’ manual.
yy The MoC is developing a ‘National Road Safety Engineering Guidelines’ manual for all road
agencies.
yy Road Safety Audit & Improvement training courses have been conducted for engineers in the
NHA and provincial roads agencies.
Strategic objectives
Roads and roadsides in Pakistan are designed and maintained to reduce the risk of crashes occurring
and to lessen the severity of injury if a crash does occur. Safe roads prevent unintended use through
design and encourage safe behaviour by users.
Key actions to 2022
yy Provide training to highway engineers and other key groups to support the implementation of
the MoC ‘National Road Safety Engineering Guidelines’ and the NHA ‘Road Safety Audit Policy,
Procedures & Guidelines’.
yy Ensure road safety audits based on Safe System principles are conducted during the design
of new roads and intersections to identify and address safety deficiencies for all road users
(‘proactive approach’).
yy Develop a framework and system to define and rank high crash cluster locations on the National
Highway Network (‘black spot map’).
yy Implement pilot Safe System mass action / route-based projects on national and provincial
highways and evaluate to identify what works in Pakistan.
yy Implement internal procedures to monitor road works and ensure safety requirements at being
implemented as per contract standards.
33
yy Develop standardized treatments to improve the safety of VRUs in urban areas, including
footpaths, road crossing treatments, speed calming treatments, separation of VRUs and service
roads.
Future actions
yy Implementing innovative infrastructure safety treatments where feasible and cost-effective on

major provincial highways.
yy Installing lower speed, separated motorcycle lanes /other infrastructure measures to physically
separate motorcycle on higher-speed urban roads.
yy Developing and delivering cost-effective mass action infrastructure treatments (for example,
signage, line-marking, curve treatments, barriers and barrier terminals, shoulder sealing,
rumble strips).
yy Focusing on infrastructure programs to improve motorcycle safety.
yy Improving land use planning to reflect Safe System principles, including greater control of
roadside development for safety.
Assessing progress
yy Number of fatal multi-vehicle crashes on motorways and national highways.

yy Number of deaths from single-vehicle crashes on motorways and national highways.
yy Number of deaths from multi-vehicle crashes on provincial highways.
yy Number of deaths from single-vehicle crashes on provincial highways.
yy Number of deaths from intersection crashes which occur on the national highways.
yy Number of deaths on urban roads in provincial capital cities.
34
6
SAFE SPEEDS
35
6. SAFE SPEEDS
Speed causes many crashes and is a key factor in determining both survivability and injury severity
when a crash occurs. Ease of mobility must not be at the expense of safety. Speed limits across
the network should be aligned with Safe System principles and take into account the type of road,
the size, mix and safety standard of the vehicles travelling on the road and all the people who use
the road. Measures addressing vehicle speed can mitigate the severity of crashes regardless of the
underlying reasons for the crash.
The speed problem is also a behavioural issue, with drivers frequently choosing to travel at illegal or
inappropriate speeds. This is addressed under Safe Road Users.
UN 2030 Global Performance Target for Safe Speeds
Pakistan context
The safety standard of Pakistan highways and urban roads varies considerably, and some roads may
not be of an appropriate standard for their current speed limit.
Overall, Pakistan’s speed limits, particularly on urban roads and highways are high relative to other
countries, and relative to the safety standard of Pakistan’s roads and vehicles. This often means that
following a safety assessment based on Safe System principals, a lower speed limit is required to be
applied across the network or on certain sections of the network (e.g. city business centres, urban
arterial roads) which have a known crash problem.
In urban areas, differential speed limits for light and heavy vehicles results in constant overtaking of
heavy vehicles. This increase the risk of a crash occurring.
36
Key facts about speed
Setting and enforcing safe speed limits is at the very heart of the Safe System approach. Human
bodies are not designed to withstand the forces of a crash and the bodies of children and older
people are even more fragile.
Higher traffic speeds result in a greater likelihood of a crash occurring because drivers are more likely
to lose control of their vehicle, they have less time to react to information ahead or recover following
a mistake.
Higher speeds also mean greater injury severity due to greater force on the body when a crash occurs.
FIGURE 36 – STOPPING DISTANCES AT DIFFERENT SPEEDS
In a crash, vehicle speeds, safety features of the road, and vehicle quality will determine whether
road users survive.
The safety standards of the road and the vehicles and safety equipment such as motorcycle helmets,
airbags and seat belts will determine how seriously they are injured.
37
Internationally accepted research by Nilsson shows that a 5 percent reduction in mean (average)
vehicle speed results in a 20 percent reduction in fatal crashes.26 A 5 percent increase in average
vehicle speed results in a 20 percent increase in fatal crashes. This has been demonstrated in
evaluations conducted in Australia.
FIGURE 37 – THE RELATIONSHIP BETWEEN SPEED AND CRASH RISK
The chances of surviving a crash decrease rapidly above certain known impact speeds, depending
on the nature of the crash.
In urban areas with motorcycles, pedestrians, three-wheelers sharing the road and roadside with
cars, truck, buses, utility poles and trees and other objects, setting and enforcing safe speed limits is
a critical road safety issue.
Speed limits above 50km/h are unsafe on urban roads in areas where VRUs mix with larger, motorized
vehicles.
In city centres and residential areas which have high pedestrian volumes, and around schools,
markets and hospitals and other areas used by VRUs, the safest speed limit is 30km/h or lower.
FIGURE 38 –SURVIVABLE IMPACT SPEED FOR DIFFERENT CRASH SCENARIOS
26 Nilsson (2004). Traffic Safety Dimension and the Power Model to describe the effect of speed on safety. Lund Institute of Technology,
Sweden
38
Major reductions in fatalities and serious injuries can be achieved through a systematic review of
crash history and travel speeds on key routes which results in either infrastructure improvements (as
detailed in previous section) and/or speed limit reductions on higher-risk roads.
Countries and regions which have implemented system-wide speed limit reductions to improve
safety are shown below:
yy In France in 2018, overnight by law the speed limit on every undivided rural highway in the
country was reduced from 90km/h to 80km/h to reduce deaths and serious injuries
yy In 2016, the United Arab Emirates (UAE) reduced speed limits on a range of high-standard
roads by up to 20km/h and reduced speed camera thresholds to improve compliance.
yy In Europe and Scandinavia, a 30km/h speed limit applies in city centres and a 50 km/h
speed limit applies on all other urban roads, including in Austria, Belgium, Finland, France,
Germany, Ireland, Netherlands, Norway, Poland, Slovenia, Spain, Sweden and Switzerland.
yy In the United Kingdom a total of 13 million people, including 8.5 million in London city live
in areas are protected by a 20mph (32km/h) speed limit.
yy In Australia, early in the 21st century, the speed limit on all urban roads, including some
multi-lane arterial urban roads, was reduced from 60km/ to 50km/h. Evaluation showed
this was linked to a 20 percent reduction in all injury crashes with greater reductions for
crashes involving serious injuries and fatalities.27,28 Community surveys found that support
for the 50km/h limit increased after the change.29 Following this success, 40 km/h speed
limits are increasingly being applied in capital cities and towns, on residential roads,
around schools, shopping areas and hospitals and in other areas with large volumes of
pedestrians.
yy In China urban speed limits range from 30-60km/h.
yy In Azerbaijan, the urban speed limit is 20km/h.
yy In India 40km/h speed limits are increasingly being applied in city centres.
BOX 2 – EXAMPLES OF SPEED LIMIT REDUCTION
Speed management interventions can be implemented at a fraction of the cost of road infrastructure
improvements and deliver results much more quickly.
Speed management is more than just setting speed limits. It also includes speed limit signing, laws
and effective penalty deterrents, enforcement and enforcement technology, driver perception of the
risk of being caught and driver education interventions to achieve safe travel speeds that consider
all road users using the network.
27 Newstead S, Hoareau E and Cameron M, 2002. Evaluation of 50 km/h speed limits in Victoria, MUARC, Clayton, Victoria.
28 Hoareau E and Newstead S, 2004. An evaluation of the default 50 km/h speed limits in Western Australia, report 230, MUARC, Clayton,
Victoria.
29 Pennay D, 2004. Community Attitudes to Road Safety: Community Attitudes Survey Wave 16, 2003, report CR 221, Australian Transport Safety
Bureau, Canberra
39
Education and awareness raising is required to ensure that drivers and the wider community
understand the role that speed plays in road safety and increase support for safer, lower
speed limits. Often, community support for lower speed limits may be low when they are
initially introduced. Ongoing information on the safety benefits must be provided through the
media to demonstrate the safety benefits and build support. As described above, in Australia
community support for the 50km/h speed limit increased following its implementation.
Drivers need education to understand the benefits of lower speed limits.
For example, on a road with a speed limit of 110km/h, a driver travelling at the speed limit
takes 54.5 minutes to travel 100 km. If the speed limit was reduced to 100km/h it will take 60
minutes. That extra 5.5 minutes significantly reduces the risk of being involved in a fatal crash.
BOX 3 – COMMUNITY SUPPORT FOR LOWER SPEED LIMITS
yy The MoC is developing a ‘National Road Safety Engineering Guidelines’ manual which also
address speed limit setting.
yy Capacity building on the Safe System approach for engineers in National Highway Authority
and provincial roads agencies and Traffic Police.
Speed limits that reflect a better balance between safety and mobility objectives and protect all
road users. Speed limits complement the road environment to manage crash impact forces to within
human tolerance; and all road users complying with the speed limits.
Key actions to 2022
yy On national highways where risk levels are assessed by Pakistan RAP as high and engineering
solutions are not feasible or cost-effective review speed limits so that they are safe.
yy Develop new risk-based speed limit guidelines for the National Highway Network which
encourage consistent limits based on measured risk/crash rates, while minimising multiple
speed zones over short distances and implement these guidelines to ensure consistent and
safe speeds on national highways, prioritizing highway sections that are high-risk, and sections
surrounding urban areas.
yy Conduct baseline surveys of (free) travel speed (24 hour) at key points on the national highway
network, provincial highways and urban road networks and monitor vehicle speed across the
network on an annual basis.
yy Review speed limits and set safe (lower) speed limits on provincial highway sections that
are narrow, have substantial levels of roadside hazards, have many intersections or property
entrances, are winding or undulating, or have higher than average fatal crash rates.
yy Review urban speed limits and reduce speed limits to 50km/h on urban arterial roads in which
pedestrians, motorcycles and 3-wheeled vehicles mix with larger vehicles.
40
yy Implement lower, safe speed limits (30km/h) in areas of high pedestrian activity in city centres,
residential roads and around markets, shops and schools.
yy Assess the potential safety benefits of installing automated speed cameras, prioritising
motorways and high speed, high volume urban roads.
yy Adopt best practice speed enforcement strategies.
yy Improve sign-posting of speed limits, including through use of electronic signboards in urban areas.
yy Review and develop updated laws for speed limit setting and enforcement and associated
technology tools.
yy Improve the deterrence effectiveness of speeding penalties, including challans and demerit points.
Future actions
yy Examining options for improved enforcement of motorcycle speeding.
yy Installing fixed speed camera systems prioritizing motorways and capital cities.
yy Implementing a driver license penalty points system.
yy Ensuring all new roads projects with a design speed limit > 60km/h include the infrastructure
required to install speed cameras and electronic (variable) signboards.
Assessing progress
yy Reduction in the number (and %) of drivers exceeding the speed limit as assessed by 24-hour
speed surveys on the national highway network and high speed urban arterial roads:
o mean (free) travel speeds
o exceeding posted speed limit by 10km/h, 20km/h and 30km/h or above
yy Reduction in fatalities and serious injuries.
41
7
SAFE VEHICLES
43
7. SAFE VEHICLES
Vehicle safety is a key component of the Safe System approach. Vehicle technical safety standards
can prevent a crash. Vehicle structural standards and safety features can protect road users and
minimize injury severity in the event of a crash. In combination these features can significantly
reduce fatalities and serious injuries.
Under the Safe System approach, technical standards for safety equipment (e.g. motorcycle
helmets) are set and enforced. Complementary education programs are conducted to ensure that
vehicle purchasers have the vehicle safety information required to make informed decisions. Laws
are implemented to prevent unsafe, overloaded, and over-dimension vehicles from travelling on the
road network.
Sustained enforcement programs are implemented by Police and other regulatory agencies can
implement sustained enforcement to ensure that vehicle body manufacturers, owners/operators,
and drivers comply with vehicle standards and safety laws, including load and dimension limits.
Enforcement should be supported by joint industry and goverment education programs targeting
these groups to improve voluntary compliance.
UN 2030 Global Performance Targets for Safe Vehicles
44
Pakistan context
In Pakistan the MVO, 1965 and MVR, 1969 set vehicle manufacturing standards and the result is that
locally manufactured vehicles have poor structural standards. Vehicles also and lack vehicle safety
technologies such as crumple zones, rear seat safety belts, ABS, electronic stability control, side
impact protection, airbags, and child restraint fixtures.
Overloading of heavy vehicles is common, increases crash risk and prematurely destroys road
pavement. Unsafe modification of vehicles is common. Strict enforcement of overloading is required
on key transport routes. There are also considerable differences in vehicle inspection and licensing
requirements across the country.
Key facts about vehicle safety
Vehicles safety is a core intervention which can be split into two main types:
yy Primary safety technologies such as electronic stability control (ESC) and advanced braking
systems (ABS) which reduce the chance of a collision occurring.
yy Secondary vehicle safety includes structural standards to protect vehicle occupants and other
road users and technologies such as airbags in vehicles that reduce the severity of injuries in a
collision.
UN Global Road Safety Performance Target 5 sets a target for 100 percent of new (defined as produced,
sold, or imported) vehicles and used vehicles to meet high quality safety standards by 2030 such as
the six motor vehicle safety regulations which are defined as a minimum for today’s world markets
and recommended in the UN Decade of Acton for Road Safety. These are UN Regulations No. 14, 16
(seat belts and anchorages), 94 (occupant protection in frontal collision) and 95 (occupant protection
in side or lateral collisions) and Global Technical Regulations (GTR) GTR 8: Electronic stability control
(ESC) and GTR 9 (pedestrian protection).
In the past 10 years in Pakistan, the number of locally manufactured cars has grown five times faster
than the growth in population. These cars are manufactured in plants which operate under CKD
License given by the parent companies.30 Three main manufacturers produce a range of vehicles
from 660cc/800cc hatchbacks to mid-sized 1600/1800cc sedans.
In Pakistan, locally manufactured cars are produced under the license of international manufacturers,
do not meet the same safety and structural standards as would apply in the parent company’s
country or if they were exported from the parent company to Europe, America, South-East Asia, or
South America.31
30 CKD stands for complete knock down kits sold under license as a complete set of parts to be assembled by local manufacturers.
31 A similar vehicle, the Maruti Suzuki Celerio scored zero stars in crash tests conducted by Global NCAP in 2016.
45
As an example, Suzuki now produces 5-star cars for markets in Europe and South-East Asia. In
Pakistan it has produced the same 0-star32 safety standard model of Mehran for 27 years. Currently,
imported vehicles from Japan, Korea, Middle East, and Europe provide significantly superior safety
standards.
Figure 39 below compares the key safety features of European manufactured models with the same
or a similar model manufactured in Pakistan.
Honda Civic Toyota Corolla Suzuki Swift/Mehran

EU Pakistan EU Pakistan EU Model Pakistan Model
Safety Feature
Model33 Model34 Model35 Model36 (Swift)37 (Meran)38
Seatbelt Pretension      
Seatbelt Reminder      
Belt load Limiter      
Rear Seatbelts      
Frontal Airbags      
Side Head Airbag      
Side Chest Airbag     
Side Pelvis Airbag      
Knee Airbag      
ABS      
ESC      
ISOFIX Child seat
     
Anchor Points
FIGURE 39 - COMPARISON OF SAFETY EQUIPMENT BETWEEN EU AND PAKISTAN MODELS OF HONDA CIVIC, TOYOTA COROLLA AND
SUZUKI SWIFT/MEHRAN. 33 34 35 36 37 38
32 WHO (2015). Global Status Report on Road Safety 2015- Country Profiles 2015. World Health Organisation.
33 Euro-NCAP (2018) Honda Civic Data Sheet. https://www.euroncap.com/en/results/honda/civic/29192
34 Honda Atlas Cars Pakistan (2018). Specifications for Honda Civic 2018 Sedan 4-door model. https://www.honda.com.pk/#/CIVIC
35 Euro-NCAP (2018). Toyota Corolla Sedan 4-door model. https://cdn.euroncap.com/media/6051/euroncap_toyota_corolla_2013_5stars.pdf
36 Toyota Indus (2018). Specifications for Toyota Corolla 2018 Sedan 4-door model. http://www.toyota-indus.com/corolla-gli-14/#toyota
37 Euro NCAP (2018). Suzuki Swift 2017 Safety Data Sheet. https://cdn.euroncap.com/media/38742/euroncap-2017-suzuki-swift-datasheet.pdf
38 Pak Suzuki (2018). Specifications for Suzuki Mehran 2018. http://www.toyota-indus.com/corolla-gli-14/#toyota
46
Research shows that improving vehicle standards will have significant economic benefits.
An assessment of the social and economic impact of vehicle safety in Latin America (focusing on
Chile, Argentina and Mexico) concluded that up to 440,000 vehicle occupant fatalities could be
prevented across some of the major geographical regions of Latin American between 2016 and
2030, if minimum vehicle safety standards were adopted. Economic assessment suggested that
these casualty reductions could save up to USD $143 billion over the period 2016 to 2030.
BOX 4 – ASSESSMENT OF THE IMPACT OF VEHICLE SAFETY IN LATIN AMERICA
yy The MoC is developing a ‘National Guidelines on Vehicle Licensing’ manual in consultation with
key stakeholder agencies.
By 2030 Pakistan has implemented priority UN Vehicle Regulations No. 14, 16, 94, 95 & and Global
Technical Regulations GTR 8 and GTR 9.
By 2030 100% of new (defined as produced sold or imported) and used vehicles in Pakistan meet
high quality safety standards, such as the recommended priority UN Regulations, Global Technical
Regulations, or equivalent recognized national performance requirements.
People planning to purchase a new vehicle have easy access to independent information on the
vehicle safety standards.
Penalties for vehicles standards and vehicle licensing offences have been reviewed and revised to
reflect road safety risk.
A national heavy vehicle inspection and licensing minimum standard is implemented throughout
Pakistan.
47
Key actions to 2022
yy Progress action for Pakistan to become a signatory to World Forum for Harmonization of Vehicle
Regulations (WP29).
yy Update OGRA RT regulations. Develop regulations for transportation of dangerous goods
based on the ADR (International Carriage of Dangerous Goods by Road (1957) to address
transportation of non-petroleum dangerous goods.
yy Improve on-road compliance with OGRA standards.
yy Adopt the UN Regulation No 22 technical standard for motorcycle helmet safety and identify a
commencement date.
yy Implement and enforce vehicle dimension standards on the National Highway and Motorways
(Dimension of Good Transport Vehicles) Rules, 2017 on the National road Network.
yy Implement improved standards for periodic technical inspections based on ECE/TRANS/
WP.29/2009/13 to improve the safety of heavy vehicles and public service vehicles, including
cottage industry manufacturing.
yy Future actions
yy Implement and enforce motorcycle helmet technical standards to remove sub-standard
helmets from the market.
yy Implement priority UN Vehicle Regulations No. 14, 16, 94, 95 & and Global Technical Regulations
GTR 8 and GTR 9.
Assessing progress
yy Average age of the Pakistan commercial vehicle fleet.

yy Percentage of new private vehicles sold which meet UN Technical Regulations No. 14, 16, 94
and 95 GTR 8 and GTR 9.
yy Reduction in the number (and %) of fatal crashes involving unsafe commercial vehicles.
48
8
SAFE ROAD USERS
49
8. SAFE ROAD USERS

Under the Safe System approach, road users receive ongoing education about key risks and safe road
behaviour throughout their lives. Driver licensing systems and assessment standards are established
to ensure that drivers of all vehicle types have the required levels of knowledge and technical skills.
Drivers are assessed as having this knowledge and technical skill before being licensed. Road safety
laws regulate on-road behaviour and require road users to be alert and to comply with all road rules.
UN 2030 Global Performance Targets for Safe Road Users
50
Pakistan context
Drivers, motorcycle riders, passengers and pedestrians in Pakistan generally have a low awareness
of the key crash risk factors. They do not always use the roads in a responsible or safe way. There is
little regard for the safety of pedestrians. A sizable number of all road users frequently break the road
rules, putting themselves, and other road users at high risk of being killed or seriously injured.
Very high risk taking behaviours are common and many, such as passengers not wearing a seat belt
or small children sitting in a front passenger seat are not illegal. These continue to play a big role in
fatal and serious injury crashes. Pakistan has rated its level of enforcement for helmets (2/10), seat
belts (3/10) and speeding (4/10)39.
The aim to 2030 must be to strengthen road rules, increase enforcement, increase public support
for responsible road use and toughen penalties for those drivers and passengers who continue to
disobey the law.
There is an urgent need to maintain and increase enforcement levels to ensure that all drivers
and passengers are kept responsible by the threat of detection and penalties.
Key facts about safe road use
8.1 Motorcycle Helmet Wearing

Motorcycles comprise about 75 percent of registered vehicles. The MVO and the NHSO mandate
helmet wearing by all drivers and passengers, but no helmet technical standard is specified.
In September 2018 a helmet wearing observation survey was conducted among 124,216 motorcycle
riders (73.4% of the sample) and passengers (26.6%) in Peshawar, Islamabad, Rawalpindi, Lahore,
Quetta and Karachi.40 Overall in these six cities:
Out of every 100 motorcycle riders:
yy 6 correctly wear and strap their helmet
yy 28 wear but do not strap their helmet
yy 5 carry but do not use a helmet
yy 61 do not use a helmet.
Out of every 100 motorcycle passengers:
yy 0 correctly wear and strap their helmet
yy 3 wear but do not strap their helmet
yy 1 carries but does not use a helmet
yy 96 do not use a helmet.
The law does not specify a requirement to strap the helmet. The impact of this can be seen in
Islamabad where 70 out of 100 riders wear, but do not strap their helmet. In a crash, an unstrapped
helmet provides no protection from death or serious injury.
39 WHO, 2015. Global Status Report on Road Safety 2015
40 The Pakistan Urban Motorcycle Helmet Observation Survey, 2018 was conducted for the MoC by the Centre for Communication Programs,
Pakistan as an activity within TA-8990 PAK: Enabling Economic Corridors through Sustainable Transport Sector Development - Road Safety
Component a project funded by Asian Development Bank and Department for International Development of the United Kingdom.
51
8.2 Seat belt Use

In January 2017, the NHA conducted an observation survey of seat belt wearing among 14,665 drivers
and front seat passengers in private vehicles (persons), public passenger vehicles (2,228 persons)
and truck on the M-9 near Karachi. The survey found low driver wearing rates in private cars (24%),
in public passenger vehicles (23%) and in trucks (10%). In private cars about 15 percent of front seat
passengers were wearing a seat belt.
Neither of the two levels of Ordinance relating to road use (the MVO and the NHSO) deals with seat
belt wearing in the body of the Ordinance (other than the MVO as it applies in Punjab).41 An approach
sometimes taken is to create the offence by means of a Schedule, however it is difficult, in a Schedule,
to fully describe the offence, including exemptions.
The NHSO provides that
“No person shall drive a road vehicle on a national highway in contravention of rules laid down
in the Eighth Schedule or as laid down by the Government.” 42
The Eighth Schedule provides that the driver of a road vehicle “shall not drive a vehicle without seat
belts”. The penalty is a fine not exceeding Rs. 300. There is
provision for a demerit penalty of one point.43 Currently however the demerit point system cannot
be implemented due to the limitations of provincial driver licensing systems.
On the national road network, a driver can be issued with a challan if a passenger in the vehicle is
not wearing a seat belt. Planned amendments to the NHSO will extend the offence to persons other
than drivers. Currently on provincial roads only drivers are being penalized.
There is no reference in current law to the fitment and use of child restraints.
FIGURE 40 – SEATBELT USE IN PRIVATE VEHICLES FIGURE 41–SEATBELT USE IN PUBLIC VEHICLES
41 Section 89-B of the MVO, as it applies in Punjab

42 Section 79
43 The fine is the general penalty for “moving violations” for which no other penalty is specified (clause 42 of the Twelfth Schedule to the
NHSO 2000). The demerit point is for “other violations” (clause 40 of the Eleventh Schedule to the NHSO 2000).
52
8.3 Speeding
Globally, speeding is a key behavioural risk factor. Anecdotal evidence and information surveys
confirm speeding is prevalent on motorways, the national and provincial highway networks and on
urban arterial roads, particularly ‘signal free’ roads.
8.4 Distracted Driving

Across the urban and highway network it is common to see drivers and motorcycle riders using
mobile and smart phones to talk and text while driving. Driver distraction is recognized as a growing
problem.
8.5 Commercial Driver Work and Rest Schedules

In January 2017, the NHA conducted a one-day survey of a small number of drivers on the M-9.
Among truck drivers, the average number of days worked before a rest day was about 26 days. The
maximum days worked was 90 days (Figure 42).
Among bus drivers, the average number of worked before a rest day was 5 days. The maximum
number of work days was 7 days (Figure 43).
Globally, there is evidence that driver fatigue can have hazardous effects on driving performance.
People driving after being awake 17-19 hours perform worse on driving functions than people with
an illegal blood alcohol level.44 As regional transport routes open, strong regulation of commercial,
long distance driving will become increasingly important.
44 Williamson AM and Feyer A-M, 2000. Moderate sleep deprivation produces comprehensive cognitive and motor performance impairments
equivalent to legally prescribed levels of alcohol intoxication, Occupational and Environmental Medicine, Vol. 57, pp. 649-655.
53
Safe roads Infrastructure treatments, such as audio tactical center and edge line marking are also
effective and should be prioritized on these routes.
FIGURE 42 – TRUCK DRIVER WORK AND REST DAY SCHEDULE FIGURE 43 – BUS DRIVER WORK AND REST DAY SCHEDULE
8.6 Driver Licensing

The Safe System approach requires roads to be more forgiving of mistakes, but there is also a need to
educate drivers to avoid making mistakes and taking risks. This can be done through improving the
standard of driver licensing and assessment to ensure drivers have the required level of knowledge
and skill to travel safely and responsibly. Improvements to the licensing process and assessment
standard for commercial drivers and motorcycle riders must be prioritized.
8.7 Unlicensed Driving

In 2014, a sample of 400 randomly selected male motorcycle riders was intercepted on the N-5 at
Kamoke Toll Plaza near Gujranwala. Of these riders, 70 percent were unlicensed.45
Unlicensed driving remains a serious problem for road safety, despite ongoing improvements in
traffic enforcement. While available research indicates that it does not play a direct causative role
in road crashes, unlicensed driving undermines the integrity of the driver licensing system and is
associated with a range of high-risk behaviours.46
Foundation actions in 2018

yy The MoC has developed national road safety campaigns targeting road rules, motorcycle
helmet wearing, and seat belt use, in consultation with key stakeholder agencies.
yy Traffic police in major cities have increased enforcement of helmet and seat belt use.
45 Klair, A; Arfan, M; Kazmi, S. (2015). Determinants of safety helmet use among motorcyclists in Pakistan, European Academic Research Vol.
111, issue 5 August 2015
46 Watson, B; Armstrong, K; Watson, A; Livingstone, K Wilson, A and Barraclough, P (2012). Unlicensed and Unregistered Vehicle Project
Summary Report, Brisbane: Centre for Accident Research and Road Safety (CARRS-Q)
54
Laws, licensing systems, enforcement and penalty systems are based on Safe System principles.
Road users are well-informed and educated about high-risk behaviours. Safe, consistent, and
compliant behaviour is encouraged and supported.
Key actions to 2022
yy Review and revise legislation for key risk factors and behaviours to meet global good practice
standards.
yy Conduct a risk-based review of road traffic penalties and revise as required to enhance their
deterrence effect.
yy Support traffic police to enhance their capacity to implement evidence based strategic
enforcement.
yy Develop uniform learner driver permit requirements which include a theory test with specific
pass/fail requirements prior to the issue of learner’s permit.
yy Develop and implement a standardised set of driver theory test questions consistent with
international standards for each license category including car drivers, motorcycle riders,
commercial drivers, and heavy vehicle drivers.
yy Increase targeted enforcement of seat belt wearing and speeding on the national highways and
motorways.
yy Increase targeted enforcement of seat belt wearing, correct helmet wearing and speeding on
national and provincial highways and major urban roads.
Future actions
yy Work with the freight and logistics industries to review driver work and rest schedules to address
long distance commercial driver fatigue.
yy Develop technology to enforce lane discipline.
yy Develop policies and nationally standardised operating procedures for random alcohol testing
on CAREC and CPEC roads and develop signage and information in key regional languages.
yy Explore opportunities to secure alternative funding sources, such as penalties from electronic
enforcement and sale of personalised vehicle number plates, to invest in Safe System based
road safety activities including infrastructure treatments and automated enforcement cameras.
yy Work with regional partners to develop operating procedures for random alcohol testing on
CAREC and CPEC roads and develop warning signage and information in key regional languages.
Assessing progress
yy Number of deaths from crashes involving an unlicensed driver or motorcycle rider.

yy Number of drivers and front seat passengers killed who were not wearing a seat belt.
yy Percentage of motorcycle riders and passenger who wear a correctly fastened helmet in
Islamabad, Peshawar, Quetta, Lahore, Rawalpindi, Karachi.
yy Number of drivers and front seat passengers killed who were not wearing a seat belt.
55
9
POST-CRASH RESPONSE
57
9. POST-CRASH RESPONSE
Safe system principles
Post-crash response is a key UN road safety pillar which aims to minimize the severity of outcome
from injuries received and facilitate fast and comprehensive rehabilitation.
UN 2030 Global Performance Target for Post-crash Response
Pakistan context
The Strategy introduction highlighted that the poor are disproportionally involved in road crashes.
The cost of (ongoing) medical treatment and lost productivity for those killed or disabled, and for
their family members who need to take time off work or school to care for them, can be catastrophic.
Pakistan has over 200 million people, is the sixth largest populated country in the world, and the
most urbanized country in South Asia.47 An efficient EMS and post-crash response system help to
save lives and reduce the severity and economic impact of injury outcomes.
in Punjab, KPK, G-B and AJK, legislation to support the implementation of Rescue 1122 as a high
quality, professional and government regulated EMS system has been implemented. The foundations
of a national legislative framework are therefore, in place and require further amendment to detail the
standards required to implement equivalent EMS and rescue services across Pakistan. Establishing
a national legislative framework for EMS standards and their compliance forms the basis of any
national system.
47 UN-Habitat. 2015. National Report of Pakistan for HABITAT III. Government of Pakistan.
58
Key facts about post-crash response provision

The essential requirements of an effective Post Crash response system are based on the following
basic key principles:
yy Free at the point of delivery
yy National coordinated system
yy National integrated network
The WHO has developed guidance on the three phases of the emergency care chain which provide
the framework for emergency medical services (EMS) systems. These are:
Phase 1 – pre-hospital
Phase 2 – emergency department and hospital
Phase 3 – rehabilitation and discharge from hospital
The ‘Golden Hour’ represents the time-frame in which to deliver the best possible clinical outcome
for patients.
Foundation actions in 2018
The MoC is developing a ‘National Guidelines on Post Crash Response’ manual in consultation with
the Ministry of National Health Services Regulation and Coordination (M/oNHSR&C) and key EMS
stakeholder agencies.
Throughout Pakistan people seriously injured in a road traffic crash can access a government
regulated, high quality, professional EMS system and receive the longer-term rehabilitation care
they require.
Key actions to 2022
yy Conduct a comprehensive review of current EMS legislation and develop model legislation for
accreditation and operation as a pre-hospital emergency care provider.
yy Revise Medico-Legal systems to ensure they adequately protect by-standers who provide 1st
responder intervention.
yy Mandate inclusion of 1122 as the single contact number for emergency ambulance, fire, and
rescue services in all publicly available information materials in provinces and territories
serviced by Rescue 1122.
yy Implement education in primary schools in ICT, Punjab, KPK, G-B and AJK, to ensure all school
children can recite the 1122 ambulance (emergency services) number.
yy Encourage major commercial transport and logistic employers to ensure all drivers within their
workforce successfully complete the 1st Aid Training Program.
59
Longer term actions
yy Establish a National Pre-hospital Emergency Care Council as a peak body reporting to the
M/oNHSR&C.
yy All EMS agencies and major government trauma hospitals to appoint a Clinic Lead responsible
for clinical leadership.
Assessing progress
yy Average EMS response times in urban, rural and remote areas.

yy Percentage of serious injuries transported from a crash scene to an emergency hospital by
professional, government regulated ambulance service vehicle.
yy Number and percentage of the EMS ambulance fleet in each province which meets legislated
minimum standards.
yy Number and geographical reach of hospitals with emergency care trauma services in each
province/territory.
60
10
MINIMIZING EXPOSURE
61
10. Minimising Exposure

Safe system principles
Minimizing road use is a new strategy which is delivered through policy levers such as incentives to
move from small vulnerable vehicles to safer mass-transit transport, land use planning and provision
of safe, non-road-based transport alternatives.
UN 2030 SDG Goal 11
SDG target 11 is to provide access to safe, affordable, accessible, and sustainable transport systems
for all, improving road safety, notably by expanding public transport, with special attention to the
needs of those in vulnerable situations, particularly women, children and people with disabilities.
Many cities in Pakistan are implementing mass transport systems. Other strategies to minimize
exposure include better land use policies. When effectively implemented, these strategies can
reduce the need for travel on roads which will reduce road transport fatalities and serious injuries.
62
11
MANAGING DELIVERY
AND REPORTING ON RESULTS
63
11. Managing Delivery and Reporting on Results

The Road Safety Management System
If no new (different and/or additional) road safety action is taken, road crash fatalities are projected
to increase by about 77 percent in 2020 and 200 percent by 2030 (relative to the 2016 baseline).
This Strategy sets a target to save more than 6,000 lives than would otherwise have been lost by 2030
and to achieve challenging performance targets.
Delivery of the Strategy will require new, results-focused ways of working and closer cooperation of
all government agencies at federal, provincial, and district/local levels. A series of national action
plans will be developed to support its implementation to 2030.
Effective road safety delivery is achieved through a road safety management system which requires:
yy a high level of political commitment
yy a government lead road safety agency
yy adequate and sustainable road safety funding
yy stakeholder agency access to high quality and reliable road crash data
yy effective underpinning through road safety laws, regulations and polices
UN 2030 Global Performance Targets for Road Safety Management
UN core road safety-related legal instruments
The WHO has identified seven best practice laws to sustainably improve road safety:
1. Seat belt laws that require drivers, front-seat, and rear-seat passengers to wear a seat belt.
2. Helmet laws that apply to all drivers and passengers, specify strapping and a helmet
quality standard.
3. Maximum urban speed limits of 50km/h or less and 30km/h or lower where motorised
traffic mixes with VRUs.
4. Legislation that prohibits the use of hand-held mobile phones.
5. Drink driving laws based on blood alcohol concentration (BAC) limits. For adult drivers
64
BAC limits (<0.05 g/dl), for young and newly licensed drivers BAC limits (<0.02 g/dl).
6. Laws that clearly prohibit drug driving.
7. Laws that clearly apply an age, weight and/or height restriction on children sitting in
the front seat.
Pakistan context
The Pakistan Constitution (18th Amendment) Act, 2010 enacted the devolution of responsibilities
to the Provinces. Individual province and territory governments have direct responsibility for most
areas of road safety regulation and management.
Laws in the MVO and NHSO do not reflect WHO best practice and are not consistent. Standards vary
for key issues such as driver licensing. Lack of reliable, high quality data undermine data led strategy,
policy, and program development. Currently there is no national road safety lead agency.
New legislation, regulation and standards are required to support new directions to improve road
safety in Pakistan. Some initiatives, such as nationwide improvements to vehicle standards, driver
licensing and post-crash emergency medical systems. will require decisions at a national level in
order to be implemented effectively and save lives.
yy Approval for the re-establishment of the National Road Safety Council and its National Road
Safety Secretariat.
yy Development of the National Road Safety Action Plan 2019-2022 through consultation with key
agencies in all provinces and territories.
yy MoC ‘National Guidelines on Road Crash Data/ Road Safety Observatory’ manual developed.
yy MoC Road Safety Data Analysis Training Course completed by road safety professionals from all
provinces and territories.
Road safety managers in Pakistan use consistent and reliable crash data to inform the development
of evidence-based laws, policies, and programs which are monitored and evaluated for their
effectiveness in reducing fatalities and serious injuries.
Key actions to 2022
yy Fully establish the National Road Safety Council (NRSC) and the National Road Safety Secretariat
(NRSS) within the Ministry of Communications.
yy Develop long-term, sustainable funding options for the NRSC and NRSS.
yy Produce a National Road Safety Action Plan 2019-2022 and coordinate national delivery.
yy Commence the development of a new Road Safety Act to reflect best practice in road safety law
and, in the public interest, bring road transport and public safety under Federal Government.
yy Work towards the adoption of nationally consistent road crash and injury classification
definitions and an agreed timeline for their implementation.
65
yy Establish a national Road Safety Observatory, including agreed policies and protocols to
enable authorized agencies to access reliable, standardised data for planning, monitoring and
research.
yy Provide training for national and provincial road safety stakeholder agencies on the Safe
System approach, data collection and analysis and road safety management.
yy Ensure that expenditure for road safety public education and behaviour change campaigns is
aligned with the Safe System objectives of this strategy.
yy Implement at least one national best practice public education campaign targeting seat belts
and one targeting motorcycle helmets annually.
Role of the NRSC and NRSSS
When fully established, the NRSC and its NRSS will provide an effective structure to lead and guide
the delivery of the National Road Safety Strategy 2018-2030. The key functions of this agency include:
1 Providing high level technical advice to the Minister of Communications, Parliament and
Cabinet as required, on policy, laws, strategies, and program to reduce road traffic fatalities
and serious injuries.
2 Reporting annually on the road safety situation in Pakistan, including progress towards
achievement of national, regional and global targets to which Pakistan is a signatory.
3 Implementing the series of national action plans to 2030.
4 Coordinating the development of new national road safety legislation that addresses:
• standards for road design, road infrastructure and traffic control
• standards for vehicle manufacture and importation, including related safety equipment
• facilitation of safe and sustainable travel on the road network
• safety of vulnerable road users
• methods of data collection, analysis, and exchange of information among enforcement,
health and highway/road agencies engage in road safety.
5 Developing national policy guidelines based on the Safe System approach.
6 Supporting and advising provincial bodies on matters relating to road safety.
7 Establishing networks which include federal and provincial government agencies to facilitate
technical co-operation, coordination of interventions, data, and information exchange,
exchange of expertise and best practice in delivering Safe System interventions.
8 Advocating for road safety and conducting media campaigns targeting key road user groups in
line with the Safe System approach.
9 Consulting and collaborating with the manufacturing and transport and logistics industries, oil
and gas industry, NGOs, research institutes and academia.
The multiple government agencies responsible and accountable for road safety delivery will require
strong coordination. Reporting to the NRSC, the NRSS will manage the day to day coordination for
delivery of the Strategy.
66
The MOC will report annually on the road safety situation in Pakistan, including progress towards
achievement of national targets set in the National Road Safety Strategy 2018-2030, and regional
and global targets to which it is a signatory. The Report will include specific data on seat belt and
motorcycle helmet use, speeding, driver licensing and vehicle standards, emergency response times
and crash and fatality data.
The MoC will review the Strategy midway through the decade, and actions will be agreed to adjust
the Strategy (if required). Forward action plans informed by improvements in data, and a better
understanding of the actions required to achieve the overall target of saving more than 6,000 lives
will then be developed. These frorward action plans will also reflect achievements and address,
as required, any gaps in performance. The review will also establish if the 2030 target needs to be
revised to reflect the expected impact of future actions for the remainder of the strategy.
67
ANNEX 1: UN 2030 GLOBAL ROAD SAFETY

PERFORMANCE TARGETS – signed by Pakistan
68
69
70
ANNEX 2: METHODOLOGY FOR 2030 ROAD

SAFETY TARGETS
Do Nothing New Scenario
In 2016, based on the current definition of ‘died at scene’ there were 6,548 fatalities officially recorded
on Pakistan’s roads. In this period there were about 16.7 million vehicles registered in Pakistan.
According to calculations, 517 fatalities involved ‘other vehicles’ (not classified), while 6,031 can
associated to a specific vehicle type. In the following, the fatalities associated with ‘other vehicles’
are excluded from the modelling.
If no new (different and/or additional) road safety action is taken, the projected growth in registered
vehicles (particularly motorcycles) up to 2030 will result in about a 77 percent increase in fatalities
in 2020 and a 200 percent increase in fatalities in 2030.
Table 1 shows projections for fatalities per vehicle class in 2020, 2025, 2027 and 2030, compared
with the baseline (2016). The number of fatalities has been estimated based on the population of
the Pakistan Provinces and the percentage involvement in fatal road crashes of each vehicle type
of as reported by NH&MP (for National Highways and Motorways) and by Punjab Rescue 1122. The
methodology used for calculation of fatalities for each vehicle type is available at
www.roadsafetypakistan.pk .
71
Year No of: Truck Bus 2-wheel Car 3-wheel Total

Vehicles 259,900 229,200 12,973,600 2,666,000 564,00 16,695,316
2016
Fatalities 337 410 3,911 670 703 6,031
Vehicles 459,088 404,860 22,916,623 4,709,234 997,312 29,489,136
2020
Fatalities 595 724 6,908 1,183 1,242 10,653
Vehicles 708,074 624,435 35,345,401 7,263,276 1,538,202 45,481,412
2025
Fatalities 918 1,117 10,655 1,825 1,915 16,431
Vehicles 736,397 649,412 36,759,217 7,553,807 1,599,730 47,300,590
2027
Fatalities 955 1,162 11,081 1,898 1,992 17,088
Vehicles 778,881 686,878 38,879,941 7,989,604 1,692,022 50,029,356
2030
Fatalities 1,010 1,229 11,721 2,008 2,107 18,704
TABLE 1 – PROJECTION OF NUMBER OF VEHICLES AND FATALITIES UNDER A DO-NOTHING SCENARIO
Estimate of potential benefits

The table above shows 2030 estimates for potential fatality reduction for vehicle types with highest
involvement in fatal road crashes using 2016 fatal crashes and fatalities as baseline data. Data for
registered and projected number of vehicles in Pakistan were derived from the ‘Pakistan Economic
Survey 2016-17’.
Pakistan faces a strong economic growth and a significant increase in registered vehicles and travel.
The number of person kilometres of travel is directly linked with exposure to risks and thus with
road crashes. Given this increased exposure, crashes are also projected to significantly increase. The
targets to be defined should thus be based on the expected number of fatalities at the target year,
rather than to a baseline year (e.g. 2016). The following years are considered to set up targets and
milestones for Pakistan: 2020, 2025, 2027 and 2030.
Various road safety actions were considered to assess the potential fatalities reduction compared to
the “do-nothing” scenario, namely:
yy Increased correct helmet and seat belt use.
yy Reducing speeding (through enforcement).
yy Training to professional drivers.
yy Road user information and campaigns.
yy Periodic motor vehicle inspections.
For each of these road safety interventions, the attainable reduction on road crashes and/or fatalities
was estimated based on literature data. The coverage
percentage of these interventions across the Country was estimated, leading to an estimation of the
potential reduction of fatalities due to each intervention.
Table 2 provides an overview of the fatalities reduction that can be expected by implementing the
above-mentioned interventions. The implementation of these actions could lead to a reduction of
about 33% of road crash fatalities in Pakistan in 2030; i.e. to saving of about 6,200 lives).
72
Year Expected fatalities if no new Lives saved if above % fatality reduction

actions implemented actions delivered (actions vs no actions)
2020 10,653 769 7.2%
2025 16,431 2,767 16.8%
2027 17,088 4,203 24.6%
2030 18,074 5,967 33.0%
TABLE 2 – PROJECTED FATALITY REDUCTIONS: ACTION VERSUS ACTION
EXPECTED FATALITY TRENDS UNDER “NO ACTION” AND “ACTION” SCENARIOS
These calculations are based on the potential effects of the single (‘minimum’) actions described
previously. The potential effects of other road safety interventions (such as improved road design
and maintenance, introduction of road safety audits, set up of a Road Safety Lead Agency, improved
road crash data collection and management, post-crash interventions, etc.) are not considered.
Similarly, the
calculations are focused on a specific vehicle or road user category, while the secondary effects of
these interventions on other categories are not considered.
73
If these other effects are taken into consideration it can assumed that higher fatality reductions will be
achieved. This fatality reductions have been estimated based on three scenarios: minimum, prudent,
and optimistic which consider other interventions and the secondary effects of interventions on
other road users.
Year Minimum scenario Prudent scenario Optimistic scenario

2020 7.2% 10% 15%
2025 16.8% 20% 25%
2027 24.6% 28% 33%
2030 33.0% 37% 40%
TABLE 3 – PROJECTED FATALITY REDUCTIONS: MINIMUM, PRUDENT AND OPTIMISTIC SCENARIOS
EXPECTED FATALITY TRENDS UNDER “NO ACTION”, MINIMUM, PRUDENT AND OPTIMISTIC SCENARIOS
Annex 2.1 – Methodology for calculation of road crash fatalities per type
of vehicle
In 2016 there were 6,548 road crash fatalities officially reported by Provincial Police and NH&MP.
Information on vehicles involved in road crashes is available from NH&MP for National Highways
and Motorways and from Rescue 1122 Punjab for other roads. The Punjab Rescue 1122 vehicle data
has been used to model data for all Provincial roads. Using these data, the road crash involvement
by vehicle type is reported.
74
Crash involvement on National Crash involvement on

Type of vehicle
Highway Network Provincial road network
Motorcycles 14.2% 63.9%
Rickshaws 1.0% 11.6%
Cars 30.4% 8.4%
Buses 33.3% 5.1%
Trucks 19.5% 2.6%
Others 1.7% 8.5%
These percentages have been used to calculate the number of fatalities per type of vehicle, leading
to the following figures.
Fatalities on Total
Fatalities on Provincial
Type of vehicle National Highway
road network Number %
Network
Motorcycles 77 3,834 3,911 59.7%
Rickshaws 6 697 703 10.7%
Cars 165 505 670 10.2%
Buses 106 304 410 6.3%
Trucks 182 155 337 5.1%
Others 9 508 517 7.9%
75
ANNEX 3: GUIDELINES AND MANUALS TO

SUPPORT THE IMPLEMENTATION OF SAFE
ROADS & SAFE SPEED ACTIONS
76

Pakistan National Road Safety Strategy 2018 2030

Uploaded by

Copyright:

Available Formats

Pakistan National Road Safety Strategy 2018 2030

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pakistan National Road Safety Strategy 2018 2030

Uploaded by

Copyright:

Available Formats

GOVERNMENT OF PAKISTAN

Published by: Ministry of Communications, Islamabad

MR. MURAD SAEED

Abbreviations and Acronyms

4.5 WHO High Risk Factors 28

1.1 Strategic Context

FIGURE 1: STRATEGIC CONTEXT

1.2 Pakistan 2025: One Nation, One Vision

1.3 National Health Vision Pakistan 2016-2025

1.4 National Transport Policy of Pakistan

1.5 CAREC Regional Road Safety Strategy 2017-2030

1.6 United Nations Global Road Safety Targets

1.7 Other Strategic Issues

1.7.1 A federal constitution

1.7.2 Political leadership and government partnership

1.7.3 Working with Industry and Civil Society

2.1 Outdated Road Safety Legislation

2.2 A Growing Economy

2.3 Growing Population and Urban Development

2.4 Increase in Motor Vehicles

2.5 Growing Inter-Urban Passenger and Freight Movement

10 Source: National Transport Policy of Pakistan 2018

3. CURRENT ROAD SAFETY SITUATION

3.1 Police Reported Fatalities, 2016

FIGURE 6 –2016 POLICE REPORTED FATALITIES IN PAKISTAN

per 100,000 population

Source: Prov incial Police, ICP & NHMP

3.2 Fatalities on National Highways and Motorways 2013 - 2016

Reported fatalities on N-5, N-25 Reported fatalities on M-1, M-2, M-3

FIGURE 9: FATALITIES ON NATIONAL HIGHWAYS, 2013-2016 FIGURE 10 – FATALITIES ON MOTORWAYS, 2013-2016

FIGURE 11 – FATALITIES BY HIGHWAY SEGMENT, 2013-2016 FIGURE 12 – FATALITIES ON MOTORWAYS, 2013-2016

3.3 Fatal crashes on the National Highway Network 2013 - 2016

3.4 Commercial Vehicle Fatal Crashes 2013 - 2016

70% Increase in crashes

3.5 Single and Multi-Vehicle Crash Fatalities 2013 - 2016

3.6 Single and Multi-Vehicle Crashes on National Highways

3.7 Single and Multi-Vehicle Crashes on Motorways

Multiple crash Multi-v ehicle

FIGURE 25 – CAR MULTI - VEHICLE FATAL CRASHES ON MOTORWAYS

3.8 Pedestrian Crash Involvement on National Highways

FIGURE 28 –TIME OF FATAL PEDESTRIAN CRASHES ON N-5, N-25

3.9 Gender of Casualties 2014 - 2016

1,200 700 663

3.10 Time of Day of Fatalities

Number of fatalities Number of fatalities

00:00 - 06:59 368 00:00 - 06:59 204

07:00 - 12:59 458 07:00 - 12:59 85

13:00 - 18:59 485 13:00 - 18:59 103

19:00 - 23:59 244 19:00 - 23:59 81

Source: NHMP Source: NHMP

As shown in Figure 33, on motorways trucks are involved in:

4. THE WAY FORWARD

4.2 Fatality and Performance Indicator Targets

17 See methodology used to project number of lives saved in Annex 2

20 WHO, 2017 Global Road Safety Performance Targets

4.3 Safe System Principles

FIGURE 35: SAFE SYSTEM APPROACH [ADAPTED FROM WHO, 2017]

4.4 Other Key Values Informing this Strategy