Improving Road Safety
in the OIC Member States
98
NRSAPs prevent the effective implementation and functioning of the NRSAPs. If the pre-
conditions that are mentioned above are met, the NRSAP approach could be revitalised with
policy measures that are clearly interlinked based on a clear prioritisation process which is
linked to clearly defined objectives and targets; a process of monitoring and evaluating the
implementation of the measures, and the effectiveness thereof; clear funding requirements per
measure and proper planning of measures.
In order to streamline the above process, a leading agency is needed. Also here basics are in
place, with the establishment of the National Road Safety Council. Factors preventing the NRSC
to function at its utmost potential need to be addressed.
The NRSC is to drive forward the national road safety policy and plan it needs to concentrate on
the five road safety pillars with results highlighted below:
 Road safety management: these are the factors relating to creating political will; approaching
road safety in an holistic, integrated manner; creating an enabling environment with
sufficient and stable funding and a supporting legal framework, backed-up by proper
enforcement; organising the collection of accident reports and road safety data as input for
accident analysis to define effective countermeasures; define a national road safety strategy
with clear and SMART (measurable) objectives and targets and National Road Safety
Strategic Action Plans to manage the process amongst stakeholders in an integrated way, by
a lead agency, which could be the NRSC. Road safety research should be a driving force for
any kind of road safety management process and funding should be provided for research
and investigation. The Accident Research Institute (ARI), should be supported for scientific
research with modern tools.
 Safer roads and mobility: improve road conditions and prioritise road maintenance; provide
sufficient funding for road maintenance; incorporate road safety in road standards and
design; preparation and application of safety manual; provision of service road for all
national highways; accommodate for vulnerable road users and NMT; carry out black sport
analysis and treatment on a structural basis; increase the use of road safety audits as a means
to reduce accidents; develop and further improve relevant manuals, handbooks and
guidelines and facilitate platforms to exchange best practices in this field between RHD and
LGED. Road safety audit should be carried out for every route. On existing roads,
rehabilitation should be done based on road safety audits/road safety inspections. New roads
should be subject to road safety audit, during design and following construction.
 Safer vehicles: develop standards for vehicles and roadworthiness tests; carry out vehicle
inspections by the police and be strict on nasimon and karimon. Existing nasimon and
karimon might be allowed in village road with some safe modification like including brake,
indicators and so on.
 Safe road users: Presently a driving test is not standard and a heavy vehicle driving test and
training is totally missing. For this reason, driving test procedures should be modernized
with driving simulator (locally calibrated) and practical road test. Invest heavily in road
safety awareness program and training for all relevant stakeholders, including professionals