afrikaans kan uit parlement waai - puc open data
TRANSCRIPT
VERKEERSVEILIGHEID IN ZUID AFRIKA
Verslag van Joop H Kraay
3RD AFRICAN ROAD SAFETY CONGRESS
14-17 april 1997Pretoria
Zuid Afrika
JHK/ZAFRICA.005/7 augustus 1997
Afrikaans kan uit Parlement waaiKAAPSTAD. - Die status van Afri-kaans in die Parlement is in diegedrang. Dit is moontlik dat die•gebruik varrdie taal m die Parle- •ment kan verdwyn en Engels "dietaal van kommunikasie"~ gaanword.
Rapport het gister berig dat dieSpeaker, dr. Frene Ginwala, tweeweke gelede op 'n geslote vergade-ring, bygewoon deur senior ver-teenwoordigers van alle politiekepartye, voorgestel het dat 'n alge-
mene taal van kommunikasie oor-weeg word.
Na berig word, is dié voorsteldeur Ginwala Tiie-baie geestriftigdeur almal ontvang nie.
Tans word "alle amptelike doku-mentasie van die Parlement inEngels en Afrikaans versprei.
Die Grondwet bepaal dat die na-sionale en provinsiale regeringsenige bepaalde amptelike tale virregeringsdoeleindes kan aan-wend, maar minstens rwee ampte-
like tale moet gebruik.Luidens die berig het die Vry-
heidsfront teen die beoogde plan-ne vasgeskop'en-wïl die part.' die
fsaak na die Konstitusipnele Hof'voer.'
Ginwala het blykbaar daarnagesé sy wil eers 'n regsmening in-win voordat 'n finale besluit ge-neem word.
Na berig word, sal die saak inApril, na die Parlementêre Paas-reses, bespreek word.
Taal oorleef stryd in regstydskrifJOHANNESBURG. - Afrikaanshet 'n verbete aanslag oorleefwaarin probeer is om die tyd-skrif De Rebus, amptelike mond-stuk van die Vereniging vanProkureursordes, net in Engelste laat publiseer.
In die redaksionele kommen-taar in die jongste uitgawe vanDe Rebus word geskryf: "Geenkwessie in De Rebus het soveelreaksie van lesers ontlok as diévan taaivoorkeur nie."
Middel verlede jaar het De Re-bus sy lesers genooi om deel teneem aan 'n peiling oor die taalwaarin die tydskrif moet ver-skyn. Een van die drie alterna-tiewe was "dat ons sal oorskakel .na 'n beleid waarvolgens die he-
le tydskrif ne: in Engels gepubli-seer word".
Dié voorstel het, volgens DeRebus, " 'n stortvloed briewe totgevolg gehad".
Een van die besluite wat dietydskrif geneem het, is dat allenuwe rubrieke in Engels moetwees. Dié besluit is egter onder-hewig aan uitsonderings.
"Enige bydrae wat nie spesi-fiek in opdrag van die redaksietot gereelde rubrieke gemaakword nie, sowel as ander arti-kels en briewe aan die redak-teur.. .sal so ver moontlik in dietaal waarin dit ontvang word.gepubliseer word.
" 'n Toename in die hoeveel-heid Engels wat in toekomstige
jare in De Rebus gebruik gaanword. is na ons mening gevolg-lik onafwendbaar.
"Ons is van voorneme om toete laat dat die vloei van die wa-ter die rigting van die stroom be-paal en sal dus met die bestaan-de beleid (waarin Afrikaans be-hou word) voortgaan en dit toe-laat om natuurlik te ontwikkel.
"Ons is bewus dat ons besluitnie 'n oplossing bied vir diegenewat graag 'n suiwer Engelse tyd-skrif wil hè, of vir dié wat ver-lang na 'n terugkeer tot diestreng 50-50-verdeling tussenEngels en Afrikaans van 'n de-kade gelede nie.
"Dit is egter nie nou tyd virenige van dié opsies nie."
'Moerde die slegte uitverlede neem om
toekoms op te bou nie!'"Geregtigheid" van Nelspruit, skryf:
'n Lied uit ons Afrikaner-volksmond lui:"Uit die chaos van die eeue het verrys 'nstoere volk!"As ons ooit in die chaos van die eeue geleefhet in ons mooi land, dan is dit nou!Sinnelose moorde op polisiemanne in 'nrustige voorstedelike woonbuurt, sinnelosemoord op nooddiensmanne wat in diemiddernagtelike ure nooddiens wil lewer.Kan 'n mens jou indink dat mense daardietyd van die nag rondry met een ding ingedagte, kyk of ons nie iemand kan kry omdood te skiet nie.
Produktiewe plaasboere word redeloosvermoor en oumense is sagte teikens.Verkragting vierhoogty, motorkapings metgepaardgaande doodmaak is aan die ordevan die dag, kindermishandeling enmolestering ruk hande uit, bedrog, diefstal,roof en moord is alledaags.Staatsgelde word verduister, gesteel en
beroof en wanaangewend. Korrupsie is aandie orde van die dag en al wat ondersoekword, is korrupsie van die vorige regime!
Hierdie toedrag van sake wil ek direk voordie deur van die ANC lê. In h u l l e"vryheidstryd" het hulle 'n kuituur vangeweld geskep, 'n monster wat hulle vandagnie kan beheer nie.
Die polisie se gesag is afgewater en issoveel werd as die Boy Scouts of Voor-trekkers. Hulle is 'n bespotting omdat diestaat nie agter hulle staan nie. Mense watgeëer moet word.Om alles te vererger, is die onding van
regstellende aksiebesigom die totale lands-ekonomie en regeringstelsel in wanorde tedompel. Mense wat totaal onbevoeg is,word in beheer- en openbare poste aangestelen alles stort in duie.Kyk maar na die Parkeraad waar kampe virmaande sit sonder bestuur.Moenie apartheid in trurat af forseer nie!
Laat staan die gesindheid van die apartheid,era. Julle ry in elke geval op die soustreir.ie.
Leer om te neem uit die verlede er. diegoeie toekoms daarop te bou. Julle ir i besigom uit die verlede die slegte te oeem endaarop die toekoms te bou - fond.'ament vansand!Sal daar uit hierdie chaos, ooit 'n "stoere
volk verrys?"
Paas-dodetal 16%hoer as verlede jaar
CorCornellissen
DIE Nasionale Verkeersinligtingsentrum het bekend ge-maak dat die amptelike dodetal op die land se paaie virdie Paasnaweek 306 was.
Dit was sestien persent hoer as verlede jaar se dodetal.' n Woordvoerder, Marleen Leita, se die slagoffers is doodin 210 noodlottige botsings.
Leita se die gure weer die naweek oor die grootste deel
vandie land was een van die faktore wat bygedra hettot die hoe dodetal.
In KwaZulu-Natal het 36 mense omgekom in bot-sings. Dit was laer as verlede jaar toe 42 mense indieselfde tyd in ongelukke gesterf het.
Die verkeersowerhede in die provinsie se dit is tedanke aan die nuwe verkeers veiligheidstrategie, VIC-TORIA, wat verlede jaar geimplimenteer is.
Daar was ook 'n veldtog teen dronkbestuur enspoed op doe hoofroetes wat vnigte afgewerp het.
Byna 'n derde van sterftesin Paastyd was voetgangersPORT ELIZABETH. - Die Oos-Kaap-se Verkeersinligtingsentrum het sykommer uitgespreek oor die grootaantal voetgangers wat tydens diePaasnaweek op paaie in die streekgesterf het.
Altesame 181 mense het reeds dienaweek op Suid-Afrikaanse paaiegesterf.
Van die 41 mense wat sedert diebegin van die Paasnaweek op Oos-Kaapse paaie in padongelukke ge-sterf het, was 12 voetgangers. Ditverteenwoordig amper 30% van diepadsterftes in die gebied.
Die padsterftesyfer in die Oos-Kaap is steeds die hoogste van al diestreke in die land.
Die nat weer wat tans ondervindword, sal dié syfer teen vanaand
kwaai kan laat styg.Volgens syfers wat gisteraand
deur die Provinsiale Verkeersinlig-tingsentrum (PVIS) uitgereik is, isaltesame 181 mense sedert die beginvan die Paasnaweek op Suid-Afri-kaanse paaie dood.
Altesame 41 sterftes (22%).van dienoodlottige padongelukke was opOos-Kaapse paaie.
'n Woordvoerder van die sentrumhet sy kommer uitgespreek oor diehoe snelhede waarteen motoriste indie algemeen ry.
Baie motoriste versuim ook om 'nveilige volgafstand te handhaaf.
Altesame 20 mense het in die Wes-Kaap in padongelukke gesterf; 6 indie Noord-Kaap; 33 in die Vrystaat;20 in KwaZulu-Natal; 11 in Noord-
wes; 10 in Gauteng; 29 in Mpumalan-ga; en 11 in die Noordelike Provin-sie, het die PVIS bekend gemaak.
• Volgens 'n woordvoerder vandie Polisie op Queenstown het viermense Donderdag gesterf toe die mi-nibus-taxi waarin hulle gery het, na-by die dorp omgeslaan het. 'n Bandhet vermoedelik gebars.
Drie mense het op die toneel ge-sterf, en een in die hospitaal. Vyfmense is ernstig en ses lig beseer.
• Drie mense het Donderdagaandnaby Uitenhage verongeluk.
• Altesame 13 mense het vroegVrydagoggend in twee afsonderlikeongelukke op die pad tussen Gra-hamstad en Port Elizabeth gesterf,en altesame agt mense is in die onge-lukke beseer, het die NVIS gesê.
Padsterftesyfer in Vrystaat styg tot 42Hannarjie van der MerweSES insittendes van 'n bussie watin 'n ongeluk verkool is, en 'n.wielvan 'n taxi wat gebars het, het dieVrystaat se padsterftesyfer vir diePaasnaweek gisteraand tot 42 laatsryg. Dit is die tweede hoogste syferin al die provinsies.
Altesaam 21 van die oorledenes isin twee ongelukke in die Noord-Vrystaat verkool. Verlede jaar is 34mense die Paasnaweek op paaie indie Vrystaat dood.
Verkeer op die hoofpaaie in dieprovinsie het gister op die laastedag van die naweek tot n^r as1000 voertuie per uur gestyg, entalie bestuurders het die spoedperkoorskry.
Ses mans is verkool toe die ToyotaVenture-bussie waarin hulle en vyfander passasiers van Pietersburg naOos-Londen op pad was, gisterog-gend op die Nl by Heuningspruit in
die Noord-Vrystaat omgeslaan enaan die brand geraak het.
Een mens is dood en 13 beseer toedie wiel van 'n minibus-taxi gister-middag 13 km buite Wepener op diepad na Zastron gebars het. Die taximet 'n Welkom-registrasienommerhet in die rigting van Bloemfonteingery.
Nog vyf mense is gister op paaiein Noord-Kaap dood. Dit bring dietotaal nou in die provinsie vir diePaasnaweek op 13 te staan.
Die landwye sterftesyfer het gis-teraand tot 259 gestyg nadat ditSondag omstreeks 22:00 op 206 ge-staan het.
Die Nasionale Verkeersinligting-sentrum (NVIS) se tussen Wardenen Villiers in die Vi-y staat het 68%van die bestuurders gister die spoed-grens oorskry, en 25% van hullehet sowat 140 km per uur gery. ByVan Reenen waar l 499 voertuie peruur gisteraand getel is, het 73% vandie bestuurders die spoedgrens oor-
skry.'n Woordvoerder van die Ver-
keersinligtingsentrum buite Bloem-fontein se gister teen 14:00 het l 296voerruie per uur in al twee rigtingsop die Nl verby Bloemfontein gen',by Kroonstad was dié telling 1191per uur, en op die N3 by Frankfort1670 per uur. 'n Groot probleemwas op die N3 waar 72,9% van allevoerruie die spoedgrens oorskry het.
Die ander provinsies se steritesy-fers was gisteraand: Oos-Kaap 49.Mpumalanga 37, Gauteng 27. Wes-Kaap 26, KwaZulu-Natal 30. Noorde-like Provinsie 20 en Noordwes 15.
Die NVIS se die veldtog waarinmotoriste die Paasnaweek versoekis om ook in die daglig met hulmotorligte aangeskakel te ry, hetpadsterftes met 65% verminder. Ver-keersowerhede verwag dat die sterf-tesyfer nog kan styg met duisendemotoriste wat terugkeer huis toe.Verlede Paasnaweek het 264 menseop die paaie gesterf.
Volgens die sentrum was 180 bot-sings noodlottig. jQ(
Tïoue wordnagmerrie
Tempoverslaggewer
VIR 'n paartjie van New-castle het die woorde "tenvoorspoed of teëspoed"waargeword, en nie eensbaie lank nadat hulle trouaanmekaargesweerhetnie.
Ashley en Soney Singhhet skaars verlede naweekhul onderskeie beloftes aanmekaar afgelê, of die prob-leme het begin.
Net na die huweliksbeves-tiging, is die paartjie na dieonthaalsaal, waar 'n grootniks op hulle gewag het. Inpleks van die paadjie wat
met roosblare gestrooi souwees, en boe wat met blom-me toegerank sou wees, wasdaarnet 'n kale saai met 'npaar tafels en stoele.
Hulle hoef nie lank tegewag het vir die volgenderamp nie. Die klein bruids-tafel was slegs gedek virvier mense, en die bruid seouers moes hulself elderswend vir 'n sitplek.
Seshonderd gaste, vanregoor die land, was inge-druk by tafels van tien, enhul hongermoes gestil wordmet vier samoosas en vierchilli-happies elk.
Toe die tyd aanbreek vir
die gaste om 'n heildronk opdie paartjie te drink, moeshulle eers 'n soektog aan diegang sit om die sjarnpanje tevind.
DRANK
In die saai se kombuisiehet hulleafgekom op diekistedrank, maar inpleks van sjam-panje, was dit slegs goed-koop wit wyn. Daar was ookgeen sjampanje-glase nie engewone klein glase moesmaar doen.
Ten einde laaste kon diegaste 'n heildronk drink opdie paartj ie, en hulle 'n lewesonder verdere rampe toe-wens - of so het hulle ge-hoop.
Volgende op die lys wasdie kos T dit moes halfsesbedien word, maar is op dieou einde eers halfogt voorge-sit, omdat die spysenier eersteen vieruurbegin kook het
Die kelners istoe ook nieso goed aangetrek as watbeloof is nie - dit was nag-wagte wat by die nabygeleëstalle gewoon het.
Gaste moes hulself op dieou einde help aan 'n buffet-maaltyd wat nie naastenbygely k het soos wat dit op diespyskaart voorgehou is nie.
Die vrugtepons was niksanders as geel kinderkoel-
drank wat teen 8: l verdun isnie, en om hiertoe by te dra,was daar slegs twaalf be-kers om seshonderd gastete bedien.
Toe dit tyd geword het virdie paartjie om die troukoekte sny, was daar geen mesnie en moes hulle doen met'n plastiese mes wat nie deurdie koek kon sny nie. En nieomdat die mes stomp wasnie - die koek was uitpolisti-reengemaak!
Die paartjie is later oorb-luf huistoe, maar die vol-gende dag hetAshley se pasowat driehonderd van diegaste na sy huis genooi vir'n heerlike tuisgekooktemaaltyd - nadat die trou-etehom alreeds R12 500 gekoshet
KOMPENSEER
Die spysenier kon nie virkommentaar opgespoorword nie, hoewel sy aanAshley beloofhet dat sy virdie gemors sal kompenseer.
"Niks kan vergoed virdie verlies van die dag nie.Dit was ons troudag, en diegelukkigste dag van onslewens. Die spysenier wasreg toe sy gesê het dat sy ons'n dag gaan gee wat onsnooit sal vergeetnie/'hethygesê.
feï'<
ROAD SAFETY APPROACHES IN THE NETHERLANDSAND IN THE EUROPEAN UNION
Joop H KraayTraffic Research Centre AVV
Ministry of TransportThe Netherlands
Paper presented to the 3rd African Road Safety Congress
14-17 April 1997Pretoria
é.
ROAD SAFETY APPROACHES IN THE NETHERLANDSAND IN THE EUROPEAN UNION
Joop H. KraayTraffic Research Centre AVV
Ministry of transportThe Netherlands
IntroductionSince 1986 approximately half a million European citizins have been killed by trafficaccidents in the European Union. Annually, the fivteen countries of the EU face around45,000 deaths and 1,5 million admissions to hospital caused by road traffic accidents.In economie terms, the total estimate of the costs of road accidents across the EuropeanUnion was 162 billion ECU's in 1995 and is about three per cent of the European UnionGross National Product.
If we want to decrease these external costs, there is a clear challenge for policy makers toreduce risk and improve safety. But let us not forget that it is not external costs orstatistics that should drive us to improve safety: saving human life is valuable for its ownsake.
In The Netherlands, road safety has improved considerably since the early 1970s, despitethe fact that over the same period the degree of mobility had increased strongly.
Many national countermeasures have contributed to this reduction. These include thecompulsory wearing of seatbelts in cars, compulsory crash helmets for moped andmotorbike riders, strict legislation on drinking and driving, and strict enforcement of thislegislation. Other factors contributing to the drop are the construction of motorways, theintroduction of 30 km/h-zones in residential areas and the construction of roundabouts atdangerous crossroads.
The Netherlands is one of the safest and highly motorised countries in the world. Never-theless, in recent years the annual number of road fatalities has ceased to drop sharply, andnow seems to hover around some 1300 road accident fatalities a year.
The flipside of this relative success in the recent past is that it has become harder toachieve a further fall in the number of road accident victims. The price we pay for thenegative consequences of mobility is still far too high.
While a comparison with other countries may give cause for satisfaction, the fact stillremain that the level of safety in road traffic compares extremely unfavourable to thatconsidered acceptable in other areas of transport.Passenger transport by rail or air is 100 to 200 times safer per kilometer travelled thanprivate transport by road. The safety standards applied to the working environment, to
l
technological-energy installations and to protective measures against natural disasters aremuch higher still. In these cases, the mortality probabilities per time unit are perhaps thou-sands of times smaller than the actual probability of dying in a road accident.
The Netherlands and a sustainable safe road traffic networkThe Dutch Government has set itself the target of reducing the number of accidentsvictims by 25 percent by the year 2000 (as compared with 1985) and, in the longer term,50 percent fewer deaths and 40 percent fewer injuries in the year 2010 than in 1986.
The ambition of The Netherlands is to realize a traffic and transport system of sustainedsafety. Sustained safety means that, as far as possible, accidents are prevented.
No longer do we accept that we hand over a road traffic system to the next generation inwhich the Dutch government tolerates that road transport leads to thousands of fatalitiesand tens of thousands of injured; no longer do we respond with hindsight to the results ofthoughtlessness, lack of expertise or simply afford the issue inadequate policy priority.
The concept of "Sustainable Safety" is based on the principle that man is the referencestandard. A sustainable safe traffic system has an infrastructure that is adapted to thelimitations of human capacity through proper road design, vehicles fitted with ways tosimplify the tasks of man and constructed to protect the vulnerable human being aseffectively as possible, and a road user who is adequately educated, informed and wherenecessary controlled.
The key to arrive at a sustainable safe road traffic system lies in the systematic andconsistent application of three safety principles:- prevent unintended use, i.e. use that is inappropriate to the function of that road;- prevent large discrepancies in speed, direction and mass at moderate and high speeds, i.e.reduce the possibility of serious confiicts in advance;- prevent uncertainty amongst road users, i.e. enhance the predictability of the road'scourse and people's behaviour on the road.
The application of these safety principles is most successfull on the motorways and in the"woonerfs" and the 30 km/h residential zones.This is demonstrated by the fact that these types of roads and streets show a relatively lowaccident risk, while arterial roads inside the built-up area and 80 km/h roads demonstrate ahigh risk: high driving speeds, many inconsistencies, many differences in direction andspeed, different types of road users occupying the same space. These factors all explain thegreater risk figures for these roads. The "sustainable safety solution" is: apply the safetyprinciples consistently.
The approach reaching for a sustainable safe infrastructure is that every road appointed aspecific function and is designed such that the road or street in question meets the specificfunctional requirements as optimally as possible; most of all, that it guarantees optimalsafety.
Here, three special functions can be distinguished:- flow function: rapid processing of through traffic;
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- access function: rapid accessibility of residential and other areas;- residential function: accessibility of destinations along a street while making the streetsafe as a meeting place.
The problem of our road system today is that roads and streets are expected to fulfilseveral incompatible functions at the same time, where the road user generally has to guesswhat to expect from the road traffic situation, and is presumed to guess what others expectfrom him.
The flow function requires a design which allows high speeds. This means that oncoming,crossing and intersecting traffic should be made impossible.The speed and mass diferences traffic traveling in the same direction "should be minimal.And stationary objects that are found at the side of the carriageways should be kept at asafe distance, or protected by conductive or energy-absorbing means.
The access function results in a relatively high density of Junctions. This hinders flyoversolutions. Slow and fast traffic should be kept separate where possible, by applyingseparated frontage access. It should not be possible to cross the verges between the maincarriageway and the parallel road. In addition, oncoming traffic must be avoided as muchas possible. Where slow and fast traffic intersect, the driving speed should either be low orbe separated by time. Roads with an access function should prohibit parking as much aspossible and hazardous obstacles should be removed or screened off. The design for thisapproach will be interpreted differently for rural areas in comparison with urban areas.
A residential function for roads means that pedestrians. playing children, cyclists andparked cars can use the road. These roads should be designed such that the residentialfunction is immediately recognisable and prohibit driving speeds over 30 km/h. On theseroads the possibility of confiicts between slow and fast moving traffic may still exist, butthe low speed allows good anticipation and avoidance of hazards while futhermore anyaccident that does occur should not have a serious consequence.
Based on assesments for the Dutch situation, it can be concluded that simply by upgradingthe roads that currently tend towards a flow function, even without introducing theenvisaged design, and by downgrading the roads that currently have a mixed flow andaccess function, it is possible to realise a redistribution of traffic and hence safer roads, sothat the accident risk will be reduced by at least one third.
The principle of sustainable safety no longer sees road safety as solely a task for trafficsafety experts. Everyone involved in the planning of the use of space (town planners,landscape architects, economists, local policy makers) is also responsible for road safety.The challenge for a sustainable road safety policy is to make decision makers in otherpolicy areas conscious of their responsibility. One application of this general idea is to useroad safety audits as a standard part of the preparation for infrastructural projects.In a sustainable approach to road safety it is assumed that policy decisions which touch onroad safety will also consider the road safety aspects explicitly and consistently.
In a sustainable safe road transport system the road user represent the most important link.He must in principle be prepared to accept a road system, vehicles, rules of behaviour,
information and control systems that markedly restrict the freedom of the individual inreturn for a greater level of safety. In addition the road user must be kept informed aboutthe code of behaviour for the various categories of roads: ease of recognition through clearinformation are essential in this regard.
A sustainable safe road traffic system cannot be realised from one day to the next.Implementation demands many years of consistent effort, the cumulative effect of whichwil! only become evident in the long term.
In recent years sustained safety has been elaborated in The Netherlands in a number ofways and studies. Demonstration projects also play a part to this. By creating a nationalInformation Centre, the available know-how is made accessible for provinces, municipalauthorities, concultancy agencies and companies.
One of the demonstration projects is currently being carried out in the very south-west ofThe Netherlands, in West Zeeuws Vlaanderen. This area has no motorways. but a networkof provincial and low-volume rural roads without a clear hierarchy. In practice, there is amix of different types of road users driving at very divergent speeds on many of theseroads. Not surprisingly, therefore, this region has a high accident rate.Basically, the provincial roads will be divided into four main categories.The highest category has two barrier-separated lanes, a speed limit of 100 km/hr, is closedto bicyclists, mopeds and agricultural and other slow-moving traffic, and has only split-level crossings.The second category has two barrier-separated lanes, a speed limit of 80 km/hr, is also offlimits to all slow-moving traffic and has roundabouts.The third category has two lanes, a speed limit of 60 km/hr and allows agricultural traffic.The lowest category has one lane, a speed limit of 40 km/hr and is open to all categoriesof traffic. Within built-up areas all roads, except distributor roads, will eventually besubject to a 30 km/hr speed limit.The total operation involves a restructuring of 1,000 km of roads, of which about 150 kmare primary provincial roads and 700 km are secondary rural roads. In the year 2000, orshortly after, the construction work will be finished.
Road Safety Programme in The NetherlandsBesides the implementation of sustainable safe infrastructural measures, at the short run, anumber of recognized problems as spearheads in the implementation of the Dutch policyhas to be intensively tackled in realizing the targets for the year 2000.
The current Road Safety Programme also includes spearheads such as drink driving, safetydevices, speeding, hazardous situations, cyclists and heavy vehicles. Provinces andmunicipalities have in many cases adopted these spearheads and elaborated them withintheir own situation.
It must be clear that the Dutch government alone is not capable of improving safety onthe roads. The most effective approach is at the local level, in the provinces and themunicipalities. These are capable of working on a made-to-measure basis, and they alsohave the opportunities to do so.
A summary of the most important activities in the Programme for road safety of the Dutchgovernment is presented here.
People:Information and training for professional driversIntroducé moped certificateTrial with interim test during driving instructionIntroducé voluntary certification of driving schoolsIntroducé educational measures for problem drivers (alcohol)Extend number of enforcement projects aimed at drink-driving,compulsary seat belts and speedingIntroducé large-scale electronic enforcement
Road:Introducé overtaking ban for lorriesConduct trials with designated lorry lanesAllow mopeds to use the main carriageway in built-up areasFormulate guidelines for categorization of roads under sustained safety programmeExtend 30 km/h zones in residential areasDraw up new layout standards for roundaboutsIntroducing priority for cyclists coming from the rightConduct sustained safety demo-projects
Vehicle:Implement covenant to counteract timing of mopedsIntroducé number plate register for (sports)mopedsIntroducé quality hallmark goods transportPromote side underrun protection for heavy vehiclesConduct research into black box in commercial vehiclesEU regulations for in-car electronicsConduct feasibility study with field trials of intelligent speed governor
Organization:Report on administrative penalties in traffic lawFormulate sustained safety implementation programmeSet up sustained safety information centreConduct feasibility' study into alternative funding sources for sustained safetyEvaluate decentralization convenantReappraise information infrastructureSet up new concept for registering traffic accidents, including trial
The European Union and Road SafetyImprovement in the implementation of road safety policies in the European Union placesnew demands on the development and dissemination of information and thus on theinformation infrastructure. The accessibility of information concerning road safety leavesmuch to be desired. There is often uncertainty about who has what information, and thecoordination of information and research results is inadequate, so that the requiredinformation often becomes available too late.
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In recent years, the European Union has been able to adopt a broader-based approach toimproving road safety.First, the Treaty on European Union (the Maastricht Treaty, ratified in 1993) modifiedArticle 75 and, for the first time, made an explicit requirement that the Common TransportPolicy should include measures to promote transport safety. That has to be operated in thecontext of the provisions in the same Treaty which made subsidiarity an obligation incommunity policy-making. Decisions must therefore be taken at the lowest possible levelof government with a European community element only if it "adds value".Second, the Common Transport Policy White Paper (also adopted in 1993) went beyond amode-by-mode approach and introduced transport policies based on general objectives,such as enhancing safety.
In the present action programme, the European Commission reaffirms the priority role ofcommon action in the field of road safety to protect users and non-users. This is in factone of the objectives of the common transport policy enshrined in Article 75 of the EECTreaty and a basic element in building a people's Europe as well as an area guaranteeingfreedom of movement for persons and goods, with harmonized conditions of competition.
The Committee on Transport and Tourism stated in their Report on the Communicationfrom the Commission that it is well-known that road safety is a complex and inter-disciplinary subject strongly influenced by a number of factors, such as the behaviour ofroad users, technical factors relating to the design, construction, equipment and maintenan-ce of vehicles and questions relating to road infrastructures, including road signs. Thesefactors are closely interconnected, and it is important to point out that, while it is generallyrecognized that human behaviour constitutes the decisive factor, this behaviour is alsolargely influenced by the technical features of vehicles and the road design.It is also important to combine the use of legislation and preventive measures withinformation campaigns and priority actions in the field of education and drivers' attitudes.
As an example, the need for Trans-European networks is subject to a prior impactassessment from the point of view of safety ( through the adoption of a frameworkdirective containing the general safety principles, respect for which should be madecompulsory). Other questions relating to the protection of the most vulnerable categories ofusers, driving schools, publicity and road safety, as well as the harmonization of road signsand safety equipment in the European Union as a whole. would represent importantmeasures in improving road safety.
It is also proposed that a specific target figure should be set at European Union level withregard to reducing the number of road accidents and victims. For instance, the objectivemight be to reduce the number of deaths by 20 per cent by the year 2000 and setting up apermanent safety monitoring centre to devise a strategy for achieving this objective andproducing an annual report on the subject.
These figures quoted in connection with road safety targets might be used as a basis for awider and more explicit debate on the need to restore the balance between various modesof transport by moving away from road traffic to waterway and railway traffic. TheEuropean Union's policies for improving road safety therefore need to be seen in thecontext of Europe's wider transport policy, stemming from the objective of "sustained
mobility" which has been adopted in the Transport White Paper.
Important documents in this field are the Trans-European Transport Network, the Citizens'Network and the Green Paper on Fair and Efficiënt Pricing.The Trans-European Transport Network, for which the European Commission publis-hed draft guidelines in 1994, aims to connect up the key links for movement across theEuropean community.The Citizens' Network aims to make sure that the people of Europe have access tosmoothly running transport systems for their daily journeys, as well as good connections tothe Trans-European network.The Green Paper on Fair and Efficiënt Pricing aims to start a debate on how thepricing structure can best contribute to our shared transport policy objectives, includingbetter and safer use of the transport infrastructure.
The conviction that accident rates within the European Union can fall is reinforced by thedifferences in rates between Member States. The best performing countries in Europe (theUK, Norway, Sweden and The Netherlands) suffered road death rates of between 6,43 and8,46 per 100 000 population. Of course, this is too high but, by contrast, the rates in theworst performing states (Belgium, France, Greece, Luxembourg, Portugal and Spain) arebetween 16,2 and 32,9. If all the countries had the same rate as the best, nearly 25,000lives would be saved each year.Sustained efforts by public authorities, the transport industry and travellers themselveshave shown that it is possible to greatly reduce the risk and effect of accidents through acombination of safer vehicles, safer road design, setting stricter standards for drivers.encouraging safer driving behaviour and encouraging greater use of safer means of trans-port.
The European Union strives to play an important part in the effort to improve road safetyby spreading knowledge of the best practice across Europe and. where necessary, bypassing a series of laws which, since 1970, have steadily raised minimum requiredstandards in areas like vehicle design, roadworthiness tests and driver qualifications.
The objectives of the European Union can be summarised as follows.- creating a proper balance between freedom, safety, social objectives and environmentalconcerns in transport;- creating a social contract to change the way we use cars, so they take their appropriateplace as useful but not dominant or dominating forms of transport;- ensuring that wherever people travel on Europe's roads, they will find that vehicles areas safe as possible; that the roads themselves are easy and safe to use; and that there areclear, well-enforced rules governing dangerous and anti-social behaviour by road users.
European cooperationThe Union's role is to act where it can add value to local and national action. To ensure tomake the most of other's experience there is a close cooperation among several groupsthroughout Europe.
Cooperation on road safety research issues has existed for many years through internatio-nal European organizations such as the European Experimental Vehicles Committee
7
EEVC, the International Research Council on Biokinetics of Impact IRCOBI, the RoadTransport Research Programme of the Organisation for European Cooperation andDevelopment OECD.
Examples of collaboration and exchange of information developed through these groupsare the OECD International Road Research Documentation IRRD, the OECD InternationalRoad Traffic Accidents Database IRTAD, and the bi-annual European workshop on recentdevelopments in road safety research.
Some other forms of cooperation on a European level can be mentioned here.
The European Road Safety Federation ERSF, which brings together internationalorganisations representing road users, motor manufacturers, road hauliers and infrastructureprofessionals.Since 1993 the European Road Safety federation ERSF contributes with initiating.coordinating and implementing activities in the field of promoting road safety in the EUMember States. Special yearly programmes are developed together with the EuropeanCommission on e.g. young drivers, education at schools and information dissemination allover Europe in the form of a European Newsletter, brochures, video's (e.g. Young Driversand Alcohol) and Best Practice Reports.As a good example, a Best Practice Report for the subject of Interurban Roads has beenproduced. The objectives of this document were, to be a guide to designers whenever theywant to make use of the permissible flexibility in the existing national standards by lettingsafety be the deciding factor, and to support national or international bodies responsiblesfor the development and harmonization of road design standards to place greater emphasison safety in road design standards.
Members of ERSF, working together on improving European road safety, are European-wide or even world-wide organisations. These are ACEA (Association des ConstructeursEuropéens d'Automobiles), ACEM (Association des Constructeurs Européens de Motocy-cles), AIT (Alliance Internationale de Tourisme), CEA (Comité Européen des Assurances),CIECA (Commission Internationale des Examens de Conduite Automobile), EFA(European Driving Schools Association), EUROADSAFE (European Road SafetyEquipment Federation), FIA (Federation Internationale de l'Automobile), FIM (FederationInternationale Motocycliste), IRF (International Road Federation), IRU (International RoadTransport Union) and PRI (La Prévention Routière Internationale).
By means of this twelve European organisations, ERSF has an outstanding network toreach and influence many millions of European citizens, local, regional and nationalinstitutions in promoting road safety and helping to reduce the number of accidents on theEuropean roads.
The European Transport Safety Council ETSC, which is independent of institutionalinterests and acts as a "ginger group" giving its view to the European Commission, theEuropean Parliament and the Ministers of Transport. ETSC deals with priorities in thefields of road, rail, air, marine and inland waterway safety.lts aim is to identify and promote research-based solutions to transport accidents with dueconsidaration to practicality, cost and acceptability. So, encouraging a wider awareness in
8
the European Union of the causes, effects and solutions to transport accidents and topublicise best practice.
The Forum of European Road safety Research Institutes FERSI brings since 1991together the directors of national road safety research institutes of all the EU MemberStates. The mission of FERSI is to provide research-based scientific input to the roadsafety policies and practices of the European Union and inter-governmental bodies andcentral and local governments. The objectives will be achieved by regular exchange ofinformation and research among member institutes and by dissemination of the results ofresearch by all means possible to policy makers, administrators, professionals andresearchers in road safety and to the general public. FERSI provides support to theEuropean Commission in defining research needs within Europe and to undertake jointresearch programmes.
The ICTCT (International Cooperation on Theories and Concepts in Traffic safety) is aEuropean association of safety experts with the aim to identify and analyse dangeroussituations in road traffic on the basis of criteria other than past accidents, analogous to themethods of air and industrial safety. It concerns international cooperation in the identifica-tion and analysis of potentially dangerous situations in road traffic, and their causes, on thebasis of relevant safety data derived from observations and surveys.The aim of ICTCT is to achieve a deeper understanding of problems in the area, toharmonise future research activities, and to provide for means for an optimal Utilisation ofresults from different countries.
In conclusion, it can be stated that cooperation on policy levels always will be underlinedby facts. Cooperation in research will be stimulated by the European Commission despitedifferent policies per country and differences in geographic, demographic and motorisationrates.
Some proposals for AfricaBased on the experiences in the European Union, some proposals for the African situationcan be formulated.
- First of all, accidents are predictable and avoiding events! There is no reason to acceptthe negative consequences of a strongly growing mobility. Although every country isunique, per defined problem area unique tailor-made countermeasures can be formulated.- The first aim of a transport policy must be to achieve sustainable mobility. This meansenabling the public to achieve the mobility they desire while ameliorating the negativeeffects of that demand as far as is practically possible. This means focusing on methods ofrelieving congestion, improving road safety and reducing pollution. Encouraging modalshift from roads wherever possible will be central to this policy, as well as the implemen-tation of adapted networks for all transport modes.- The evidence proves that road accidents can be tackled. Apart from any legal considerati-ons, it is obvious that there is a moral obligation to act to decrease the suffering theycause. Nobody who is affected by an accident will ask at what level action was taken orwhose competence it was. They want to know if it could have been prevented and howsimilar tragedies can be avoided in the future. This is not an area where there should bestruggles for competence. Road safety is an essential part of any transport policy.
- A national government by itself is not capable in improving road traffic safety. The mosteffective approach is at the local level. The municipalities are capable of working on amade-to-measure basis in reaching all the citizens.This approach calls also for more intensive action by all those directly concerned with thepractical aspects of road safety, such as regional or local authorities, accident preventionorganisations, insurance companies, motor manufacturers and so on.- Various European countries have quantified their objectives in the field of road safety interms of specific target figures. The African countries can take similar actions. Afterdefining common goals by the different African governments one can work out a strategyto reach these goals and start the procedure to have a yearly report with a national debateon the results obtained.- For monitoring a transport policy, it is necessary to establish an Aïrican-wide detaileddatabase of road accidents including the explanations of the circumstances of the accidents.This will enable the national, regional and local authorities, research institutions, makers ofmotor-cars and insurance companies to study, compare and evaluate in ways not possiblewith national data alone.- It can strongly be advised to start with making African people more aware of theconsequences of greater mobility and driving a car, of the danger for pedestrians, of thetechnical quality of the car itself and its consequences, of the driving capabilities of thedriver and of the consequences for passengers in case of accidents.- Probably, the most useful contribution Africa can make to the cause of road safety is,therefore, to help to pool know-how, so that everyone can benifit from each other'sexperience and apply tested solutions, whenever the cultural and behavioural diversity thatmakes up the richness of Africa permits it.- Education is of prime importance. It is better to teach young drivers. byciclists andpedestrians responsible behaviour than to attempt to change, later in their lives, bad habitsthey may have been acquired. Therefore, schools have a key role to play. Road safetymust be a compulsory subject in primary schools and road safety training will of coursecontinue to be an important element of secondary education.- Create cooperation in common policies by national and international safety programmes.Cooperation on policy levels will always be underlined by facts. Cooperation in researchmust be stimulated by an international African commission despite different policies percountry and differences in geographical, demographical and motorisation rates.- And finally, the endeavour of each individual citizen must be mobilized in order toachieve this, each and every person must refuse to tolerate the fact that so many lose theirlives or suffer disablement due to road accidents each year.
Conferences like these are a way to tackle the problem and they are invaluable fornetwerking between researchers themselves, but also between researchers and all kinds ofdecision makers such as policy developers, road operators and industry.
* LiteratureLong-range Programme for Road Safety 1996-2000; putting policy into practice. Ministryof Transport. The Hague, May 1996.
Road safety in the European Community. M.Neil Kinnock. European Commissioner forTransport Policy. Proceedings of the FIAT Seminar "Road Safety in Europe; a shared
10
responsibility". Brussels, March 1996.
Report on the Communication from the Commission to the Council, the EuropeanParliament, the Economie and Social Committee and the Committee of the Regions on theCommon Transport Policy Action Programme 1995-2000. Eolo Parodi, Committee onTransport and Tourism. European Parliament. Doc\EN\RR\295\295884. Brussels, 20 March1966.
11
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Road safety in The Netherlandstraffic fatalities2000
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Road safety in The Netherlandsinjury rates on different road types (1986)road type
residential areasurban streeturban arteryrural roadexpress roadmotor roadmotorwav
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DRAFT SPEECH FOR THE MINISTER OF TRANSPORT, MR
MAC MAHARAJ, FOR THE OPENING OF THE 3RD .AFRICAN
ROAD SAFETY CONGRESS, 14 APRIL 1997, CSIR
CONFERENCE CENTRE, PRETORIA.
Let me, from the outset, thank the Economie Commission for Africa
who, in association w;ith a host of leading international organisations,
organised for the Third African Road Safety Congress to be in South
Africa. Not only do you grace us with your presence, but you also help
to raise awareness of a growing crisis in this country: road safety.
In South Africa 10 000 people die every year on our roads while a
further 30 000 are seriously injured - costing our country- R10 billion.
Ifs a national disaster and a situation we are no longer prepared to
tolerate. That is why my department is critically analysing and
examining an effective way of promoting road safety within the limited
budget and resources we have.
In opening your congress I would like to share some of our experiences
as one of the important objectives of the next four days is to share
information, consider the options and develop new and effective
strategies.
Early in 1995, along with our provincial counterparts, the national
Department of Transport started an extensive consultation process to
actively and seriously address road safety problems in this country.
This-culminated in our White Paper on National Transport Policy
which was approved by Parliament on 18 September last year.
As we critically reviewed of our roads and the manner in which road
traffic safety is managed, it was evident that a stronger approach was
needed to drastically reduce road accidents and improve discipline on
the roads. This is road traffic quality: a policy that encompasses traffic
safety, traffic discipline and the protection of the road infrastructure
and the environment.
Through the consultative process between national and provincial
authorities, as defined in the White Paper, an integrated approach will
be introduced to promote road traffic quality' and safety. It provides for:
* Road traffic control
* Legislation and adjudication
* Training, education and communication
* Road traffic administration and information systems
* Road and traffic ensineerins
Traffic control - the promotion of orderly and safe traffic participation
* is perhaps the critical issue. The message needs to go out loud and
clear from all forums: Reckless and irresponsible driving on our roads
will not be tolerated. Transgression of the rules and disobedience
endangers the lives of all the people who use the roads.
Road users must realise that driving under the influence of alcohol and
drugs, speeding, tailgating, driving an unroadworthy vehicle, not
adhering to no-overtaking signage, have serious implications. For the
minority of road-users who will always disregard their own safety and
the safety of other road-users, we need strategie law enforcement
programmes to deal timeously and effectively with such behaviour.
This raises an important point. Unless traffic cases are dealt with
swiftly and effectively by our judicial system, it serves little or no
effect in terms of acting as a deterrent to traffic offenders. A high level
of cooperation between the traffic control and adjudication functions is
therefore an essential component of effective traffic management.
Our White Paper outlines some policy proposals in terms of
adjudication:
* The decriminalisation of certain traffic offences to ensure that the
process of adjudication will be brief, strict and decisive.
* Standardisation of law enforcement equipment used on all roads.
/^\
^fiQ
Economie Commission for AfricaOrganisation for Economie
Cooperation and Development
JOINT ECA/OECD CONGEESS3RD AFRICAN ROAD SAFETY CONGRESS
14 - 17 APRIL 1997
CSIR CONFERENCE CENTRE, PRETORIASOUTH AFRICA
PROGRAMME
4
* Support from the judiciary to overcome problems with the
prosecution of cases, Standardisation of fines, amongst others.
But, ladies and gentlemen, the adjudication process remains a reactive
measure. If we don't actively strive to create a generation of safe and
responsible road users, the burden placed on law enforcement and
adjudication resources will only increase.
A workable solution can be reached only if we fully recognise the need
to focus on people. We need to look at improving people's knowledge
of the road as well as their skills and attitudes towards driving and their
fellow citizens. We must continuously and comprehensively exposé
people to education programmes that will, at the end of the day,
promote voluntary compliance with the law as well as develop
community ownership and participation in creating safe roads.
These are but onlv a few of the crucial issues.*"
The current process to lower South Africa's road accident toll was
initiated in July last year at a Road Traffic Quality and Safety
Symposium to draft the White Paper on National Transport Policy.
While deciding the main issues in the White Paper, it was realised that
the proper management of road traffic should form a significant part of
the national policy and a full chapter on road traffic management was
included in the White Paper. Through consultation my Department
developed a Business Plan for the implementation of a Road Traffic
Management Strategy.
The Business Plan outlines clearly that Traffic Quality and Safety is a
team effort, involving many different role-players and disciplines, as
well as all levels of government, communities and road users. It was
decided that a high-profile body representing the various road traffic
authorities and role-players would affect the biggest impact.
This led to the establishment of a Road Traffic Safety Board, which
had its first meeting earlier this year. This board brought together,
some of my colleagues at a national level - such as our ministers of
Justice and Health - as well as other representatives of government
and private sector institutions as well as the main players responsible
for road traffic quality and safety.
In short, the Road Traffic Management Strategy is concerned with the
following:
Enhancement of traffic control and policing as a central theme
Effective surveillance and control of highways and other roads
The importance of a fair but strict and effective administrative
and judicia l system; of clear road traffic and vehicle standards;
and the role of positive communication with and support of
5 - i
6
communities and road users
The role of research as an essential support function and the
need for proper management and monitoring of the process; and
The need for financing the implementation of specific projects.
Together, the members of the Board will determine what contribution
is expected of each sector represented. The individual representatives
can then lead the way within their own field to ensure that the required
contribution is in fact made. Some specific contributions expected
from members of the board are:
A visible presence of political role-players from all tiers of
government to ensure that the government's policies and
priorities reflect the true needs of the road-using communities.
My provincial colleagues, responsible for transport and traffic
related matters, are the leaders and coördinators of road traffic
w;ithin their provincial boundaries. Their responsibility is firstly
to ensure that the Business Plan is in line with the real needs and
concerns of the local authorities and communities within their
regions and that it represents the thinking and creative ideas of
the traffic profession. They should also serve as a link to the
metropolitan and local authorities who, together with the
provincial traffic, engineering and educational services provide
the foot soldiers on the sround.
My colleague from Justice has an extremely important role as one
of the more serious problems in traffic management is that
offenders ignore the judicial system and get away with it. The
result is a severe breakdown in discipline on our road and street
network. An expeditious solution for this problem is essential.
Education is equally important. Success will only be achieved
when a new seneration of well-educated. knowledaeable andK—' 7 «^
well-disciplined road users have been raised. This is possible
with the committed cooperation of the education fratemity in this
country, which, in time, reflect the important role the Ministry of
Education has to play.
The health sector also has a role. Besides caring for the injured,
they are well positioned to assist educating and training,
especially the rural communities, in the basics of road safety' and
proper behaviour on the road. It is also worth debating whether it
would be beneficial if a part of the health budget was made
available for programmes to prevent road traffic injuries.
The traffic profession is represented on the Board by the
President of the Insti tute of Traffic Officers. The traffic control
or policing function has a pivotal role to play in managing road
traffic in the countrv, as the Road Traffic Management Strateav
cannot be successfully implemented without the full and
committed support of the traffic control profession.
Road-user organisations, which include freight hauliers and
passenger transport services, as well as private businesses are
also important role players, as it is to a large extent their
members who use the roads. Without their assistance and
support, the authorities would be working in vain.
Motor manufacturers and vehicle service organisations could also• 7
make valuable contributions.
This, ladies and gentlemen, is a short overview of what has been put in
place in a relatively short space of time. It, demonstrates the value of
coordination, cooperation and integration of expertise and activities. It
does not, however, mean we can sit back and relax, knowing that a
relevant structure has been established. We need action and have set
ourselves a realistic goal of a 10% reduction in fatalities by the year
2000 as the starting point for the lowrering of the accident roll.
What we have learnt is that we must learn from each other, work
together and effectively implement and manage effective strategies to
combat the road carnage. In Southern Africa, cooperation already
exists in the form of the Southern African Development Community.
9
This is a forum to actively addresses issues of mutual concern to the
region, planning initiatives for prosperity and growth. I do, however,
believe that more prominence needs to be given to the promotion of
traffic safety.
Our country's first step to democracy in 1994 opened up a new wide
world to us. Borders which were closed for years suddenly reopened
and across border traffic is now a daily occurrence.
It does, however, pose various challenges. We have to ensure
acceptable levels of training and testing of drivers, ensure that vehicles
comply with road safety standards, concur on traffic rules, signs and
road markings, and ensure that we actively enhance road-users'
knowledge, skills and attitudes.
These are some of the issues which you will be discussing in-depth,
and hopeful debate, over the next few days. You face an enormous
task as the promotion of road safety' is a complex task. There are many
issues to be considered.
But we can no longer w;ait. We have to move forward with increased
dedication, determination and commitment. It is our duty to our
brothers and sisters, and our children, to find lasting solutions
otherwise the traffic on our roads will continue to threaten more lives
10
on this continent than war and famine.
I wish you success and I look forward to hearing our solutions to the
many problems of road safety and the protection of the environment in
Africa.
Thank you
59
&u Jf-
A PROPOSAL FOR THE AFRICAN ROAD SAFETY INITIATIVE
BACKGROUND
1. The Third African Road Safety Congress met to consider 15 road safety themes. Eighty ninepresentations were made followed by questions, comments, suggestions, recommendations etc. from theparticipants.
2. The overall findings of the Congress show that the road safety situation in Africa stil! poses acause for concern. Comparative statistics show the following:
3. At the global level,
• 500,000 persons die and 10 to 15 million persons are injured every year in roadaccidents throughout the world and approximately 70 per cent of these fatalities andinjuries are experienced in developing countries.
• analysis of accident occurrence between 1968 and 1990 showed an increase of 350 percent in Africa, compared to a reversing trend in industrialized countries where carownership per 1000 inhabitants has been estimated to be ten times higher on theaverage, than in our continent;
• a recent analysis of the Global Burden of Disease, in assessing changes in the rankingorder of disease burden for 15 leading causes in the world, shows that road trafficaccidents ranked number 9 in 1990 will be number 3 in the year 2020.
• further analysis of global accident statistics indicates that the fatality rate per vehicleregistered in African countries ranges from 8 to 50 times higher than in theindustrialized world.
4. At the regional level,
• studies by several research institutions showed that road accidents were commonly thesecond highest cause of death for the 5 to 44 years age group in Africa. This should beseen in the light of the fact that approximately 50 per cent of the African population isbelow the age of sixteen. Pedestrians and young road users have been identified as highlyvulnerable groups;
• the economie cost to African countries accruing from road accidents has been estimatedto approach two per cent of GNP, ($10 Billion) with a high foreign currencycomponent for importing medicines, hospital equipment, vehicle spare parts, etc.;
• growth in urbanisation in Africa has reached 11 per cent and has resulted in seriousimplications for road safety. The proportion of accidents occurring in urban areas isvery high with figures ranging from 80 to 90 per cent of the national totals.
5. At the national level,
• accidents involving children under 15 years vary from 32 per cent in Addis Ababa to40 per cent in Abidjan;
• a comparison of fatality rates for selected countries reveals very little change in the ratesfor 1989 and 1994 as shown in;
• analysis of fatality rates for the driver, passenger and pedestrian shows that thepassengers and pedestrians are most vulnerable. This could be largely due to, incountries like Kenya and South Africa, the non-recognition and respect of regulationsgoverning the Matatu, the Minibus and Taxi transport industries. In general, thisappalling situation could, for passengers and pedestrians, be attributed to the level of carownership, inadequate law enforcement and adjudication, human failure drivers andvehicle fitness and underdevelopment of the road environment;
• single vehicle (loss of control) accidents are very common. The vehicles involved inthese accidents with a devastating effect are mainly mini-buses and the rural busesalthough cars and lorries are also involved. The main reason for these accidents has beenidentified in Kenya as excessive speeding;
• in South Africa statistics related to traffic discipline show that approximately 69 per centof drivers exceed the speed limit in 60 km/hr speed zones, with approximately 28 percent in 120 km/hr zones; an average of 37 percent of front seat occupants of vehiclesfall to wear seat belts; approximately 7 per cent of all drivers are intoxicated duringnighttime (compared to a normal figure of less than 0.5 per cent in some AustralianStates);
• statistics on the risk of exposure in terms of vehicle-km still elude the capture in Africancountries. In Kenya the total amount of daily travel rose from 4.7 million vehicle-kmin 1976 to 14.2 miilion in 1990;
• accidents per million vehicle-km dropped from 3.35 to 2.09 for the years 1976 to1990;
• in South Africa, the injury rate has remained relatively constant at 130 injuries permillion vehicle-km travelled. The fatality rate declined slightly from 1 1.8 per millionvehicle-km in 1986to 10 in 1995.
6. During the deliberations it was repeatedly stressed that road safety is a human right and that thebest level of safety for all road users should be sought. The understanding of the inherent problems facedin the development of road safety programmes has been enhanced and clearly indicates the need forbetter design of studies and research, lack of staff to support the efforts of National Road Safety Councilsor other coordinating bodies, lack of experts to assess the relevancy of existing road safety knowledge,insufficient inter-sectoral coordination in programme implementation; lack of continuity of fundingbetween preparatory study phases and programme implementation; lack of follow-up of the actionsundertaken, which preclude further improvements.
7. On the brighter side some countries have already taken steps to developing road safety actionprogrammes. Country presentations during this congress have exhibited different levels of programmedevelopment. Top-to-bottom approaches (initiated by national institutions) as well as bottom-upapproach, (starting from the local authorities or directly from the people through NGOs) have bothbeen demonstrated. The complementarity of the two approaches needs to be further investigated.
8. The presentations clearly show that improved road safety can only be achieved at some costs tosociety in terms of funding for road safety work as well as imposing restrictions on the road user suchas speed limits, limits to alcohol and drug use, standards for maintenance of vehicles etc. and theenforcement of these rules.
9. Some progress has also been achieved at subregional and regional levels notably the workundertaken by the Southern African Transport and Communication Commission and the manuals jointlyprepared by ECA and its cooperting partners.
10. A logical follow up to the foregoing is undoubtedly the dissemination the findings of theCongress, the initiation of in-depth studies and action plans to improve road safety situation in Africaat national, subregional and regional levels and the collection of experience results in order to graduallyincrease available relevant knowledge. The success in developing such a programme will require initiativessupported by coordination, harmonization and cooperation among all involved in the process.
1 1. ECA, OECD and cooperating partners, realizing the need for making concerted efforts incombatting the road safety problems in Africa, organized the Congress to draw from itsrecommendations and conclusions a framework for developing an Action Plan which would form thebasis for launching the African Road Safety Initiative. The Initiative was also requested for by theAfrican Group Members of the Prevention Routière Internationale (PRI) during the PRI's seventh WorldCongress on Road Safety held in Budapest (Hungary) in 1996.
OBJECTIVES
l 2. The overall objective of the African Road Safety Initiative is to substantially improve the roadsafety situation in Africa through the development and implementation of appropriate and harmonizedAction Plans and promote continuing long-term actions.
13. More specifically the Initiative is expected to
Increase the awareness of decision makers and politicians and achieve a commonunderstanding of the magnitude of the road safety problem; this cannot be achievedwithout also increasing awareness of the public of the risks generated by road trafficmore specifically the enormous social and economie cost of road traffic accidents andits impact on GNP.
Increase the motivation and commitment of top-level decision makers and politicians inaddressing the road safety problem;
Development of better information systems and increased action by international andregional organisations should be of help to reach this goal;
Involve the citizens in the design of road safety programmes and policies, at all levels, asthe success of a programme can be extended only if the whoie population supports it;
Developing or supporting representative NGOs may be useful to achieve this.
Develop and implement sustainable transport policies that incorporate road safety;
Assist member States in adopting inter-sectoral and multi-disciplinary integratedapproaches to road safety programme development with clearly defined targets andproperly constituted administrative structures comprising, inter alia, national road safetycouncils (with representaties from all walks of life) and road safety units to undertakeprogramme operation;
Assist member States in the development of short, medium and long term strategies tocomprehensively address the priority areas identified for road safety improvement onthe basis of a thorough road safety diagnosis;
Develop a human and technical resource capacity building programme for implementingthe various activities identified and provide adequate financial resources human resourcesshould be developed for basic road safety work (development of methods, diagnosis,evolution) as well as for programme design and implementation; technical resourcesshould be developed both on the basis of relevant knowledge available from theinternational scientific community and an the experiences developed in Africancountries. Financial resources sought should be both public and private, involving abalance between involvement of the state in entering safety as a human right andinvolvement of the public to demonstrate that ownership and sharing of responsibility;
Develop cooperation programmes which will result in coordination and harmonizationof subregional and regional road transport operations;
Develop programmes for research, technology transfer and assistance policy taking intoaccount the need for North-South and South-South cooperation, ensuring gathering,assessing and disseminating the experience acquired in Africa, and promoting betterinteraction between politicians field professionals and researchers.
ISSUES TO BE ADDRESSED
14. The following priority issues should be addressed prior to the development of anaction plan for the implementation of the African Road Safety Initiative:
1. In-dep t h Studies
Objective assessment of existing policies guiding the development of the transport sectorin general and road safety in particular;
Development of adequate methodologies for systematic application;
Analysis of the current accident situation/trends, as well as of accident causationprocesses, accident factors and their main determinants on which to base the design ofsafety measures;
Identification of strength and weaknesses in road safety, in terms of content and effectof road safety programmes at all levels and of the organisation for road safetymanagement;
Improvement of the Institutional set up for implementing road safety programmes at alllevels: national, subregional and regional;
Identification of actors concerned, network building, improvement of inter-sectoralcommunication and coordination, encouragement of a dual approach "top-to-bottom"and "bottom-up";
The human resource dimension; need for background training in road safety, forpromoting road safety work professional image, added value for participants, etc..)
Identification of regional priorities, countermeasures and potential funding sources.
15. Recommendations will be drawn therefrom on how different African countries would be able tocollaborate and execute common road safety problems more effectively. Furthermore, guidelines willbe prepared on the modalities for strengthening institutional capacities in sectors affecting safety, andthe development and implementation of road safety Action Plans and Programmes.
2. Dissemination seminars
16. Under the African Road Safety Initiative, five dissemination seminars will be organized for theSouthern Africa Development Community (SADC), Common Market for Eastern and Southern Africancountries ((COMESA), Economie Community Of West African States (ECOWAS), EconomieCommunity of Central African States (ECCAS) and Union de Maghreb Arabe (UMA). These seminarswill be adapted to the level of road safety activity development in the countries being considered.
17. One or several seminars should also be needed for researchers from different disciplines onaccident analyses, methods for road safety investigation and current road safety theories, in order tocontribute cresting a body of road safety experts in Africa18. A follow up at the national level will be conducted in those countries that will have opted tocontinue implementing the programme.
3. Financial resources
19. Budgetary constraints affect most African countries, and the funding from traditional externalis reduced. The initiative proposes that the programme be developed mainly from domestic resources.
In addition to government budgets and grants, road user charges should be applied to a wider extent,and other sources of funds should also be identified.
20. It is highly desirable that, for the sake of ownership and sustainability, the programme bedeveloped and implemented using mostly domestic/African resources.
35
^i^M,11' -* h ___• * ^
PflOG/JAMME3RD AFRICAN ROAD SAFETY CONGRESS
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REGISTRATION
Briefing session - for speakers, chairpersons and rapporteurs of the day(Diamond Auditorium)
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OPENING AND WELCOME ADDRESS: M Maharaj, Minister of Transport, South Africa
ADDRESS: Dr K Y Amoako. Executive Secretary, Economie Commission for Africa (ECA)
ADDRESS : R Nezu, Directorate for Science, Technology & Industry, Organisation forEconomie Co-operation and Development (OECD)
T E A
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LEAD PAPER: A review of the road safety situation in Africa - M E DHLIWAYO (ECA)
Overall view of the road safety situation in Africa: the Guinean experience- Y KOITA, Ministère des Transports (Republique de Guinee)
Road accident trends in Africa and in Europe - N 0 JORGENSEN, Technical University ofDenmark (Denmark)
Measures to improve road safety in the Morogoro region of Tanzania - J B KIIZA, Ministryof Works (Tanzania) and C W Kayoza
Road safety situation in Africa: overview and experience from Uganda - S BAGONZA,Ministry of Works, Transport and Communications (Uganda)
Appraisal of road safety initiatives in five selected countries in Africa - T ASSUM, Institute ofTransport Economics (Norway)
L U N C H : AMBER DINING ROOM
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14:00-14:20 LEAD PAPER : An integrated approach towards traffic safety management, developmentand implementation - H B PRETORIUS (South Africa) and F S Mulder
14:20-14:40 Road safety and co-operation with Africa -A BODON, Ministry of Equipment, Housing,Transport and Tourism (France)
14:40-15:00 Relation between accident development and political/social changes - J MIKULIK, TransportResearch Centre (Czech Republic)
15:00-15:20 The world interchange network - R CAIGNIE, Belgian Road Research Centre (Belgium)
15:20-15:40 T E A
15:40-16:00 The development of an integrated traffic safety management system for the Republic ofNamibia - H B PROSSER, Traffic Safety Secretariat (Namibia) and H Pretorius
16:00-16:20 Tanzanian road safety programme and institutional co-operation between Ministry for Worksand Norwegian Public Roads Administration - B K STEINSET, Norwegian Public RoadAdministration (Norway), S A Sizya, C Chiduo and S H Sondenaa
16:20-16:40 Seychelles road safety action plan - G LAFORTUNE, Ministry of Tourism and Transport(Seychelles)
16:40-17:00 The importance of developing an integral road safety programme for the effectiveness ofroad safety work - B TOURÉ, Conseil Allemand de la Sécurité Routière (Germany)
17:00-17:20 The South African Drug Recognition Programme: a multi-sectoral approach to alcohol anddrugs - E C VAN NIEKERK, Transportek: CSIR (South Africa) and D C Mynhardt
17:20-17:40 Integrated approach to road safety programme development and implementation inBotswana - B M NTHOBATSANG, National Transport and Communications (Botswana)
17:40-18:00 The Victoria model in KwaZulu/Natal - T J SPENCER, KwaZulu/Natal Dept of Transport(South Africa), D J McGUIGAN, Bradford & Conning and R J Barker
18:30 CIVIC RECEPTION: Premos Restaurant, Staatsartillerie Road
•,08:45-09:00
09:00-09:20
09:20-09:40
09:40-10:00
10:00-10:20
10:20-10:40
10:40-11:00
11:00-11:20
11:20-11:40
11:40-12:00
12:00-12:20
12:20-12:40
12:40-13:00
13:00-14:00
Briefing Session - for speakers, chairpersons and rapporteurs of the day(Diamond Auditorium)
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LEAD PAPER: The importance of international co-operation - M PETERS, PRI(Luxembourg)
NGO's and their role in traffic safety- S LUNDEBYE. World Bank (USA) and LA Ellevset
The key role of politicians in the process of road safety improvement - R KRYSTEK,Technical University of Gdansk (Poland)
Let South Africans agree on road safety - A HOPGOOD, VKE Consulting Engineers (SouthAfrica)
Road safety in the Netherlands and in the European Union - J H KRAAY, Ministry ofTransport (Netherlands)
T E A
Strategy for road safety improvement in Ghana - E A KWAKYE, Ministry of Transport andCommunications (Ghana), Y H Granne and G F Fishbourne. Presented by Y H Granne
Community based road safety programme - P KWAMUSI, Community Road Safety Network(Uganda)
The connecting force between government and society. The Dutch approach - H J VAN DENBERGH, Dutch Traffic Safety Association (Netherlands)
Community traffic safety forums - M J SEBOLA, Transportek: CSIR (South Africa) andE J H de Beer
DISCUSSION
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LEAD PAPER: Financing of road safety actions - S LUNDEBYE, World Bank (USA) andT E Wetteland
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14:00-14:20 LEAD PAPER: Accident data collectionand analysis: the use of MAAP in the sub-Saharan region of Africa - R S J GORELL,Transport Research Laboratory (UK)
LEAD PAPER: The role that driver fatigueplays in road accidents - M WWESTERHUIS, International RoadFederation (Switzerland)
14:20-14:40 LEAD PAPER: Traffic accident manage-ment system - J HENRIKSSON.SweRoad(Sweden)
Road accidents during peak traffic conditionson South African rural roads - P PHAASBROEK, Tolplan (South Africa) andH S Joubert
14:40-15:00 Road traffic accidents in Ethiopia:analysis of severity - G BERHANU,Addis Ababa University (Ethiopia)
Fatigue in road transportation engineering,enforcement and education solutions - aSouth African perspective - C J MOLLETT.Provincial Administration W Cape (South Africa)
15:00-15:20 T E A
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15:20-15:40 Traffic statistics, the learningcurve and goals for traffic safety indeveloping countries - R DEL MISTRO,University of Pretoria (South Africa)
LEAD PAPER: Accidents of history: the impactof urban growth on road planning, roadtraffic and road safety in Blantyre and otherurban areas in Malawi - R A CHELEUKA,National Road Safety Council (Malawi)
15:40-16:00 Road accident monitoring and accidentspot identification W JOUBERT - ACE(South Africa) and J W Pretorius
SADC programme on road safety -J MABOMBO, SATCC-TV(Mozambique)
16:00-16:20 Perceptual and experiential assessmentof road traffic accident risk in Kenya:a conceptual framework - M KHAYESI,Kenyatta University (Kenya)
Improving traffic safety in townships -T MODINGWANE, ACE Inc (South Africa)and N Ras
16:20-16:40 Data collection - processing and analysismanagement systems - S R MWALE,Ministry of Economie Planning andDevelopment (Malawi)
Transportation safety and security inmetropolitan Cape Town - C J BESTER,University of Stellenbosch(South Africa)
16:40-17:00 Towards efficiënt database management forroad traffic accidents and motor vehicle ve-hicle administration in Africa - O AGUNLOYE,Transport Systems Centre (Nigeria)
Pilot study on road safety in urbanareas (case of Casablanca) -D LASFAR, Royaume du Maroc(Morocco)
39
i ^ ^ ^Hiüi i08:45-09:00 Briefing session: for speakers, chairpersons and rapporteurs of the day (Diamond
(Auditorium)
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09:00-09:20 LEAD PAPER: The ways and means ofcommunicating on the main road and trafficissues - M LEDRU, MELT (France)
LEAD PAPER: No safe roads without soundroad equipment, planning and management -M A R BERNHARD. IRF (Switzerland)
09:20-09:40 LEAD PAPER: Road safety in Africa:the challenge of managementtraining - D L BANDA, ESAMI(South Africa)
Computer-assisted detection of road designinconsistencies. A Portuguese system -J LCARDOSO, LNEC-DVC-NTSR(Portugal) and A L de Macedo
09:40-10:00 LEAD PAPER: Education andinformation : investments for thefuture - J G GOOS, PRI (Belgium)
Engineering treatments to reduce truck roadsafety problems on steep grades inKwaZulu/ Natal - J R McMORRAN, VKEEngineers (South Africa), P J Sole andJ Schnell
10:00-10:20 Pedestrian accidents and road safetyeducation in selected developingcountries - G D JACOBS, TransportResearch Laboratory (UK), l A Sayerand C J Palmer
A performance evaluation of traffic safetybarriers in use in South Africa -l VAN SCHALKWYK, ACE Inc(South Africa) and R A F Smith
10:20-10:40 Community involvement in traffic safetyS C J VENTER, Human SciencesResearch Council (South Africa)
The benefits of developing a safety auditprocedure - M GOODGE, Ross Silcock Ltd(UK) and Y Granne
10:40-11:00 The importance of a comprehensivenational traffic safety educationcurriculum for the enhancement ofroad user knowledge, skills andattitudes-P R VENTER,Potchefstroom Universityfor CHE (South Africa)
The practice of road safety engineering:a case study - R LEGASSICK,London Research Centre (UK)and D Hutchinso. Read by D Feitham
11:00-11:20 T E A
*PO.
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11:20-11:40 The flip chart as educational media in multi-cultural traffic safety education in SouthAfrica - E L VAN DER MERWE, Potchef-stroom University for CHE (South Africa)
LEAD PAPER: The importance of facilitatingthe truck driver's situation - an activeapproach to truck safety P-E NORDSTRÖM,Scania (Sweden)
11:40-12:00 Traffic safety education and driver training- R M LUWACA, Zimbabwe TrafficSafety Board (Zimbabwe)
Vehicle safety in Africa - l CHARLTON,SA Bureau of Standards (South Africa)
12:00-12:20 Road accident immunity delusion syndrome,a cultural blow on road safety: R Al DS- O AGUNLOYE Transport SystemsCentre (Nigeria) and O A Oyedokun
Vehicle visibility - international practicesM A R BERNHARD. 3M (Europe)
12:20-12:40 The US National Highway Institute:highway safety training - M AYELE,US Federal Highway Administration(USA)
Research projects conducted at UCTrelating to the active safety of vehiclesC REDELINGHUYS, University ofCape Town (South Africa)
12:40-13:00 Education and information: indispensablelinks in the battle against danger on theroads. Experiences from The NetheriandsJ G GOOS, Dutch Traffic SafetyAssociation (Netherlands)
DISCUSSION
13:00-14:00 L U N C H AMBER DINING ROOM
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14:00-14:20 LEAD PAPER: Practicing traffic lawenforcement: means and needs,parameters and flaws M C JAYET,INRETS (France)
LEAD PAPER: Socio-economic aspectsof road accidents - D T SILCOCKRoss Silcock Ltd (UK), C E Ghee,A Astrop, M Grove and G D Jacobs
14:20-14:40 Ensuring traffic law and encorcementas partners to promote road safety -a review of the Ghana situation -J M Y AMEGASHIE, National RoadSafety Committee (Ghana)
European survey of the situation ofroad victims - M HAEGI, FederationEuropénne des Victimes de la Route(Switzerland)
< . / -
14:40-15:00 The optimisation of road traffic lawenforcement in South Africa - J P VAN DERWALT, Fischer & Associates (South Africa),G J Botha and B J van Heerden
Collaborating with health professionals -l DREYER, Potchefstroom University forCHE (South Africa)
15:00-15:20 DISCUSSION An assessment of Chimanimani bus disasterof 29 August 1995 - N TEMBO,World Health Organisation
15:20-15:40 T E A
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15:40-16:00 LEAD PAPER: Children, educationalpractices and road safety: whatlesson to learn from the comparisonof industrialised countries/ developingcountries - J P ASSAILLY,INRETS (France)
LEAD PAPER: Evaluation of safetymeasures and programmes: objectivesand constraints - N MUHLRAD,INRETS (France)
16:00-16:20 Planning and provision of pedestrianfacilities in the RSA- G SCHERMERS,Transportek: CSIR (South Africa)
Assessment and monitoring of roadsafety performance - Y H GRANNE,Ross Silcock Ltd (UK) and D T Silcock
16:20-16:40 Bicycle facilities enhance use andsafety - L DE WAAL, HawkinsHawkins & Osbom(South Africa)
A mid-term evaluation after ten yearsof road safety work in Botswana -G E SVENSSON,SweRoad (Sweden)
16:40-17:00 Walking to injury and death:regional patterns of pedestrian roadtraffic accident injuries and fatalities inKenya, 1986-1994 - M KHAYESI,Kenyatta University (Kenya)
An estimate of the economie costsof road traffic accidents:a developing country's perspective -J PRETORIUS, Transportek:CSIR (South Africa) and l Schutte
17:00-17:20 Pedestrian safety on the N2 inCape Town - H J STANDER,BKS Inc (South Africa),C R Tichauer and S M Fanner
Monitoring and follow-up of roadsafety programmes in Nigeria -H A HANANIYA, Federal Road SafetyCommission (Nigeria)
17:20-17:40 Analysis of bicycle transportationand its safety in China - X LIU,Beijing Polytechnic University (China)
Resutts of road accident investigationteam systems in Finland -M J ROTH, Viatek Group (Finland)
17:40-19:00 3M COCKTAIL PARTY, Crystal Room, first floor, CSIR Conference Centre
4*.
INHOUD
pagina
Verslag kongres van Joop H Kraay 3
Lezing Joop H Kraay: Road Safety Approaches in TheNetherlands and in the European Union 6
Draft speech for the Minister of Transport, Mr MacMaharaj, for the opening of the 3 RD African Road-Safety Congress, 14 April 1997, CSIR ConferenceCentre, Pretoria 20
A proposal for the African road safety initiative 30
Programme 3RD African Road Safety Congress 36
Lead Paper Theme 1. A review of the road safetysituation in Africa, M.E.Dhliwayo 44
Lead Paper Theme 2. An integrated approach towardstraffic safety management, development andimplementation, H.B.Pretorius 59
Lead Paper Theme 15. The role of research and theappilcation of integrated solutions to address theroad traffic safety problem in Africa, H.Ribbens 70
The connecting force between government and society.The Dutch approach. Harry J. van den Bergh (presidentWN) 82
Education and information: indispensable links in thebattle against danger on the roads, experiences fromThe Netherlands. Joop G.Goos (Director WN) 83
Education and information: investments in the future.Joop G.Goos (Director WN) 84
Enkele krantenknippsels 85
JHK/ZAFRICA.005/7 augustus 1997
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09:05-09:25
09:25-09:45
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11:00-11:20
11:20-11:40
11:40-12:00
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I;4&(pï.|$lt
15:00-
Briefing session - for speakers, chairpersons and rapporteurs of the day (DiamondAuditorium)
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LEAD PAPER: The role of research and the application of integrated solutions to addressthe road traffic safety problem in Africa - H RIBBENS, Transportek: CSIR (South Africa)
Minimum traffic sign retroreflectivity requirements: the United States' experience -E D L HUCKABY, Federal Highway Administration (USA) and H McGee
Traffic accident prevention and reduction review of strategies - S O GUNNARSSON,Chalmers University of Technology (Sweden)
Transfer of technology adapted to the African context in road safety - P LEJEUNE, CETEdu Sud Ouest Ministère des Transport (France)
Asian road safety: overview of the 2nd OECD Asian Conference on Road Safety - Y PANG,China Highway Engineering Consultant (China) and X Liu
T E A
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A review of the ESCAP/ADB road safety initiative in Asia - G D JACOBS, TransportResearch Laboratory (UK)
The experience in Latin American countries to reduce traffic accidents on urban roads andhighways -T H M PENTEADO, Instituto Panamericano de Carreteras (Brazil)
A PROPOSAL FOR THE AFRICAN ROAD SAFETY INITIATIVE : ECA
DISCUSSION
PANEL DISCUSSIONLeader: Prof S O Gunnarsson, SweRoad
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Economie Commission for Africa
Organisation for EconomieCooperation and Development
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JOINT ECA.OECD C01VGRISS
3RD AFRICAN ROADSAFETY CONGRESS
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- 17 APRIIÏfflUm
CSIR CONFERENCE CENTRE. PRETORIA
SOUTH AFRICA
LEAD PAPER : THEME lA REVIEW OF THE ROAD SAFETY
SITUATION IN AFRICA
M E DHLIWAYO
A REVIEW OF THE ROAD SAFETY SITUATION IN AFRICA
M.E.DhliwayoRegional Cooperation and Integration Division
Economie Commission for AfricaAddis Ababa, Ethiopia
THE UNTACDA II PROGRAMME FOR ROAD SAFETY
1. Within the framework of implementing UNTACDA ïï programmes ECA has drawn up a sub-prograrnme to address road safety activities in order to reduce the human, social and economie lossesresulting from accidents associated, inter alia. with increases and passenger, freight carrying activities.The realization of the foregone requires the address of issues raised in figure 1. ECA has made anattempt in addressing some of these issues.
OBJECTIVE AND SCOPE OF PAPER
2. The objective of this paper is to review the accident situation in Africa comparing the statisticsfor 1988/89 and 1993/94. The analysis is based on data obtained from some African countries, selectedliterature and information available at ECA including case studies undertaken for Ethiopia, Kenya andSouth Africa. The paper also attempts to give possible solutions to the problems identified. Furthermore,an assessment of the implementation of the strategies pertaining to the priority areas identified from theproceedings of the Second African Road Safety Congress held in Addis Ababa in 1989 and the baselineassessment undertaken for road safety activities in the UNTACDA ïï Programme is attempted. Thepriority areas are:- Sustainable transport policies; Integration of road safety measures; Financing ofroad safety activities; Training, education, and information dissemination; Accident data collection andtreatment; Traffic regulations and enforcement; Low cost physical counter-measures; Priority areas forresearch; Technology transfer and assistance policy.
3. The paper also reviews some initiatives undertaken in the implementation of road safetyactivities at national, sub-regional and regional levels. Recommendations are made on the need todevelop a unified action plan for improving the road safety situation in a coordinated and harmonizedmanner; this is expected to be undertaken under the umbrella of the proposed African Road SafetyInitiative.
ASSESSMENT OF THE ROAD SAFETY SITUATION
4. Despite the fact that the road sector has been and continues to dominate Africa's freight andpassenger movements, it is by far the most hazardous and accident prone in Africa where efforts tocombat the adverse effects are minimum. The incidence and severity of road accidents is worse than inall other resions in the world.-e*
5. The latest comparative statistics (1992) drawn from the road safety problems experiencedworldwide and in Africa reveal an alarming situation for Africa.
At the global level, the situation is as given below:
• 500,000 persons die and 10 to 15 million persons are injured every year in roadaccidents throughout the world with approximately 70 per cent of these fatalities andinjuries are experienced in developing countries.
• Analysis of accident occurrence between 1968 and 1990 showed an increase of 350 percent in Africa, compared to a reversing trend in industrialized countries where carownership per 1000 inhabitants has been estimated to be ten times higher on theaverage, than in our continent.
• A recent analysis of the Global Burden of Disease, in assessing changes in the rankingorder of disease burden for 15 leading causes in the world, shows that road trafficaccidents ranked number 9 in 1990 will be number 3 in the year 2020.
• Further analysis of global accident statistics indicates that the fatality rate per vehicleregistered in African countries ranges from 8 to 50 times higher than in theindustrialized world.
6. At the regional level, the situation has been assessed as follows:
• Studies by several research institutions showed that road accidents were commonly thesecond highest cause of death for the 5 to 44 years age group in Africa. This should beseen in the light of the fact that approximately 50 per cent of the African population isbelow the age of sixteen. Pedestrians and young road users have been identified ashighly vulnerable groups.
• The economie cost to African countries accruing from road accidents has been estimatedto approach two per cent of GNP, with a high foreign currency component for importingmedicines, hospital equipment, vehicle spare parts, etc.
• Growth in urbanisation in Africa has reached 11 per cent and has resulted in seriousimplications for road safety. The proportion of accidents occurring in urban areas isvery high with figures ranging from 80 to 90 per cent of the national totals.
7. At the national level,
• According to recent findings, accidents involving children under 15 years vary from 32per cent in Addis Ababa to 40 per cent in Abidjan;
• A comparison of fatality rates for selected countries reveals very little change in therates for 1989 and 1994 as shown in Table 1. Figure 2 also gives fatality rates (1994)by vehicle ownership and shows the variation that is prevalent in Africa;
• Analysis of fatality rates for the driver, passenger and pedestrian shows that thepassengers and pedestrians are most vulnerable (See Table 2). This could be largelydue to, in countries like Kenya and South Africa, the non-recognition and respect ofregulations governing the Matatu, the Minibus and Taxi transport industries. In general,this appalling situation could, for passengers and pedestrians, be attributed to the levelof car ownership, inadequate law enforcement and adjudication, human failure driversand vehicle fitness and underdevelopment of the road environment.
• Single vehicle (loss of control) accidents are very common. The vehicles involved inthese accidents with a devastating effect are mainly mini-buses and the rural busesalthough cars and lorries are also involved. The main reason for these accidents hasbeen identified in Kenya as excessive speeding.
• In South Africa statistics related to traffic discipline show that approximately 69 percent of drivers exceed the speed limit in 60 km/hr speed zones, with approximately 28per cent in 120 km/hr zones; an average of 37 percent of front seat occupants of vehiclesfall to wear seat belts; approximately 7 per cent of all drivers are intoxicated duringnighttime (compared to a normal figure of less than 0.5 per cent in some AustralianStates).
• Statistics on the risk of exposure in terms of vehicle-km still elude the capture in Africancountries. In Kenya the total amount of daily travel rose from 4.7 million vehicle-kmin 1976 to 14.2 million in 1990.
• Accidents per million vehicle-km dropped from 3.35 to 2.09 for the years 1976 to 1990.
• In South Africa, the injury rate has remained relatively constant at 130 injuries permillion vehicle-km travelled. The fatality rate declined slightly from 11.8 per millionvehicle-km in 1986 to 10 in 1995.
8. Algeria, Benin, Botswana, Burkina Faso, Cameroon, Cote d'Ivoire, Egypt, Gabon, Kenya,Mauritius, Morocco, Nigeria, Senegal, Tanzania, Tunisia, South Africa and Zimbabwe are engaged insignificant safety activities such as improved road designs, traffic engineering schemes in urban areas,highway legislation, traffic law enforcement, vehicle maintenance, occupants' restraint measures, roadsafety training and education and post-accident assessment and assistance.
IMPLEMENTATION OF PROGRAMMES FOR THE PRIORITY AREAS IDENTIFIED
9. An assessment of the progress achieved in the priority areas identified in 1989 is given below.
Sustainable transport policies
10. The need to ensure a sustainable transport policy backed by political will is a pre-requisite forthe implementation of efficiënt programmes as demonstrated by the World Bank/ECA sponsored RoadMaintenance Initiative.
11. These policies must have embedded in them road safety measures.
12. Strategie approaches to road transport system operations are needed in the short, medium andlong-term planning, programming, budgeting and decision-making processes.
13. The institutions must commit themselves to ensure well-defmed policies that in the long run willprove cost-effective. Hence proper administrative structures and institutional building will be requiredto ensure the sustainability of the policies that are put in place.
14. The administrative structures required to address, inter alia, road safety issues will have to becomposed of all stakeholders to ensure that all inputs for the development of the programme will takeinto consideration the needs of the society at large. Two organizations viz the National Road Safety
Counci] which will operate as an advisory body and the Road Safety Unit which will undertake theimplementation of the programmes will have to be set up.
15. The issue at hand is not only to set up these organizations but to ensure their effective operationthrough support from the highest political level and the availability of a stable flow of funds. Somecountries like Kenya had a very effective National Road Safety Council in the late 80s: this sarneCouncil had its last meeting in 1992 and efforts have since been made to set up a non-governmentalorganization to address the road safety problems in Nairobi initially.
Integration of safety measures
16. In urban areas, promotion of local activities and facilitation of traffic lead to the setting ofmultiple objectives often under competing interests. Although road safety is usually not a leading priorityissue for policy-makers, there is a need to create an awareness at the highest political level and havesafety measures embedded in other policies thus extending actions and measures across functionalboundaries.
17. Integration of safety measures, which requires both inter-sectoral coordination of measuressupporting each other, and introduction of accident prevention aspects in other policies, has beenidentified as one of the key factors for achieving progress in road safety.
18. An integrated approach to safety action development appears to be the best way for rankingproblems, articulating measures aimed at the same targets, avoiding the likely contradictions betweenmeasures applied in different sectors, and finally optimising the use of funds.
19. Integration requires decision-making structures which allow or enable the key people in differentsectors of activity to communicate, participate in strategie choices, and implement decisions. The settingup of national road safety councils composed of members from relevant departments and organizationsis an important pre-requisite for the implementation of integrated programmes.
20. These structures need the full support of a technical organization in charge of diagnosis andevaluation. Such an institutional structures are complex, and several African countries still experiencedifficulties in getting one to work. Some examples of achievement (for instance in Botswana, Malawi,South Africa and Nigeria) are encouraging however, and show that integrated safety policies andprogrammes are not a utopia.
21. In the development of policies and goals for road safety programmes, it is pertinent tosystematically outline the essential elements for formulating, implementing and monitoring programmesbased on concrete and realistic safety targets.
22. This implies that road safety should not be considered as a stand-alone activity. Instead whenplanning road project schemes, for example, safety aspects should be a priority focus. Safety auditmechanisms should also be introduced as they allow for substantial savings in that they grant advancedtreatment of potential safety hazards at much lower cost (both in economie and social terms) than postfacto actions.
Financing road safety actions
23. Road safety problems do not avail themselves to immediate solutions. They also require strongpolitical commitment to ensure on a long-term basis, appropriate monitoring of the road accidentsituation on which make pertinent decisions can be made. The financial requirements are enormous, but
the budgetary constraints, especially in Africa, are extreme. A cost-effective approach to tackle and betteraddress the road safety issues is to implement innovative and well-structured pilot programmes, rationallyallocate funds for research, identify problems calling for remedial actions and co-ordinate road safetypolicies at national, subregional and regional levels.
24. Two basic ways of financing road safety operations are used in African countries: these are; (a)self-fmancing; and (b) development aid financing.
25. Self-financing: The most common method of self-fmancing is by earmarking funds. InBotswana a levy of l Pula is paid annually by all users or owner of cars living in or visiting Botswana.In the Federal Republic of Germany, a proportion of the Government fuel tax is used for road safetyaction. In Switzerland l per cent of motor vehicle insurance premiums is collected by Government andused for road safety. This method is recommended for adoption by African Governments given the everincreasing scarcity of external funding inflows for African programmes.
26. In general, while the role of most insurance companies in Africa is still very minimal and weakin road safety activities, some companies recognize that they have a social role to play and try to projecta positive image by taking part in some road safety activities. These activities include financing research,cooperation with driving schools, development and production of teaching materials, training of children,financing information campaigns etc.
27. Development Aid Financing: There are two types of aid financing: (a) bilateral aid; and (b)multilateral aid. Bilateral assistance most often takes the form of technology transfer through technicalassistance and training to develop local road safety agencies. Assistance from financial institutions mayencompass technical assistance for training, studies, institution building, and finance for equipment andinfrastructure improvements. The Malawi Road Safety Project is one example funded by the AfricanDevelopment Bank. The Tanzania and Ethiopia Road Safety Programme are also examples funded ascomponent of the Roads Sector Development programmes.
Training, education and information
28. The initial step is to consider all education problems within the broader framework of mobilitypatterns; traffic education participates in the assimilation by human beings of new technical tools, andin human adaptation to new modes of transport.
29. Emphasis should be laid on the training of "trainers", for instance teachers (in the case of schooleducation) or driving instructors (as far as driver training is concerned).
30. The importance of the need to follow-up and evaluate education and information disseminationmeasures is gradually being recognized. Appropriate methodologies have still to be developed.
31. The measures applied, whether dealing with traffic education for children, driver training, orinformation campaigns, are now being more and more designed with the active participation of all actorsinvolved (teachers and pupils, driver instructions etc.). Another new development is the implementationof pilot actions, which are evaluated prior to wide-scale implementation of similar measures.
32. In an endeavour to assist member States, the ECA in collaboration with the Eastem and SouthernAfrican Management Institute (ESAMI) organized the first UNTACDA ïï training workshop on theDesign and Management of Road Safety programmes for Eastem and Southern African countries in1992.
33. ESAMI continues to offer, to English speaking African countries, a regular two-week course onthe Design and Management of Road Safety Programs.
34. Within the SADC transport programme the Zimbabwe Ministry of Transport Training Centrehas been designated as the subregional training centre for drivers and vehicle inspectors.
Accident Data Collection and Treatment
35. A number of countries have improved their police road accident data collection and analysissystems and have already installed microcomputer systems. Adoption should be made, whereverpossible, of existing systems which are available in other countries.
36. Egypt has already linked medical data with police road accident data and is also collectinginformation about accident costs. More countries are considering the adoption of accident costingprocedures and the carrying out of cost/benefit analysis of road safety improvements so that funds forroad safety could be more efficiently allocated.
37. Niger and Cöte d'Ivoire are collecting additional data on road user behaviour and attitudes to beused for planning improvements.
38. The British TRL Microcomputer Accident Analysis Package (MAAP) first used in the field 14years ago, is now widely used in many African countries such as Botswana, Ghana, Ethiopia, Malawi,Swaziland, Tanzania and Zimbabwe.
39. The proposed African Road Data Bank by ECA and the International Road Federation (ERF) isalso intended to cover data collection and treatment for road safety activities.
40. It should be reiterated that data collection is the foundation for developing effective interventionmeasures for improving the impact of road safety programmes.
Traffic regulations and enforcement-»
41. The need to harmonize regulations in subregions is strongly feit. The Southern AfricanTransport and Communications Commission has instituted studies on the harmonization of Traffic Lawsand Regulations for the Southern African subregion.
42. The importance of having a legal framework in the form of a road act that relates to what ishappening on the roads is very critical. The information at ECA shows that most countries are using roadtraffic acts drawn up during the colonial era. Zimbabwe has drafted a revised act with a provision ofimplementing a penalty points related system for traffic offences, a system that is similar to the Swedishpractice.
43. The business plan for the implementation of Road Traffic Management Strategy in South Africa,inter alia, proposes the setting up of regular road blocks to control driver and vehicle fitness, on the roadtraffic courts, with a focus on reducing drunken driving and the lowering of alcohol limits. An awarenesscampaign was also built in the business plan and this will be undertaken through extensive education andadvertising campaigns.
44. There are strong needs for efficiënt training and re-training systems within the police forces.This should also be supported with an improvement in the remuneration of the police force to reduce thetemptation to accept bribes.
45. It is evident that enforcement requires very strong technical and financial support by the State.This is why most countries still experience so much difficulty in implementing efficiënt regulator}'policies.
Low-cost physical measures
46. A lot of research has been undertaken in Kenya and Egypt in the implementation of low costcounter-measures. On the basis of the research undertaken in Kenya and funded by Finland, an ECAmanual on low-cost engineering counter-measures to accident blackspots was developed.
47. It is still too early to make general recommendations for any particular low-cost counter-measures as their evaluation is only just starting, and the conditions of their transferability to othercountries still remain unspecified. There are strong reasons to believe, that this type of safety action,which is more dependent on human ingenuity than on heavy financing, is likely to be very cost-effective.
48. Although measures cannot be exported, the methodologies used to design them can betransferred. Some safety teams with field experience have already published manuals which could helpothers to start similar work.
49. The development of countermeasures should be closely linked to the introduction of trafficcalming measures.'o
Priority areas for research
50. Selected research priority areas include, inter alia, accident data collection, treatment andanalysis; the interaction between different aspects and elements of road infrastructure and safety;comprehensive and integrated road safety schemes; traffic law enforcement for different violations andfor different road user groups; high risk groups; road user behaviour including mental conditions, socialacceptance, road user psychology, etc.; paratransit; training, education and campaigns.
51. ECA has carried out a study in 1994 on the improvement of pedestrian and child safety in urbanareas, with a bureau in the cities of Cairo and Nairobi. The study proposed policies and remedialmeasures that are meant to enhance the traffic safety for pedestrian and child safety in urban areas as wellas to improve their road environment. This study is considered as an initial step towards developingguidelines for pedestrian and child safety in Africa through the undertaking of further studies in selectedcities.
Technology Transfer and Assistance Policy.
52. Parallel to continued and extended African research on road safety, there is an immediate needfor knowledge from other parts of the world, both for research, planning and implementation purposes.There are examples today of highly viable schemes for technology transfer. There are examples of activetechnology transfer schemes through the creation of multi-national highway technology transfer centreslinked to a central institution and fed with information on a regular basis. The United States FederalHighway Administration, estimates that benefits from such technology transfer schemes exceed the inputcosts by more than 8 to 1.
53. In order to ensure effective technology transfer and implementation of assistance policy, thefollowing should be undertaken: the existing research institutions should be strengthened; the newinstitutions should be encouraged to take up road safety research; cooperation between research
institutions should be encouraged; a technology transfer scheme designed to maximize the use of and/orapplication of the research findings should be considered; regional and subregional cooperation shouldbe encouraged to participate in all phases in the process leading to safer road traffic, i.e. planning,financing, research, monitoring and evaluation; training of road safety should be encouraged. Specialemphasis should be put on training on road safety researchers through cooperation and coordination withresearch institutions in all parts of the world.
54. The role of vehicle manufacturers is essentially one of providing safe, durable and well designedvehicles. Considerable efforts have been made and large sums of money spent to ensure that theirvehicles are as safe as possible. This aspect is however beyond the control of African countries, sincemost African countries have not established technical and safety standards for the vehicles they purchase.With regard to the importation of second hand vehicles, while it is a very effective way for improvingmobility for the low to middle income groups in Africa, it is pertinent to ensure that this vehicles meetpre-determined safety standards in order to curb the increase of accidents arising from vehiclemechanical failure. The implementation of this measure will require African countries to set up someform of bureau standards to assess the quality of the imported vehicles.
USEFUL EXPERIENCES AND INITIATIVES
55. As demonstrated from the foregone, some countries and organizations have made concertedefforts in trying to redress the road safety situation in Africa.
56. At the regionai level ECA in collaboration with the British Transport Research Laboratoryinitiated the development of African Highway Code the first phase of which entailed production of AGuide for Heavy Goods Vehicle Drivers. This guide has generated a lot of interest in English speakingcountries and the French version being currently prepared.
57. A framework for establishing the African Road Data Base has been developed by ECA and ERF.Funds are being sought for its implementation.
58. At the subregional level the SATCC in collaboration with the Norwegian Institute of TransportEconomies has developed, inter alia, valuable frameworks for harmonization of traffic laws, trafficsignals and road markings, driver licensing, highway codes, guidelines for setting up of National RoadSafety Councils and various training modules. These frameworks could provide useful information foruse by other subregions in their developing road safety programmes at both national and subregionallevels.
59. Useful initiatives that have been developed recently entail the development targeted road safetyprogrammes and safety auditing.
60. OECD defines a road safety target is defined as a quantified road safety goal with an explicitquantitative limit and time frame e.g. South Africa reduction of traffic accidents by 10 per cent to beachieved in the year 2000 through the implementation of the road traffic management strategy.
61. The advantages of targeted road safety programmes lead to better and more realistic programmeswith wider scope; better use of scarce public funds and other resources while improving the credibilityof those responsible for the road safety policy, government officials and politicians; improvement inplanning through the provision of rational bases for national consensus on priorities, etc.
62. Safety Auditing as adopted by a number of developing countries, (United Kingdom, Australia,New Zealand) can be defined as a formal examination of an existing or future road traffic project, or any
project, that interacts with road users, in which an independent, qualified examiner looks at the project'saccident potential and safety performance. The Safety Audits are expected to minimize the risk severityof road accidents that may be affected by the road project at the site or on the nearby network, and theneed for remedial works after construction, reduce the whole-life costs of the project, and improve theawareness of the safe design practices by everyone involved in the planning, design, construction andmaintenance or roads.
63. The adoption of these new concepts by African countries could improve the design, managementand development of their road safety programmes.
•
CONCLUSIONS AND RECOMMENDATIONS
64. As demonstrated in the preceding, the road accident siruation in Africa is still far from beingsatisfactory from the social as well as the economie points of view. Significant technical and financialresources backed by support from the highest level in government will be required to improve road safetyin Africa.
(a) African Governments should put in place comprehensive transport policies whichencompass, inter alia, road safety activities, a programme for which will be drawn upin consultation with a National Road Safety Council and executed by a Road SafetyUnit;
(b) Adequate financial and human resources and institutional arrangements should beprovided for road safety activities;
(c) A balanced approach to provision of accessibility and mobility should be adopted.
(d) The development of a road safety programme should be undertaken using integratedapproaches with clearly defined and realistic targets. This will require effective datacapture for defining the programme and setting the targets.
(e) When planning road project schemes such as the Tanzanian Integrated Roads Project,road safety aspects should be afforded a priority focus. Safety audits should also beintroduced early enough to ensure inter alia the cost effectiveness of measuresintroduced.
(f) Implementation of pilot road safety schemes should be encouraged and countries shouldadopt whenever possible existing schemes in other countries. In this regard asubregional/regional approach should be adopted.
(g) Education and information campaigns should be accorded a high priority. Specialemphasis should be put on the training of trainers.
(h) The development of strategies should be categorised into short, medium and long termstrategies. The short term strategy could be the reduction of the speed limit in urbanareas, while the medium and long term strategies could comprehensively address thepriority areas identified in the preceding sections.
(i) Programmes pertaining to research, technology transfer and assistance policy should besupported with adequate funding and cooperation between research institutions shouldbe encouraged.
(j) Cultural and social considerations should be made in implementing some of thecorrective measures on existing and/or new schemes."e
65. In conclusion, it is recommended that al! organizations involved in road safety activities shouldpool together their resources to support all initiatives in addressing road safety issues in Africa. In thisregard, successful road safety programme implementation being multi-discipltnary in nature, will requireeffective and sustained cooperation from the various agents involved.
66. There is therefore a need to develop an African Road Safety Initiative based on a unified actionplan drawn from the findings of this Congress. The initial step in implementing this action plan wouldrequire a setting up of fora for exchanging experiences and disseminating best practices in Africa andworldwide.
10
CHANGE IN RANKING ORDER OF DISEASE BURDEN FOR 15 LEADING CAUSESIN THE WORLD (1990 - 2020)
1990
Disease or injury
Lower respiratoryinfectionsDiarrhoeal diseases
Conditions arising duringthe perinatal periodUnipofar majordepressionIschaemic heart disease
Cerebrovascular disease
TuberculosisMeaslesRoad traffic accidentsCongenital anomaliesMalaria
Chronic obstructivepulmonary diseaseFallsron-deficiency anaemiaProtein-energymalnutrition
10
17
19
28
33
2020(Baseline scenario)
Disease or injury
1 Ischaemic heart disease
2 Unipolar majordepression
3 Road traffic accidents
4 Cerebrovascular disease
Chronic obstructivepulmonary diseaseLower respiratoryinfectionsTuberculosisWarDiarrhoea! diseasesHIVConditions arisingduring the perinatalperiodViolence
l 3 Congenital anomalies14 Self-inflicted injuries15 Trachea, bronchus and
lung cancers
19
24
25
37
39
il
UNTACDA II OVERALL OBJECTIVEEstablishment of an efficiënt transport and communications network that will form the basis for The integration of Africa
and to facilitatenational and international traffic so as to foster intra-African trade and the achievement of selfsustaining economie development.
Globa!objectives( l ) to (6J
iGlobal objective (7)
Improvement of transport safetyand security as well as strengthening transport
related environment protection measures
Globalobjectives(8)to(10)
Area of immediate concentrationPromotion of road safety activities and protection of the enviorment through the development of targeted programmes
Major issues to be addressed
• Adoption of sustainable transport policies taking into account road safety program development• Setting up of a strong national road safety council supported by
a road safety unit for execution of programmes• Stable flow of funding
• Co-ordinated accident data collection, analysis and processing• In-depth baseline assessment of the situation• Adoption of safety audits on all new schemes
• Development of integrated road safety programmes• Implementation of appropriate countermeasures subjected to pilot
studies• Monitoring and evaluation of al! road safety schemes
• Development of effective training, education and informationdissemination programmes for road safety agents and road users
• Effective traffic regulations and enforcement
• Devefopment of technology transfer programmes• Co-ordination and harmonizatión of road safety work along the corridors• Sharing of experiences and research related programmes
Fig l. The UNTACDA II Road Safety Programme
Suloooo0)a£oo
3UU
250
200
150
100
50
0
TMoramt
KMO s^sr RwandarGuinea........1 «Lest
•Ethcpial»Benin
\ «Zo• \-rifte.
.....\>JTanzanicN
•CM
«que- • • • • •
1
Stho
frnöa3
^•Cap
MOfOC
eVe<de
CO
Bofswar,• a«Swazitanc
Mauritius NamibraATrica
200 400 600 800 1000 1200 1400 160CVehicles per 1 OOOO Inhabitants
Fig 2. Fatality Rate by Vehicle Ownershipin Selected African Countries (l 992-94)
12
Country
Botswana
Ethiopia
Kenya
Rwanda
Zimbabwe
Year
19891993
19891994
19891994
19891994
19891993
Populationmillions
mid-1992
1.4
54.9
25.7
6.97.3
10.4
Area 1000km2
582
11.30
580
26
391
Vehicle fleet
64302101031
5810093215
334000411000
. 2000027093
381186423551
Vehicle per10,000
population
536722
17
180
3537
407
Injuries
26615136
1764420536
1110513945
Fatalities
262379
9001169
20142425
331483
10221024
Fatalities per10,000
vehicles
4138
155125
6059
185178
2724
MOJ
Table T. Comparison of fatality rate by vehïcle ownership for Eastern and Southern African countries forthe period 1989 and 1993/94
</.
Country
Botswana
Ethiopia
Kenya
Malawi
South Africa
Zambia
Zimbabwe
Year
19901994
19891994
19891994
19891994
19891994
19891994
19891994
% Fatalities
Driver
22.020.0
7.716.0
20.419.7
9.010.0
24.826.9
17.014.0
24.037.0
Passenger
49.058.0
32.1542.4
34.537.4
54.053.0
28.031.7
43.041.0
45.022.0
Pedestrian
29.023.0
60.151.6
40.142.9
36.037.0
47.041.2
40.046.0
31.041.0
Table 2: Comparison of fatality rates for drivers, passengers and pedestrians.
14
ê\\*M&ft
Economie Commission for Africa
Organisation for EconomieCooperation and Development
JOINT ECA/OEO» CONGRESS
3RD AFRICAN ROADSAFETY CONGRESS
- 17 APRIL i99$
CSIR CONFERENCE CENTRE. PRETORIA
SOUTH AFRICA
LEAD PAPER : THEME 2AN INTEGRATED APPROACH TOWARDS TRAFFIC
SAFETY MANAGEMENT, DEVELOPMENT ANDIMPLEMENTATION
H B PRETORIUS
l
AN INTEGRATED APPROACH TOWARDS TRAFFIC SAFETYMANAGEMENT, DEVEEOPMENT AND IMPEEMENTATION
H B Pretorius(Former: CSIR)
F S MulderDepartment of Transport
Private Ba g X 147PRETORIA
0001
Tel:- +27 123093159F a x : - +27 123232215
ABSTRACT
In Africa, road transport is the predominant mode of travel. About 90% of goods and people are carried by road.Unlike other modes of transport, road transpon is by far the most hazardous and most collision prone in Africa. Thetraffic safety situation in Africa seems to be unsatisfactory. From studies undertaken by the United Nations in 1991.it was found that the incidence of road traffic accidents is worse in Africa than in any other region of the World.Statistici show that road accidents are the major single cause of death among the economically active population.The economie value of collisions in Africa is estimated to be 50 times those of industriaiised countries.
Almost every country in Africa can be regarded as a developing country. South Africa could be regarded as a thirdWorld Country with first World technoiogy. However, the problem is, that South Africa and other African countriescan unfortunately not always afford modem technology to combat traffic collisions and casualties. According to theUnited Nations. the international community is prepared to consider making international funds available to thosecountries who seek meaningfu! safety programmes.
Some African countries have. since 1991. taken steps to address the situation. They initiated road safety work inareas such as road traffic management, traffic legislation. traffic law enforcement, training and education and postco l l i s ion assistance. However. it would seem that resources (expertise, financing, equipment and manpower), toaddress traffic safety issues are scarce. The situation is worsened by the unwillingness of poiiticians and officialsin high positions to make resources available to address pure traffic safety issues. Without being offensive someof these people create the impression that they do not care about traffic safety issues and could not be bothered whathappened to the victims.
The only way to optimise the use of available expertise and resources in a country regarding rraffic safety, is to dealwith the matter in a systematic manner. To accomplish this. countries need to develop and implement their ownunique integrated management system. Such systems can be traffic based or safety based or even traffic saferybased. The best results are achieved when a country develops an integrated traffic safety management system.All systems must be supported by a policy on traffic safery. The Department of Transpon developed an integratedt raff ic management system for South Africa with the help of a Systems Management Scientist. Emphasis isconcentrated on orderly road traffic with traffic safery as one of the results. The South African Departmem ofTransport also supported the Traffic Safery Secrerariat of Namibia with the deveiopmem of an integrated trafficsafety management system for Namibia. In this regard the issue of safety is emphasised.
To achieve success in Africa. management plans needs to be developed to make provision for cooperation betweenneighbouring countries in a multifaceted way. Neighbours shouid share their expenise with each ether by forminginterstate working groups. Cooperation would however. not pui the countries1 independence in jeopardy.
South Africa is prepared to share its expenise and experience with any country in Africa. Gone are the days thatAfrica sits on the bench and waits for other counrries to do things for them. The time is right to start doing thingsfor ourselves. Africa has a lot to offer to the rest of the World. Traffic safetv is one of those issues.
w3RD AFRICAN ROAD SAFETY CONGRESS
Verslag van Joop H Kraay van het 3RD African Road SafetyCongress in Pretoria te Zuid Afrika.
* OrganisatieHet kongres was georganiseerd door het land Zuid Africa (CSIR)samen met de Economie Commission for Africa ECA en de Organi-sation for Economie Cooperation and Development OECD. Daar-naast waren ook betrokken de PRI, IRF, World Bank en de WHO.De lezing van JK is als Bijlage bijgevoegd.
* DeelnemersIn totaal waren er 51 landen vertegenwoordigd met ongeveer 300kongres-deelnemers.De Nederlandse deelnemers waren Harry van den Bergh (WN),Joop Goos (WN) en Joop H Kraay (AW) .
* Banden met het Afrikaanse KontinentOpvallend is dat er vele Europese landen samenwerken metlanden in Zuid Afrika, maar dat Nederland noch in de west,noch in de oost en noch in Zuid Afrika wetenschappelijke ofandere banden heeft op het gebied van verkeersveiligheid.De Europese landen die dit wel hebben, zijn de voor de handliggende landen Frankrijk en Engeland die er voormalige kolo-niën hadden; daarnaast toch enigszins opvallend de landenNoorwegen, Finland, Zweden, Zwitserland en Duitsland.
* Situatie en initiatieven Zuid AfrikaHet kongres werd geopend door de Minister van Transport (MacMaharaj). In het kort volgen hier zijn belangrijkste punten.- In Zuid Afrika sterven jaarlijks 10.000 personen als gevolgvan verkeersongevallen en zijn er 30.000 ernstig gewond. Ditlaatste getal lijkt mij een klassiek voorbeeld van onderregis-tratie.- De aandacht voor verkeersveiligheid is groeiende. Een WhitePaper on National Transport Policy is in september 1996 doorhet Parlement goedgekeurd. Dit paper behandelt de volgendevijf terreinen: road traffic control; legislation and adjudi-cation; training, education and communication; road trafficadministration and information systems; and, road trafficengineering.Traffic control (voor snelheid en alkohol) wordt als belang-rijkste issue voor direkte aanpak genoemd.- De nationale doelstelling van minus 10 percent doden in hetjaar 2000 zal gerealiseerd moeten worden op regionaal enlokaal niveau. Daartoe hebben de gouverneurs van de twaalfprovincies de opdracht gekregen om een Business Plan te makenwaaruit blijkt dat de nationale doelstelling zal worden ge-haald. Deze gouverneurs zijn door de Minister als verantwoor-delijken voor de realisatie van de doelstellingen aangewezen.- Teneinde het proces voor de verbetering van de verkeersvei-ligheid te sturen, is er in het begin van dit jaar een RoadTraffic Safety Board opgericht.
JHK/ZAFRICA.005/7 augustus 1997 3
Introduction
Chairperson. Ladies and Gentlemen.
We have never thought in our wildest dreams that we would ever have the opportunity to take part in
an event like this. Chairperson, I also hope that this is not the end of a hopeful beginning but the
beginning of never ending hope. The aim of our paper is to share with you how the various countries
in Africa can join forces to promote traffic safety by working together in a holistic integrated way by
sharing expertise and by caring for each others assets.
Chairperson, we think that everyone here today wil l agree that Africa is the most wonderful continent
in the world. African countries have a lot to offer to the rest of the world. But when it comes to
transportation and traffic safety issues, we have unfortunately very little to offer. We don't want to
be rude, but if we compare our traffic safety situation (fatal collisions per 10 000 registered vehicles)
with countries on other continents - even other developed countries - it would seem that we are the
worst continent in the world. For example, a rough estimates of the USA. Japan, Britain. France,
Germany and Israël the number of fatal collisions per 10 000 vehicles is about 9.5 to 10 while the
situation in Africa is about 80 to 90. We must admit that this is a most horrific situation.
For the past 20 years l have been involved in traffic safety research. For me it is clear that politicians
are not interested in the promotion of traffic safety - accept of course when they gain personal glamour
from podiums. It would also seem that Governments in Africa do not place a very high priority on
traffic safery issues. It seems that many officials within Government Departments do not have a clear
understanding of the complexity" of traffic safety and its management.
It needs to be mentioned that politicians and Govemments are per se. accountable for the promotion
of traffic safety while officials of various State Departments are responsible for the promotion of
traffic safety. Politicians and officials need the technical support of scientists, engineers, educators;
law enforcers. information managers, statisticians etc. to promote traffic safety.
The lack of suppon by politicians and officials in some African countries is jeopardising the attempts
of scientists to promote traffic safety effectively.
Hennie Pretorius and Prikkie Mulder
From the research undertaken by us since 1988, we are of the opinion that we can offer a concept
to promote traffic safety in the RSA but also in other African countries as well some other countries
in the world.
The topic of our paper is:
"AN INTEGRATED APPROACH TOWARDS TRAFFIC SAFETY MANAGEMENT,DEVELOPMENT AND IMPLEMENTATION"
In the remaining part of our paper we would like to explain the rationale behind integrated
management. When we started our research, we asked ourselves the question: "What is a collision?"
As scientists, we should also claim that we know how to explain a collision in scientific terms. After
duly consideration we argue that if we say that a collision can be regarded as an event Y then
something must have caused or contributed to the event Y. What? The answer lies in the fact that
we have three sets of elements from which contributory factors may occur, namely the human, the
vehicle and the environment. However, some scientists also assume that events can be caused by
random events. With this in mind we can write a collision in terms of mathematical model, viz.:
n
Y=a-J^ax.+zt—t i //= i
This formula is a simple linear equation. This implies that a collision is caused by a combination ofa series/seqitence of factors. In the formula, c. presents a constant factor while e presents an error
factor. This implies that in almost every collision there some constant factors present and their mayn
also be erroneous factors present. TheJ] Ct^r indicates a series of contributory factors. These/ = !
contributory factors are related to the operational interactions between the human, the vehicle and
environment factors. As long as the relationships between operational interactions are under control,
the probabiliry that a collision wili result is very low. In the traffic situation control is unfortunatelynot possible. Road users and officials therefore have to rely on scientific methods to regulate the
relationships to such an extent that the probability of a collision is minimised. This brings us to theissue of effective traffic management by adopting a holistic, integrated coordinate systems approach.
Before we explain this concept, the issue of power by generating energy should be understood.Vehicles are power driven. Therefore, we need to generate power to ensure the movement of
vehicles. The driver is responsible and in full control of the power base of his or her vehicle. The
Hennie Pretorius and Prikkie Mulder
move at a certain speed, a ceratin amount of energy has to be generated. Before the vehicle isbrought to a standstill. all the energy consumed needs to be utilised. If for example in the event ofa collision all the energy generated had to be consumed before the vehicle is brought to a standstill.The sudden stop is not enough to consume all the energy and the final result is an explosion. Thus,
Chairperson Person the result of any uncontrollable situation is a collision followed by an explosion.Next time when you watch TV looks careful what happened in the movies. Explosions are the resultof collisions which is caused by a serious of uncontrollable events. Therefore, in our search to findsolutions. we need to take steps to control energy and steps to regulate relationships between road
traffic elements co minimise the probability of collisions and reduce the impact of too much energy.
Thus, Chairperson Person we need to deal with effective systems management tools! In anytoolbox, it is unlikely that we will find only one tooi. To manage traffic issues effectively, we alsoneed many tools. In a traffic toolbox we wil] find many role players from different disciplines andfunction areas. In the RSA we identified the following disciplines and function areas, namely -
Engineering
• The road environment
Education
• Formal education (Schcols/tertiary institutes)
• Non-formal education (Media)
Informal education (Driver training)
Law enforcement
• Legislation• Traffic policing
• Adjudicacion and rehabilitation
Logistics
• Research, development and implementationTraffic informanon
• Traffic administrationRescue services
Hennie Pretorius and Pr ikkie Mulder
5
Chairperson Person, to manage traffic issues effectively we need policy view points.
POLICY VIEWPOINTS
Policy formulation
Policy formulation is a process according to which brief verba! expression can be given to one or more
principle /s and/or guidelines enunciated by a Minister who heads a Ministry or by the executive of a
private company. Policy formulation is undertaken in consultation with specialists. In systems context,
policy formulation is usually expressed with regard to relationships between elements.
In the case of traffic management all role players w i l l afford the opportunity to formulate (or review)
policy viewpoints in consultation with specialists for approval by the relevant Minister or Ministers.
Policy implementation
Policy implementation is a process whereby each policy viewpoint, which is only formulated in broad
outlines. is carefully evaluated to determine whether the principles of the viewpoint can be implemented
in the current situation. whether legal provisions for the specific policy viewpoint exists and in which
way the TM S can be applied to implement the policy.
The Department of Transport will be accountable for the implementation of policy viewpoints while
the DTS may be the ideal Directorate to be responsible for managing the implementation process in
collaboration with all other role players on all levels of control.
Policy evaluation
The RSA has reviewed the policy view points formulated in 1992. All the role players had an
opportunity to reengineer policy view points. The reviewed policy view points forms now part of the
WHITE PAPER ON NATIONAL TRANSPORT POLICY of 1996.
Evaluation means that the value of an element, is it an activity, a technique, an act or process must be
determined and. where possible. compared with the value of one or more other elements. With regard
to traffic management in the current dispensation. the RSA has now a management system in.
Hennie Pretorius and Prikkie Mulder
However, it may take another couple of years before the process towards a holistic integrated approachis implemented and fully operational.
The absence of a management system result in a lack of:
• uniform standards;
• a vision. and the setting of goals and objectives;
• steps to achieve set goals and objectives to keep the system on track as a whole; and• procedures to take corrective steps to put the system on course again.
Policy revision
Although a policy document on traffic exits in the RSA at the moment it may be necessary to review
and update it in a due course. However, policy revision is most imperative to keep track with local and
foreign trends.
SYSTEMS MANAGEMENT
Systems management refers to the way in which relationships between elements and
sub management systems should be regulated. It comprises of the following
components
planning;
organising;
implementation;
• regulation (or control); and
auditing.
Planning
The best way to approach the matter of traffic safety issues, is to undertake activities
in an integrated, systematic way. For this purpose, it was essential that the TMS be
developed, implemented and managed.
Hennie Pretorius and Prikkie Mulder
/;
Organising
Systems management activities need to be organised in a holistic manner. This means
that each and every role player should be kept informed of the status of relevant
activities, issues, programmes and projects. This can be accomplished through the
Department of Transport. The Department of Transport has already taken the
responsibility to disseminate information on activities by means of a news letter and
other media (radio, TV, newsletters) The media should also be fully utilised when
activities are organised. The TMS Secretariat should be responsible for the organisational
function.
Implementation
The third component of systems management is impiementation. Implementation is a
process. It comprises of three main steps, namely -
• initiaiisation;
evaluation of the impiementation process; and
• operations.
For obvious reasons (expenses, visibility of actions and expertise needed to mention only
a few) the implementation of project activities seems to be neglected. To overcome
implementation problems, it is advisable to ensure that projects are thoroughly planned
and organised. This includes the development of implementation plans (also called
tactical plans) and cperations. The first step in the implementation process is
initiaiisation. This means that activities should be carefully pianned and organised. The
initiaiisation phase is part of the bigger process and needs to be evaiuated. If for
example, it is found that something in the initiaiisation phase does not work, the
implementor should take corrective measures and made adjustments. It may be that the
entire process should be replanned and reorganised. Many people feel that if such
drastic actions have to be taken implementation has failed. If the emphasise was placed
Hennie Pretorius and Prikkie Mulder
8
on implementation only it may be the case, but if implementation is regarded as a
process, such seemingly drastic steps are fully justified.
Apart from thoroughly planning and organising (which includes financing) the only other
reason why an implementation process fails is that the practitioner/operator is not
appropriately trained to manage the implementation process effectively. In this regard
it is always advisable to involve the researcher as part of the implementation process.
Another issue is that it seems that sometimes activities are implemented wrongly. Once
the practitioner realises that no steps are taken to adjustments, the implementor feels
an error has been made and does often not view making mistakes as part of a learning
or growing process, but as a failure. Supervisors sometimes make the same mistake.
Once the implementation process is in operaticn, the practitioner should monitor the
situation on an ongoing manner to ensure that the activities are kept on a tract and to
identify and detect new trends at an early stage. These trends need to be addressed as
soon as possible within the TMS. To support practitioners/operators in this regard,
management audits need to be undertaken regularly with the help of an outsider. The
role of an outsider within any reengineering process is not to criticise or play a role of
"big daddy" but to make life easier for practitioners/operators, because of the fresh
insights people have when they are not part of the system of investigation. This is why
there should be closer relationships between researchers and practitioners.
Auditing
Auditing is the evaluation and feedback process of the TMS. During this process
practitioners, operational workers and researchers work together to take stock of what
is happening with the management system. The continuation cf the successful actions
should be emphasised and adjustments should be made to improve the less successful
actions. The mission, vision and goals of the TMS should be the main guidelines when
evaluating the TMS. Continuous revision of these should also take place to ensure
maximum, problems related impact of the TMS.
Hennie Pretorius and Prikkie Mulder
9
All the processes described in this section, took place within the proposed TMS.
VVHY DO SYSTEMS MANAGEMENT FAILS?
These are a variety of reasons why the adoption of resolutions at congresses, the implementation of
research findings and systems within organisations failed. The following reasons are given by
HAMMER and CHAMPY". namely that we -
• try to fix a process instead of changing it;
tend to ignore the design process;
tend to neglect people's believes;
• are willing to settle for minor results:• quit too early;• place prior constraints on the definition of the problem and the scope of the reengineering
process;
• allow existing corporate and management attitudes to prevent reengineering from getting
started;
try to make reengineering from the botton, up;
assign someone who doesn't understand reengineering to lead the effort;
skimp on the resources devoted to reengineering;
try to make reengineering happen without making somebody unhappy;
• pull back when people resist making reengineering changes; and
try to drag the effort out.
To ensure success, role players should take steps to avoic the abovementioned pitfalls. It is therefore
imperative that -
• research needs should be identified and addressed on a continuous basis;
• the outcome of research findings be marketed;• counter measures developed from research findings (TMS processes, tools and programmes
be implemented); and
TMS processes, tools and programmes be managed.
Hennie Pretorius and Prikkie Mulder
10
INVOLVEMENT OF OTHER COUNTRIES
Although the TMS has been developed to satisfy South African needs, traffic issues are global in
nature. It is therefore important to participate with other African and overseas countries. The TMS
provides for other countries to take part in South Africa's efforts.
Training programme
The TMS concept and systems thinking are fairly new in South Africa. It is therefore important to
develop TMS training programmes to empower role players to take part in TMS activities. Provision
should also be made to train role players on a provincial and local level in systems management
techniques.
REFERENCES
THE DEPARTMENT OF TRANSPORT. White Paper on National Transport Polic\. September
1996, Pretoria
THE DEPARTMENT OF TRANSPORT. National Policv on traffic safetv. March 1992, Pretoia
PRETORIUS and MULDER F S. Die ontwikkeling van 'n padverkeersveiligheidbestuurstelsel vir
die RSA. Finale verslag. WNNR, Pretoria, 1991.
HAMiVIER M and CHAMPY J. Reengineering the corporation. Nicholas Brealey Publishing
Limited in 1994, Londen.
Hennie Pretorius and Prikkie Mulder
A
ïfö/fl' Z^
im.^S^fS!.*3* J?
M
Economie Commission for Africa
Organisation for EconomieCooperation and Development
J > 3 ^ / ï G £
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©(DE)
JOENTECA/OECB CONGRESS
3RD AFRICAN ROADSAFETY CONGRESS
J
- 17 APRIL 1997
CSIR CONFERENCE CENTRE. PRETORIA
SOUTH AFRICA
LEAD PAPER : THEME 15THE ROLE OF RESEARCH AND THE APPLICATION
OF INTEGRATED SOLUTIONS TO ADDRESS THEROAD TRAFFIC SAFETY PROBLEM IN AFRICA
H REBBENS
* Een belangrijk onderdeel van het White paper on NationalTransport Policy is de Road Traffic Management Strategy datzich koncentreert op de volgende taken: traffic control andsurveillance; effective administrative and judicial system;communications to road users; role of research; financing thecountermeasures.De lezing van de Minister Mac Maharaj is bijgevoegd.Noot JK: er is in heel Afrika voldoende intellekt om mooieplannen te maken zoals in het voorbeeld van Zuid Afrika. Hetblijft veelal hangen bij deze mooie woorden en nog weinigkonkrete akties. Daarbij speelt de Afrikaanse kuituur eendominante rol, vooral door het aspekt korruptie dat gedurendehet kongres door meerdere Afrikaners werd aangehaald als eensterk verstorende variabele in de korrekte uitvoering vanakties.
* Initiatieven Zuid AfrikaEen belangrijk projekt dat werd gerapporteerd is een RoadTraffic Safety Strategy 1996-2000 uit te voeren in de provin-cie Kwazulu-Natal in Zuid Afrika. Op basis van de zeer sukses-volle aanpak in Australië is het zogenaamde Victoria Modelhier overgenomen. De aanpak koncentreert zich op seat-belts/helmets wearing, random breath testing, zero bloodalcohol for learner permits/probationary licences/heavy vehi-cles, use of speed cameras, on-the-spot penalyies, sustainededucation and information.Tevens lopen er in Zuid Afrika programma's zoals voor communi-ty safety, road safety audits, automatic vehicle identificati-on.Uit Tanzania werd een eksperiment met speed governors inbussen gemeld.
* Voorstel voor een Afrikaanse aanpakGedurende het kongres is er ook gediskussieerd over het voor-stel om te komen tot een "African Road Safety Initiative". Hetvoorstel dat is bijgevoegd, is in feite aangenomen.Maar ook hier weer mijn opmerking: papier is geduldig. Er isecht een stimulans nodig van derden om de kollega's aldaar ookwerkelijk aan het werk te krijgen.
* Voorstel Veilig Verkeer Nederland WNOp basis van de bevindingen gedurende dit kongres en de reedslanger bestaande banden die WN heeft met Zuid Afrika, zou WNeen voorstel willen doen om (in navolging van bijvoorbeeldPoster Parents Plan) een of twee Afrikaanse landen te adopte-ren. Met deze adoptie is bedoeld om wetenschappelijke enandere kennis over te dragen aan deze adoptie-landen en ze tehelpen om akties te vertalen in de vorm die bij hun kuituurpast.WN is voornemens om een dergelijk voorstel met Peter Elsenaarte bediskussieren.
Deze transfer van informatie zou kunnen plaats vinden in eengezamenlijke aanpak van DGP-W, de AW, SWOV en WN. De AWzou het geheel kunnen organiseren.
JHK/ZAFRICA.005/7 augustus 1997
JOINT ECA/OECD THIRD AFRICAN ROAD SAFETY CONGRESS
THE ROLE OF RESEARCH AND THE APPLICATION OFINTEGRATED SOLUTIONS TO ADDRESS THE ROAD TRAFFIC
SAFETY PROBLEM IN AFRICA
Dr H Ribbens,Division of Roads and Transport Technologyj CSIR,
P O Box 395, Pretoria 0001
ABSTRACT
The paper focuses on the role of research and the necessity to apply integratedsolutions to address the road traffic safety problem in Africa. Four major themes arehigh lighted. Firstly, the extent of the road traffic safety problem in Africa is discussedand the major contributing factors to poor road traffic quality and safety aresummarised. In African countries fatality rates normally vary between 50 - 200 fatalitiesper 10 000 registered vehicles compared to about 5 - 1 5 fatalities in the industrialisedcountries and the contributing factors are also different between these countries. Thesecond part of the paper briefly describes the major road traffic safety initiativesplanned in southern Africa to provide solutions in the Southern Africa DevelopmentCommunity (SADC). Various far reaching and comprehensive studies have alreadybeen conducted on issues such as road signing systems, accident data systems, ahighway code, model road traffic statute, road safety programmes. Thirdiy, the paperanalyses the reasons for the limited implementation of these research studies andfindings. Finally, a strategy is proposed to optimise the current knowledge base onroad traffic safety in Africa. Aspects to be addressed are: scoping of all studiescompleted to date within each development community, the identification of gaps in theknowledge base and commissioning of additional research where necessary, thedevelopment of integrated solutions and the identification of the most cost-effectiveways of implementing it, monitoring and evaluation systems to measure the impact.In this regard the role and responsibilities of development communities are alsoidentified.
H RIBBENS
EXTENT OF THE ROAD SAFETY PROBLEM IN AFRICA
Estimations suggest that annually about 300 000 persons die and another 1 0 - 1 5million are injured in road traffic accidents around the world. The problem, however,is more acute in developing countries. Statistica! analysis revealed that fatality ratesexpressed per number of registered vehicles in developing countries are substantiallyhigher than in European countries, even 20 to 30 times higher1. In Africa, for example,fataiity rates per 10 000 registered vehicles vary between 50 and 200, whereas indeveloped countries these figures are normally between 5 and 15.
In general, there is a lack of properly developed accident data bases in most developedcountries. This shortcoming hampers an objective assessment of the road accidentsituation in most of these countries. An analyses by the TRL1 as shown in Figure 1,however, revealed that the percentage change in deaths over the 17 year period 1968 -1985 in a number of African and Asian countries increased by 300% and 170%respectively, whereas similar figures for developed countries showed a decrease.
PERCENTAGE CHANGE IN ROAD ACCIDENTFATALITIES IN AS!A, AFRICA AND EUROPE, 1965-85350,- % increase/decrease in fatalities
300
250
200
150
100
50
-50
African countries (8)
Asian countries (6)
Developed countries (13)I l l l J l J l_l
68 70 72 74 76 78 80 82 85 Year
Percentage change tn road accident Jatalities in Asia. AJnca and deueloped countries 1968-85(TRI!
Figure 1: Percentage change in road accidents fatalities in Asia, Africa anddeveloped countries: 1968 - 85 (TRL)
H RIBBENS
l*
The deteriorating road traffic situation in most African countries is a matter of graveconcern to the governments involved. The problem is not merely reiated to thedestruction of limited resources, but has widespread implications. Many of those killed,are from the economically active age groups, especially the 20 to 45 year olds.Compared to their proportion of the total population, they are disproportionally involvedin road fatalities. Investments made in the education and training of these people tostrengthen the various economies are also lost.
FACTORS CONTRIBUTING TO POOR ROAD TRAFFJC QUALITY AND SAFETY INSOUTHERN AFRICA
This section describes the factors that contribute to poor road traffic quality and safetyin southern Africa, based on the results of a number of road traffic safety studies.
The contributing factors are related to an inadequate road environment, lack of or poortraffic control and policing, insufficient traffic safety education, poor vehicle licensingand registration systems, lack of or insufficient driver training and testing, ineffectiveadjudication processes, poor accident information systems, lack of or insufficientmedical and rescue services on rural roads. These factors will be discussed in brief.
Inadequate road environment
A number of factors within the rcad environment aggravates the poor road quality andsafety situation. These include: poor geometry, inadequate and/or neglected roadsigning, lack of fencing along roads, inadequate faciiities for slow moving traffic andinsufficient road maintenance.
Lack of or poor traffic control and policing
The lack of adequate manpower or the inappropriate use of available manpower, thelack of vital surveillance equipment such as speed trapping devices, alcoholbreathalysers, the lack of calibration facilities, etc, are contributing to a climate oflawlessness on roads in the subcontinent.
Insufficient traffic safetv education
Most of the countries in the region are characterised by relatively young populationsand in some instances about 60 per cent of the population are still younger than 20years of age. Large parts of the rural population, consisting of children and adults, havenot been exposed to traffic safety education and innovative educational measures willhave to be developed to educate the rural population.
H RIBBENS
Vehicle licensing and registration
The general state of vehicle licensing and registration systems is below standard. Inmost countries, vehicle inspection stations are lacking. Many vehicles with majordefects are travelling on the roads. Spare parts are not readily available or are veryexpensive.
Driver training and testing
Not all countries in the region have implemented uniform standards for traininginstructors. Many driving schools, especially in the rural areas, lack reasonable facilitiesfor training drivers.
Adjudication of traffic offences
Many offenders are not prosecuted because they cannot be traced due to false namesand addresses given. Inadequate administrative procedures prevail in courts, orcourtsare often overioaded with other criminal offences. This creates the perception amongsome road users that there is only a limited risk that they will be apprehended andpunished.
Poor accident information systems
Although road accidents are reported in all the countries in the region, many of thereporting procedures are labourious and ineffective. Both over- and under reporting ofroad accidents occur. In many-instances, the data on the accident report forms areincomplete and cannot be used to identify hazardous locations due to the lack ofkilometre posts alongside roads to describe accident locations.
Inadequate medical and rescue services on rural roads
In many countries, the lack of trained manpower, the shortage of ambulances, theabsence of basic equipment in emergency vehicles and the lack of communicationequipment, hamper the ability to save lives, especially on the more distant rural roads.
ROAD TRAFFIC SAFETY INITIATIVES IN SOUTHERN AFRICA
Introduction
This section covers some of the major road traffic safety studies conducted, especiallyin the Southern Africa Development Community (SADC), to overcome the poor roadtraffic quality and safety situation. During the last two decades, various governmentsin collaboration with research institutions such as the Norwegian Centre for TransportEconomics (TOI), the Transport Research Laboratory (TRL) in the United Kingdom, theCSIR of South Africa, the Swedish Road Research Institute (VTi), and others, as wel!
H RIBBENS
as consultants, have been actively involved in seeking solutions to the most pressingroad traffic safety issues. Most of the studies to be discussed in this paper were basedon the principle to offer integrated solutions to address the road traffic safety problemin the countries concerned.
Botswana
Since 1985, the Botswana Government2, in collaboration with SweRoad, the SwedishNational Road Consultancy, has been developing and implementing a Road SafetyImprovement Programme. This project covered various fields of road safety such as:
Development and implementation of a co-ordinating body.
Implementation of a computer-based accident recording and analysis systembased on the TRL's Microcomputer Accident Analyses Programme (MAAP).
A completely new driver training and licensing system.
Development of a compulsory vehicle inspection system.
* Traffic education literature for primary schools and videos for secondary schools.
A Road Safety catalogue to improve hazardous locations in the roadenvironment.
Proposals to change traffic legislation and the organization of traffic surveillance.
Training of traffic officers, vehicle inspectors, driving instructors and drivingexaminers.
* Training of road safety staff.
In 1994, a new programme was initiated to implement a computerised vehicle, licenseand registration system.
Malawi
In 1992, a Road Traffic Safety Study3 funded by the African Development Bank andconducted by De Leuw Cather International, was initiated, comprising of the followingphases:
Phase 1: Safety Programme DevelopmentIntroduction of a reorganised Road Safety BoardPreparation and introduction of changes to legislationInitiation of the project with expatriate experts
H RIBBENS
Phase 2: Implementation of Safety ProgrammeImplementation of legislation and road safety measuresTraining of road safety staff and other key personnel
Phase 3: Evaluation of Road Safety Programme
Main achievements so far are:
Improvements to legislation have been submitted.
The organisation of the Road Safety Council of Malawi has been modified.
Officers have been trained in some aspects of road safety and accidentcollection and processing.
Training equipment, vehicles and computers have been acquired.
* The Traffic Accident Report Book used by the Malawi police has been modified.
Regulations for standardising the training of driving instructors and drivingschools have been developed.
New regulations for vehicle axle loads and gross vehicle weight have beendeveloped.
A manual for the improvement of road safety in the road environment have beencompiled.
Namibia
In 1995, a Traffic Safety Management Plan" was formulated in which the followingstructures were recommended:
Namibia Traffic Safety Council (NTSC). Legislation has previously madeprovision for 12 members, whereas the new NTSC, will only consist of thefollowing 7 members: Home Affairs (Police and Safety), Transport, Heatth andSocial Services, Justice, Education, Local Government and Housing, andNGO's.
* Namibia Traffic Safety Management Committee. This committee should supportthe NTSC and should be composed of a number of experts to cover the differentsafety functional areas.
Namibia Traffic Safety Management Work Groups. These working groups willdeal with traffic safety issues and identify projects. A number of possible
H RIBBENS
projects were identified:
Implementation of the Traffic Safety Management SystemDrafting of a policy document for NamibiaTraffic safety education in schoolsTraffic safety marketingNamibia rescue coordinating committeeRoad sign information campaignControl of alcohol and seat belt violationsTraining of traffic officersAccident management system
South Africa
In July 1996, The Department of Transport5 invited all relevant role players to a RoadTraffic Quality and Safety Symposium. The cbjective was to give effect to the chapteron Road Traffic and Safety in the Green Paper on National Transport Policy. ABusiness Plan was developed to implement the Road Traffic Management Strategy(RTMS), which is based on the resolutions taken at the Symposium. The mainobjective of the strategy is to reduce fatalities resulting from road traffic accidents by 10per cent by the year 2000. Various steps wiil be taken in order to achieve the abovereduction in accidents such as:
The establishment of consultative structures between provincial and localauthorities on road traffic matters.
The establishment of a Road Traffic Safety Board.
The transfer of the traffic control and policing functions to the NationalDepartment of Transport and the MEC's for Road Transport and Traffic..
* The improvement of professionalism in traffic control.
The implementation of the Traffic Control Management Model (TRAPMAN) bythe provincial and local authorities.
* The investigation of the feasibility to introducé SOS Highway Patrols and theestablishment of Traffic Operations Monitoring and Control Centres.
The implementation of Incident Management Systems.
The improved adjudication of traffic offences.
The continuous implementation and operation of the National Traffic InformationSystem (NaTIS) and the issuing of credit card size drivers licences.
H RIBBENS
#
The introduction of an extensive education and communication strategy topromote road traffic safety, and so on.
Swaziland
In 1990, the Swaziland Government6 commissioned a National Road Safety Study,conducted by SweRoad in collaboration with local consultants. The study focussed ontwo aspects:
a comprehensive analysis of road accidents to identify hazardous locations onthe road network and recommendations on possible solutions
recommendations for a long-term road safety programme to provide thegovernment with a solid basis on which to make decisions for proceeding withsuch a programme.
Zambia
A project outline for a Road Safety Project7 was drafted by the Norwegian Centre forTransport Research (TOI) in the late eighties. Aspects covered are:
Road safety situation* Main problems related to the various fields of road safety work
Future organisation of road safety workAn implementation plan
* Resources requiredCost and economie consequences of study
Indications are that this study will be commenced with in the near future.
Zimbabwe
in Zimbabwe, SweRoad8 assisted the Ministry of Transport in a number of road trafficsafety areas, such as:
A road safety study aimed at the implementation of a complete road traffic safetyprogramme.
Implementation of a training programme for vehicle inspectors and theimprovement of vehicle inspection facilities.
The analysis and evaluation of the system for the training of driving examinersand instructors and for the control of driving schools.
H RIBBENS
8
Southern Africa Transport and Communications Commission (SATCC)
SATCC commissioned a number of manuals to facilitate sound road safety practicesin member countries. Some examples are:
SATCC Road Traffic Signs Manual, November 19909. It covers aspects such as:the need for signs, legal basis for signing, size of signs, general rules for thepositioning of signs, materials to be used, different types of signs, signals andmarkings.
SATCC Highway Code, April 199110. It covers aspects such as the trafficsystem, pedestrians, bicyclists, drivers of motor vehicles, animals in traffic,marking of vehicles, and so on.
SATCC Manual for Leamer Drivers11. It covers aspects such as the vehicle andits maintenance, the driver, how to operate and manoeuvre the car, road trafficlaws and regulations, safe driving in traffic.
* SATCC Book of Road Traffic Model Statute12, which covers a model road trafficAct and subsidiary regulations.
UMITATIONS TO IMPLEMENT RESEARCH STUDIES AND FINDINGS
Various factors can be listed which hamper or limit the implementation of the results ofroad traffic safety research studies and its findings. Some of the more prominentfactors are: the lack of political will to see the implementation programme through, thelack of financial resources, the inadequacy of government structures to apply integrativesolutions. These factors will be discussed briefly.
Lack of political commitment
In many instances, there seems to be a lack of political commitment to implement therecommendations of studies. An international survey conducted by the CSIR13 of thereasons why certain countries have been more successful than others in reducing theirroad fatality rates, revealed that a firm commitment by central government in terms ofpolitical backing to change the situation was given in most instances as one of themajor prerequisites for success.
Lack of resources
The lack of financial resources to implement road safety programmes is oftenaggravated by other equally important development priorities, such as education,housing, basic medical care, water, sanitation, etc. In addition, resources are beingdepleted due to the loss of skilled manpower in road traffic accidents. Many countrieshave to rely on donor countries to fund road safety programmes. Another limitation is
H RIBBENS
NootAlle lead papers van het kongres, alsmede de full papers vanonze kollega's van WN zijn in mijn bezit.De lead papers zijn ook op te vragen bij de bibliotheek van deAW.
De proceedings van dit kongres worden in oktober van dit jaarverwacht.
JHK/ZAFRICA.005/7 augustus 1997
the fact that financing approved for most of the road traffic safety studies conducted sofar in Africa, has not made provision for funds to implement the recommendations.
[nadequacy of qovernment structures
In genera!, government structure is rigid and poor communication channels and co-operation often exist between government departments. The implementation of trafficsafety programmes necessitates the application of integrated solutions involving anumber of departments, such as transport, police, education, health, and justice. Inpractice, lack of interdepartmental co-operation often jeopardises-the opportunity toimplemented carefully planned road traffic safety programmes.
STRATEGY TO OPTIMISE THE CURRENT TRAFFIC SAFETY KNOWLEDGE BASEIN ECONOMIC COMMUNITIES
The extension of economie activities within economie communities increases thevolumes of international road traffic not only within each economie community but alsobetween these communities. This implies that more attention must be given to theharmonisation of road traffic matters to ensure that road safety is maintained throughoutthese communities. It is therefore concluded that economie communities must acceptcertain roles and responsibilities to make this happen.
In proposing a strategy for road traffic safety in southern Africa, Van Niekerk and DeBeer14 concluded that the harmonisation of traffic safety within a certain region seemsto be a logical step. Examples quoted are: different countries should accept eachothers drivers licences, a driver should be able to expect the same level (or at leastsimilar) of law enforcement procedures when driving through adjacent countries.Harmonisation does not imply that all ccuntries will necessary have exactly the sametraffic context, but that the essential features of each will at least be similar.
In a previous section some of the current initiatives in southern African countries werehigh lighted. These initiatives provide common ground for the harmonisation of anumber of traffic safety issues in the sub continent. They are: traffic legislation,adjudication, accident information, traffic control, traffic safety education, road signing,vehicle licensing and registration, etc.
In order to harmonise road traffic safety in development regions such as SADC orECOWAS, the need exists to conduct a proper scoping or audit of all the traffic safetystudies completed in that development region to determine their relevancy. The nextstep will be to identify gaps in the knowledge base and the commissioning of additionalstudies by the developing community, where appropriate, that would be beneficia! tothat development region.
H RIBBENS
10
Van Niekerk and De Beer pointed out that this aspect in fact is already receivingattenticn in the southern Africa development region. In February 1996, SATCC hassummarised a draft of protocols. The following traffic safety issues were prioritised asprotocol issues:
Safety standards on vehicles and equipment in respect of vehicles.Dimensions of vehicles.
* Loads on vehicles.Third party insurance.
* Driver testing.Driving licences.Traffic operations, traffic signs, rules of the road, speed limits, driving signals,driving hours.Road traffic policing.Movement of hazardous waste and substances.
The next logical step will be to develop integrated solutions, based on the abovepriorities and to identify the most cost-effective ways of implementing it. In addition,monitoring and evaluation systems will have to be developed to measure the impact ofthese solutions.
The establishment of a traffic safety training centre for traffic safety officials in the SADCregion will serve as a perfect vehicle to expand the knowledge base in the region.Training programmes shouid be based on the relevant studies already conducted, andthe integrated solutions and evaluation systems to be developed.
Training programmes should also focus on the participation of communities in trafficsafety management. Various techniques exist to involve and empower local peopleto analyse their own problems, to plan for themselves, and to monitor the results of theiractions. Facilitators should be trained at the proposed training centre to use thesetechniques.
ACKNOWLEDGEMENT
This paper is published with the permission of the Director, Division of Roads andTransport Technology, CSIR.
H RIBBENS
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PïJ L ft^E
THE CONNECTING FORCE BETWEEN GOVERNMENT AND SOCIETY.THE DUTCH APPROACH
Harry J. van den Bergh, presidentDutch Traffic Safety Association - VVN
The Netherlands
Paper presented to the 3rd African Road Safety Congress
14-17 April, 1997CSIR Conference Center, Pretoria
Republic of South Africa
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EDUCATION AND INFORMATION:INDISPENSABLE LINKS IN THE BATTLE AGAINST DANGER ON THE ROADS
EXPERIENCES FROM THE NETHERLANDS
Joop G. Goos, directorDutch Traffic Safety Association - VVN
The Netherlands
Paper presented to the 3rd African Road Safety Congress
14-17 April, 1997CSIR Conference Center, Pretoria
Republic of South Africa
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EDUCATION AND INFORMATION: INVESTMENTS IN THE FUTURE
Joop G. Goos, vice-presidentInternational Road Safety Organisation PRI
Luxemburg
Paper presented to the 3rd African Road Safety Congress
14-17 April, 1997CSIR Conference Center, Pretoria
Republic of South Africa
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Death stalksbloody roadsof Lowveld
34 killed in five days• James Gibb and Marisa Nieuwoudt
NELSPRUTT - A total of 34 people have beenkilled in three separate motor vehicle acci-dents involving minibus taxi's in the space offive days. . : . . - -The most recent incident caused the death of
six people when a minibus collided head-onwith a truck on the Natural Bridge just outsideGraskop early on Wednesday morning.
Four occupants and the drivers of both thetruck and the minibus were killed.
The remaining four occupants in the mini-bus were injured and taken to Sabie Hospitalfor treatment
According to police reports, the accidentoccurred at approximately 07:05, two kilo-metres from town.
Eye witnesses say the minibus came aroundthe corner to quickly resulting in the driverlosing control of the wheel causing the subse-quent collision.
The road to Graskop town was closed inorder for police to clean up the site of thebodies and debris.On Tuesday morning at approximately 05:10
a taxi collided with a truck, before it was hit byan oncoming passenger bus killing 14 passen-gers in the taxi.
Ten of the deceased (all men) wereMozambicans, two South African and the restfrom a West African destination.
Police spokesman Captain BenjaminBhembe said there were 25 passengers in thetaxi, of which 12 were injured.
Captain Bhembe said the accident occurredsome 25km from Komatipoort at the Naas-Mananga intersection.The minibus was moving from Komatipoort
towards Naas when it collided with the truckwhich allegedly illegally crossed an intersec-tion close to TSB's Sugar Mill.
Captain Bhembe said that the taxi, whichwas allegedly travelling without its lights on,
swung around after colliding with the truck,and was then hit by the bus which was carry-ing 50 passengers.
It is believed that the collision between thebus and the taxi was the chief result of .hècasualties.
No bus passengers were killed, but 27 wereinjured.
The four occupants of the truck escapedunharmed.
The names of the deceased will be releasedonce their next of kin haye been notified.
The injured were taken to Shongwe Hospi-tal for treatment.
In the meantime the death toll of Saturday'sminibus accident near Matsulu has jumped to13.
A total of 10 people were killed instantlywhen a blow-out occurred, resulting in thedriver losing control of the vehicle and plum-meting down a ravine.
Names of deceased released to date areJoseph Yende, Mdudunzi Mndawe, DanielleMaphanga, Henry Mahlalela and PinkieMabuza.
Three of the remaining five passengers whowere injured in the accident have since died inhospital as a result of their injuries.
Nelspruit mayor, Isaiah Khoza has set up aspecial fund to assist the families of the de-ceased in the Matsulu accident.
According to Mr Khoza, many of the de-ceased were the sole bread winners of theirfamilies while others were very poor.
"The fund will be used to assist the familieswith the funeral arrangements and immediatecontingencies," hè said.
Contributions can be made at VolkskasBank, Nelspruit, account number 1070 175-238.
MEC for Public Works, Roads and Trans-port, Luckson Mathebula has also offered hiscondolences to the families of the deceased(See story else vvhere).
'Ou Pretoriaweg'n groot risiko1
Mnr. Pieter Slabbert van Nelspruit skryf:
Insake verkeersprobleme en abnormale hoespoed in Ou Pretoriaweg - Ek is die afgelope9 jaar woonagtig in Ou Pretoriaweg, waarons besigheid, Laeveld Verblyfsentrum, is.
Om in dié straat te ry is nie meer 'n risikonie, dit is 'n geval van ds jy oorleef, moet jydankbaar wees. Wetstoepassing wordgedoen, maar wat my betref is dit onvol-doende.
Ons weet wat ons voorstel, word van dietafel gevee as nog 'n ou wat net wil kla.Maar ek vat hierdie brief huis toe, want aseen van my gesin eendag in 'n rolstoelbeland as gevolg van die probleem in OuPretoriaweg, kan ek dié brief wys wat ek opl April 1997geksryf het.Dit neem darem die blaam van my skouers
af, wat ek vierkantig op u skouers plaas.Ons wil graag soos volg voorstel:
* Strukture soos byvoorbeeld spoedwalleen robotstelsels kan vir die beheer vanverkeer aangebring word.* Op die hoek van Ou Pretoriaweg enPlankiestraat is dit een groot gemors - 'nmens moet maar oë toeknyp, in- en uitjaagen hoop vir die beste.Om hierdie saak op te som, sal ek se dit is
die abnormale hoe spoed wat hier gehand-haaf word en die wetteloosheid van byvoor-beeld taxis. As ek meer lig op hierdie saakkan werp, is u welkom om met my inverbinding te tree.Is u bewus van al die ongelukke wat in dié
straat plaasvind?Ek besef ook dat geld 'n geweldige rol
speel in u bedryf, soos wat dit vir my
voorkom is dit belangriker as menselewens.Ek hoop en vertrou dat daar na hierdie
skrywe iets gedoen sal word aan die grootptobleem in Ou Pretoriaweg.
Mnr. Johan Putter, hoof: Beskermings-dienste van Nelspruit Stadsraad,antwoord:
Die Verkeersafdeling is bewus van dieprobleme in Ou Pretoriaweg en doen op 'ngereelde basis wetstoepassing soos gemelddeur die skrywer.Daar moet in gedagte gehou word dat die
verkeersfadeling oor slegs ses gekwa-lifiseerde verkeersbeamptesbeskik om diensin die groter Nelspruit te lewer.Die voorstelle vir die oprigting van spoed-
kalmeringsmiddele en verkeersligte by ge-noemde kruising is op die 1997/98-be-groting geplaas vir oorweging.
Die Verkeersafdeling het die probleemreeds in 1996 identifiseer, waarna swaar-motorvoertuie op Ou Pretoriaweg verbiedis en 'n stopteken op die hoek van OuPretoriaweg en Silvastraat opgerig is.
Die Verkeersafdeling is bewus van dieongelukke wat by genoemde kruisingsplaasvind en met ongeluksondersoek is daargevind dat strukturele veranderings aange-bring moet word, aangesien die genoemdekruising verspringend van aard is.Die Verkeersafdeling in samewerking met
die stadsingenieurs-afdeling hoop om dieprobleem so gou moontlik op te los en so-doende 'n bydrae te lewer tot verkeers-veiligheid.
Public Works calls forextra care on roads
NELSPRUIT - The MEC for Public Works,Roads and Transport, Luckson Mathefaula,together with members of his Department,regret the occurrence of the two fatal acci-dents in which 23 lives have been lost.
The taxi crash on Saturday, April 5 nearMatsulu claimed the lives of 10 people nearMatsulu, while a collision between a taxi anda bus on Tuesday, claimed the lives of 10people.
"It is a great loss and in fact a disaster forMpumalanga as a whole that we parted withso many lives within one week," said Public
Works spokesperson Thabo Monarcng."We therefore wish to express our smeert-
regret about the fatalities and also to send amessage of support and condolenccs to thefamilies who lost their loved ones.
"We also wish a speedy recovery to ihoseinjured."
The Department would like to advisc allroad users to exercise extra care on the roads,be it drivers or pedestrians.
It is also important to ensure that vehiclesare road worthy at all time stop prevent anyform of mechanical failure.
R17 miljard nodigom paaie op te knapAgterstand kan ekonomie knouHein Swart
Kaapstad. - Die agterstand in dienoodsaaklike instandhouding vanSuid-Afrika se paaie bedra reeds R17miljard.
Gemeet aan internasionale stan-daarde, moet paaie van altesame9 000 kilometer nou dringend aan-dag kry omdat dit in verskillendevorme van verval is.
Volgens getuienis wat gister voordie Parlement se portefeuljekomiteeoor vervoer deur die Suid-Afrikaan-se Bitumen- en Teervereniging (Sa-bita) gelewer is, bestee Suid-Afrikanie naastenby genoeg aan die bou eninstandhouding van paaie om vinni-ger ekonomiese groei te bevordernie.
Volgens mnr. Rob Vos, tegniesedirekteur van Sabita, sal 'n gesondepadbouprogram verseker dat grootdele van die land vir ontwikkelingontsluit kan word.
Nou skiet Suid Afrika egter ver te-kort.
Suid-Afrika het nou minder as2 000 km paaie vir elke miljoen ledevan die bevolking. In 'n land soos
Australië is dit sowat 17 000 km.Selfs 'n land soos Botswana vaar
beter as Suid-Afrika.Met elke investering van 1% in
paaie kan dit die ekonomiese groei-koers met tussen 2% en 3% opstoot.
Afgesien van die groot groei-moontlikhede wat 'n goeie padinfra-struktuur inhou, is dit ook 'n grootwerkverskaffer.
Vir elke R20 miljoen wat aan diebou van paaie bestee word, skep dit225 000 man-dae se nuwe werk.
Nou is daar nie minder nie as220000 km se ongeproklameerdepaaie in Suid-Afrika.
Van die geproklameerde paaie,vereis 9 000 km daarvan - 3 000 kmin die stede en 6 000 km in landelikegebiede - dringende opgradering omte voldoen aan die vereistes watdeur die Wereldbank opgestel is.
Sekere paaie val uitmekaar omdatdie besteding aan paaie 'n agter-stand van sowat 40% het.
In geldwaarde bedra die agter-stand R17 miljard.
Die huidige jaarlikse begrotingvir paaie sal dertigvoudig verhoogmoet word om die agterstande in tehaal.
Vir elke rand wat nie betyds aanpadinstandhouding bestee word nie.gaan dit die ekonomie uiteindeliktot R3 kos.
Aan die ander kant sal 'n investe-ring van R800 miljoen om 2 000 kmse paaie te rehabiliteer en nog 6 000km op te gradeer 'n besparing vanRl,7 miljard meebring in die ge-bruik van dié paaie.
Mnr. Dave Orton, voorsitter vanSabita, se 'n oplossing is om die bouen bedryf van paaie te privatiseer endit in tolpaaie te omskep.
'n Groot probleem is dat baiepaaie ook oorontwerp is. 'n Smalteerpad is ook baie beter as 'n breëgruispad.
Ondanks die klaarblyklike voor-dele wat goeie paaie in die voorko-ming van padongelukke inhou. isSuid-Afrika se padboustandaardegans te hoog. Paaie kan baie goedko-per gebou word sonder om gehaltein te boet. Nouer paaie sal noodwen-dig 'n laer spoedgrens moet hé.
Motoriste moet aanvaar dat hulle'n groter bydrae moet lewer tot diebou en instandhouding van paaie.wat wèreldwyd steeds die goedkoop-ste vorm van vervoer bied.