Download 3Rd Meeting of the National Steering Committee Updates

Total Page:16

File Type:pdf, Size:1020Kb

Download 3Rd Meeting of the National Steering Committee Updates 3rd Meeting of the National Steering Committee for ‘Development of a National Road Safety Plan for National Highways & Motorways Of Pakistan’ Islamabad 10th April, 2018 Furqan Bahadur Khan Secretary, Communication Opening Remarks Launch of National Road Safety Website Furqan Bahadur Khan Secretary, Communications Ms Joanna Reid, Head, DfID Pakistan Ms Xiaohong Yang, Country Director, Pakistan, ADB Jawwad Rafique Malik Chairman, National Highway Authority Hafiz Ahsan Khokar Senior Advisor (Law), Wafaqi Mohtasib Ms PATRICIA SEEX, Head of Economic Growth, DfID Pakistan Department for International Development UK Ms Xiaohong Yang, Country Director, Pakistan Asian Development Bank Agenda Item 2 Current Road Safety Situation Shahbaz Latif, DD Roads, MoC/NTRC Road Traffic Crashes on the National Highway Network Analysis of Fatal Crash Data: 2013-2016 Reported Fatalities in Pakistan, 2016 Most reported fatalities occurReported on the fatalities Provincial Road Network. 2016 National Highways 355 Total Motorways Provincial roads 190 6,003 6,548 Source: Provincial Police, ICP & NHMP Reported Fatalities by Province, 2016 3,500 3,247 3,000 2,500 2,000 1,500 1,317 861 1,000 545 Number of fatalities of Number 500 120 249 209 0 Source: Provincial Police, ICP & NHMP Fatality Rate in Provinces, 2016 7 6.1 6 5 4.5 4.3 4 3.3 3.2 3 2.1 2 1 Number of fatalities fatalities of Number per 100,000 population 100,000per 0 Islamabad Punjab Sindh KPK Balochistan AJK Source: Provincial Police, ICP & NHMP NH&MP Fatality Data, 2013-2016 M-1, M-2, M-3 473 Total 2,021 N-5, N-25 1,548 Source: NHMP Fatalities on N-5 & N-25, 2013 – 2016 600 499 500 457 400 348 300 244 200 Number of fatalities of Number 100 0 Fatality Source: NHMP 2013 2014 2015 2016 Fatalities by National Highway Section, 2013-16 Fatalities on N-5 South increased in 2016. All other N-5 sections and N-25 recorded reductions 250 231 205 200 150 108 119 112 112 103 95 100 90 83 61 68 61 45 49 50 Number of fatalities of Number 6 0 N-5 North N-5 Central N-5 South N-25 Source: NHMP 2013 2014 2015 2016 Fatalities on M1, M2, M3, 2013 - 2016 Fatalities increased by 197% during the period 2013-2016 200 190 180 160 151 140 120 100 80 64 68 60 40 20 Number of fatalities of Number 0 Fatality 2013 2014 2015 2016 Source: NHMP Fatalities by M1 & M2 Section, 2013 - 2016 80 73 70 70 68 60 50 47 46 40 37 29 30 30 25 26 20 Number of fatalities of Number 12 10 8 0 M-1 M-2 North M-2 South Source: NHMP 2013 2014 2015 2016 Highest increase in fatalities recorded on M2 North Fatalities per Road Length, 2013 - 2016 Fatality rates/km recorded on N-5, N-25 and M1, M2, 0.80 0.72 1.20 1.00 1.00 0.60 0.80 0.67 0.40 0.30 0.60 km km 0.20 0.40 0.20 0.00 0.04 0.00 Reported fatality / km per fatalities of Number Number of fatalities per fatalities of Number Reported fatality / km Source: NHMP N-5 N-25 Source: NHMP M-1 M-2 M-3 Vehicles in Fatal Crashes, 2013 - 2016 Vehicle Involvement in Fatal Crashes on NH, 2013-16 Key target vehicles are trucks and buses 700 645 600 500 405 400 293 300 262 200 100 Number of vehicles of Number 0 Fatal crash Source: NHMP 2 wheels Cars Buses Trucks Vehicle Involvement in Fatal Crashes on MW, 2013-16 250 231 200 163 150 100 84 50 Number of vehicles of Number 0 Fatal crash Source: NHMP Cars Buses Trucks Increase in Vehicle Involvement in Fatal Crashes on National Highways, 2013- 2016 Trucks and cars had the highest increase in fatal crash involvement on NH 100% 87.0% 80% 73.6% 60% 40% 19.1% 20% 6.1% Increase in fatal crashes in fatal Increase 0% Source: NHMP 2 wheels Cars Buses Trucks Increase in Vehicle Involvement in Fatal Crashes on MW, 2013-16 Buses had the highest increase in fatal crash involvement on Motorways 250% 236.4% 200% 187.1% 178.9% 150% 100% 50% Increase in fatal crashes in fatal Increase 0% Cars Buses Trucks Source: NHMP Single vs Multi-vehicle Fatal Crashes on National Highways(NH),Single vs multi vehicle fatal crashes 2013 on N--5,16 N-25 2013 - 2014 - 2015 - 2016 Multiple crash 647 Single crash 296 Source: NHMP Truck Multi-vehicle Crashes on NH, 2013-16 • Of the 645 fatal crashes involving a truck, 571 (89%) were multi-vehicle crashes. • About 40% involve a truck or bus. Multiple crash 571 Cars Buses 15% 15% Single crash 74 2 wheels Trucks 42% 24% Source: NHMP Bus Multi-vehicle Crashes on NH, 2013-16 • Of the 262 fatal crashes involving a bus 186 (71%) were multi-vehicle crashes. • 50% involve a truck or another bus. Multiple crash 186 Cars Single 19% Buses 8% crash 76 2 wheels 28% Trucks 41% Source: NHMP Car Multi-vehicle Crashes on NH, 2013-16 • Of the 293 fatal crashes involving a car 192 (66%) were multi-vehicle crashes. • 50% involved a truck or bus. Multiple crash 192 2 wheels Single crash 28% 101 Trucks 42% Cars Buses 10% Source: NHMP 18% Motorcycle Multi-vehicle Crashes on NH, 2013-16 • Almost all (93%) of the 405 motorcycle fatal crashes were multi-vehicle crashes. • 75% involve a truck or bus Multiple crash 377 Cars 19% Single crash 28 Buses Trucks 16% 59% Source: NHMP Single vs Multi-vehicle Fatal Crashes on M1, Single vs multi vehicle fatal crashes on M-1, M-2, M-3 M22013 & - 2014M3 - 20152013 - 2016-16 Multiple crash 148 Single crash 152 Source: NHMP Truck Multi-vehicle Crashes on MW, 2013-16 • Of the 163 fatal crashes involving a truck, 149 (89%) were multi-vehicle crashes. • About 50% involved another heavy vehicle (truck or bus). Multiple crash 149 Buses 20% Single crash 14 Cars 49% Trucks 29% Source: NHMP Bus Multi-vehicle Crashes on MW, 2013-16 • Of the 84 fatal crashes involving a bus, 57 (68%) were multi-vehicle crashes. • Almost 50% involved a truck. Multiple crash 57 Cars Single crash 42% 27 Trucks 47% Buses Source: NHMP 9% Car Multi-vehicle Crashes on MW, 2013-16 • Of the 231 fatal crashes involving a car, 134 (58%) were multi-vehicle crashes. • More than 75% involved a truck or bus. Multiple crash 134 Cars 21% Single crash 97 Trucks Buses 57% 20% Source: NHMP Single vs Multi-vehicle Fatalities on National Highways and Motorways, 2013-16 NHMP Data, 2013-2016 Number of Fatalities % of Fatalities National Highways under NH&MP authority All fatalities 1,555 100.0 Killed in single vehicle crashes 419 27.0 Killed in multi-vehicle crashes 1,136 73.0 Motorways under NH&MP authority All fatalities 473 100.0 Killed in single vehicle crashes 227 48.0 Killed in multi-vehicle crashes 246 52.0 Fatalities in Single vs Multi Vehicle Crashes on Fatalities in singleNH, vs multi 2013 vehicle- crashes16 on N-5, N-25 2013 - 2014 - 2015 - 2016 Multiple crash 1,136 Single crash Source: NHMP 419 Fatalities in Single vs Multi Vehicle Crashes on Fatalities in single vs multi vehicle crashes on M-1, M-2, M-3 M1, M22013 - 2014& M3, - 2015 - 20162013-16 Multiple crash 246 Single crash 227 Source: NHMP Temporal Factors in Fatal Crashes on the National Highway Network, 2013 - 2016 Time of Fatalities on NH, 2013-2016 Number of fatalities on N-5, N-25 0 100 200 300 400 500 600 00:00 - 06:59 368 07:00 - 12:59 458 13:00 - 18:59 485 19:00 - 23:59 244 Source: NHMP Time of Fatalities on Motorways, 2013-2016 Reported fatalities on M-1, M-2, M-3 Number of fatalties 0 50 100 150 200 250 00:00 - 06:59 204 07:00 - 12:59 85 13:00 - 18:59 103 19:00 - 23:59 81 Source: NHMP Temporal factors in all Reported Crashes Reported crashes by day of the week on N-5, N-25 Reported crashes by month on N-5, N-25 2013 - 2014 - 2015 - 2016 2013 - 2014 - 2015 - 2016 300 180 160 248 242 160 148 250 223 221 141 137 204 140 200 125 120 123 200 111 114 114 116 174 120 103 100 150 80 100 60 No of road crashes ofNoroad Number ofNumbercrashes 40 50 20 0 0 Source: NHMP Source: NHMP Reported crashes by month on M-1, M-2, M-3 Reported crashes by day of the week on M-1, M-2, M-3 2013 - 2014 - 2015 - 2016 2013 - 2014 - 2015 - 2016 120 114 200 176 97 99 97 180 164 100 96 155 88 160 142 154 81 83 85 82 82 144 138 140 80 69 120 60 100 80 40 60 Number ofNumbercrashes 20 Numberof crashes 40 20 0 0 Source: NHMP Source: NHMP Time of Day of Fatal Crashes • On National Highways about 40% of fatalities occur during night hours: 6pm to 7am • On Motorways about 60% of fatalities occur during night hours: 6pm to 7am 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 - 2014 - 2015 - 2016 2013 - 2014 - 2015 - 2016 Number of casualties Number of casualties 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 Source: NHMP Source: NHMP Truck Fatal Crashes Day & Night Hours Truck vs all crashes during day and night on N-5, N-25 2013 - 2014 - 2015 - 2016 On National Highways: 50% • 44% of all night-hour crashes 45% 43.7% 40% involve a truck 35% 33.5% 30% • 34% of all day hour crashes 25% 20% involve a truck 15% Percentage of crashes Percentage 10% Truck vs all crashes during day and night on M-1, M-2, M-3 5% 2013 - 2014 - 2015 - 2016 0% 45% 41.9% Nightime Daytime 40% Source: 35% On M1, M2, M3: 30% 25% • 42% of all night-hour crashes 20% 18.7% involve a truck 15% Percentage of crashes Percentage 10% • 19% of all day-hour crashes involve 5% 0% a truck Nightime Daytime Source: NHMP Time of Pedestrian Fatal Crashes on NH, 2013-2016 Number of fatal 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 Source: NHMP Fatal crash Islamabad Capital Territory Analysis of Fatal Road Crash Data, 2013-2017 Islamabad Traffic Police 538 Fatal Crashes Reported in 2013-2017 Reported fatal crashes 2013 to 2017 140 127 113 120 108 102 100
Recommended publications
  • Transport and Communications
    Chapter 14 TRANSPORT AND COMMUNICATIONS A well functioning Transport and communication I. TRANSPORT system is a critical pre-requisite for a country’s i. Road Transport development. Investment in the infrastructure directly affects economic growth through many Road transport is the backbone of Pakistan’s changes such as allowing producers to find the transport system, accounting for 90 percent of best markets for their goods, reducing national passenger traffic and 96 percent of freight transportation time and cost and generating movement. Over the past ten years, road traffic – employment opportunity. In addition, efficient both passenger and freight – has grown much transport and communication systems also have faster than the country’s economic growth. The network effects and allow adoption of latest 10,849 km long National Highway and Motorway production techniques such as just-in time network contributes 4.2 percent of the total road manufacturing. network. They carry 90 percent of Pakistan’s total traffic. Infrastructure development has been a priority area for Pakistan as evidenced by a number of Pakistan, with about 156 million people, has a projects completed or in progress. Major reasonably developed transport system. However, infrastructure projects completed during the last when compared with other developed and seven years include: Islamabad-Lahore Motorway developing countries, the road density of Pakistan (M-2), Makran Costal Highway, Nauttal-Sibi is low. This fact is documented in Fig-14.1. A section including Sibi Bypass, Dera Allah Yar- commonly used indicator for development of the Nauttal Section, Khajuri-Bewata Section N-70, road system is road density (total length of road / Kohat Tunnel and Access Roads, Mansehar-Naran total area), which is often used as an index of Section, Karachi Northern Bypass, Qazi Ahmed & prosperity, economic activity and development.
    [Show full text]
  • Migration and Small Towns in Pakistan
    Working Paper Series on Rural-Urban Interactions and Livelihood Strategies WORKING PAPER 15 Migration and small towns in Pakistan Arif Hasan with Mansoor Raza June 2009 ABOUT THE AUTHORS Arif Hasan is an architect/planner in private practice in Karachi, dealing with urban planning and development issues in general, and in Asia and Pakistan in particular. He has been involved with the Orangi Pilot Project (OPP) since 1982 and is a founding member of the Urban Resource Centre (URC) in Karachi, whose chairman he has been since its inception in 1989. He is currently on the board of several international journals and research organizations, including the Bangkok-based Asian Coalition for Housing Rights, and is a visiting fellow at the International Institute for Environment and Development (IIED), UK. He is also a member of the India Committee of Honour for the International Network for Traditional Building, Architecture and Urbanism. He has been a consultant and advisor to many local and foreign CBOs, national and international NGOs, and bilateral and multilateral donor agencies. He has taught at Pakistani and European universities, served on juries of international architectural and development competitions, and is the author of a number of books on development and planning in Asian cities in general and Karachi in particular. He has also received a number of awards for his work, which spans many countries. Address: Hasan & Associates, Architects and Planning Consultants, 37-D, Mohammad Ali Society, Karachi – 75350, Pakistan; e-mail: [email protected]; [email protected]. Mansoor Raza is Deputy Director Disaster Management for the Church World Service – Pakistan/Afghanistan.
    [Show full text]
  • Developing the Road Network
    1 DEVELOPING THE ROAD NETWORK BY MR. IFTIKHAR RASHID SECRETARY MINISTRY OF COMMUNICATIONS Ministry of Communications 2 Ministry Of Communications The Ministry deals with federalized roads, Policing of such roads, Ports,Shipping,Transport Research and Postal Services Ministry of Communications 3 Vision To provide safe, reliable, affordable and modern communications system to effectively support the economy leading to poverty alleviation and acting as a catalyst for social and economic growth of the country Ministry of Communications 4 Pakistan’s Geo-strategic Location Pakistan is gifted by nature with an excellent geo-strategic location. It is contiguous to South Asia on one side and the Central Asia on the other. This location renders Pakistan as most attractive route for transit. Ministry of Communications Pakistan’s Geo-strategic Location KARAGANDA KARKARALINKS AYOGUZ URALSK AKTYUBINSK TURGAY K A Z A K H S T A N KARSAKPAY CHELKAR SARY - SHAGAR ARALSK TALDY KURGAN UKRAINE GURYEV DZHURALY KZYL - ORDA ALMA ATA ARAL SEA FRUNZE CHIMKENT C A SHEVCHENK KYRGYZSTAN S O UZBEKISTAN P NARYNE NUKAS TAMDYHULAK I A OSHI N TASHKENT C H I N A KASHGHAR URGENCH S E LENINABAD SAMARKAND A GE NAVOI B L A C K S E A ORGIA BUKHARA DUSHAHB KARSHI TAJIKISTAN KANSNOVODSK KHUNJERAB S A PAS R FAIZABAD M AZARBIJAN TURKMENISTAN ERZURUM IN TERMEZ IA ASHKHABAD ISTANBOL MARY JAMMU SIVAS MAZAR - I - SHARIF & ANKARA KASHMIR R TABRIZ MASHAD A DISPUTED TERRITORY N W A H A S ISLAMABAD E T U R K E Y TKABUL P TEHRAN S HERAT I N LAHORE QOM A I R A N H N G KANDHAR A F ESFAHAN QUETTA MULTAN A T KERMAN S I I N D I A SUKKAR SHEERAZ K BAM ZAHIDAN A BANDAR ABBAS P HYDERABAD KARACHI GWADAR ARABIAN S E A 6 Developing Road Network Growth, service delivery improvement and generation of productive employment are critical for poverty reduction.
    [Show full text]
  • Flood Emergency Reconstruction and Resilience Project Project
    Flood Emergency Reconstruction and Resilience Project (RRP PAK 49038) Project Administration Manual Project Number: 49038-001 Loan and Technical Assistance Numbers: {LXXXX; TAXXXX} June 2015 Islamic Republic of Pakistan: Flood Emergency Reconstruction and Resilience Project i Project Administration Manual Purpose and Process The project administration manual (PAM) describes the essential administrative and management requirements to implement the project on time, within budget, and in accordance with Government and Asian Development Bank (ADB) policies and procedures. The PAM should include references to all available templates and instructions either through linkages to relevant URLs or directly incorporated in the PAM. The executing and implementing agencies are wholly responsible for the implementation of ADB financed projects, as agreed jointly between the borrower and ADB, and in accordance with Government and ADB’s policies and procedures. ADB staff is responsible to support implementation including compliance by executing and implementing agencies of their obligations and responsibilities for project implementation in accordance with ADB’s policies and procedures. At Loan Negotiations the borrower and ADB shall agree to the PAM and ensure consistency with the Loan and Project agreements. Such agreement shall be reflected in the minutes of the Loan Negotiations. In the event of any discrepancy or contradiction between the PAM and the Loan and Project Agreements, the provisions of the Loan and Project Agreements shall prevail. After ADB Board approval of the project's report and recommendations of the President (RRP) changes in implementation arrangements are subject to agreement and approval pursuant to relevant Government and ADB administrative procedures (including the Project Administration Instructions) and upon such approval they will be subsequently incorporated in the PAM.
    [Show full text]
  • GCAP and the Geopolinomics of Central Asia's Traditional Indus
    Pivotal Pakistan: GCAP and the Geopolinomics of Central Asia’s Traditional Indus Basin Corridor Aftab Kazi, PhD (Pittsburgh) Professor of International and Comparative Politics American University of Central Asia (AUCA), Bishkek, Kyrgyz Republic, Senior Research Fellow, Social Research Center, AUCA and Senior Fellow, Central Asia-Caucasus Institute Paul H. Nitze School of Advanced International Studies (SAIS) Johns Hopkins University , Washington, DC, USA (Paper presented during the International Conference on “ Partnership, Trade, and Development in Greater Central Asia”, Kabul, Afghanistan, April 1 and 2, 2006) Pivotal Pakistan: GCAP and the Geopolinomics of Central Asia’s Traditional Indus Basin Corridor Aftab Kazi I. Background Political orders often shape the processes of socioeconomic and cultural developments often through conquests and migrations or after an economic or military disaster and civil wars or simply by the fall of an existing order caused by specific historical reasons with a major power vacuum. The construction of new political orders can take decades. The power vacuum caused by the collapse of the Union of Soviet Socialist Republics (USSR) has initiated the processes of an emerging political order, which, among other things, has to determine that the landlocked Central Asian countries including Afghanistan and Caucasus are reconnected with the world economy through region’s traditional cost effective transportation routes in Southwest Asia. Commercial Dependence of the landlocked newly independent states solely upon the old Soviet routes and constant civil unrest in Afghanistan caused by the zero-sum game played by regional and international actors continue to hamper efforts toward the creation of a new commercial regime necessary to help revive Central Asia’s long stalled traditional economic and political socialization with its southern neighbors.
    [Show full text]
  • Supplementary 2015
    GOVERNMENT OF THE PUNJAB SUPPLEMENTARY BUDGET S T A T E M E N T For 2015-2016 I SUPPLEMENTARY BUDGET STATEMENT 2015 - 2016 SUMMARY BY DEMANDS Reference to Demand Grant Name of Demand Rs. pages Number Number I. Supplementary Demands (Voted) 1 1 3 Provincial Excise 737,724,000 2-3 2 5 Forests 21,970,000 4-9 3 9 Irrigation & Land Reclamation 2,691,013,000 10-48 4 10 General Administration 4,793,804,000 49-52 5 18 Agriculture 12,708,584,000 53 6 21 Cooperation 32,896,000 54-56 7 24 Civil Works 472,386,000 57-58 8 27 Relief 20,609,024,000 59 9 28 Pension 8,000,000,000 60-61 10 32 Civil Defence 527,676,000 62-65 11 33 State Trading in Foodgrains and Sugar 17,467,573,000 66-260 12 36 Development 67,465,788,000 261-262 13 38 Agricultural Improvement and Research 73,384,000 263-271 14 41 Roads and Bridges 6,414,569,000 272-273 15 43 Loans to Municipalities/Autonomous Bodies 4,077,214,000 Sub-Total Voted 146,093,605,000 II SUPPLEMENTARY BUDGET STATEMENT 2015 - 2016 SUMMARY BY DEMANDS Reference to Demand Grant Name of Demand Rs. pages Number Number II. Token Supplementary Demands (Voted) 274 16 1 Opium 1,000 275 17 6 Registration 1,000 276 18 7 Charges on Account of Motor Vehicles Acts 1,000 277-278 19 8 Other Taxes and Duties 1,000 279-282 20 11 Administration of Justice 1,000 283-284 21 12 Jails & Convict Settlements 1,000 285-299 22 13 Police 1,000 300 23 14 Museums 1,000 301-311 24 15 Education 1,000 312-384 25 16 Health Services 1,000 385-390 26 17 Public Health 1,000 391 27 19 Fisheries 1,000 392-398 28 20 Veterinary 1,000 399-401 29 22 Industries 1,000 402-412 30 23 Miscellaneous Departments 1,000 413-415 31 25 Communications 1,000 416 32 26 Housing & Physical Planning Department 1,000 417 33 29 Stationery and Printing 1,000 418-420 34 30 Subsidies 1,000 421-482 35 31 Miscellaneous 1,000 483-487 36 37 Irrigation Works 1,000 488-537 37 42 Government Buildings 1,000 Sub-Total Token 22,000 Total Voted 146,093,627,000 III SUPPLEMENTARY BUDGET STATEMENT 2015 - 2016 SUMMARY BY DEMANDS Reference to Demand Grant Name of Demand Rs.
    [Show full text]
  • Transport and Communications
    Chapter 13 Transport and Communications Introduction 13.1 Road Transport Pakistan is blessed with a very unique geo-strategic Topography of the region consists upon hilly location posing strength and challenges for its mountain areas, far flung agriculture lands and the endurance. The opportunities and potential can be productive resources scattered all over the country. realized by exploring its critical connectivity of land Roads provide easy and efficient means of routes, coastal lines and pass through air routes transportation. About 61.4 percent of our population which are endowed by the favourable climate. The lives in villages. Roads network in Pakistan is of country offers the most effective, economical and crucial importance for the movement of people and viable transit routes throughout the seasons to the goods, integrating the country, facilitating economic land locked Central Asian Countries and other growth and in reducing poverty. Total roads network neighbouring countries providing a very convenient in Pakistan is around 263,775 kms out of which trade corridor. World Bank estimates that poor about 70 percent are paved. Road density in Pakistan performance of the transport sector is costing is 0.32 km/km2 which is low in comparison of Pakistan about five percent of its GDP. Furthermore neighbouring countries. thirty percent of agriculture output is currently wasted due to its inefficient farm to market channels, This roads network carries over 96 percent of inland lack of cold storage facilities and an obsolete freight and 92 percent of passenger traffic and are underpowered trucking fleet. undoubtedly the backbone of the economy. Table 13.1 shows the details of roads in Pakistan.
    [Show full text]
  • Tra Com Ansp Mm Port Unic and Catio D
    Transport and Communications 14 An efficient transport system contributes to economic growth by lowering domestic production cost through timely delivery of raw materials, enhancing economies of scale in the production process, integrating markets, creating economic opportunities and communication links among people. In this fashion it also enhances the competitive advantage of the economy in production of goods and thereby promotes trade. A competent transport system will also encourage tourism and foreign investment. This sector generates a large number of employment opportunities, currently 6 percent of employed labour force is said to be engaged with this sector. The sector also contributes to the government revenues through taxes and duties on production and import of vehicles and parts, petroleum products, and fees on ownership and operation of vehicles. Globally transport and communication is changing every aspect of human life, from trade to manufacturing, education, research, entertainment, culture and defence. Most emerging economies being aware of the strength of these services are transforming their economies towards knowledge and communications. In order to keep pace with the global environment, Pakistan is also developing efficient and well integrated transport and communication system. With this it will emerge as a competitive economy, enhancing its trade performance and thereby attaining sustainable growth. Road density of any country is an indicator of the level of prosperity and development. Current road density in Pakistan is 0.32km/km2 which is much less even from regional standard. Government of Pakistan is endeavouring hard to double road density to 0.64 km/km2 as shown in Fig 14.1 Fig‐1: Road Density Comparison 3.5 3.07 3.0 2.5 62 .
    [Show full text]
  • Chapter 2 Current Status and Issues of Afghanistan and the Surrounding Countries
    The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries Chapter 2 Current Status and Issues of Afghanistan and the Surrounding Countries 2-1 Current Status and Issues of Afghanistan and the Surrounding Countries 2.1.1 Current Status and Issues of Afghanistan 2.1.1.1 Current Status and Issues of the Industry and the Economy (1) Outline Figure 2.1 shows the changes in the population in Afghanistan. It remained flat at about 12-13 million to 1990 but increased remarkably after 1990, and the population as of 2008 increased to twice as much as that in 1990 or increased to about 27 million. Dollar-denominated per capita GDP1 increased up to 1990 and then downwarded in 1990s and rebounded in the 2000s. The decrease in per capita GDP in the 1990s is considered to result from a downturn in the economy as well as the rapid increase in population. ―: Population (10,000 persons) ―: Per-Capita GDP (US dollars) 3,000 500 人口(万人) 450 2,500 一人当たりGDP(米ドル) 400 350 2,000 300 1,500 250 200 1,000 150 100 500 50 ‐ ‐ http://unstats.un.org/unsd/snaama/dnlList.asp Figure 2.1 Population and Per-Capita GDP in Afghanistan (left axis: population, right axis: Per-Capita GDP) The population in Afghanistan is dispersed. The population density is relatively high in the southeast, mainly in Kabul, and in the north in Mazar-e-Sharif but low in the southwest especially in the Balochistan area. 1 Current price 2 - 1 The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries Afghanistan; Cross Border Trade and Transport Facilitation (from Columbia University, Socioeconomic Data and Application Center) Figure 2.2 Population Distribution in Afghanistan (persons/km2) Figure 2.3 is the GDP distribution by industry indicated in the UN statistics2.When the Soviet Union troops retreated in 1987 (withdrawal completed in 1989), the Afghan economy began to drop, and severely dropped in the anarchy after collapse of the Najibullah regime.
    [Show full text]
  • Land Use Atlas of Pakistan
    LAND USE ATLAS OF PAKISTAN NATIONAL LAND USE PLAN PROJECT Ministry of Environment Government of Pakistan Minister’s Message Preparation of Land Use Atlas of Pakistan is a major landmark for the Ministry of Environment and the country. I am happy to note that the National Land Use Plan Project has successfully completed this task which, in addition to immense value to the Ministry, also has great potential utility for other line ministries, and institutions dealing with environment and sustainable development. The Atlas presents an integrated spatial database through Geographical Information System. Looking at the coverage of the Atlas, I see that it has wide utility ranging from interpreting the state of environment in the country to prediction of future climate change and desertification and for identification of areas prone to environmental risks and hazards. The Atlas is the product of a combination of remote sensing and geographical information technologies. It opens a new era of analytical framework that would go a long way in promoting sustainable development in the country. The preparation of the Atlas, however, is only the first step. There is a need to widely disseminate it to stakeholders in order to effectively utilize the information. I am glad that steps have already been taken by the Ministry to distribute CDs of the Atlas widely to its potential users. Hameedullah Jan Afridi Federal Minister for Environment FOREWORD The National Land Use Plan Project (NLUP) was launched by the Ministry of Environment in 2004 to undertake an inventory of land cover/land use and associated features in Pakistan through satellite imageries to collect and consolidate the digital data and utilize it effectively in environmental planning and management.
    [Show full text]
  • (1) This Act May Be Called the National Highway Authority Act, 1991, Amended in 2001
    CHAPTER I PRELIMINARY 1. Short Title, Extent and Commencement: (1) This Act may be called the National Highway Authority Act, 1991, amended in 2001. (2) It extends to the whole of Pakistan. (3) It shall come into force at once. 2. Definitions: In this Act, unless there is any thing repugnant to the subject or context. (a) “Auditor General” means the Auditor General of Pakistan; (b) “Authority” means the National Highway Authority established under Section-3; (c) “Board” means the Executive Board of the Authority; (ca) “CDWP” means the Central Development Working Party; (d) “Chairman” means Chairman of the Authority; (e) “Council” means the National Highway Council; (ea) “ECNEC” means the Executive Committee of National Economic Council; (f) “Member” means Member of the Council or, as the case may be, of the Board; (g) “National Highway” means a road specified in Part 1 of the Schedule and includes a road declared by the Federal Government, by notification in the Official Gazette, to be a National Highway; (h) “President” means President of the Council; (i) “Regulations” means regulations framed under this Act; (j) “Right of Way” (ROW) means the land acquired for the purpose of construction of a National Highway or any other road assigned to the Authority; (k) “Road” means a road including land within the ROW and all works, such as, carriage-ways, cart-ways, footpaths, berms, side drains, culverts, bridges, tunnels, fences, posts, sign- boards, plantation and lighting arrangements, intersections and medians assigned to the Authority; (l) “Rules” means rules made under this Act; and (m) “Strategic Road” means a road specified in Part-II of the Schedule and includes a road declared by the Federal Government by notification in the Official Gazette, to be a strategic road.
    [Show full text]
  • Islam-I-Jamhuriya-E-Pakistan
    Islamic Republic of Pakistan Islam-I-Jamhuriya-e-Pakistan General Status (2009). LOCATION: An Islamic Republic in South-Asia took over its independence in August 1947. Pakistan shares its land borders (Total 6774 km) with India in east (2912 km), China in North (523 km), Iran (909 km) & Afghanistan (2430 km) both in west and the Arabian Sea in the south with 1,034 km of coastline. The country is composed of towering peaks in north including 2nd highest mountain in the world (K-2) 8611 m, dry scrubby mountains in west, inhospitable plateau in south west, barren desert in southeast, sandy beaches, lagoons, mangroves swamps, preserved beautiful moist temperate forests in south. The alluvial plains, third of country, are the heart of Pakistan where most of the population lives. Pakistan was the cradle of the earliest known civilization, the Indus Valley civilization. CLIMATE: The four well-marked seasons in Pakistan are:- i) Cold season (December to March). ii) Hot season (April to June). iii) Monsoon season (July to September). iv) Post-Monsoon season (October and November). Seasonal temperatures vary widely with the exception of the Far North. Summers are hot throughout the country with temperatures ranging to 90- 120°F (32-49°C) and little nighttime relief. Trade winds provide some relief during the hot and humid summers in Karachi and a brief cool season comes between December and February. In Lahore, Islamabad, and Peshawar a distinct winter season brings daytime temperatures of 60°F (16°C) or less, cold nights, and - in Islamabad and Peshawar - frequent morning frost does occur 28°F (-2°C) during the stark winter season.
    [Show full text]