Table of Contents

DECLARATION ....................................................................................................................... 3
ACKNOWLEDGEMENTS ....................................................................................................... 4
LIST OF FIGURES ................................................................................................................... 5
LIST OF TABLES ..................................................................................................................... 6
LIST OF APPENDICES ............................................................................................................ 7
ABSTRACT ............................................................................................................................... 8
CHAPTER ONE ........................................................................................................................ 9
1.0 INTRODUCTION ............................................................................................................... 9
1.1 BACKGROUND ......................................................................................................... 9
1.2 SCOPE OF STUDY .................................................................................................. 10
1.3 STUDY AREA MAP ................................................................................................ 10
1.4 PROBLEM STATEMENT ....................................................................................... 12
1.5 JUSTIFICATION ...................................................................................................... 12
1.6 OBJECTIVES ........................................................................................................... 14
1.6.1 Main objective ................................................................................................... 14
1.6.2 Specific objectives ............................................................................................. 14
1.7 METHODOLOGY .................................................................................................... 14
1.7.1 Conduct a desk study: ........................................................................................ 14
1.7.2 Data collection: .................................................................................................. 14
1.7.3 Data analysis: ..................................................................................................... 14
1.7.4 Data Interpretation ............................................................................................. 15
1.8 CHAPTER SYNTHESIS .......................................................................................... 15
CHAPTER TWO ..................................................................................................................... 16
2 LITERATURE REVIEW ................................................................................................ 16
2.1 Introduction ............................................................................................................... 16
2.2 Road Accidents and Fatalities ................................................................................... 16
2.3 Road Safety in Zambia .............................................................................................. 18
2.4 Causes of Road Traffic Accidents ............................................................................. 18
2.5 Traffic Accidents Terminology ................................................................................. 19
2.6 Types of Assessment Methods .................................................................................. 21
2.7 Black Spots ................................................................................................................ 23
2.8 Black Spot Identification Methods ............................................................................ 24

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 2.9 Traffic Safety Master Plan ........................................................................................ 25
2.10 Pedestrian Network Improvement ......................................................................... 26
2.11 Proposed Program Component .............................................................................. 27
2.12 Statistics from Road Transport and Safety Agency............................................... 29
2.13 Risk Factors ........................................................................................................... 29
2.14 Planning Road Traffic Safety Schemes ................................................................. 30
CHAPTER THREE ................................................................................................................. 31
3 METHODOLOGY .......................................................................................................... 31
3.1 INTRODUCTION ..................................................................................................... 31
3.2 Data Collection .......................................................................................................... 32
3.2.1 Primary Sources ................................................................................................. 32
3.2.2 Secondary Sources ............................................................................................. 32
3.3 Data Analysis ............................................................................................................ 32
3.4 Data Interpretation..................................................................................................... 32
CHAPTER FOUR .................................................................................................................... 33
4 DATA ANALYSIS .......................................................................................................... 33
4.1 Qualitative Analysis .................................................................................................. 33
4.1.1 Motorist Details ................................................................................................. 33
4.1.2 Accidents Details ............................................................................................... 34
4.1.3 Causes of Accidents ........................................................................................... 34
4.1.4 Seasons of Noted Road Traffic Accidents ......................................................... 35
4.2 Quantitative Analysis ................................................................................................ 36
CHAPTER FIVE ..................................................................................................................... 37
5 CONCLUSION AND RECOMMENDATIONS ............................................................ 37
5.1 CONCLUSION ......................................................................................................... 37
5.2 RECOMMENDATIONS .......................................................................................... 38
6 REFERENCES ................................................................................................................ 40
APPENDICES ......................................................................................................................... 43

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DECLARATION

We hereby declare that we carried out the work reported in this document as per requirement
by the institution under the Department of Civil Engineering at the Copperbelt University under
the supervision of Mr Cecil Chamululu and Mr. Majura. We solemnly declare that to the best
of our knowledge no part of this report has been submitted here or elsewhere in a previous
application for award of a degree. All the sources of knowledge used have been duly
acknowledged.

AUTHORS

NAME SIGNATURE

SIGNATURE 1: …….……………………
SUPERVISOR 1: Mr. Majura

SIGNATURE 2: ………………………….
SUPERVISOR 2: Mr. Chamululu C.

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ACKNOWLEDGEMENTS

The authors wish to thank their project supervisor/coordinators Mr. Cecil Chamululu and Mr.
Majura who have contributed many valuable points as well as guidance. Authors would also
like to thank Road Transport and Safety Agency, Zambia Police and Mr. Mwango for availing
data for this project. In conclusion, the authors would like to thank each and every member of
the project team for their tireless effort in ensuring the completion and successful result of this
project.

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LIST OF FIGURES

Fig 1.0. Shows a satellite image of the province of the project location.
Fig 1.1. Shows a section from Kafue Bridge to the 16 ft bridge as section under study area
Fig 1.2. Shows a satellite image of a section of Independence ave under study area
Fig 1.3. Vegetation obstruction (Chiwala Ave)
Fig 1.4. Unsignalised Railway-Road Crossing Chibuluma Road
Fig 1.5. Rutting near Buchi Signalised Intersection on (Independence ave)
Fig 1.6. Surface failure evident by aggregate loss along Chibuluma Road near the Hospital
Roundabout
Fig 1.7. Rutting along Chibuluma Road opposite Mukuba Sec. School and lack of Signalised
pedestrian crossing
Fig 1.8. Potholes on Mindolo Road
Fig 1.9. Traffic lights at Buchi Signalised intersection do not cater for Signalised pedestrian
crossing
Figure 2.0 Global distributions of road deaths
Figure 2.1 Shows the link between individual areas of the road safety system
Fig 3.0. Shows the methodology flow chart
Figure 4.0. Representation of the selected causes of the road accidents
Figure 4.1. Representation of the seasons in which the noted road traffic accidents mostly
occurred

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LIST OF TABLES

Table 2.0. Shows an Australasian Road Safety Research, Policing and Education Conference
2011
Table 2.1. Shows a program list for Traffic Safety and Vulnerable Road Users
Table 2.2.a. Road Traffic fatality indices for Zambia (2006 - 2010)
Table 2.2.b. Road Traffic fatality indices for Zambia (2006 - 2010)
Table 4.0. Shows sample data of majority of the drivers
Table 4.1. Times during most noted accidents occurred, number of accidents, how bad the
accidents were and the class of vehicles involved.
Table 4.2. Shows the monthly reports of road traffic accidents

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LIST OF APPENDICES

Appendix A ………………………………………………………….......Sample Questionnaire

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ABSTRACT

The main aim of this research is to assess road safety in Kitwe. The research was prompted by
the occurrence of accidents and conducted based on the causes of accidents such as black spots,
the condition of the road structure and the knowledge road users have concerning road safety.
The impact of accidents continues to negatively affect the social economic development and
road safety in Kitwe. A survey was carried out to collect the required data for this research.

High volume of traffic flow, poor conditions of the road, lack of road facilities, poor traffic
management and low level of enforcement has contributed to road safety problems. All safety
measures introduced to protect road users are disregarded by the large proportion of drivers,
pedestrians and cyclists who have a tendency to completely ignore the dangers encountered
from traffic accidents.

The study recommends the need to adjust human behaviour to the environment of the traffic
stream and fixed facilities which would guide it, including ways and means of better traffic
accommodation with planning, education, administration, data capturing, regulation,
enforcement and making capital investments in new transport facilities and services.

In view of the above, the research will help create a better understanding of a wide range of
factors that are likely to contribute to the assessment of road safety in Kitwe.

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CHAPTER ONE

1.0 INTRODUCTION

1.1 BACKGROUND

Kitwe is the third largest city/town located on the Copperbelt province of Zambia, with a
topography between 1200m and 1400m above sea level. It was founded in 1936 as the railway
line was being built by John Cecil-Rhodes. It covers an approximate area of 777km2 and
according to the 2010 provisional census, Kitwe has a recorded population of 522,092 (with an
expected annual growth rate of 3%). It is located at longitude 28֯ 12’ east and latitude 12֯ 49’
south. The city’s main economic activities include mining, provision of commercial services
and it is also a gateway city leading to other important regions of the nation such as
Kasumbalesa border, the mining areas around North-Western province and so on. Kitwe is
characterised by a landscape favourable to provide a road path interlinking nearby towns, due
to its central location. This has led to an increase in the number of people visiting Kitwe, or
passing through, resulting in a high demand for goods and services.

The road network in Kitwe is however susceptible to heavy tonnage that impacts the design
life of roads and road safety, springing from heavy mining activities, transportation of huge
sums of material into and out of the city, and the presence of heavy traffic within the city.

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1.2 SCOPE OF STUDY

The extent of our project research is focused on specific roads in Kitwe that have recorded high
numbers or occurrences of road traffic related accidents and to ascertain possible measures or
recommendations in view of the same.

The project seeks to cover specific or main road users such as pedestrians, motorists and
cyclists, who in this case, are most vulnerable to road traffic accidents.

1.3 STUDY AREA MAP

The image below shows the location of our study area in Kitwe.

Fig 2.0. Shows a satellite image of the province of the project location. Source: Author

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 Fig 1.1. Shows a section from Kafue Bridge to the 16 ft bridge as section under study area

Fig 1.2. Shows a satellite image of a section of Independence ave under study area

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1.4 PROBLEM STATEMENT
Roads in Kitwe have been identified from road safety audits as very accident prone roads with
high incidences of registered road traffic crashes over the past years. The rise of social and
economic activities in Kitwe has led to an increased number of both local and foreign motorists
hence, the city has become prone to road traffic accidents (Kitwe City Council, 2018). Due to
the impartial enforcement of the law, the safety of all road users in Kitwe is compromised
causing road traffic accidents, which result to vehicle damage and loss of life (Zambia Police
Statistics 2017). Ineffective road safety management system in Kitwe has led to an increase in
the number of road traffic accidents.

1.5 JUSTIFICATION
The number of road traffic related accidents being reported by media houses, most especially
online media, is worrying and needs urgent attention in order to mitigate the number of fatalities
that have been recorded previously in the city over the years. Proper investigation of the causes
of these road traffic related accidents, can be established by carrying out a systematic study of
road traffic accidents in the city of Kitwe. A proper investigation of the causes of accidents
will allow for improved preventive measures in terms of control and design considerations.
Some of the already established causes of road traffic accidents are structural road conditions,
road worthiness of vehicles, road geometrical designs, no vegetation control, environmental
factors and others, to mention but a few. The exact causes can only be established when proper
statistical analysis of the accidents is carried out at known or identified critical locations. This
approach is foreseen to significantly offer additional substantial solutions to the rate and impact
of road traffic related accidents being experienced.
The following photos were sampled from various locations around Kitwe: (Source: Author)

Fig 1.3. Vegetation obstruction (Chiwala Ave) Fig 1.4. Unsignalised Railway-Road Crossing
Chibuluma Road

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 Fig 1.5. Rutting near Buchi Signalised Fig 1.6. Surface failure evident by aggregate loss
Intersection on (Independence ave) along Chibuluma Road near the Hospital
Roundabout
Independence Ave.

Fig 1.7. Rutting along Chibuluma Road Fig 1.8. Potholes on Mindolo Road
opposite Mukuba Sec. School and lack of
Signalised pedestrian crossing

Fig 1.9.Traffic lights at Buchi Signalised intersection do not cater for Signalised
pedestrian crossing

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1.6 OBJECTIVES

1.6.1 Main objective

To find out and determine causes of road traffic accidents in Kitwe.

1.6.2 Specific objectives

 To assess the state of the pavement road structure and road furniture.
 To investigate the impact of traffic growth on road safety.
 To assess the level of adherence of road users to laid down road safety regulations.
 To assess to what extent law enforcers and other stake holders are ensuring adherence
to the laid down regulations by all road users.
 To assess the literacy levels among road users regarding road traffic regulations and
safety.

1.7 METHODOLOGY
Having identified the problem of road safety in Kitwe, the following methods will be adopted
in our research:

1.7.1 Conduct a desk study:

 Gathering and a review of existing and available literature on road safety and related
matters from journals, articles, research papers, selected websites on the internet and
text books.

1.7.2 Data collection:

 Site observation: this procedure will be used to observe the road surface condition, state
of road markings, street lights and utility poles, road rutting, safety barriers, boundary
fences and raised road markers.
 Pedestrian survey: this procedure will be used to observe the road user behaviour.
 Interviews with various stakeholders such as Road Transport and Safety Agency
(RTSA), Zambia Police, Kitwe City Council and some lecturers to assess how
knowledgeable both motorists and pedestrians are to safe highway regulations.

1.7.3 Data analysis:

 At this stage, the analysis of all collected data will be done, assessing it on both
qualitative and quantitative.

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1.7.4 Data Interpretation
 Finally, the analysed data will be presented in a logical format by compiling a report
on the findings and results obtained.

1.8 CHAPTER SYNTHESIS

After the completion of the study, the report will constitute the following chapter headings.

Chapter One: Introduction

This will give an introduction of the project including the study area, problem statement,
project justification, objectives, scope of study and methodology adopted.

Chapter Two: Literature Review

This looks at the available literature concerning the project topic. It also checks on what other
previous researchers have done in a similar research.

Chapter Three: Methodology

This chapter will detail the methods undertaken in identifying the factors that bring about road
safety concerns in Kitwe.

Chapter Four: Data Analysis

The data collected from various stack holders, by the methods detailed in chapter three, is
analyzed.

Chapter Five: Conclusion and Recommendations

In chapter five conclusions are drawn from the analyzed information. And recommendations
are made based on these conclusions.

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CHAPTER TWO

2 LITERATURE REVIEW

2.1 Introduction

According to a World Health Organisation (WHO) and World Bank Report on ‘The Global
Burden of Disease’ (1999), deaths from non-communicable diseases is expected to climb from
28.1 million a year in 1990 to 49.7 million by 2020 (an increase in absolute numbers of 77%).
Road traffic crashes will contribute significantly to this rise. According to the report, road
traffic injuries are expected to move from ninth place to take third place in the rank order of
diseases burden by the year 2020.

Road traffic injuries are a major public health problem and a leading cause of death and injury
around the world. It is reported that each year 1.2 million people die and millions more are
injured or disabled as a result of road crashes, mostly in low-income countries. It was in this
regard that in 2004 the World Health Organisation (WHO) dedicated World Health Day for the
first time to the topic of road safety, culminating in the joint launch of the World report on road
traffic injury prevention, which highlights the increasing epidemic of road traffic injuries.
Besides creating enormous social costs for individuals, families and communities, road traffic
injuries place a heavy burden on health services and economies. The cost to countries, possibly
already struggling with other development concerns, may well be 1% to 2% of their Gross
National Product. As motorization increases, road traffic crashes are a fast growing problem,
particularly in developing countries.

2.2 Road Accidents and Fatalities

The growing awareness amongst multilateral and bilateral aid agencies of the importance of
road crashes as a major cause of death and disability throughout the developing world is
reflected in the recent establishment of the Global Road Safety Partnership (GRSP). This has
been set up under the framework of the World Bank's Business Partners for Development
Program and is a partnership of private sectors, civil society and government organizations
collaborating to improve the road safety situation in developing and transitional nations.

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Following the setting up of the GRSP, the Transport Research Laboratory (TRL) UK was asked
to undertake a review of road safety worldwide. This study identified that the number of people
killed in road crashes in 1999 was between 750,000 and 880,000 and that, perhaps surprisingly
about 85 % of these deaths occurred in the developing and transitional countries of Africa,
Asia, Latin America and the Middle East. Estimates also suggest that among 23 to 34 million
people are injured worldwide in road crashes. Two countries alone account for almost 50% of
all reported deaths, namely South Africa and Nigeria. The South African value of over 9,000
appears to be consistent over time. Other countries also showing significant numbers of deaths
include Ethiopia, Kenya, Uganda and Ghana.

African Accident Profile

The burden of road fatalities is on the developing world where 86 % of the world's road
fatalities occur, with almost half of all fatalities in Asia. The Figure below shows the regional
distribution of 750,000 fatalities, the low end of the range estimated for 1999 (750,000 to
880,000).

Source: WHO report (1999)

Figure 2.0: Global distributions of road deaths

From this it can be seen that about 10 % of global deaths occur in Africa which is slightly less
than those for the entire developed world or for all of Latin America, Central America and the
Caribbean. The most global death of accident rate is highest in Asia and pacific to 44%. The
GRSP study can also be used to show the regional share of fatalities, population and motor
vehicles in the world. 10 % of global road deaths took place in 1999 in Sub-Saharan Africa

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only 4% of global vehicles are registered in the region. Conversely 14% of road deaths occurred
in the entire developed world (North America, Western Europe, Australia and Japan) yet this
particular region contains 60 % of all globally registered vehicles.

2.3 Road Safety in Zambia

According to Road Transport and Safety Agency (Annual Report, 2015), Zambia has had a
history of high road traffic accidents that have been ranked the third highest cause of death.
The loss to the country arising from these accidents is estimated to be K4 million or slightly
more than 5% of the National Gross Domestic Product (Zambia Daily Mail, 2016) after
HIV/AIDS and Malaria. Road traffic safety refers to the methods and measures used to prevent
road users from being killed or injured. In 2002, Government recognized the need for both
institutional and structural reforms in the roads and road transport sub-sectors. Road traffic and
safety in Zambia is regulated by the Road Transport and Safety Agency (RTSA) whose mission
is to manage the road transport, protect and save lives, reduce number of crashes and fatalities
among all road users countrywide. Road safety should, however, not only be focused on
pedestrians, but more emphasis need to be made towards motor vehicle drivers. In most cases
reckless drivers are the main causes to pedestrian’s accidents and it is vital for them to
understand and adhere to rules of the road (World Conference on Transport Research, 2016)

2.4 Causes of Road Traffic Accidents

The causes of road traffic crashes, fatalities and injuries are quiet numerous and encompass the
following:

i. Human Related Factors

Driver errors, pedestrian errors, passenger errors, pedal & motor cyclists errors and
wheelbarrow pushers’ errors. Research literature finds strong safety effects for
increased use of seatbelts and control of speed. Driver education has little impact on
safety while better awareness and increased enforcement of drunk driving laws has
improved safety. (Poliak, 2016)

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 ii. Road Related Factors
Bad road surface, road not user friendly to others and obscured view. Transport
engineering and operation characteristics of the road network provide conditions for
increased road safety. (Evans, 2004)

According to Evans, they found out that in global research of road engineering, the best
safety advantages are from improved crossroad design and its management
(roundabouts at selected locations, traffic lights). Check of black spots and improved
signage. An added advantage to road safety is the improved skid resistance of the road
and good road maintenance during rainy season.

iii. Motor Vehicle Related Factors

Tyres, brakes, steering, overloaded, defective lights and smashed wind screen. Vehicle
design should be aimed at reducing the risk of accidents. Vehicle mass and speed are
the two most important aspects determining accident severity and risk. (Evans, 2004)

iv. Weather Related Factors

Heavy rains, glaring sun and increase in temperature season affect road safety.

v. Animal Related Factors

Wild animals on the road and domestic’s animals on the road. (Chuncky Kanchele,)

2.5 Traffic Accidents Terminology

 Traffic Accidents

May involve a single road vehicle (e.g. a vehicle which skids and overturns), or it
may involve a vehicle in a collision (e.g. between a vehicle and one or more vehicles,
a pedestrian, an animal, vehicle and or fixed object). In this context, a public road
includes footways, road vehicles can be motorized vehicles (including motor
scooters, motors cycles and tricycles) and the accident may involve an injury to a
person (fatal, serious or slight) or damage only to property.

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  Fatal accidents

Is one which involves a person who dies as a result of an injury sustained in the
accident (usually within 30 days) it excludes traffic involving confirmed suicides.

 Serious accident

This is an accident that involves a person who is detained in hospital as an in-patient

or who suffers any of the following injuries; fracture, concussion, internal injuries,
crushing, severe cuts and lacerations or severe general shock that require medical
treatment.

 Slight Accident

This is an accident that involves a person who is only slightly injured e.g. a person
who sustains a sprain, bruise or cut which is not judged by the police to be severe or
slight shock requiring only road side attention.

 Damage only accident

This is accident which does not involve people who sustain personal injuries

 Single vehicle accidents

These accidents include runoff the road ‘turn over’ and ‘hit a fixed object’ accident.
The dominant cause of these type of accident is generally excessive running speeds.
Rigid objects along the road side can increase the severity of the accidents once it
occurs.

 Rear-End collision Accidents

These accidents happen generally due to the different speeds of the travelling vehicles
at road sections. At the junctions, this kind of accident could happen due to the lack
of visibility.

 Head On Collisions

These accidents generally happen when one of the drivers drives at an incorrect
position. Wrong road markings or changing the lanes at curves causes this type of
accidents. At junctions this group of accidents happens due the absence of

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 signalization. Also junction design play an important role for head-on collisions.
Absence of signalization at the junctions may cause accidents due to misinformation.

 Head On Collision(Overtaking) Accidents

These accidents are generally caused by wrong decisions of drivers. On the other
hand, the design of the road can lead such wrong decisions. As a result it is important
to investigate the design of the road and select the countermeasure by considering the
situation.

 Accidents With Pedestrians

These are accidents that one of the road user, driver or pedestrian, are not aware of
the junction and its situation at the incident site.

2.6 Types of Assessment Methods

Method Description
Route Safety Multi-disciplinary safety reviews of key transport routes. These reviews
Review involve extensive investigation and consultation including in-depth
analyses of the routes crash history, route inspections, community
workshops, reporting and program development. The reviews also place
emphasis on further improving the coordination and integration of road
improvement projects and ensuring the best safety outcome through an
integrated program. Route safety review programs are holistic
approaches aimed at reducing the road toll by targeting works at
identified road safety problems and effective road safety engineering
measures combined with complementary behavioural and enforcement
programs. These are undertaken by a multidisciplinary team of road
safety engineering, behavioural and enforcement professionals from both
within and outside the road authority.

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Community It is a formal process for reviewing the road safety across a defined
Focused Road community area for all road users. The intention is to identify road safety
Safety Plan issues and risks and to promote or establish community based strategies
and actions to enhance the road safety for that community. It considers
all current and proposed strategies, plans and works within the
community (for example, pedestrian access and mobility plans). It is led
by the community and managed through a steering committee involving
road authorities. The plan ensures integration of existing and proposed
strategies along with future road upgrades.
Road Safety It is a formal examination of the potential and actual road safety risks for
Evaluation an existing road from the perspective of all road users. The intention is to
identify road safety issues and risks that have or could lead to road
crashes or harm to people. It includes a road safety audit, crash
investigation and request for a speed zone review. It is conducted by
independent, qualified professionals. A signed report is produced.

Road Safety It is a formal examination of road safety risks along a future or existing
Audit road from the perspective of all road users. The intention is to identify
road safety issues and risks that could lead to road crashes or harm to
people. It considers road and traffic characteristics and design plans. It is
conducted by an independent, qualified team of professionals.

Crash It is a detailed analysis of road crashes over a number of years along an

Investigation existing road. The intention is to identify and analyse crash clusters, fatal
and injury crash sites, common crash characteristics and types and
develop appropriate treatments. It is conducted by a road safety
professional. A signed report is produced.

Speed Zone It is a formal assessment of speed limits along an existing road to provide
Review an appropriate level of safety while allowing for mobility and amenity on
public roads. It considers the road function, roadside development, and
road and traffic characteristics. It is conducted by a qualified road safety
professional. Formal documents are produced.

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 Road Safety It an assessment of potential road safety risks for a proposed or existing
Check road from the perspective of all road users. It is applied where the overall
risks are low (for example design and installation of an indented bus bay
along an existing road). The intention is to identify road safety risks. It
considers crash history and road and traffic characteristics and is
conducted by a road safety professional. As it is a less formal approach a
response is produced.
Safety Benefits It is an assessment of the impact on road safety of proposed work on an
And Impact existing road. The intention is to identify treatments for specific works
Calculation which offer the highest benefit for road safety. Or the intention is to
compare the impact on road safety of each proposed work to assist in
prioritising a program of works. It considers crash history and treatment
options. It is undertaken by project managers. A road safety impact index
is produced.

Table 2.0: Australasian Road Safety Research, Policing and Education Conference 2011

2.7 Black Spots

According to the Bureau of Transport and Regional Economics of Australia (2001); locations
are in general classified as black spots after an assessment of the level of the risk and the
likelihood of a crush occurring at each location. At certain sites, the level of risk will be higher
than the general level of risk in surrounding areas. Crashes will tend to be concentrated at these
relatively high risk locations. Locations that have an abnormally high number of crashes are
described as crash concentrated, hazardous, hot spots or black sites. Sites with potentially
hazardous features are sometimes described as grey spots. In general, the number of crushes is
affected by three factors;
 Road environment
 The condition of vehicles using the road system
 The skills, concentration and physical state of road users

The demands of the road environment vary due to factors such as flow rates, geometric features
of the road and type of road. Drivers normally adapt their performance level to the demands of

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the road system. A crash occurs when the driver’s performance level is insufficient to meet the
performance of the road environment. Most of the time, driver capabilities exceed performance
demands. Black spots are points of peak performance demand. Engineering improvements in
the road network lower performance demands on the driver. This increases the safety margin
between the driver’s performance level and the performance level demands of the environment
and reduces the probability of a crash.

2.8 Black Spot Identification Methods

To make the road safer, it is important to identify the right site for safety improvements ,if not,
the resources can be wasted on the sites that are incorrectly identified as potentially unsafe but
sites that are truly unsafe can go untreated and remain unsafe. Therefore, black spot
identification is an essential step for black spot improvement program.

 Number of Accidents Method

This method uses the number of accidents at a location to identify its safety
performance. Locations with more than the average number of accidents are classified
as high accident locations.

 Accident Density Method

The accident density method is calculated from the number of accidents per unit length
for a section of highway. Sections with more than a predetermined number of accidents
are classified as high accident locations. This method uses accident.

 Accident Rate Method

This method uses accident numbers divided by vehicle exposure to provide rates such
as accidents per million entering per spot location and accidents per million vehicle-
miles for sections of highways. Locations with higher than a predetermined rate are
classified as high accident locations.

 Severity Index Method

The concept of this method is that the number of fatal and injury accidents at a location
or section of highway are given a greater weight than property damage only accidents.

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 Cautions should be exercised to select the proper weights when using this method. The
weights should ideally be based on socio-economic values.

 Quality Control Method

The logic of this method is that a location is considered to be a black spot if its safety
parameter shows higher values than the critical value. The method assures control of
the quality of the analysis by applying a statistical test. This is based on the assumptions
that occurrence of traffic accident follow the Poisson distribution (variance = mean)
with 95% confidence level.

2.9 Traffic Safety Master Plan

The Traffic Safety Master Plan is proposed because traffic safety covers various issues and
needs a comprehensive approach. For the master plan, the 4 E’s approach – “Engineering,
Education, Enforcement, and Emergency” is proposed (Kitwe City Council, 2018)

a) Engineering (Traffic Safety Facility Development)

 Intersection improvement
 Road safety facilities installation (guardrails, median, street lights, road marking,
traffic sign, and others)
 Provision of sidewalks and bicycle lanes

b) Education
 Primary school education program
 Printing of publications to facilitate understanding of safety awareness

c) Enforcement (Traffic Control and Enforcement)

 Strengthening of enforcement measures
 Provision of traffic enforcement equipment

d) Emergency (Emergency Medical Care)

 Development of emergency medical center

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In addition to traffic safety planning and implementation by the 4 Es approach, the following
measures should be included to ensure the effectiveness of the measures:

 Strengthen safety planning by:

 Establishing accident databases and analytical capacity; and
 Improving safety-oriented design standards.

 Improve safety measures by:

 Establishing an effective safety audit system.

 Develop institutions by:

 strengthening safety organizations and their management capacities; and
 Improving agency coordination on traffic safety.

 Provide sufficient budget for the Comprehensive Traffic Safety Program.

(Source: Kitwe City Council, 2018)

2.10 Pedestrian Network Improvement

Insufficient facilities along roads where there is heavy pedestrian traffic pose extreme hazards.
In these areas, motorized vehicles and vulnerable road users should be segregated. For
example, utmost attention should be paid to the development of the necessary facilities along
arterial roads where the continuous flow of pedestrians and cyclists occur. Taking into
consideration the above conditions, the following measures should be formulated. (Source:
Kitwe City Council, 2018)

1. Pedestrian facilities at black spots

Pedestrian crossings at black spots should be developed to ensure a safe road crossing
especially for school or preschool children and disabled people (Source: Kitwe City
Council, 2018)

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 2. Sidewalk network

The sidewalk network should be improved in residential and commercial areas

especially high-risk road sections where traffic accidents involving pedestrians
frequently occur (Source: Kitwe City Council, 2018)

3. Bicycle road network

The overall environment for the use of bicycles such as exclusive bicycle lanes and
networks should be developed to facilitate the safe and smooth use of bicycles as a
mode of transportation. The role and positioning of bicycles as an urban transport
facility along the roads should be provided and suitable to users (Source: Kitwe City
Council, 2018)

2.11 Proposed Program Component

Based on the above studies, the programs of traffic safety improvement measures for
vulnerable road users in Kitwe are proposed as follows:

Table 2.1. Program List for Traffic Safety and Vulnerable Road Users

Program Sub-Program Details Target

Development Traffic safety master plan Proposal for road traffic law revision 2015 – 2020
of Accident database system Accident database system
Safe Traffic Development development
Environment Safety engineering Black spot treatment
Improvement Road safety audit implementation
Revision of road design guidelines
Introduction of traffic impact
assessment system
Traffic calming
Traffic safety facilities improvement
Safety Enforcement Establishment of strict enforcement
Improvement regulations
Enforcement equipment development

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 Safety education Primary school education program
Development Publication for awareness
development
Emergency medical Emergency medical bases
service development development
Vehicle inspection and Introduction of vehicle inspection
License system
Introduction of driver’s information
record
System
Traffic safety funding New fund source development
Improvement Sidewalk development Sidewalk installation and/or widening
of at 2015 - 2030
Safe heavy pedestrian traffic sections
Pedestrian Pedestrian crossing Pedestrian crossing installation at
Network Development intersections
Pedestrian bridge installation at
intersections
and road widening
Pedestrian signal Pedestrian signal installation at
Development intersections
and road widening
Development Bicycle network master 2015 - 2030
of Plan
Bicycle Pilot project Installation of bicycle roads
Network Evaluation
Implementation Construction of bicycle roads
(Source: Kitwe City Council, 2018)

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2.12 Statistics from Road Transport and Safety Agency

Year No of vehicles No. of No. of No. of No. of

registered accidents fatalities accidents facilities per
per 10,000 10,000
vehicles vehicles
2006 183,701 19,095 1,176 1,039 64
2007 277,950 21,690 1,277 952 56
2008 277,865 19,727 1,238 710 45
2009 300,736 22,978 1,413 764 47
2010 328,732 20,582 1,388 626 42
Table 2.2.a. Road Traffic fatality indices for Zambia (2006 - 2010)

Province 2004 2005 2006 2007 2008 2009 2010

Lusaka 6,222 6,646 10,513 10,889 10,850 12,638 11,320
C/Belt 3,173 3,530 4,105 5,400 4,143 4,825 4,322
Central 918 937 1,047 1,382 986 1,148 1,029
Southern 1,130 1,010 1,279 1,431 1,183 1,378 1,234
N/Western 537 171 549 693 592 689 617
Eastern 293 1,267 632 401 651 758 679
Western 314 260 342 735 335 390 350
Northern 254 101 443 569 453 528 473
Northern 164 153 185 190 177 206 185
TOTALS 13,005 14,075 19,095 21,690 19,727 22,978 20,582
Table 2.2.b. Road Traffic fatality indices for Zambia (2006 - 2010)
Source: (www.rtsa.org.com)

2.13 Risk Factors

Risk factors are used to explain accident involvement and accident severity. Risk factors in
road accident models play two roles (Nasser, 1996):

GROUP 4 EG 401 PROJECT Page 29

  Improve overall models fit and reduce the amount of unexplained variation. Care must
be taken that these models and are not over-specified (i.e. do not include unnecessary
variables)
 Provide a means for evaluating the effectiveness of alternative safety measures
The following risk factors have been elaborately adopted in the literature for explaining
accident involvement and accident severity. A more detailed description of these risk
factors can be found in Nasser (1996):
 Course of the accident: vehicle maneuvers, driver action
 Traffic conditions: traffic volume, dynamics, speed regulation
 Environmental conditions: light condition, road surface condition, road geometry
 Human conditions: driver age, occupant age, driver sex, driver condition (alcohol,
figures, illness), seating position, seat belt use
 Vehicle conditions: vehicle mass, vehicle size

2.14 Planning Road Traffic Safety Schemes

The road safety manual (PIARC, 2003), recommends the use of road accident investigation
(RAI) in planning road traffic safety schemes. The RAI seeks to help road engineers detect the
amount of road infrastructure deficiencies that influence an accident’s occurrence and to guide
them in the implementation f appropriate improvement measures.

Figure 2.1 below depicts the link between individual areas of the road safety system .it
indicates the important role of the road environment itself, particularly its interaction with
human behavior

Human behaviour

Road 57
26 %
3% % 4
1 6
%2% %

Vehicle factors

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CHAPTER THREE

3 METHODOLOGY

3.1 INTRODUCTION

This chapter outlines the methods used to collect data necessary for the research and procedures
employed to analyse the data collected in order to achieve the objectives of the study. Generally
it consists of three sections, the first section involves data collection methods, the second
section describes the data analysis methods and lastly the third section deals with the data
interpretation methods.

Conduct Desk Study

Data Collection Data Analysis Data Interpretation

Site Observation Qualitative Data Interpreting data

and presenting
information

Interviews/
Questionnaire Quantitative Data

Pedestrian Survey

Fig 3: methodology flow chart

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3.2 Data Collection
To collect the necessary data for the research, the data was classified into two main types
of data sources namely; primary and secondary sources.

3.2.1 Primary Sources

 The primary source consisted of data obtained from site visitations made to observe the
road surface condition, state of road markings, road rutting, street lights and utility
poles, safety barriers, boundary fences and raised road markers. Observations from the
pedestrian survey concerning the road user behaviour was also a primary source of data
as well as interviews with various stakeholders such as Road Transport and Safety
Agency (RTSA), Zambia Police, Kitwe City Council and some lecturers to assess how
knowledgeable both motorists and pedestrians are to safe highway regulations.

3.2.2 Secondary Sources

The secondary sources consisted of both published and unpublished data from text
books, journals, articles, research papers and selected websites on the internet collected
during the desk study.

3.3 Data Analysis

Analysis of all collected data will be done, assessing it on both qualitative and
quantitative.

3.4 Data Interpretation

Finally, the analysed data will be presented in a logical format by compiling a report on
the findings and results obtained.

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CHAPTER FOUR

4 DATA ANALYSIS

This aspect of the project research, focusses on the quantitative and qualitative analysis of road
related traffic accidents, as obtained from both law enforcement agencies and motorists by use
of the stated methodologies. The data is categorised and presented to highlight the views of the
interested and affected parties (IAPs).

4.1 Qualitative Analysis

A sample size of 20 questionnaires was used for the basis of this analysis.

4.1.1 Motorist Details

From the sample, it can be noted that the majority of motorists were mature and well
experienced drivers in possession of valid driver’s licences who frequently use Kitwe’s
main local routes such as Ndola-Kitwe dual carriageway, Kitwe-Chingola road,
Independence avenue, Freedom Avenue, Chibuluma road, Chiwala avenue, Jambo drive
to mention but a few.

It was also observed from the sample data that majority of the drivers were well informed
about the road regulations and were conversant with the current Zambian highway code
of conduct.

Age (Years) Drivers licence Driving Experience Conversance with Highway

class (Years) code of conduct
21 – 25 12 A 0 Less than 4 0 Not Conversant 0
26 – 30 3 B 8 4–6 2 Slightly 0
conversant
31 – 35 3 C 8 6–8 3 Conversant 14
36 and above 2 C1 4 More than 8 15 Very conversant 6
PSV 0
Table 4.0. Sample data that majority of the drivers

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4.1.2 Accidents Details

Accidents occur at various intensities and time of the day. The table below shows the times
during most noted accidents occurred, number of accidents, how bad the accidents were and
the class of vehicles involved.

Time Period Number of accidents Severity of Accidents Class of Vehicles

(Hrs) noted Involved
00 – 06 4 1–3 7 Not 2 Small 16
Severe cars
06 – 12 2 4–6 4 Less 7 Buses 6
Severe
12 – 18 9 7–8 3 Moderate 2 Trucks 7
18 – 00 6 8 – 10 0 Severe 4
More than 4 Very 3
10 Severe
Table 4.1. Times during most noted accidents occurred, number of accidents, how bad the
accidents were and the class of vehicles involved.

4.1.3 Causes of Accidents

The pie chart below is a representation of the selected causes of the road accidents.

According to the information presented in the figure below, negligence had the highest
percentage, hence it can be deduced that this was the major cause of the accidents. Other
possible causes of accidents that sprung from the sample were, alcohol influence and
congestion.

GROUP 4 EG 401 PROJECT Page 34

 Causes of Road Accidents

10%
Negligence
30% Road Defects
60%
Lack of Signage
Overspeeding
30%

Figure 4.0. Representation of the selected causes of the road accidents

4.1.4 Seasons of Noted Road Traffic Accidents

The following bar chart represents the seasons in which the noted road traffic accidents mostly
occurred.

Season of Noted Road Traffic Accidents

14
12
10
8
6
4
2
0
Wet Dry

Wet Dry

Figure 4.1. Representation of the seasons in which the noted road traffic accidents mostly
occurred

From the figure above, it can be deduced that the majority of accidents noticed by the
respondents to the questionnaires issued, occurred during the dry season. This was subject to
their frequency of travel on the usual routes.

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4.2 Quantitative Analysis

The table below shows the monthly reports of road traffic accidents as obtained from the Road
Traffic Department of Zambia Police.

Table 4.2. The monthly reports of road traffic accidents

The data in the table above represents the road traffic accidents that have been recorded by the
law enforcement agency for the first quarter of the year as part of their mandate in taking note
of various road traffic accidents as they endeavour to maintain law and order on our roads as
well as enforce the law effectively, the total deaths and the types of vehicles involved.

GROUP 4 EG 401 PROJECT Page 36

CHAPTER FIVE

5 CONCLUSION AND RECOMMENDATIONS

5.1 CONCLUSION

The research’s main objective was met. From the data collected in this research it is observed that
road traffic accidents are caused because by;
1. Poor speed management
2. Impaired driving
3. Lack of education and awareness
4. Lack of facilities for pedestrians to use when crossing the roads
5. Corrupt authorities
6. And drivers trying to avoid the law

In this research, adequate accident data with a wide range of road geometric design element
and traffic data were collected to achieve the stated objectives. These objectives were; to access
the state of the pavement road structure and road furniture such as road signage, to collect
statistics on the rate of vehicular traffic and road traffic accidents and lastly to access the level
of adherence of road users to laid down road safety regulations. Road safety management seeks
to maintain and improve the existing safety of a road network, by reducing crashes and
providing a safe environment for the road users to continue using it in an effective and safe
manner. It concerns the implementation of road safety policies, management and organization
in the authorities responsible for the reduction of road crashes and fatalities. Road safety
education is one of the important issues affecting the progress towards effective road safety.

Most accidents occur during the night, with inadequate light, impaired driving can cause deaths
and lack of awareness if there are pedestrians using the road at the time of low light. Poor speed
management can be attributed with driver intoxication, illness or lack of knowledge of the
speed limits on the road they are using. Zambia has a lack of pedestrian bridges; and even
though zebra crossings are the main mode used by pedestrians to cross roads, they still run the
risk of being hit by vehicles. Some drivers would opt to avoid authorities at road blocks, causing
them to run into structures or other vehicles because of them panicking. Poor road geometry,
poor surfacing and road defects are another cause of road accidents. Furthermore, because of
corruption there is an influx of vehicles that are not road worthy, that have unexpected
breakdowns and can cause traffic crushes.

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5.2 RECOMMENDATIONS

Based on the information gathered in this research, the following recommendations should be
implemented:

Road safety education is important in most countries and hence road safety education should
not be an option but compulsory. Road safety education should start at an early age.

There should be more traffic officers on the roads, especially to check taxis and long distance
buses as this will help improve road safety and identify unfit vehicles. In addition, there should
be road blocks set up by police officers in villages. Roads should be maintained in due time.
More traffic lights should be erected in towns, and to ensure traffic safety, sidewalks should be
constructed for pedestrians so that they do not walk on the roads.

In order to overcome the deficiencies in the road safety sector, a revision of the standards on
road construction must be done. So as to minimize the road accidents brought about by the
roads defects. This may include the adoption of new material in road construction or better
standards on road alignment.

Accidents caused by intoxication of drivers and illness can be overcome by technological

advancements. Which can be by using sensors to detect whether the driver is ‘fit’ to drive. The
installation and regular maintenance of traffic lights along Kitwe’s roads will reduce accidents
caused by impaired drivers at night.

Posted speeds should not be obstructed by trees or buildings. This can be achieved by having
strict routine maintenance and regular sensitization of what is not allowed to do around traffic
signs. The construction of adequate crossing facilities for pedestrians removes the risk of
people, mostly children, running onto the road. Use of dash board and traffic cameras can
reduce corruption and drivers running from the law. Because they know they are being
watched.

From the interviews conducted and questionnaires issued, it was concluded that more needs to
be done in order to enhance road safety in the city. Therefore, the following recommendations
were drawn;

GROUP 4 EG 401 PROJECT Page 38

Frequent/ routine maintenance should be carried out by;
a. Improving road signage:
 Having visible and legible road markings
 Sufficient and proper reflective road signs that can easily be noticed by road users
 Installation of street lighting
 Having properly marked road humps, tables and bumps.
b. Incorporate road surveillance by installing road cameras and more speed controls.
c. Proper vehicle inspections to ascertain vehicle road worthiness.
d. More sensitisation of road users on road safety.

GROUP 4 EG 401 PROJECT Page 39

6 REFERENCES
Banda, P., 2016. Causes of Road Accidents. [Online]
Available at: http://www.daily-mail.co.zm/causes-road-accidents/
[Accessed 2 June 2018].

Evans, L., 2004. Traffic Safety. Bloomfield Hills: Science Society.

Kitwe City Council, 2018. About Kitwe. [Online]

Available at: http://www.kcc.gov.zm/about-kitwe/
[Accessed 29 May 2018].

Kumar, P., Aditya, U. & Amit, K., 2016. Road Safety Audit For Rural Road , Hamirpur,
India : National Institue of Technology.

Lusaka Times, 2012. Road Accidents Have Claimed 400 Since January-RTSA. [Online]
Available at: http://www.lusakatimes.com/2012/08/08/road-accidents-clamed-400-
januaryrtsa/
[Accessed 2 June 2018].

Lusaka Times, 2016. What is Causing Road Carnage in Our Land?. [Online]
Available at: http://www.lusakatimes.com/2016/04/11/causing-road-carnage-land/
[Accessed 2 June 2018].

Poliak, L. K. a. M., 2016. Factors affecting road safety. journal of communication and
computer, pp. 146-152.

RTSA STATISTICS AND RESEARCH UNIT, 2015. Annual Accident Report 2015, s.l.:
Road Transport And Safety Agency.

Austroads (2006). Guide to Road Safety Part 2: Road Safety Strategy and
Evaluation. Austroads incorporated, Sydney, Australia.
Austroads (2009). Guide to Road Safety Part 6: Road Safety Audit. Austroads
incorporated, Sydney, Australia.
Austroads (2006). Guide to Road Safety Part 7: Road Network Crash Risk
Assessment and Management. Austroads incorporated, Sydney, Australia.
Austroads (2009). Guide to Road Safety Part 8: Treatment of Crash Locations.
Austroads incorporated, Sydney, Australia.
Roads and Traffic Authority of New South Wales (2009). Newell Highway
Safety Review. Roads and Traffic Authority of New South Wales, Sydney
Australia.
Roads and Traffic Authority of New South Wales (2009). NSW Speed Zoning
Guidelines. Roads and Traffic Authority of New South Wales, Sydney
Australia.

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Roads and Traffic Authority of New South Wales (2010). Road projects safety
benefits and impact caculation model user manual.
Roads and Traffic Authority of New South Wales (2011). Central West
Transport (CENWEST) routes review. Roads and Traffic Authority of New
South Wales, Sydney Australia.

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GROUP 4 EG 401 PROJECT Page 42
APPENDICES

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