road communication technologies and road safety awareness in uganda

Researchjournali’s Journal of Management Vol. 2 | No. 5 June | 2014 ISSN 2347-8217

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www.researchjournali.com

Abubaker Lukyamuzi

Department of Business Computing, Makerere

University Business School, P.o.Box 1337,

Kampala,Uganda.

Derek Friday

Department of Procurement and Logistics

Management, Makerere University Business

School, P.o.Box. 1337, Kampala, Uganda.

Road Communication

Technologies and

Road Safety

Awareness in

Uganda


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ABSTRACT

Globally, traffic crashes have accounted for 1.2 million death and 50million injuries per year of which 85%

occur in developing countries. The causes of road fatalities have been mostly due to human error accounting

for about 80-90% of the fatalities. Such alarming statistics call for active measures to reduce number of road

accidents. This paper sought to find out how road communication technologies (RCTs) can promote road

safety awareness in Uganda as a measure to reduce on the number of road accidents.

Keywords: Road Communication Technologies, Road Safety Awareness, Uganda

1. INTRODUCTION

Road mobility is a fundamental necessity to human life that has become a global tragedy as an ever rising

cause of death and disability worldwide (Mahmud et al, 2011). Globally, traffic crashes cause an estimated

1.2 million death and 50 million injuries per year (Ssewanyana & Niyitegeka 2010), of which 85% occur in

developing countries like Uganda (Derek et al, 2012). The cause of accidents has been mostly due to human

error accounting for about 80-90% of the road fatalities and include; reckless driving, over speeding,

inconsiderate use of the road, incompetent drivers and driving under the influence of alcohol or drugs, among

others (Derek et al, 2012). According to the Bener et al, (2003), without preventative action, road accidents

fatalities are expected to double by the year 2020. Road traffic injuries impair the growth and development of

low- and middle-income countries by draining at least 1 percent of their gross domestic product, or an

equivalent of $65 billion annually (Morris, 2006). Governments and transport authorities at different levels

invest a great deal of money and effort in changing the behavior of road users by promoting road safety

awareness. Road safety awareness is recognised by many as one of the most important ways of persuading

road users to adopt safe road behaviours, (Delhomme, et al, 2009). Critical as it is in developing countries, the

developed countries have also continued to establish interventions that contribute significantly to the

reduction in road accidents through promotion of road safety awareness, enforcement of legislation to control

speed and driving under influence, mandating the use of helmets and seat belts, etc, (World Health

Organization (Ed.), 2009).

The Injury Control Centre Uganda (ICCU) community survey (2011) shows that traffic injuries contribute

about (46%) of the severe injuries among urban children less than 20 years (Derek et al, 2012). About 400

children die, and about 1200 are seriously injured on roads every year (Transport Research Laboratory, 2004).

It is also estimated that on average, there are 61 accidents and nine deaths every day on Ugandan roads

(Fallon, 2014, Patrick, 2010 & RoadSafe, 2014). According to hospital trauma registries in Uganda, children

aged 5-15 years are the second to the adults between 25-44 years as the most affected age group in road traffic

injury cases (COHO report, 2011). Since most of the road traffic injuries have been identified as preventable,


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road safety awareness has been selected as one of the strategies to safeguard the lives on the road, (Chisholm

et al, 2012). The latter is an indication that road traffic accidents are a growing healthy issue requiring both

preventive and corrective actions to increase road safety awareness that could later imply an improvement in

road safety.

According to the Road Safety Action Programme (2003-2010), truly comprehensive road safety awareness

programmes require collaboration between governmental and non-governmental organisations to be effective

(RoadSafe, 2014). The Ugandan government has undertaken critical measures to reduce road accidents

through the 3 E’s: Engineering, Education and Enforcement, the middle E (Education) being most important

in reaching the goal of safer mobility through road safety awareness campaigns (RoadSafe, 2014). The

Ministry of Works and Transport (MOWT) in conjunction with the Ministry of Education (MOE) have

developed road safety curriculums for primary and driving schools to improve on road safety awareness in the

country. Interpretation of the Highway Code launched in 2004 into four local languages; luganda,

Runyakitara, Luo and Swahili was one of the initiatives meant to create road safety awareness in the country

(Patrick, 2010). The MOWT through its organs; National Road Safety Council and Transport Licensing

Board, conduct regular road safety education and sensitisation programmes covering the entire country by

holding workshops, using the mass media for the road safety awareness campaigns (Patrick, 2010). The UN

following in that direction recommended the appointment of a UN Special envoy for road safety to encourage

progress and raise awareness during the Decade of Action for Road Safety, (Daily Monitor, 2010 March

29;Derek et al, 2012; Red Pepper, 2010 March 29; Nassasira, 2009; Robertson et al, 2009). While the

provision of regular road safety education and sensitisation programmes through holding workshops, using

the mass media and including the road safety awareness campaigns have raised awareness on road accidents,

there has been less emphasis on optimising the application of Road Communication Technologies (RCTs) like

Database Management Systems (DMS), Geographic Information Systems (GIS), Genetic Algorithm (GA),

Internet Technologies, Chunlu and Yoshito, (2001), Electronic Data Interchange (EDI), Radio Frequency

Identification (RFID) Sambasivan, et al (2009), etc, in promoting road safety awareness (Derek et al, 2012).

Traffic police only uses electronic equipment/gadgets such as speed guns, walkie-talkies and breathalyzers to

enforce road safety regulations (Derek et al, 2012). And as inadequate as these RCTs may be, they have had

little significance in collecting electronic data that would be important for the road safety awareness

promotions, (Daily Monitor, 2010 March 29). It’s also probable to infer that the information asymmetry

relating to mileage, routes, deliveries, exact vehicle mileage per route, accurate driving times, and number of

vehicles on the road, among others required for developing effective road safety awareness strategies, cannot

be aggregated because of the inefficient RCTs under use in the country (Eibl, 1994 and Derek et al, 2012).


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Scholars like Derek et al, (2012), Giannopoulos, (2004), Gifford, (2010), Jarašūniene, & Jakubauskas, (2007)

and Lu et al, (2005) have highlighted the importance of communication technologies in increasing road safety

through enabling road safety regulation enforcement and driver compliance in Uganda. However, there is

little evidence relating to studies highlighting the influence of RCTs on road safety awareness to further

improve road safety in the country (Derek et al, 2012). The Government of Uganda has also undertaken

various measures towards promoting road safety awareness, but these have not been effective and neither do

they emphasize the application of RCTs. Therefore, it is conceivable from the reviewed literature that RCTs if

appropriately implemented in developing countries like Uganda could significantly improve the level of

safety awareness (Derek et al, 2012).

2. LITERATURE REVIEW

According to the Road Safety analytical report (2010), 12,000 lives could be saved each year on European

roads if drivers complied with safety measures like fastening of seat belts, speed limits, not driving under the

influence of alcohol, etc. This indicates that road safety awareness should be perceived with seriousness to

combat the traffic problems. Road Safety awareness can first be derived by understanding road safety. Road

safety refers to methods and measures for reducing the risk of a person using the road network being killed or

seriously injured. Road traffic safety problems are an output of bad driver behaviours that include: driving

under the influence of alcohol, driving while talking on mobile phones, drivers exceeding speed limits, etc

(Derek et al, 2012). From the definition of road safety, road safety awareness can be defined as understanding

road safety problems and providing educative support to combat the road safety problems (Global Road

Safety Partnership, 2011 and Derek et al, 2012).

Road transport is the main mode of transport especially in developing countries offering flexibility and ability

to move people and their consignments over a widely spread network (Bishai et al, 2003). This extreme

reliance on this mode of transport makes the entire population susceptible to various road safety challenges

(Robertson et al, 2012). For instance; lack of driving knowledge is due to inadequacies in driver training and

testing. Professional driving instructions tend to be limited because of; licensed driving instructors that are not

properly tested or monitored, limited driving or instruction manuals and inadequate driving test standards and

requirements (Derek et al, 2012). Other than that, developing countries like Uganda need to improve on the

licensing, training, testing and monitoring of instructors to ensure that these standards are taught (Derek et al,

2012). It should also be noted that, there has been little research on the effectiveness of improved driver

training in developing countries and accident savings as a direct result of training. Because of this, it’s

important that drivers training courses are integrated with publicity campaigns and incentive schemes as a

measure to promote safety awareness, (Baguleya & Jacobs, 1999, and Batalia, 2001)


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In Uganda, the traffic and road safety act was enacted in 1998, to prescribe action to be undertaken in regard

to road traffic offences and road safety. Also through the recommendations of the World Health Organisation

(WHO) and the World Bank, the National Road Safety Council (NRSC) was established to induce a more

positive attitude to road safety through lectures, demonstrations and campaigns (Nasasira, 2009). Different

campaigns have also been launched to promote road safety awareness. For instance: Uganda Red Cross

Kabaale launched a road safety campaign intended to sensitive the primary school pupils on traffic

regulations. Circulation of road safety message stickers to the community with the aim of raising awareness

with drivers as to the number of crashes, particularly as a result of speed, drink driving, fatigue and seatbelt

compliance (Bwogi, 2007).

In some developing countries the public has been fully engaged in road safety awareness campaigns through

creating speakers’ bureaus, organised public information meetings, and communicating with elected officials

in various areas. This would help to better understand the needs of those who would be affected to allow those

responsible to design appropriate advertisement campaigns to communicate the latest safety plans to the

public and therefore improve the levels of road safety awareness. These plans can be sent to the newspapers,

radio, television stations, posting signs along the corridor, creating a toll-free telephone hotline and putting up

a project web site to allow interested parties to report bad drivers, over loaded vehicles or accidents, thus

aiding in road safety awareness, (Goodrum and Yinggang, 2009).

The MoWT in conjunction with the Ministry of Education (MOE) have developed road safety curriculums for

primary and driving schools to improve on road safety awareness in the country, (Nassasira, 2009). This

solution is in line with Mawanga and Ntayi (2010) findings, who confirmed that most drivers’ responses

showed that they were not sure of their actions on the roads. Wilde, (2002) on the other hand does not seem to

agree by revealing that improving driving skills through advanced driving courses will reduce the level of

accident risks perceived by drivers and therefore complicate safety awareness process. Improving road safety

awareness in Uganda requires the interested stakeholders to start by educating the both the young and old

about road safety through school systems, parents and community programmes. The high child pedestrian

accident levels in the country are one of the indicators that children did not get adequate road crossing

knowledge from their parents or teachers, (Baguleya and Jacobs, 1999). With adequate training in road safety

awareness, these future drivers would realize the relevance of road safety and therefore take precaution.

However, with the existence of the road traffic and Road safety Act (1998), which mandates certain

requirements for driving schools in Uganda, some driving schools have no adequate curriculum nor trained

professional driving instructors for trucks and buses, hence most heavy vehicle drivers’ graduate from

conductors to drivers without any formal training. These graduate drivers adopt their mentors’ bad driving

behaviors while on roads given that they luck specific professional training, (Daily Monitor, 2010 March 29).


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With such a driving cultural background, such drivers need to be educated on the essence of road safety

(Wilde, 2002). However, bad driver behavior that includes not stopping at pedestrian crossings, traffic signals

and stop signs were found to be due to poor attitudes rather than ignorance. Although attitudes are notoriously

difficult to change, there would seem to be some potential for improving them by increasing publicity on road

safety awareness, (Baguley and Jacobs, 1999). Besides trained professional instructors, the traffic police force

in most developing countries is unlikely to have had training in engineering to help with the collection and

interpretation of road accidents data. This makes it difficult for one to base on the provided data on road

accidents to make informed decisions when promoting road safety awareness campaigns.

In a bid to improve safety awareness, road authorities responsible for training have directed their education

and training efforts to appropriately influence regulatory attitudes that have resulted in better driver decisions

making (Douglas and Swartz, 2009). Road safety awareness needs to be fastened and more attention paid to

vulnerable road users like pedestrians. The use of stickers, demonstrations and lectures has not been

exhaustive towards publicising road safety awareness. In an effort to improve road safety awareness, use of

road communication technologies (RCTs) has not been effectively explored in developing countries like

Uganda as a platform to promote road safety (Derek et al, 2012).

The advancements in ICT have enabled provision of information to building a safe and secure traffic society.

Use of ICTs like Mobile devices, social media networks like facebook, tweeter etc have enabled information

sharing during promotion of safety awareness (Chanyagorn & Kungwannarongkun, 2011). Road

Communication Technologies can be defined as a range of systems or gadgets that can be applied to detect

incidents, support traffic supervision and manage or provide real time information to road users and hauliers

(European Union, 2012).

According to Gladys, (2010) and Fourie et al, (2009), various RCTs have been deployed to promote road

safety awareness in developed countries. For instance Intelligent Transport Systems (ITS) in Europe help to

integrate people, roads and vehicles (Young & Reegan, 2007). Information obtained helps to direct

appropriate awareness per need basis. ICTs like internet, have contributed significantly towards sharing

information on road safety from various countries and also websites dedicated to road safety awareness

campaigns established (Butagira, T. (2010).

The UK Department for Transport (DfT) commissioned an international study to explore researchers',

operators' and regulators' experiences of Fatigue Risk Management Systems (FRMS) in the transportation

industry. It was confirmed that enforcement of work hour (driving) limits, has the potential to meaningfully

enhance protection against fatigue related accidents in road transport. The reported advantages of FRMS

included; enhanced safety, increased operational flexibility and increased awareness of fatigue as a source of

impairment. In that case, FRMS increased awareness on the risk exposed to drivers as a result of working


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long hours and enforcement of the work hour limits led to higher driver compliance levels, (Fourie, et al.

2009).

Microcomputer Accident Analysis Package (MAAP) was recommended in Baguley and Jacobs (1999)’ study

findings as appropriate for collecting electronic data that is relevant for developing policies and schemes

necessary for increasing road safety awareness in developing countries. The use of MAAP is appropriate for

data collection and analysis during research studies relating to road safety awareness. Comprising of a report

booklet to allow traffic police collect data at different points on the highways and then software programmes

to help with the analysis of data; this package has also been confirmed as highly applicable in Friday (2012)

study findings.

Pressure from congestion of road infrastructure increases travel time, air pollution, and fuel consumption

among other challenges, thus providing the background for the innovations in Vehicle Telematics, (Gladys,

2010). Road communication technologies through Global Information Systems can assist during the

development of road infrastructure by; determining bridge locations, doing an interactive analysis of bridges

and roads, planning for maintenance, display information on road billboards, among other functions. Other

than that, telematics provide an avenue for integrating of digitized spatial data, road infrastructure images

through the World Wide Web, to promote awareness towards planning for road safety (Chunlu and Yoshito,

2001). According to Mike, (2013), in America and countries of Western Europe, telematics systems (an

integrated use of telecommunication and informatics) have been forecast to increase awareness of road safety

given their wireless connectivity with driver and pedestrian mobile devices to promote road safety awareness.

However, mobile device telematics do fall short when it comes to safety related applications lacking a reliable

connectivity to the collection of diagnosis data.

However, use of RCTs to promote road safety awareness is greatly facilitated by the development of the ICT

infrastructure (hardware, software, information systems and people). Therefore, according to Chanyagorn &

Kungwannarongkun, (2011), there is need for developing countries like Uganda to assess the country’s ICT

readiness level. This will help to exploit the existing ICT infrastructure towards promoting road safety

awareness and also vitalise ICT infrastructure development as a forecast towards utilising the upcoming trend

of telematics systems intended to address issues like driver safety and awareness.

Road safety awareness has been approached in various ways in both developing and developed countries.

However, the various awareness campaigns can use ICT support by taking advantage of the public IT

embracement to the social Medias and use of mobile devices to spread and pass on safety awareness

information. In addition to the various safety awareness measures, RCTs can be efficient and effective

towards road safety awareness information collection , sharing and accessibility in the country.

http://en.wikipedia.org/wiki/Air_pollution

http://en.wikipedia.org/wiki/Fuel_consumption


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3. METHODOLOGY

This methodology was used by Friday (2012) and found to be applicable to the study. By applying a cross

sectional approach to determine the relationship between road communication technologies and road safety

awareness, a total of 1094 (Batalia, 2001) was targeted as the population for the study. By applying the simple

random sampling with the guidance from the Krejice and Morgan (1978) sample table, 285 respondents were

selected to comprise the sample for the study. A confirmatory Factor Analysis was also carried out to assess

the validity of the constructs while reliability was tested basing on Cronbach (1951)’s study revelations. By

relying on Biersdorff (2009), 118 out of the 285 questionnaires were returned amounting to an acceptable

response rate of 41.4 percent.

The researchers deployed research assistants to distribute and collect the filled in questionnaires. The

questionnaires were self-administered with the respondents selecting a rank from a Likert Scale ranging from

(1) – Strongly Disagree to (5) Strongly Agree. Constructs were designed based Sambasivan, et al. (2009)’s

finding; on web - enabled service metric, data reliability metric, time and cost metric, E - response metric,

invoice presentation and payment metric, E - document management metric, were applied to measure Road

Communication Technologies. Credibility of the later metrics were confirmed under Krauth, et al. (2003)

study findings. While road safety awareness metrics were borrowed from Douglas and Swartz, (2009) studies

and comprised of general regulatory attitudes, perceived regulatory effectiveness and the perceived

effectiveness of regulatory enforcement mechanisms.

A quantitative data analysis using a statistical package for social scientists (SPSS) was undertaken to establish

the correlation between the two variables, while a correlation coefficient result was also sort to determine the

direction and strength of the variables. To determine the predictive strength of the independent variable, a

regression analysis was also undertaken. The research ethical issues considered included making sure that the

research assistants had introduction letters from Makerere University Business School while the

commissioner of Traffic Police was allowed time to review the questionnaire before it could be administered.

The review was intended to pre-empt any security threats that could arise as a result of releasing security

information to the public

4. DISCUSSION OF FINDINGS

According to Biersdorff (2009), a response rate of 41.4 percent was found to be acceptable for analysis and

interpretation of findings for this study. An explanation for this response rate points towards the level of

sensitivity security information would be exposed to if passed on to the public domains. But with

introduction letters from Makerere University Business School and directives from the Commissioner

Traffic’s office, the researchers were able to get a response acceptable to continue with the study.


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4.1 CHARACTERISTICS OF RESPONDENTS

Categorisation of the respondents showed that majority of the respondents was male traffic officers (74.4per

cent) which confirm that security in Uganda is majorly a male profession. 48.7 percent of the respondents

were between the age group 25 and 35 years old. The findings all also revealed a very low academic level of

education in the force with 62.1 percent holding a certificate as their highest qualification. It was also

established that 94 percent of the respondents earned below Shs.400, 000 Uganda shillings equivalent to

USD. 156.25 at an exchange rate of 2560 shillings to 1 United States Dollar. Majority responses were

captured from field officers (71.3per cent) while the middle level managers amounted to only 28.7per cent. At

least 48.3 percent had worked with force for more than 8 years.

4.2 CORRELATION ANALYSIS

Correlations

Road communication

technologies Road safety awareness

Road communication technologies Pearson Correlation 1 .539**

Sig. (2-tailed) .000

N 118 118

Road safety awareness Pearson Correlation .539** 1

Sig. (2-tailed) .000

N 118 118

**. Correlation is significant at the 0.01 level (2-tailed).

To establish the relationships between Road Communication Technologies and Road Safety Awareness, a

correlation test was run as shown in table 4.1. The findings established a positive relationship between the

variables, (p<.01) and therefore confirming some of the literature review revelations.

4.3 REGRESSION ANALYSIS

Model Summary

Model R R Square Adjusted R Square Std. Error of the Estimate

1 .539a .290 .284 .46300

a. Predictors: (Constant), Road communication technologies

A regression analysis was undertaken to establish the effect of Road Communication Technologies on Road

Safety Awareness. As shown in table 4.2, the independent variable (Beta = .539, p<.01) showed a significant

positive effect on the dependant variable. The model also confirmed that the independent variable had a low

predictive strength of 29.0% though robust (Sig. F<.01).

5. RESEARCH IMPLICATIONS

From the findings in table 4.1 and 4.2, there was a significant positive relationship between RCTs and Road

safety awareness (p<.01) with the independent variable predicting 29% change in the dependent variable.

From this, it is acceptable to infer that an increase in RCTs will result into a 29% improvement in the level of


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road safety awareness. This implies that the adoption of RCTs will increase road safety awareness in

Ugandan. The findings support the literature studies discussing that RCTs promote road safety awareness

such as; information sharing through mobile devices, telematics systems that support wireless connectivity

between vehicles and surrounding ICT infrastructure to provide real time information to road users, where if

exploited RCTs can disseminating information to aid in road safety awareness.

Therefore, adoption of RCTs ranging from basic management systems (car tracking and navigation, traffic

signal control systems, variable message signs, automatic number plate recognition or speed cameras), to

monitor applications, security CCTV systems) and then to more advanced applications that integrate live data

and feedback from a number of other sources, such as driver profiles, weather information, parking guidance

etc (Derek et al, 2012), will help to collect, gather, manipulate and disseminate information to increase road

safety (Gladys, 2010 ). The obtained information would help to direct awareness on identified public

weaknesses with regard to road safety.

Baguley and Jacobs (1999), recommendation for the use of (MAAP) to improve road safety in developing

countries is in line with Gladys, (2010) on the adoption of advanced telematics that can integrate live data

from different sources to aid in road safety. With such technologies, road safety authorities can analyse their

own data to help identify hazardous locations, the nature of the problems, choose appropriate safety

awareness measures (Sambasivan, et al. 2009; Krauth, et al. 2003, Derek et al, 2012).The discussion above

confirms the results from the findings that revealed a significant relationship between road communication

technologies and road safety awareness.

6. POLICY IMPLICATIONS AND RECOMMENDATIONS

Road safety awareness to the public is important to improve the level of their understanding of road safety

and their etiquette and behaviour on roads. In order to raise the level of road safety awareness and traffic

etiquettes, the government of Uganda has launched and established various campaigns such as school

curriculums, national road traffic agency to promote awareness. With the help of the ICT infrastructure like

the telecommunication infrastructure, government can disseminate awareness messages to the public through

their mobile devices to an estimated 8 million subscribers to Uganda’s telecom companies (Orotin et al,

2012), routine advertisement on television, radio and creating a toll-free telephone hotline and putting up a

project web site to allow interested parties to report bad drivers, over loaded vehicles or accidents, thus aiding

in the enforcement of safety regulations, (Goodrum and Yinggang, 2009, Brain et al, 2010).

Ministry of Works and Transport (MoWT) and agencies like National Road Safety Council (NRSC) should

enact and implement policies that take into account RCT standards to promote road safety awareness. Such

standards should point out the dangers of driver distraction arising from the in-vehicle use of communication,

entertainment and positioning devices especially “texting” while driving (Young and Regan, 2007).

http://en.wikipedia.org/wiki/Car_navigation

http://en.wikipedia.org/wiki/Traffic_signal

http://en.wikipedia.org/wiki/Traffic_signal

http://en.wikipedia.org/wiki/Automatic_number_plate_recognition

http://en.wikipedia.org/wiki/Speed_cameras

http://en.wikipedia.org/wiki/CCTV

http://en.wikipedia.org/wiki/Parking_guidance_and_information




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Government should also promote awareness of safe user interfaces and hands-free devices in vehicles and

promote quality standards for in car communications. The Ministry of Works and Transport together with

Ministry of Trade and industry (MOT&I) should encourage importation of cars with in-car communications

and focusing on quality parameters to mitigate use of handheld devices (European Transport Safety Council,

2012).

ICT generates rapid changes of operational processes throughout the world, using the ICT readiness

assessment tool (Chanyagorn & Kungwannarongkun, 2011), government should evaluate the readiness of the

ICT infrastructure to support safety awareness through telematics and devise a strategy to invest into

development of the infrastructure that can support the new trend in safety awareness.

7. RESEARCH CHALLENGES AND LIMITATIONS

There is a very big gap regarding availability of information on the variables especially RCTs in Uganda.

Much as various safety awareness campaigns have been launched, they have been mostly due to initiatives

from various organisations that avail the information to newspapers, thus more generation information and

less empirical data. To address the challenge, review of relevant literature was conducted from the studies

done in Europe and America. A longitudinal as opposed to the cross sectional approach would have been

preferred for the study so as to study the RCT trend in the country. Unfortunately, the preferred option was

dropped for the cross sectional study that would require lesser funding and a small time scope within which to

analyse the influence of RCTs on RSA. Keeping in mind the limited literature in Uganda, the literature

reviewed for this study was neither limited to Uganda or by a time scope, to ensure that all the required

content for the study is covered.

8. AREAS FOR FUTURE RESEARCH

Future researchers can assess the ICT infrastructure readiness in Uganda to engage RCTs to diversely

promote road safety awareness. Assessment of ICT readiness can be achieved by using Chanyagorn &

Kungwannarongkun, (2011) ICT readiness assessment model. This will help to strategies and plan

accordingly for ICT development towards promoting safety awareness.

This study also considered selection of only traffic officers as respondents. If other respondents such as road

drivers and pedestrians are considered for future research, would help to further establish the significance of

RCTs towards road safety awareness.

Use of telematics systems is a new trend towards improving road safety through driver compliance and

enforcement of safety regulations. Therefore, Telematics as another variable that significantly impacts on road

safety would be a new research area to determine its significance road safety awareness.


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Acknowledgements

This research paper would not be accomplished without the generous contributions of the Faculty of Computing and Management

Science, the Commissioner Traffic’s office, with special recognition to the Dean, Dr. Ntayi Joseph, Associate Dean, Mr. Moya Musa

and the Head of Department Business Computing: Mr. Bada Joseph for the guidance offered during the study. Our sincere gratitude

also goes to the management of Makerere University Business School for having funded this study.

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