pakistan road safety

8/14/2019 Pakistan Road Safety

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N a t i o n a l Ro a d Sa f e t y Se c r e t a r i a tM i n i s t r y o f C o m m u n i c a t i o n s

G o v e r n m e n t o f P a k i s t a n

ROAD SAFETY IN PAKISTAN

June 21st, 2007

by:

Aizaz Ahmed, PE, PTOE


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ROAD SAFETY IN PAKISTAN

AIZAZ AHM ED, PE, PTOE1

Preamble

Everyone recognizes that, in todays world, transportation is a key element of the globaleconomy. It has changed the face of employment, trade, family life and health care, bringinbenefits that were unimaginable 100 years ago. However, the price we are paying in form ofroad crash mortality and morbidity for such benefits is too high. The shock and grief thesevents cause are all too well-known throughout the world. Their impact is particularly higherin poorer countries, where 90% of the road fatalities occur.

Pakistan have large road network of 259, 758km of which 8,318km are National Highwayand 2,027km are Motorways. The National Highway pass through major cities are backbon

of our economy. Asian Highway Network length in Pakistan is 4964km. Road crashes aramong leading causes of death and injury worldwide. Thousands of people die on thPakistans roads every year. We are not talking about random events or accidents, we artalking about road crashes. Road traffic injuries cause emotional, physical and economiburden. In developing country like Pakistan, the poor are disproportionately affected, withmost of the victims being pedestrian, bicyclist, motorcyclists and passenger of publictransport riders and with more than half of them between ages of 15 to 44 years. Youngroad users are particularly more vulnerable. Road traffic deaths and injuries affect us all.Road accidents are always a human tragedy. But the tragedy is greatest when children arinvolved. Road traffic crashes (RTC) are a huge burden on economy of countries part icularlfor low and middle income countries. The economic cost of road crashes and injuries is

estimated to be over 100 billion rupees for Pakistan. However, the loss is more than ustnumbers, as road traff ic injuries push many families more deeply into poverty by the lossoftheir breadwinners and inflict a tremendous continuous burden on the disabled victims andtheir families; and on health care system. Pakistan has spent $0.07 per capita (0.015% ofGDP/ capita) on road safety in 1998 whereas, Road safety spending comprises a greatershare of public spending in countries such as the United Kingdom (population 56 million)wher the government spends roughly 1 billion per year (1980 prices) on road safety2..

1Executive Director, National Road Safety SecretariatHouse No.312, Main Maragalla Road, F-10/ 3Islamabad.2Rates of public investment for road safety in developing countries: case studies of Uganda and Pakistan,Research Report by Health Policy and Planning 18(2), doi: 10.1093/ heapol/ czg02 Oxford UniversityPress 2003

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Road Safety can not be improved without deliberate and sustained actions utilizing asystematic approach. The risks can be understood and therefore can be prevented.

1.0 National Trends in Road Crashes

In Pakistan 10,125 crashes were reported to police including 4193 fatal cases in 20063.However, this should be noted here that these are reported crashes and fatalities; and notthetotal number of crashes and fatalities due to RTCs. The above mentioned road crash

Reported Fatal and N on-Fatal Crashes In Pakistan

18000

16000

14000

12000

10000

8000

6000

4000

2000

0

Fatal and Non-Fatal Crashes

Source: National Police Bureau

NH&MP covers 35% (1742km) of the Asian Highway Network (4964km). According toNH&MP 1.26 causalities per kilometer and 0.30 fatalities per kilometer were reportedon Asian highway network in Pakistan.

Statistics for Pakistan are based on the data provided by Police agencies which is highlunder reported. According to Finnroad OY, less then 10% of the RTCs are reported inPakistan. This trend has also been substantiated by another study done in Karachi whichestimated that while police records identified a large number of deaths(56%), most of the

3 Statistics by National Police Bureau, 2006

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severe injuries(18 out of 19) remained unaccounted for4. To get better understanding ofextent of underreporting we compared the crash statistics obtained from police and healthsector. Last year in Karachi 16825 RTC injuries were reported to police (FIR based data).However, a research project which is currently underway in collaboration with Jinnah PostMedical College (JPMC) and NED engineering university, revealed 93586 RTC injury casewere admitted in five hospitals of Karachi during last four month of the same year.Considering culture and health sector practices in Pakistan, it is safe to assume that those

9358 cases represent fatal and serious injury crashes only. Minor Injury Crashes and Propert

Damage Only (PDO) are typically not reported in Pakistan. Assuming equal distribution of

police data over 12 month period, police data hardly represents 6 % of fatal & serious injury

crash data.

NRSS is currently collecting data from health sector and so far NRSS has received data form

14 district hospitals out of 112 districts and it reflects that fatalities plus serious injuries are

2.70 per 1000 population. I f we apply this rate to the current population, projected

fatalities plus serious injuries for Pakistan are over 400,000 (418,611) which shows thatpolice were reporting less than 2.5% of all motor vehicle fatalities and serious injuries.

National Injury Survey of Pakistan results estimated that the incidence of RTI was 15.0

(including minor injuries also) per 1000 person per year. Using these figures, the estimated

motor vehicle injuries in 2006 were about 2 Million, which showed that police wer

reporting less than 1% of all motor vehicle injuries. Regional comparison with other Asian

countries revealed that reported fatalities in Pakistan are 4.5 times less than in other

countries7.

Currently Pakistan has not established any centralized data bank which keep record of all thcrashes, but establishment of Road Safety Data Bank covering all the aspects on aaggregated/ disaggregated basis with a mechanism for updating the data base on a regularbasis and to compile and analyze national statistics, and ensure that the comprehensive datexist for road safety planning is one of highest priority of NRSS.

2.0 Motorization in Pakistan

There has been tremendous growth in the automobile sector in the past five years. Vehiclproduction, including cars, trucks, motorcycles, tractors, buses and other commercialvehicles, has sky rocketed from 195,791 units in 2001-02 to 998,592 units in 2005-06

(Increase by 410%). Passenger cars and light commercial vehicles have seen substantial

growth; from 50,000 units per/ year have grown to about 200,000 units/ year (Increase by

4 NAP-NCD ATLAS, National Action Plan for Prevention and Control of Non-Communicable Diseasesand Health Promotion in Pakistan By, Heart File5 Karachi Traffic Police6 JPMC7 Road Traffic Injuries in Pakistan, Trends, Causes, and Policy Implications(NIRC), Health Services Academy,MOH, GOP

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300%). Motorcycles have had the highest growth, increasing from 120,000 to 750,000units/ year (Increase by 525%)8. This upsurge has resulted due to good macro economifundamentals, the advent of car financing which has made purchasing of cars moraffordable and increases in per capita income. As the economic development take place, thdemand for mobility and vehicles increases. Despite of this rapid growth, Motorization in

Pakistan is in the lowest quartile. Actually we are in thepre-motorization

stage in Pakistanwher 8 people out of a 1000 have cars.

3.0 Pakistan Road Safety Issues

Based on discussion with stakeholder throughout the Pakistan, NRSS has identifiedfollowing issues related to road safety:-

3.1 Institutional Issue

Lack of coordination, cooperation, collaboration among safety stakeholders iidentif ied as leading barrier for institutional capacity building. Currently theris no formal coordination and data sharing among agencies on road safety.

Insufficient allocation of financial and human resources to road safety program.

8 Indus Motor presentation at National Road Safety Conference, Karachi.

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Lack of Institutional capacity in Road Safety and Road Safety Champions withinhighway agencies.

Unavailability of trained Traffic Operation Engineers and Road Safety Auditors. Lack of training and educational opportunities to road safety professional. Dependency on high cost international Consultants which limits the opportunities

for road safety improvements. Most critical of the above is lack of Road Safety Champions within highway agencies.

This is the first step in building the institutional capacity for road safety.

3.2 Road Users Issues

Pedestrians prefer J-waking due to lack of any rules. Most of children walk to schoolunaccomplished by an adult. The existing regulations do not allow challan ofpedestrians for their unsafe practices. Legislation/ rules need to be made to regulatpedestrian traffic.

Law for helmet usage is present but its compliance is low. Based on interview ofsome young motorcyclists, it was learnt that warm weather and view restriction aramong the reason for low compliance of helmet use.

Motorist generally do not wear seat belt. There is currently no legislation mandatinit. Motorway police and Islamabad traffic police has started awareness campaignrelated to seat belt. Most of the vehicles plying on road are old and not equippedwith the seat belts.

Pedestrians walking on road under dark condition do not pay any attention to makethem visible.

Use of cell phone while driving, walking and even motor-biking is increasing day byday.

Its not mandatory to keep motorbike front-light on during the day. Public andtraffic police in general are not aware of this safety measure.

No government school has adopted road safety in their curriculum. However fewprivately managed school have included safety education in curricula..

3.3 Public Transportations Issues

Upto 20 years old buses are plying on our roadway.

Shortage of public transportation is causing overloading of Public vehicles.

Lack of government run public transportation has resulted into many smalltransportation companies and those are difficult to regulate.

3.4 Road Infrastructure Issues

Road side hazards is big issue in Pakistan because there is no established SafetyDesign Standards.

Work Zones are poorly designed and MPT devices used does not meet theinternational standards. There is no pay item for MPT in the construction contracts.

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There is no policy on U-Turns. The illegal U-Turns made by the business owners arecausing road crashes.

Underpass chocked during rain making them unusable.

Parking spaces are not available in the major cities, leading to congestion and roadcrashes due to unauthorized parked vehicles.

The driver expectancy has been arisen due to better designed and built motorwayswhich creates safety problem on road network other than motorway.

There is no QC/ QA mechanism in place for road safety design.

3.5 Vehicle Safety Issues

Illegal fabrication of Bedford truck to increase its load carrying capacity. The overloading of the trucks, which are not designed for that amount of load, cause severdamage to roads resulting in rutting of roads and creates safety problems. This also

cause the overloaded trucks to move very slow on the upgrade roads, causindisturbance in the traffic flow and sometimes result in road crashes.

Illegal High intensity lights are being used by the drivers, which are a cause of glareand crashes during night time.

Although fog lights are available in some of the new vehicles, drivers are not awareof their proper use and crashes which can be avoided, happen.

Vehicle safety inspection is performed only on public transportation vehicles andthat is also limited to visual inspection.

3.6 Legislation / Regulation Issues

Highway Ordinance and Motor vehicle Ordinance along with their rules need bconsolidated in one document. Safety Ordinance yet have to be adopted by thprovincial governments and rules have to be formulated.

Many fatal crashes occurred due to falling of unsecured container on passer bvehicle. However, there is no legislation for securing cargo container on trailers andto bring those responsible for this criminal act to justice.

Most of the drivers who are involved in serious road crashes escape criminal andcivil penalties. Crash victims and their relatives are generally not aware of their legalrights/ compensation. Current provision of compensation under Fatal Accident Act,1855 and Section 67 of Motor Vehicle Ordinance, 1965 are outdated and needs to b

reviewed according to current scenarios. Enhancement of compensation rate icurrently being reviewed by MOC.

Current fine structure is not helpful in changing the driver behavior because thtraffic violation fines are too low. For instance, the minimum fine for a traffiviolation is Rs. 50/ - and maximum fine is Rs. 300/ - in Punjab.

The third party vehicle insurance is mostly fake. Furthermore, it only covers thpassengers inside the vehicle, not even the passengers of other vehicle involved inthe crash.

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3.7 Hospital/ Emergency Response Issues

State of the art trauma centers are generally not available in Pakistan.

With exception to Lahore City, there is no government or hospital based ambulanc

service for crash incidents response. When comes to rescue services, the ModelEmergency Rescue Service Medical Service, Punjab Emergency and AmbulancService (Rescue 1122), and the National Highway and Motorway Police came first.

Typically no advance information of crash victim is received in hospitals from firstresponder to the scene.

EDHI ambulance is a major source of crash victims transportation to hospitals inKarachi. EDHI and other similar organizations merely provide transportation servicas their ambulances are not well equipped and typically staff is not trained to providbasic life support.

Growing congestion in urban area causes delay in patient transportation to hospital.Currently there is no capacity of air transportation of seriously injured in both publi

and private hospitals with exception to military hospitals. Issues like availabil ity ofhelicopter in the area, construction of helipad in hospitals, training of traffic police inmanaging traffic during helicopter operation needs attention.

4.0 Actions taken by GOP

National Road Safety Secretariat (NRSS) was established in September, 2006 as lead roadsafety agency under the auspices of Ministry of Communications (MOC) to work onpermanent footing. This secretariat is mandated to develop & undertake multi-sectoral roadSafety projects & implement initiatives established by the high level constituted NationalRoad Safety Council. Primarily, NRSS aimed to take preventive and curative measures for

road safety. To meet the first year expense, seed money of Dolor $ 0.22 (million) waallocated by the World Bank through NHIP program.

NRSS is developing Pakistans first ever National Road Safety Plan which is expected to bfinalized and adopted by fall of this year. Draft National Transportation policy has beenprepared by NTRC which also has a section on road safety. NRSS will also developinstitutional capacity building at national level.

A Road Safety Plan has been prepared in October 2005 for the rural Sindh by Road Sector

Development Directorate (RSDD), Works & Services Department, Government of Sindh.

The prime objective of the Road Safety Plan is to create a capable and a functioning road

safety organization within the Road Sector Development Directorate of the WSD, Sindh.

Other aims are to create awareness amongst stakeholders and road users in improving roadsafety through campaigns and educational programs as well as to strengthen the capacity and

technical capability to record accurate road crash data in Sindh and to mobilize both publi

and private partners to constitute sustainable road safety working bodies at all levels of th

society. RSDD through ADB financing is currently in process of implementing several road

safety initiatives including road safety education.

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The National Highway and Motorway was established using a scientific managementapproach, drawing on human resources development models to create the desiredorganizational culture, policing practices and performance management systems. At present,the National Highways and Motorways Police is deployed on 2,210km of National highwayand 575km of motorways. Whereas, NH&MP is planning to take over N-25 RCD Highway

813km (Karachi-Chaman) and rest of N-10 Costal Highway 653 km. The ultimate target ofNH&MP is to take over entire highways and motorways in phased program. NH&MP i

also providing emergency patrolling services on 455km of the Asian Highway Network. Th

initiative has been highly successful and significant reductions have been achieved in crash

deaths and injuries and road related crime, in the highway and motorway corridors where it

is operational. It has also been successful in eliminating any related corruption associated

with road policing on a substantial basis. Beside enforcement activities, the NH&MP is also

engaged in road safety education activities through electronic as well as print media, b

conducting seminars, workshops and road safety walks. Recently Pakistan has celebrated th

United Nation Global Road Safety Week, 23-29th April, 2007 at national level to creat

awareness among road users and NH&MP played a key role in organizing seminars and roadsafety awareness events throughout the country.

Main reasons for its success is depart from the hard policing which remind people ofcolonial time and providing friendly service and equal application of law on all. Also gapbetween job expectancy and achievement was reduced to prepare a motivated work forcWhen comes to Rescue services The Model Emergency Rescue Service Medical Service,Punjab Emergency and Ambulance Service (Rescue 1122), and the National Highway andMotorway Police has demonstrated their ability to deliver services at international standards.Both of these programs are of great relevance to the rest of Pakistan, to improve roadpolicing and rescue services. The model Emergency Rescue Medical Service is the firsttrained and equipped emergency rescue service established in Pakistan which meetinternational standards. An average response time of less then seven minutes to attendreported incidents is being achieved, which is record performance for a city of seven millionpeople. It has been collecting data since their establishment. They have responded toapproximately 40,000 emergencies, out of which approximately 50% are road crashes. Thbenefits accruing to this service, in terms of reduced morbidity and mortality are substantial.Both programs are resource intensive, but highly beneficial, and both could be further rolledout countrywide to achieve further road safety gains.

In Punjab Traffic Warden Program has been introduced in five big cities. 2800 trafficwardens are now present on roads to control the traff ic system. ITP is working to streamlin

licensing issuance procedure and has developed education program for drivers.

World Bank and Asian Development Bank has funded several transportation projects inPakistan and each of these projects has road safety component but there is no exclusivproject for road safety in Pakistan, even NRSS establishment is part of the safety componentof the N-5 ro ect NHIP Pro ram .

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NRSS plan to form Stakeholder committee to engage private sector in road safety. RoadSafety is a multi-sectoral issue and all sectors including health, education and communicationneed to be fully engaged in activities and advocacy for road accident injury prevention.NRSS will work with all road safety stakeholders including public agencies, NGOs, insuranc

and vehicle manufacturing industry to prepare a comprehensive road safety plan. Priorittargeted areas for road safety in Pakistan are:-

Institutional capacity building Development of National Road Safety Databank Motorcycle Safety Pedestrian/ Bike safety Roadside design Road safety Audits Pre-hospital care Training and education of commercial drivers Develo ment of National Road Safet Fund

5.0 Establishment of Road Safety Fund

Road Safety can not be improved without deliberate and sustained actions. In Pakistan thfunding problem seems to be the most difficult one to overcome and needs to be tackledfirst. Without a stable and sufficient flow of funds for road safety, any attempt to solvinstitutional problems is bound to fail. Therefore, it is necessary to establish national roadsafety funds that are run like a business and f inanced through road user charges. Thcharacter of such road safety funds should be:

Sound legal basis with a road safety fund administration and clear rulesand regulations.

String oversight by a board with qualified and powerful members fromthe private and public sector and representing all important groups withvested interest in road safety.

Revenue incremental to the public budgets and coming from charges relatedto road use and channeled directly to the national road safety fund bankaccount.

Sound financial management systems with lean efficient administrativestructure.

Regular technical and financial audits.

6.0 Agenda for Road Safety in Pakistan

Government of Pakistan is considering following actions in the forthcoming road safetyplan:-

1. Road Safety be listed among high priority program at National level as it is a majorsocioeconomic issue and directl relates with the overt level in the count .

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2. Sustained political will and ownership at the highest level be required for thesuccess of the program.

3. Establishment of National Road Safety Fund to ensure implementation of RoadSafety Plan and Programs.

4. Effective and functional institutional framework be built to develop and

implement polices. An ambitious but realistic targets be set-up in form of safetgoals to achieve measurable outcomes. Whereas, policy formulation &implementation is to remain a continues process.

5. Magnitude of problems encompassing institutional arrangement and capacity brecognized. Institutions to be restructured and bottlenecks be removed to achievthe road safety targets.

6. NRSS be established on permanent basis to regulate resources and to coordinatroad safety efforts at national level. Adequate resource be provided to ensure itsustainability.

7. Organizational set-up be extended upto district level to achieve targeted goals, totranslate & implement policy and to coordinate activity at grass root level.

8. Source of data provision be identified and its accuracy & consistency fordocumentation be ensured. Information system be cost effective and ofstandardized; useful for all decision makers.

9. Policy guidelines in collaboration of Provincial Government be developed andduplicate efforts in various department be identified & removed.

10. RSA should be made mandatory for all projects costing RS. 10 Million or moreanddevelop training program for RSA.

11. A monitory organization be designated to perform Quality Assurance/ QualityControl on major RSAs.

12. Traffic Engineering and Road Safety Courses should be taught both atundergraduate and graduate level in Pakistan universities.

13. Establish Traffic Engineering & Safety Directorate within public highway agencie

to take responsibility for the safety and operational aspects of the road network.Such directorate monitors the network and identif ies congested or unsafe locationfor improvement. In doing so, they often build up unique insights into the range ofcircumstances that can contribute to road crashes.

14. Develop National Policy on Road Safety covering both preventive and post-crashaspects.

15. Road Safety should be introduced in School Curricula.16. Road Safety Park should be established in major cities to educate children, about

the aspects of road safety.17. Mass Public Transit System such as Light Rail and/ or Bus Rapid Transit (BRT) b

introduced in major cities such as Karachi and Lahore.

18. Uniform vehicle inspection centers for the public service vehicles be establishedaround the country.19. Speed Monitoring device be installed in public transportation buses and concept of

self enforcement among private transporter be introduced.20. In urban areas particularly in major cities congestion management program be

developed.21. Separate lane for motorcyclist be considered in urban arteries where motorcycle

volume represents grater share in traffic mix.22. Centralized licensin s stem should be introduced initiall at rovincial level.

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23. An Incident Management Center with state of the art communication facilities beestablished in major cities.

24. Satellite Resuscitation (Life Support) Center be established along major highwayin different hotels or in Mobile Units equipped with all first aid treatment includingbreathing, respiration, circulation & Automatic Electric Deforgments.

25. Spinal Board made with Fiber Glass should be made a requirement for ambulanceservices for transportation of injured patient.26. Hospital should be required to maintain ambulance fleet size along with trained

crew and necessary equipment, compatible with their coverage area needs and bmandated to respond to road crash incidents.

27. Emergency rooms should be provided security means to all Emergency Responsestaff to perform their function smoothly.

28. Considering growing congestion on urban streets, air transportation of seriouslyin ured be considered.

7.0 Conclusion

Road safety crisis needs to be fully recognized and all public agencies as well as privatsectors need to play their role in strengthening road safety. Appropriate resources ballocated to improve safety which is currently far below than the magnitude of problem.Road traff ic crashes are predictable and therefore preventable. In order to combat thproblem, there is a needs for close coordination and collaboration, using a holistic andintegrated approach, across many sectors and many disciplines. National Road SafetSecretariat structure be extended upto district level to achieve road safety objectives at grasroot level.

Transportation agencies in Pakistan are facing severe funding and professional capacitconstraints. Just policy formulation is not sufficient to achieve the desired goal of reducinroad deaths and injuries in the country, unless backed by financial support for itimplementation. While there are many interventions that can save lives and limbs, sustainedpolitical will and commitment along with establishment of National Road Safety Fund aressential without that little could be achieved. Road users in Pakistan deserve better and saferroad travel. Establishment of NRSS as the lead agency in Road Safety is commendablaction by Ministry of Communications. Support of Government of Pakistan andInternational donors/ lenders agencies is very vital for the success of Pakistan Road SafetPro ram.

References

The World Report on Traffic Injury Prevention, 2004 Youth and Road Safety, World Health Organization, 2007 Transport Notes, Implementation the recommendations of the World Report on

Traffic Injury Prevention, Tony Bliss, World Bank. National Action Plan for Prevention and Control of Non-Communicable

Diseases and Heath Promotion In Pakistan. Indus Motor, Karachi

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Road Traff ic Injuries in Pakistan, Trends, Causes, and Policy ImplicationsNational Injury Research Center (NIRC), Health Services Academy, MOH

National Police Bureau Statistics, 2006.

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STAT US OF ROAD SAFETY I N PAKISTAN

Year P A K I S T A N

GDP [Billion US$] 131.5 Billion

2004 Population [Million] 155.37 Million

2004 GDP per capita [US$] 847 US$

2004 Registered Motor Vehicles [1,000] 45,107,882

2004 Two and three wheelers [% of allvehicles

50.07%

2004 Vehicles [per 1,000 people] 34.003

2006 Deaths[Police-reported] 4971

2006 Injuries[Police reported] 10,378

2004 Annual losses[Million US$] 2000 Million US$

2004 Annual losses [% of GDP] 1.5%

Overall N ational Trends

2006 Accidents [Police-reported] 10125

2006 Deaths[Police-reported] 4971

2006 Injuries[Police reported] 10,378

Pedestrian Fatalities

Motorcyclist deathsChildren Fatalities (less than fivears

N.A

2006 Fatalities per 10,000 vehicles 1.102

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2006 Pedestrian deaths [% of the total] 43.01%*

2006 Motorcyclist death [% of the total] 32.05%*

Government Policy

2006 National Road Safety Policy/Strategy

NRSS is developing Pakistans firstever National Road Safety Plan whichis expected to be finalized and adoptedby fall of this year.

Draft National Transportation policyhas been prepared by NTRC.

2007 Plan of Action, Priority Areas Institutional capacity building Development of National Road Safety

Databank

Motorcycle Safety

Pedestrian/ Bike safety

Roadside design

Road safety Audits

Pre-hospital care Training and education of commercial

drivers Development of National Road Safety

Fund.

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2006 Designated lead Agency National Road Safety Secretariat

Financial resources allocated World Bank and Asian Development Bank

has funded several transportation projects inPakistan and some of these projects hasroadsafety component but there is no exclusiveproject for road safety in Pakistan.

Source of Finance GOP, International donors/ lenders e.g.World Bank, ADB etc.

Human Resource allocated International Consultants, Expatriates forroad safet .

National or Impact EvaluationReports

Overall targets

Private Sector Involvement NRSS plan to form Stakeholder Committee

Road Users

Helmet and seat-belt wearing Law for helmet usage is present but itcompliance is low. As far as seat-belt iconcerned there is no law.

Always on Motorbike front-Lights No

Child restraints No

School curriculum Only in some of the private schools.

Drinking and driving No survey has been conducted.

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Roads

Black-spot program and hazardouslocation improvement

Not a formal program

Road Safety Audit Planning StageSeparate road space for pedestrians No (only in urban areas)

Separate road space cyclists No

Forgiving roads No

Vehicles

2004 Number of motorized vehicles[1,000]

45, 1086

2004 Cars [% of total] 17.25%

2004 Buses [% of total] 2.90%

2004 Trucks[% of total] 3.27%

2004 Two and three- wheelers [% oftotal

51.23%

Technical safety requirements No

Periodic inspection Vehicle safety inspection is performed onlon public transportation vehicles and that ialso limited to visual inspection.

Systems and cooperation

National Database Establishment of Road Safety Data Bank isone of hi hest riorit of NRSS.

Accident location information No

Alcohol tests No Roadside Testing

Emergency assistance Available on Motorways (NH&MP, Rescueonly in Lahore)

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* Based on Karachi, Pakistan Statistics

pakistan road safety

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