2018 Zambia Annual Road Traffic Crash Statistics Report

Road Transport and Safety Agency
2018 Annual
Traffic Accident Report
The Road Transport and Safety Agency (RTSA) was established by the Road Traffic Act No.
11 of 2002 as a body corporate with perpetual succession and a common seal. The Agency
is mandated by the Act to implement and coordinate road safety programmes that are
aimed at reducing the likelihood and impact of road crashes. The Agency is also mandated
to undertake activities relating to road transport and traffic management. Further, the RTSA
has become a substantial contributor of Government revenue to the Road Fund being the
highest non-tax revenue collector in the country.
MISSION STATEMENT
To manage the road transport system, protect and save lives, reduce number of crashes
and fatalities among all road users countrywide.
VISION STATEMENT
To be a world-class regulator of a road transport system that ensures safety for all road users
CORE VALUES
The RTSA shall conduct its business with the following values:
1. i. Excellence service;
2. ii. Integrity;
3. iii. Confidentiality;
4. iv. Fairness;
5. v. Transparency;
6. vi. Accountability; and
7. vii. Efficiency.
STRATEGIC OBJECTIVES
The following are the strategic objectives for the period 2016 – 2018:
1. i. Improve road safety;

2. ii. Enhance road transport registration, examination and licensing;
3. iii. Undertake capacity building and enhance productivity of the work force;
4. iv. Develop and improve infrastructure; and
5. v. Efficient Management of revenue collection.
4| ANNUAL TRAFFIC ACCIDENT REPORT, 2018

FOREWORD
3.6: By 2020, halve the number of global

deaths and injuries from road traffic accidents
Road traffic crash fatalities and injuries are

one the 7NDP and SDGs goals. Given what we
know about the problem and its solutions, the
goals are achievable. Strong policies and legis-
lations, smart road designs for all road users,
well-enforced road safety laws on speeding,
drinking and driving, and use of seatbelts,
child restraints and motorcycle helmets, target
oriented public awareness campaigns, safer 11.2: Make cities and human settlements
vehicles and improved emergency care ser- inclusive, safe, resilient and sustainable
vices can save hundreds of lives in Zambia.
Road traffic crashes, fatalities and injuries are

still unacceptably higher on Zambian roads. 7NDP 2017- 2021:
Although we recorded a reduction in fatalities 7.9 Development outcome 6: improved
and stability in road traffic crashes, were are transport systems and infrastructure
still far from meeting the UN global decade of
action, SDG 3.6 and 7NDP whose objectives 1,817 Fatalities
are to reduce road traffic fatalities by 50% Number of fatalities reduced from 1,989 in
by 2020. 2017 to 1,817 in 2018
The reduction in fatalities recorded in 2017 Pedestrians 47%

and 2018 were attributed to a consortium of Pedestrians are the most vulnerable users,
targeted road safety interventions which are accounted for 47%
highlighted the later chapter.
Human error 87.5%
Pedestrian have continued to lead the echelon Human error predominantly leading cause
of road traffic casualties, with a larger pro- of RTCs accounting 87.5%.
portion recorded in rural areas. So far, pre-
dominantly, human error has been the leading Inter-urban roads 56%
cause of crashes. A larger proportion of RTCs were recorded
in inter-urban roads accounting for 56%
I now invite you to read the road safety status
in Zambia.
Zindaba Soko
Director and Chief Executive Officer
ANNUAL TRAFFIC ACCIDENT REPORT, 2018 |5

EXECUTIVE SUMMARY
Road traffic injuries and fatalities are a growing public health concern which severely
affect the poor and vulnerable sections of society. The year 2018 saw 1,817 men, women
and children lose their lives on Zambian roads. Most road traffic crashes (RTCs) are both
predictable and preventable. There is considerable evidence that various measures and
interventions being put in place by various stake-holders in the road sector are making our
roads safer. This report gives an analysis of road traffic crashes in Zambia from the period
of 1st January to 31st December 2018.
The period under review recorded a total 30,652 road traffic crashes countrywide. This
number represents a 1.6% increase from the 30,163 crashes which occurred in the same
period in 2017. Lusaka province contributed 16,307 RTCs accounting for 53% of the total
crashes recorded in 2018. Copperbelt province contributed 16% while the rest of the coun-
try contributed 31%.
There were a total of 15,822 casualties of which 11% were fatal, 33% were seriously in-
jured and 55% sustained slight injuries. The number of fatalities in 2018 declined by 8.6%
from the 1,989 deaths recorded in 2017. Of these fatalities, 57% were recorded in rural
areas while urban areas accounted for 43%. It is worth pointing out that the risk of being
in a fatal collision in a rural area is significantly higher than it is in urban areas. The data
also revealed that almost half of all fatalities were among pedestrians. The report further
highlights that 40% of RTCs in 2018 occurred at night between 18:00hrs and 07:00hrs and
34% occur on Fridays and Saturdays.
The factors which contributed to the RTCs fall into five categories: human error (86%),
motor vehicle defects (1.3%), road defects (0.3%), weather condition (0.1%) and wander-
ing animals (1.7%). The top five driver errors were excessive speed, misjudging clearance
distance, failing to keep to near side, cutting in and reversing negligently.
While much progress was made in 2018, there is lots to be done if the country is to meet
the UN Decade of Action goal of reducing fatalities by 50% by 2020.

EDITORIAL TEAM
Mr Chuncky Kanchele
Head Statistics and Research
Mr Moses Mwale
Statistical Officer
Mr Emmanuel Kanyenda
Assistant Research Officer
Mr Mwaba Mambwe
Intern
Ms Stella Mwanahamuntu
Intern

CONTENTS
Foreword 5
Executive Summary 6
Editorial Team 7
Definition of Key Concepts 11
1.0 INTRODUCTION 13
1.1 Measures taken by the RTSA in Reducing Road Traffic Accidents 14
1.1.1 Road Safety Audits (RSAs) 14
1.1.2 Road Safety Inspections (RSIs) 15
1.1.3 Fast Track Court in Lusaka 15
1.1.4 Road Safety School Programmes 15
1.1.5 Road Safety Clubs/ Traffic Warden Schemes 15
1.1.6 Road Safety School Park 16
1.1.7 Sensitization at Intercity Bus Terminus 16
1.1.8 Road Safety Awareness During Annual Events 17
1.1.9 Traditional Ceremonies 17
1.1.10 Choova Cycling Contest 17
1.1.11 Exhibitions 18
1.1.12 Road Safety Commemorations 18
1.1.13 World Day of Remembrance for Road Traffic Victims 18
1.1.14 Road Safety Week 19
1.1.15 Joint road safety Enforcement Operation 19
The Story of Fabian Mwema 20
The Story of Frank Nkhoma 22
2.0 NATURE AND DISTRIBUTION OF ROAD TRAFFIC ACCIDENTS 24
2.1 Classification of crashes by severity 24
2.2 Crashes per province 25
2.3 Urban RTCs , Rural RTC’s and Fatalities compared 27
2.4 Motor Vehicle Registrations and Human Population 27
2.5 Trends in crashes 28
2.6 Types of MMV 30
2.7 RTC time of Day 30
2.8 RTC Day of the week 31
3.0 CASUALTIES 32
3.1 Fatalities 32
3.1.1 Fatalities by Province 32
3.1.2 Fatalities by Road User Type 33
3.2 Serious injuries 34
3.2.1 Serious Injuries by Province 34
3.2.2 Serious Injuries by Road User Type 34
3.3 Slight injuries 35
3.3.1 Slight Injuries by Province 35
3.3.2 Slight Injuries by Road User type 35
An initiative of Zambia Road Safety Trust 36
3.4 Children Casualties 38
4.0 CONTRIBUTORY FACTORS 40
4.1 Human Error 40
4.1.1 Driver Errors 40
4.1.2 Pedestrian Errors 42
4.1.3 Passenger Error 42
4.1.4 Cyclist Errors 42
4.2 Motor Vehicle Defects 42
4.3 Wandering Animals 43
4.4 Weather Conditions 43
5.0 RECOMMENDATIONS 44

LIST OF TABLES
Table 1: Road Safety Goals and Target in the SDG’s 14
Table 2: Number of road traffic crashes by severity by province. 24
Table 3: Urban and Rural RTC’s in 2018 27
Table 4: Number of child casualties by gender 38
Table 5: Human Errors 40
Table 6: Driver errors 41
Table 7: Number of accidents as a result of weather conditions 43
LIST OF FIGURES
Figure 1: SDG 3.6 Target “by 2020, halve the number of global deaths from road traffic
accidents”, together with the 2010 predictions in the Plan for the Decade of Action for Road
Safety in case of no action (upper boundary) and if actions are taken in line with the goal
of the Plan (lower boundary) 14
Figure 2: Road Safety Inspections: Road with broken Shoulders 15
Figure 3: Rugambwa Primary School Road Safety Club 16
Figure 4: Educating School going children on the proper use of a pedestrian crossing 16
Figure 5: RTSA Road Smart Team Putting up Stickers in Public Buses. 16
Figure 6: Road Safety Kiosk at the Umutomboko Traditional Ceremony 17
Figure 7: RTSA officer placing reflective Stickers on Bicycles in Eastern Province 17
Figure 8: Road Safety Week Collaboration 18
Figure 9: World Day of Remembrance of Road Accident Victims 18
Figure 10: Number of traffic vehicles charges with abrogating the night driving
restrictions regulations 19
Figure 11: Classification of RTC’s by severity 24
Figure 12: Percentage of RTC’s classified by serverity 25
Figure 13: Number of RTC’s by province 25
Figure 14: Percentage increase in the number of crashes in 2018 and 2017 26
Figure 15: Number of road traffic accidents by province 26
Figure 16: Percentage of urban and rural RTC’s 27
Figure 17: Percentage of urban and rural fatalities recorded in 2018 27
Figure 18: Motor vehicle population 28
Figure 19: RTC’s from 2007 to 2018 28
Figure 20: Fatalities from 2007 to 2018 28
Figure 21: RTC’s and fatalities from 2005 to 2018 29
Figure 22: Estimated fatalities per 100,000 population globally 29
Figure 23: Number of RTC’s by motor vehicle type 30
Figure 24: Number of RTC’s by time of day 30
Figure 25: Percentage of RTC’s by time of day 31
Figure 26: Number of RTC’s by day of week 31
Figure 27: Percentage of RTC's by day od the week 31
Figure 28: Classification of casualties 32
Figure 29: Fatalities by province in 2016,2017 and 2018 32
Figure 31: Number of fatalities by road user type in 2016,2017 and 2018 33
Figure 32: Persons seriously injured in 2017 and 2018 34
Figure 33: Persons seriously injured by road user type in 2018 and 2017 34
Figure 34: Persons slightly injured in 2017 and 2018 35
Figure 35: Persons slightly injured by road user type in 2017 and 2018 35
Figure 36: Children crossing the road on a Child Safe Zone. 37
Figure 37: Child casualties by gender 38
Figure 38: Comparison of child casualties in 2017 and 2018 38
Figure 39: Contributory factors 40
Figure 40: Use of mobile phones while driving 41
Figure 41: Percentage of driver errors 41
Figure 42: Pedestrian errors 42
Figure 43: Passengers seated and standing on windows 42
Figure 44: Percentage of Motor Vehicle defects 43
Figure 45: Wandering Animals 43
10 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

DEFINITION OF KEY CONCEPTS
Bus: Includes ‘State Transit Authority’ bus and long distance/tourist coach.
Car: Includes sedan, station wagon, utility (based on car design), panel van
(based on car design), coupe, hatchback, sports car, passenger van and
four wheel drive passenger vehicle.
Casualty: Any person killed or injured as a result of a crash.
Casualty: Any road user involved in a road crash or an accident.
Damages only: Road Traffic Crashes which do not involve any bodily harm.
Driver: A controller of a motor vehicle other than a motorcycle.
Fatal crash: A crash for which there is at least one fatality.
Fatality: A person who dies within 30 days of a crash as a result of injuries received
in that crash.
Fatality: A death occurring as a result of road traffic crash or an accident.
Heavy rigid Comprised of rigid lorry and rigid tanker with a tare weight in excess of
truck: 4.5 tones.
Heavy truck: Comprised of heavy rigid truck and articulated truck.
Injured: A person who is injured as a result of a crash, and who does not die as
a result of those injuries within 30 days of the crash.
Killed: See Fatality.
Light truck: Includes panel van (not based on car design), utility (not based on car
design) and mobile vending vehicle.
Motor vehicle: Any road vehicle which is mechanically or electrically powered but not
operated on rails.
Motorcycle A person occupying the controlling position of a motorcycle.

Driver:
Motorcycle A person on but not controlling a motorcycle.

passenger:
Motorcycle: Any mechanically or electrically propelled two or three-wheeled machine

with or without side-car. Includes solo motorcycle, motorcycle with side-
car, motor scooter, mini-bike, three-wheeled special mobility vehicle and
moped (motorized ‘pedal cycle’).
Passenger: Any person, other than the controller, who is in, on, boarding, entering,
alighting or falling from a road vehicle at the time of the crash, provided
a portion of the person is in/on the road vehicle. Pedal cycle Any two or
three-wheeled device operated solely by pedals and propelled by human
power except toy vehicles or other pedestrian conveyances. Includes
bicycles with side-car, trailer or training wheels attached.
ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 11

Pedal cycle A person occupying the controlling position of a pedal cycle.
Driver:
Pedal cycle A person on but not controlling a pedal cycle.

Passenger:
Pedestrian: Any person who is not in, on, boarding, entering, alighting or falling from
a road vehicle at the time of the crash.
Road Traffic Any apparently unpremeditated event reported to the police and resulting
Crash: in death, injury or property damage attributable to the movement of a
road vehicle on a road.
Road users: These include all motor vehicle drivers, pedestrians, passengers (motor
vehicle, motor cycle and bicycle), motor cycle drivers and cyclists.
Rural accidents: Accidents or crashes occurring outside a radius of 10Km of a Municipal

or Township Council.
Serious injury: An injury of severe nature arising from a road traffic crash or accident
that usually requires emergency evacuation to a nearest or specialised
hospital or health centre.
Slight injury: An injury of less severity in nature arising from a road traffic crash or an
accident that is usually in the category of minor bruises which do not lead
to evacuation to a nearest specialised hospitalisation or health centre.
Urban acci- Accidents or crashes occurring within a radius of 10Km of a Municipal or

dents: Township Council.
Vulnerable These include all road users’ pedestrians such as children, the disabled,
road users: the aged, the insane and cyclists who are always competing for road
usage with motorists.

1.0 INTRODUCTION
The Road Transport and Safety Agency (RTSA) was established through an act of parlia-
ment under the Road Traffic Act number 11 of 2002 under the Ministry of Transport and
Communications. RTSA is a corporate body responsible for implementing the Policy on
road transport and traffic management, Road Safety and enforcement of road transport
and safety laws in Zambia.
Road Transport plays a vital role in all economic activities in Zambia, contributing to eco-
nomic growth via quicker mobility of goods, services and people. In recent years, Road
transport has diversified, grown and become more important to the economy. As a result
of this trend, there is greater awareness of levels of quality within different parts of the
Road transport sector. Road transport so far accounts for 90 percent of all local transpor-
tation in Zambia and is without doubt critical to the development of the transport sector
and ultimately the general economy. Investment in safer vehicles, safer road users and
safer better conditioned roads is optimally critical for economic development in Zambia.
It is Zambia’s goal to enhance economic development of the prioritized economic sectors
through provision of improved quality of road transport.
The population of Zambia as captured during the 2010 Census of Population and Housing
stood at 13,092,666. In relation to the 2010 Census of Population and Housing report, this
represented a 32.4 percent increase from the population of 9,885,591 people captured
during the 2000 Census. The population in rural areas increased from 6,458,729 in 2000
to 7,919,216 in 2010, representing an increase of 22.6 percent between the two Census-
es. The population in urban areas grew by 51.0 percent from a population of 3,426,862 in
2000 to 5,173,450 in 2010. Thus, a large population of people in Zambia live in rural areas
(Zambia Census Report; 2010).
Zambia has a total gazette Road Network of length of 67,671 km. The Road network com-
prises Trunk, Main, District, Urban and Primary Feeder roads. In recent years, the conditions
of most of Zambia’s roads have received a face lift and have improved greatly. In 2014,
87 percent Trunk, Main, District, paved roads were classified as good which signifies that
it is 69 percent higher than it was in 2009 (RDA; 2014).
Zambia has experienced an economic growth over the last decade. This confidence in the
economic outlook is reflected in the hasty growth in the purchase of motor vehicles. The
majority of these motor vehicles are bought from the second market and imported from
outside Zambia. On average, about 54,000 motor vehicles have been registered in Zambia
every year from 2006 to 2015. In 2006 the motor vehicle fleet in Zambia stood at 183,701.
This figure increased to 663,529 in 2015. As of 2016 mid-year, the motor vehicle population
stood at 679, 659 and further increased to 696,474 by the end of the year (RTSA Annual
Report; 2016). Statistics reveal that, as of 31st December, 2017, motor vehicle population
in Zambia stands at 737,671.
Road traffic crashes, injuries and fatalities have of late become a global public health and
development problem, especially within low- and mid-income level countries (LMIC) and
Zambia is no exception. Zambia has had a history of high traffic crash incidences. Ninety
percent (90%) of the world’s road traffic deaths occur in low-and mid-income level countries.
Road traffic crashes have been ranked third highest cause of death in Zambia after HIV
and AIDS, and malaria. Road traffic crashes and fatalities are disproportionately distributed
across population groups. Many of those most affected belong to the most vulnerable pop-
ulations in society such as pedestrians, cyclists, unsecured passengers, the insane people
and children below the age of 16 years.
The increased use of motorized vehicles in LMIC countries has resulted in greater motor
vehicle related injuries and fatalities. For the purpose of ensuring safety for all road users,
the RTSA has the enforcement, Road safety Engineering, Education and Publicity units as
well as the Research and Statistics units in place that take care of road user needs. The

Enforcement unit enforce road traffic and safety rules, laws and regulations of Zambia to
all Zambian road users through motorized patrols and mounting check points randomly.
The Education and Publicity unit conduct awareness campaigns to all road users to change
road user behaviour and attitude, nurture the level of knowledge in order to escalate road
safety. The Road Safety Engineering unit conducts routine road safety audits to ensure that
all roads are safe for all road users. The Research and Statistics unit undertakes various
research activities with a view of monitoring and establishing the extent of road user safety.
In 2015 the United Nations General Assembly adopted “Transforming our World: The 2030
Agenda for Sustainable Development”. In this Agenda, Road safety is explicitly addressed
in two of the Sustainable Development Goals (SDG’s), namely Goal 3 with target 3.6 and
Goal 11 with target 11.2.
Table 1: Road Safety Goals and Target in the SDG’s

Goals Targets
3: ensure healthy lives 3.6: by 2020, halve the number of global deaths and injuries
and promote wellbeing from road traffic accidents.
for all at all ages
11: make cities and 11.2: by 2030, provide access to safe, affordable, accessible,
human settlements inclu- and sustainable transport systems for all, improving road safety,
sive, safe, resilient, and notably by expanding public transport, with special attention to
sustainable the needs of those in vulnerable situations, women and children,
persons with disabilities and older persons.
These two goals are a strong mandate for action to promote road safety. In particular, the
ambitious target for 50% reductions of both road crash fatalities and injuries is a significant
challenge to all governments and other stakeholders worldwide. Figure 9 illustrates this new
target together with the 2 scenarios in the Plan for the Decade of Action. This SDG target
11 indicates in 2020 an almost 300.000 additional fatality reduction target compared to
the lower scenario in the Plan.
2.0
2010-2020 Decade
1.8 of Action,
Projected increase
1.6 without action
Number of deaths (millions)
1.4
5 million lives
5 million saved
lives saved
1.2 2010-2020 Decade
of Action,
1.0
Projected reduction
0.8 if action taken
0.6
0.4 SDG 3.6 Target
0.2
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Year
Figure 1: SDG 3.6 Target “by 2020, halve the number of global deaths from road traffic acci-
dents”, together with the 2010 predictions in the Plan for the Decade of Action for Road Safety
in case of no action (upper boundary) and if actions are taken in line with the goal of the Plan
(lower boundary)
1.1 MEASURES TAKEN BY THE ROAD TRANSPORT AND SAFETY AGENCY

IN REDUCING ROAD TRAFFIC ACCIDENTS
1.1.1 ROAD SAFETY AUDITS (RSAs)
A Road Safety Audit (RSA) is a formal procedure for independent assessment of the accident
potential and likely safety performance of a specific design for a road or traffic scheme –

whether new construction or an alteration to an existing road. The principle behind it is that
‘prevention is better than cure’. Road user error is the major cause of road accidents, but
defects in the road environment (poor alignment, inadequate signing, dangerous obsta-
cles, etc.) are a contributory factor in many cases. Remedying these defects at the design
stage is an economic and effective way of reducing road accidents and preventing injury.
Road safety audits assess how the road will work once open to use by traffic, focusing on
the safety of road users - including pedestrians, cyclists, and motorists. A Road Safety
Audit Report identifies any road safety deficiencies in the design stage and recommends
ways in which these can be overcome.
1.1.2 ROAD SAFETY INSPECTIONS (RSIs)

A Road Safety Inspection (RSI) is a formal safety performance examination of an existing
road. It qualitatively estimates and reports on potential road safety issues and identifies
opportunities for improvement in safety for all road users. During the year under review
the Agency conducted Road Safety Inspections and made recommendations for safety
improvement.
Figure 2: Road Safety Inspections: Road with broken Shoulders
1.1.3 FAST TRACK COURT IN LUSAKA

The fast track court in Lusaka attended to a total number of 6,715 traffic offences, 5,238
secured convictions compared with 3,696 traffic offences dealt with in 2017, securing 3,148
convictions. In 2016 2,987 traffic offences were dealt with and 2,581 convictions were
secured. Comparing 2018 and 2017 an increase of 3,019 offences was recorded, this can
be attributed to the intensified special operation conducted in Lusaka.
1.1.4 ROAD SAFETY SCHOOL PROGRAMMES

Child pedestrians are the most vulnerable road users as they have a tendency to dash
across roads when crossing. Those of school-going age are placed at a higher risk as a
result of exposure to different traffic conditions as they move to and from schools unsu-
pervised. The transport system and road environment is dangerous because children at
that age tend to loiter or rather wander on the roads without taking time to understand
the complexities of different traffic situations .They are also vulnerable as passengers be-
cause they have little or no control over the persons operating the vehicles they are in. It
is against his background that the Education Unit conducted school road safety education
activities which were aimed at training and preparing children to become safety conscious
road users through the following programmes.
1.1.5 ROAD SAFETY CLUBS/ TRAFFIC WARDEN SCHEMES

During the year under review, the Education & Publicity Unit Officers inspected a total
number of 136 schools in order to monitor how the road safety clubs and traffic warden
schemes were performing.

Figure 3: A visit to the RTSA School Park by at Rugambwa Primary School Road Safety Club
1.1.6 ROAD SAFETY SCHOOL PARK

During the year under review, a total number of 38 schools visited the Road Safety School
Park as illustrated below;
Figure 4: Educating School going children on the proper use of a pedestrian crossing
1.1.7 SENSITIZATION AT INTERCITY BUS TERMINUS

The Agency continued to conduct road safety awareness to passengers and drivers at the
Intercity Bus Terminus. The programme had been running since April, 2016. The following
stakeholders were on record as taking part in the sensitization:
i. Zambian Road Safety Trust
ii. People’s Will Zambia
iii. Crime Prevention Foundation of Zambia
iv. Human Rights and Amnesty
v. Monitors for Justice
vi. Viola Rose Recovery
vii. Passenger, Pedestrian and Cyclist Association (PAPECA)
Figure 5: RTSA Road Smart Team Putting up Stickers in Public Buses.

1.1.8 ROAD SAFETY AWARENESS DURING ANNUAL EVENTS

Annual events attract large patronage and as such, people travel from different places to
be in attendance. It is for this reason that the Unit planned for such activities in order to
sensitize road users on how they should move to and from such occasions safely.
1.1.9 TRADITIONAL CEREMONIES

The Unit took advantage of large gatherings drawn to attend traditional ceremonies in
order to sensitize the public on various road safety matters. It took part in the Nc’wala
Ceremony in Eastern Province, Kuomboka Traditional Ceremony (Western Province) and
the Mutomboko Traditional Ceremony in Luapula Province. Sensitization activities were in
form of road shows, information kiosks at main arenas and information kiosks at which
various promotional materials targeting different road users were handed out. The unit
also engaged popular artistes and cultural groups to disseminate road safety information
in a captivating manner.
Figure 6: Road Safety Kiosk at the Umutomboko Traditional Ceremony
1.1.10 CHOOVA CYCLING CONTEST

The Unit facilitated for the Chipata RTSA office to participate at the Choova cycling contest
under the theme “Choova – 16 Years of Ubuntu with Road Safety, good health and Envi-
ronmental Protection”.
Chipata RTSA officers took a leading role in road safety sensitization as well as road wor-
thiness inspection of bicycles in readiness for the competition. The Agency also donated
RTSA- branded reflectors and t-shirts for the cyclists. The team conducted two road shows.
There was also a live television talk show at Chipata TV where the Road Traffic Inspectors
(RTIs) had a discussion on the importance of compliance to road safety rules during the
Choova Contest.
Figure 7: RTSA officer placing reflective Stickers on Bicycles in Eastern Province

1.1.11 EXHIBITIONS
The Unit took part in major public exhibitions where it interacted with members of the
public. The displays drew a lot of attention from road users seeking information on road
safety as well as services offered by RTSA. The exhibitions served as platforms at which
the public were sensitized on road safety for all road users. Members of the public were
also able to air their views on their experience on road safety issues.
1.1.12 ROAD SAFETY COMMEMORATIONS

During the year under review, the Educational Unit under took 3 road safety commemora-
tions. These were, United Nations Road Safety week in October, the Day of Remembrance
of Accident Victims in November and Road Safety Week in December. The Unit organized
the three (3) annual events in Lusaka Province only, this was due to limited funds.
Figure 8: Transport Minister Hon. Eng. Dr. Brian Mushimba at the Road Safety Week Collaboration
1.1.13 WORLD DAY OF REMEMBRANCE FOR ROAD TRAFFIC VICTIMS

The Agency commemorated the World Day of Remembrance for Road Traffic Victims on
18th November, 2018 under the theme: “Roads Have Stories”.
The Minister of Transport and Communications, Honourable Brian Mushimba, MP flagged off
a march past at the RTSA Dedan Kimathi Office. A church service was held at the Cathedral
of the Holy Cross. The church service was conducted by the Church mother bodies and
religious leaders. The sermon was given by the Seventh Day Lusaka Conference Ministerial
Director, Pastor Rabson Chiyangaye. Families and friends of crash victims were invited to
the service. Various choirs were engaged to offer songs of hope, comfort, and love.
Figure 9: Commemorations of the World Day of Remembrance of Road Accident Victims

1.1.14 ROAD SAFETY WEEK

The Agency commemorated the Road Safety Week from 16th – 22nd December, 2018 under
the theme; “Speed Down – Save Lives!” The Minister of Transport and Communications,
Honourable Brian Mushimba, MP officially launched the Road Safety Week on ZNBC Television
on Sunday, 16th December, 2018. An official launch was held on 17th December 2018 at
the RTSA Dedan Kimathi Office where Honourable Brian Mushimba officiated at the event
as Guest of Honour. Various stakeholders were present at the event.
1.1.15 JOINT ROAD SAFETY ENFORCEMENT OPERATION

The Road Transport and safety in collaboration with Zambia Police, joint conducted road
safety operation to enforce the law on road traffic.
The strategies that were used during the Highway Patrols included but not limited to the
following;
CHECK POINTS AND SNAP CHECKS

Check points were mounted mainly on the high ways and the following activities were done.
Vehicles were purposefully randomly selected from the flowing traffic. Driver, passengers
and vehicles were subjected to enforcement scrutiny which included for:
i. Motor Vehicles : License disc; correlation of plate numbers with license disc numbers;
lights; brakes; tires; steering and chassis defects (particularly buses, minibuses, trucks
and heavy trailers)
ii. Driver: Valid driving license (private or PSV), Alcohol, Seat belt.
iii. Passengers: Seatbelts (front seat and backseat passengers).
MOTORISED PATROLS
Motorized patrols were conducted on highways, checking for Obstructions, dangerous driv-
ers and those contravening S.I 76 and S.I 78 as well as general traffic violations. A total
number of 476 public service goods vehicles were record for Contravening S.I 76 and S.I
78. The figure shows the distribution by towns. The towns of Kabwe and Kapiri Mposhi
recorded the highest number of traffic violation with the lowest being Kitwe and Solwezi
with 5 and 6 a piece respectively.
OFFENCES
81+81+67+65+58+57+54+26+12+12+12+6+5
100
80
60
40
20
0
Landless
Nyimba
Serenje
Kafue
Ndola
Chingola
Choma
Lusaka
Solwezi
Kitwe
Kabwe
Kapiri
Zimba
 Offences 81 81 67 65 38 37 34 26 12 12 12 6 5
Figure 10: Number of traffic vehicles charges with abrogating the night driving
restrictions regulations

Box 1: Faces Behind the Figures

The Story of Fabian Mwema
A road accident is a traumatic experience for the victims and their families. Febian Mwema
was a teacher at Kabulonga Boys secondary school in Lusaka. On Wednesday 26th June
2017, Fabian was coming back home from a funeral in Kabwe town. He was a front pas-
senger in a Toyota Ace truck which also had 20 people in the back. The truck had just
passed Fringilla Lodge and was approaching the Chisamba Police Check Point, there was
a broken-down truck which had obstructed part of roadway. The truck was parked in the
road with no reflectors and no triangles to warn on coming traffic.
The driver of our Ace truck tried to avoid it but as you can guess the distance to negotiate
around it was minimal and our truck hence hit the stationary truck and the impact was
mostly on my side. Our vehicle then careered off the road and came to a stop in a nearby
bush.” Fortunately for the victims there was an ambulance that was from the Copperbelt
heading to Lusaka which meant speedy medical assistance. Mr. Mwema recalls that even
though others were injured, their injuries were minor and meant a stay of only two days
at the University Teaching Hospital. For him, this was the beginning of an uphill battle that
would test him both mentally and physically.
Fabian sustained a broken wrist, fractured waist and a broken knee which left his bedridden
for almost 8 months after the accident and would not be able to walk during that period.
Although my hand has healed a bit, I am unable to walk without the help of crutches and
this was only after a lot of physiotherapy.” This for Mr. Mwema meant that the accident
had robbed him of the chance not only to do something he dearly loved but also cut off
his role in the participation of grooming a brighter future for the nation as he has not been
able to resume work.
Furthermore he is unable to engage in my farming activates since the accident occurred.

Mr. Mwema feels that there could have been more assistance from his employer and the
insurance companies towards the covering of his medical bills. The claim process has stalled
because of a policy in place by most insurance companies which states that an accident
victim can only lodge a claim after they have recovered fully.
Now settled in Kabangwe area with his wife, Mr. Mwema has continued to struggle to
support his five school going children, his niece and his mother. “I would like to appeal
to the government to increase support to health institutions such as UTH, as it has a lot
of challenges.” Fabian also bemoaned the fact that Insurance companies take too long to
process claims and the requirements are too burdensome for accident victims who have to
bear huge parts of the cost while the insurance claims are being processed.

Fabian Mwema

Box 2: Faces Behind the Figures

The Story of Frank Nkhoma
On 28th June 2016 Franck Nkhoma was traveling back home to Livingstone
from Lusaka on a FM public bus. According to Mr Nkhoma, the driver of the
bus lost control and careered off the road while trying to avoid an animal
which had strayed onto his lane around the Magoye Area.
Frank recalls that the seats in the bus came off their railings trapping the
passengers’ legs. He managed to remove his leg which was caught under
his seat and felt his bones penetrate his flesh as he pulled it out and at this
point he knew that his leg was broken. Frank was able to drag himself away
from the wrecked bus through a window and crawled to a safe distance. The
ambulance took about 40 mins to get to the scene and when it did, it could
only carry a limited number of people. Many of the other injured victims
were rushed to the medical facility by well wishers.
When he got to the hospital, a double fracture was discovered on his right leg
and this entailed he be admitted for 17-20 days in hospital in one position.
“Because my wound had to heal before my bones could be reattached, they
closed up the wound minus reattaching the bones and my leg was fitted with
a Plaster of Paris (P.O.P)” he continued to narrate. Mr. Nkhoma described
the whole ordeal as excruciatingly numbing especially in his toes. He looked
back with gratitude at how his expecting wife stayed and cared for him at
his bedside for several weeks.
Mr. Nkhoma laments how the medical staff have not greatly aided his re-
covery as he has been going for reviews for two years now and still hasn’t
been operated on. His bones have reunited in an unnatural position leaving
him in impediment and constant pain around the knees. Two years after the
accident he is still unable to walk without the aid of his clutch.
The trips between Livingstone and The University Teaching Hospital have been
very costly and he added that no pain relief medication had been administered
until recently – from the time of his discharge. Mr. Nkhoma adds that life
has since become financially challenging as the insurance company and the
transport company have not supported him. He continues to take care of his
four children and two dependents who all count on him as a bread winner.
From his experience Mr. Nkhoma recommended that the public learn how to
react in the event of a road accident. For the victims, he urged the Agency
to be proactive in assisting victims make claims from insurance companies
and transporters. Lastly, he placed emphasis on the need for stern and un-
compromised retribution for road traffic offenders.

Frank Nkhoma

2.0 NATURE AND DISTRIBUTION OF

ROAD TRAFFIC ACCIDENTS
2.1 CLASSIFICATION OF CRASHES BY SEVERITY
Table 2: Number of road traffic crashes by severity by province.
PROVINCE FATAL SERIOUS SLIGHT DAMAGE ONLY TOTAL
LUSAKA 392 788 2,681 12,446 16,307
C/BELT 397 927 1,911 1,601 4,836
CENTRAL 213 356 455 1,199 2223
SOUTHERN 112 265 457 1,026 1860
EASTERN 128 240 465 639 1472
NORTHERN 67 112 143 193 515
LUAPULA 93 210 148 243 694
N/WESTERN 113 200 308 824 1,445
WESTERN 50 126 162 255 593
MUCHINGA 71 168 161 307 707
TOTAL 1,636 3,392 6,891 18,733 30,652
Table 2 above shows road traffic crashes’ (RTCs) classified by severity. The total number
of RTCs’ recorded in the country in 2018 were 30,652 representing an increase of 1.6
percent as compared to the previous year which recorded 30,163 road traffic accidents
in total. The highest number of fatal RTCs’ were recorded on the Copperbelt with a figure
of 397, Lusaka recorded the second highest fatal RTA’ with 292 and the least fatal RTCs’
were recorded by Western 50 and Northern 67 respectively. With respect to the RTCs’
classified as serious by nature, Copperbelt had the highest recorded RTCs’ of this nature
with 927 seconded by Lusaka with 788 with Northern and Western scoring the least with
112 and 126 respectively.
18,733
6,891
3,392
1,636
FATAL SERIOUS SLIGHT DAMAGE
ONLY
Figure 11: Classification of RTC’s by severity
Figure 11 above shows the absolute number of RTCs’ by nature, with RTA’ classified as
damage only recording the highest with 18,733 followed by RTA’s described as Slight with
6,891, in third were RTA’ classified as serious with 3,392 and the least were RTA’ classified
as Fatal with a figure of 1,636. It is important to understand in what classification the RTA’
reduced and increased so as to make well informed interventions and to assess previous
interventions. Accidents classified as fatal increased in occurrence by 200 (13.9%) from
the previous year while those classified as serious also increased by 375 (12.4%). A further
increase was recorded in accidents classified as slight by 1266 (22.5%), the only reduction
recorded in 2018 was in the classification of accident as damage only with a figure of 1352
(6.7%).

5+11+2361D
5%
11%
 FATAL
61% 11%  SERIOUS
 SLIGHT
 DAMAGE ONLY
Figure 12: Percentage of RTC’s classified by serverity
Figure 12 above chart shows classification of nature of RTA’ in a pie chart with each clas-
sification clearly showing a percentage and slice it represents. The highest percentage is
represented by RTA’ classified as Damage only with 61%, followed by those RTA’ which
were Slight in nature with 23%, RTA’ which were classified as serious had the third highest
percent with 11% and the RTA’ with the least percent were those classified as Fatal with 5%.
2.2 CRASHES PER PROVINCE
RTC’s
16307
4836
1860
2223
1472
1445
694
707
593
515
ka
rn
n
elt
a
al
rn
ula
ern
ing
ter
ter
ntr
ste
sa
erb
ap
uth
rth
es
s
ch
Lu
Ce
Ea
We
Lu
pp
No
-W
Mu
So
Co
rth
No
 RTC’s
Figure 13: Number of RTC’s by province
Figure 13 above shows RTC’ per province, the province with the highest number of crashes
was Lusaka with 16,307 followed by the Copperbelt which represented a figure of 4,836,
central recorded the third highest number of RTCs with 2,223 with Southern in fourth re-
cording 1,860. The least RTC’ were recorded by Luapula, Western and Northern with 694,
593 and 515 respectively. It is therefore important to note that there is a higher number of
RTC’ in highly urbanized areas a trend that has continued from the previous year, this can
be attributed to the larger populations in these areas and the higher levels of motorization.

% CHANGE IN THE NUMBER OF RTC’S IN 2018 AND 2019

 Increase  Decrease  Total
25%
9%
20%
9%
6%
15%
8% -3%
10%
-2%
-7%
5%
2% -13%
0%
-1%
ka
lt
rn
ula
n
l
n
rn
ra
ing
ter
ter
er
be
ste
he
sa
nt
ap
rth
er
es
s
ch
Lu
ut
Ce
Ea
We
Lu
pp
No
-W
Mu
So
Co
rth
No
Figure 14: Comparison of in the percentage increase in the number of crashes in 2018 and 2017
Figure 14 above shows that Lusaka, Central Southern and North-Western Provinces record-
ed more traffic crashes in 2018 than in 2017. Eastern, Muchinga, Luapula and Northern
provinces recorded declines in the number of traffic accidents.
1.7%
2.3% 2.3%
4.7% 15.8%
4.8%
7.3%
53.2%
1.9%
% of Total SUM (RT Cs)
6.1%
1.7% 53.2%
Figure 15: Number of road traffic accidents by province
Figure 15 above is a representation of RTC’ by geographical distribution by province in

Zambia. The highest recorded percent was by Lusaka with 53%, this was seconded by
15.8% which represented RTC on the Copperbelt. Moderate percentages were represented
by Eastern, Northern- western and Muchinga with percentages of 4.8%, 4.7% and 2.3%.
The least percentages were recorded by Western and Northern with 1.9% and 1.7% re-
spectively this can attributed to the lower populations and motorization in these areas a
trend that has continued from 2017 through to the year under review.

2.3 URBAN RTCs , RURAL RTC’s AND FATALITIES COMPARED

Table 3: Urban and Rural RTC’s in 2018
URBAN RURAL Total
RTC's 23838 7013 30851
Fatalities 781 1036 1817
Table 3 above shows the distribution of RTC’ by Urban and Rural areas. The table shows
that RTC’ are more prominent in Urban Areas than in Rural areas with figures 23,838 and
7,013 respectively. However fatalities are more prominent in rural areas than in urban
areas the discrepancy can perhaps be attributed to better health care and faster response
77+23+D
time in urban areas than in rural areas.
23%
 URBAN
 RURAL
77%
Figure 16: Percentage of urban and rural RTC’s
57+43+D
Fatalities
43%
 URBAN
 RURAL
57%
Figure 17: Percentage of urban and rural fatalities recorded in 2018
2.4 MOTOR VEHICLE REGISTRATIONS AND HUMAN POPULATION

The rising population and rapid motorization of transport taking place in the country has to
be taken into account in order to fairly assess the progress that is being made to address
road safety issues.

Motor Vehicle Population
782,136
737,671
696,474
663,542
605,637
534,532
452,674
381,948
337,513
307,241
277,870
230,332
197,349
06
07
09
09
10
11
12
13
14
15
16
17
18
20
20
20
20
20
20
20
20
20
20
20
20
20
Figure 18: Motor vehicle population
Due to increased economic activity and rising household income levels, both the human and
motor vehicle population has been rising steadily since 2005. The average annual growth
rate for the human population from 2005 to 2018 has been 3% while the growth rate for
motor vehicle population has been 13%.
2.5 TRENDS IN CRASHES
RTC’s
21690 33,672 32,350
30,163 30,652
28,247 32,392
21,690 22,978 22,570

19,727 20,962
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Figure 19: RTC’s from 2007 to 2018
Fatalites
2,360
2113 2206
1989
1851 1858 1817
1670
1413 1388
1266 1238
1176
892 869
0
YEAR 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Figure 20: Fatalities from 2007 to 2018
The charts above show the trends in crashes and also the fatality trends from 2007 to
2018. The trends in RTC’ had shown a decrease in 2008 from the previous year 2007, the

improvement did not last long as there was an increase in the year after which is 2009. A
reduction in RTC’ was recorded in 2010 from the previous year. However there was a steady
rise in RTC occurrence from 2010-2015, with 2015 recording the highest number of RTC’.
This perhaps necessitated from stricter enforcement of rules and the need to come up with
interventions to alleviate the problem. This saw a decrease in RTC’ in 2016 and 2017. On
the other hand 2018 saw an increase in RTC’. 2008 remains the year that shows the least
number of RTC’, it can be therefor be used as a base year to improve on and replicate
further reductions in years to come in the number of RTC’.
1,200.00 18.00
16.00
1,000.00
14.00
800.00 12.00
10.00
600.00
8.00
400.00 6.00
4.00
200.00
2.00
- -
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of RTC’s per 10,000 Vehicles Number of Fatalities per 100,000 Population
Figure 21: RTC’s per 10,000 vehicles and fatalities per 100,000 population from 2005 to 2018
The trends in fatality also show 2008 as having the least number of fatalities, representing
a reduction from the year 2007. The decrease was short lived as there was an increase
in the following year that was 2009. A slight decrease was recorded in 2010 but this was
followed up by a growing increase in fatalities from 2010 to 2012, with 2012 recording
the highest number of fatalities. 2013 and 2014 saw a significant decrease in fatalities but
2015 and 2016 showed an increase in fatalities. From 2016 there were notable reductions
in RTC’ all the way until 2018. It is important to note that RTC’ may have been high in
some years but the fatalities in those years were significantly low and in some years RTC’
were low but fatalities were highest, this was evident in the year with the highest fatalities
which was 2012 that did not necessarily record the highest RTC’.
Figure 22: Estimated fatalities per 100,000 population globally

2.6 TYPES OF MMV
PRIVATE M/VARS, VANS ETC 24981
GOODS VEHICLES 5238
OMNI BUSES 4712
TAXI/CONTRACT VEHICLES 1975
UNKNOWN M/V 1249
PEDAL CYCLE 1091
MOTORCYCLES 898
GRZ 189
TRACTOR 50
CARTS 20
RAILWAY ENGINES 5
0 5000 10000 15000 20000 25000 30000
 TYPES OF MOTOR VEHICLES IN ACCIDENTS
Figure 23: Number of RTC’s by motor vehicle type
The charts above show the types of motor vehicles involved in an accident for the year
under review. The highest number 24,981 (62%) was represented by private motor vehicles,
cars, vans etc. Goods vehicles represented 5238 (13%) of vehicles involved in accidents
while 4712 (12%) was represented by Omni buses with 1975(5%) been represented by
taxi’s/contract vehicles. Unknown vehicles represented 1249 (3%) of vehicles represented
in accidents, while pedal and motor cycles represented 1091 (3%) and 898 (2%) respec-
tively. GRZ, Tractor, Carts and railway engines all had a 0% representation, it is however
important to note that the absolute figures for those represented by 0% do not mean that
no accident occurred for these Mv types, as they were represented by 189, 50, 20 and five
respectively. These statistics represent the view that the chances of having an accident
using a private motor vehicle/car etc. were highest as of 2018.
2.7 RTC TIME OF DAY

TOTAL
2359-0700HRS 3218
2000-2359HRS 4250
1800-2000HRS 4737
1600-1800HRS 4084
1430-1600HRS 3290
1200-1430HRS 3749
0900-1200HRS 3893
0700-0900HRS 3431
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Figure 24: Number of RTC’s by time of day

15%
14%
13%
13% 12%
11% 11% 10%
0700-0900 0900-1200 1200-1430 1430-1600 1600-1800 1800-2000 2000-2359 2359-0700

HRS HRS HRS HRS HRS HRS HRS HRS
 TIMES OF ACCIDENTS
Figure 25: Percentage of RTC’s by time of day
The figures 24 and 25 above show the time of day when road traffic accidents occurred. It
can be noted that most traffic accidents occurred between 18-20 hours. In urbanised areas
this can be said to be the time when roads are busiest and congestion is not heavy hence a
situation where vehicles are free flowing. The period between 20-23:59 hours also records
a high number of accidents accounting for 14% of RTC’ and this can be attributed to night
driving which may reduce proper vision, furthermore fatigue could be a contributing factor.
The least number of accidents by time are recorded between 23:59 hours and 07:00 hours.
2.8 RTC DAY OF THE WEEK

TOTAL
5162 5129
4201 4022 4139

4018 3981
MONDAYS TUESDAYS WEDNESDAYS THURSDAYS FRIDAYS SATURDAYS SUNDAYS

Figure 26: Number of RTC’s by day of week
17% 17%
14% 13% 14%

13% 13%
MONDAYS TUESDAYS WEDNESDAYS THURSDAYS FRIDAYS SATURDAYS SUNDAYS

 DAYS OF ACCIDENTS
Figure 27: Percentage of RTC's by day od the week
The figures 26 and 27 above show the number of accidents recorded in 2018 by day. Evi-
dence from the figures above show that most accidents in the year under review occurred
between Friday and Saturday each representing a 17% occurrence. This could be due to
the fact that most people may choose these days to take long distance trips especially
for those in formal employment who maybe occupied during working days, furthermore
the days are usually characterised by drinking and enjoyment. These statistics present a
continued trend from the previous year with accidents occurring on Fridays increasing by
a percent (1%) and accidents on Saturday’s remaining constant at 17% percent.

3.0 CASUALTIES
55+33+12D
2018
12%
 PERSONAS KILLED
 PERSONS SERIOUSLY INJURED
 PERSONS SLIGHTLY INJURED
33%
55%
Figure 28: Classification of casualties
Figure 28 above shows that 55% of the traffic accidents recorded in the year 2018 involved
persons who were slightly injured. Further 33% of the casualties were seriously injured
and 12% were fatal.
3.1 FATALITIES
3.1.1 FATALITIES BY PROVINCE
534
516
474
437
434
397
316
306
242
187
170
164
155
145
146
127
120
112
112
107
106
102
87
82
86
82
76
71
61
58
A
LT
RN
A
EN
RN
RN
RA
AK
UL
NG
ER
BE
TE
H
HE
TE
NT
S
AP
ST
RT
C/
HI
LU
ES
ES
UT
LU
CE
UC
EA
NO
W
W
SO
M
N/
 2018  2017  2016

Figure 29: Fatalities by province in 2016,2017 and 2018
Figure 29 above shows the fatalities presented by province for Zambia. In the year 2018,
1,817 people lost their lives in total representing an 8.6% decrease in fatalities from 2017
which recorded 1,989 a reduction of 172 fatalities, the highest fatalities were recorded
in Lusaka 437, while Copperbelt 397 recorded the second highest fatalities, and Central
province 242 recorded a relatively high number of fatalities as well. The least number of
fatalities were recorded in Western province 58, low fatalities were also recorded in Northern
76 and Muchinga 82. In comparison to the previous year, there were significant reductions
in fatalities in Lusaka province 474, Copperbelt 434, Central province 242, Muchinga 82,
Northern 120 and Western 61.

4%
5%
6%
7%
22%
8%
13%
3% 24%
8%
% of Total SUM (Fatali...
3% 24%
Figure 30: Percentage of fatalities by province
Figure 30 above represent percentages of fatalities in 2018 as per province, the highest
percentage was recorded in Lusaka accounting for 24% of fatalities, while Copperbelt re-
corded 22%, and Central province recorded a relatively high percentage as well with 13%.
The lowest provincial fatalities were recorded in Western province with 3%, while Muchinga
5% and Northern 4% recorded relatively low percent fatalities. The percentages of fatalities
in the year under review as compared to the previous year remained the same for most
provinces but for Luapula 6% from the previous year, N/western 7% and central 13% from
the previous year. The areas that are more urbanized continued to experience the highest
fatality levels a trend that continued from the previous year, this can be attributed to the
higher fleets of motor vehicles and a higher population in these areas.
3.1.2 FATALITIES BY ROAD USER TYPE

FATALITIES BY ROAD USER TYPE
980
937
856
596
488
460
284
258
201
171
151
143
84
71
98
46
49
44
23
31
36
PED/CYCLE MOTORCYCLE MOTORCYCLE PED/CYCLE MOTOR VEHICLE MOTOR VEHICLE PEDESTRIAN

PASSENGER PASSENGER DRIVER DRIVER PASSENGER
 2018  2017  2016
Figure 31: Number of fatalities by road user type in 2016,2017 and 2018
The data collected indicate that the largest portion of the fatalities recorded in the last three
years were among pedestrians. The year 2018 recorded a smaller number of fatalities that
2017. Motor vehicle passengers are the second largest portion of road users who peris in
traffic accidents.

3.2 SERIOUS INJURIES

3.2.1 SERIOUS INJURIES BY PROVINCE
1077 PERSONS SERIOUSLY INJURED BY PROVINCE
1065
1012
927
793
560
616
551
432
424
365
444
321
401
388
389
239
261
234
222
A
LT
A
L
RN
A
N
RN
RN
RN
RA
AK
UL
NG
HE
BE
TE
HE
TE
TE
NT
S
AP
RT
HI
C/
LU
ES
S
ES
UT
LU
CE
UC
EA
NO
W
W
SO
M
N/
 2018  2017
Figure 32: Comparison of persons seriously injured in 2017 and 2018
Figure 32 shows the number of persons seriously injured by province in 2017 and 2018.
The data also shows that the number of serious cases in 2018 was less than the number
recorded in 2017 in Lusaka, Copperbelt, Central, Southern and Muchinga provinces.
3.2.2 SERIOUS INJURIES BY ROAD USER TYPE
SERIOUS INJURIES BY ROAD USER TYPE

2519
2105
1497 1501
832 695
374 335
164 133 209 231
85 86
PED/CYCLE MOTORCYCLE MOTORCYCLE PED/CYCLE MOTOR PEDESTRIAN MOTOR
PASSENGER PASSENGER DRIVER VEHICLE VEHICLE
DRIVER PASSENGER
 2018  2017
Figure 33: Comparison of persons seriously injured by road user type in 2018 and 2017

3.3 SLIGHT INJURIES

3.3.1 SLIGHT INJURIES BY PROVINCE
PERSONS SLIGHTLY INJURED BY PROVINCE

3036
3013
1911
1903
450
403
372
760
764
310
312
283
314
293
698
682
700
610
197
190
KA
LT
AL
RN
GA
EN
N
RN
RN
UL
ER
BE
SA
TE
IN
TE
TE
NT
AP
RT
H
C/
LU
ES
CH
S
ES
UT
LU
CE
NO
EA
MU
W
SO
N/
 2018  2017
Figure 34: Comparison of persons slightly injured in 2017 and 2018
3.3.2 SLIGHT INJURIES BY ROAD USER TYPE
CLASSFICATIONS OF PERSONS SLIGHTLY INJURED

3064 3075
2937
2806
1387
1248
742
672
299 342
141 197 169 122
MOTORCYCLE PED/CYCLE MOTORCYCLE PED/CYCLE MOTOR VEHICLE PEDESTRIAN MOTOR VEHICLE

PASSENGER PASSENGER DRIVER DRIVER PASSENGER
 2018  2017
Figure 35: Comparisons of persons slightly injured by road user type in 2017 and 2018

Box 3: Upgrading of Road Infrastructure

at Northmead Primary School
An initiative of Zambia Road Safety Trust
The importance of promoting safe walking and road infrastructure for a range of the sus-
tainable development goals, including education motivated this road safety project with
AMEND on behalf of Vital Strategies as part of the partnership for healthy cities program.
Zambia Road Safety Trust (ZRST), an NGO, worked with Vital Strategies and Bloomberg
Philanthropies to improve the road’s infrastructure around the Northmead Primary and
Northmead Secondary Schools.
Northmead Primary School and Northmead Secondary School had a child population of
3,512 and 2,300 respectively, over 60% of the total population commuted by foot and
experienced 14 road accidents one of which was a traffic fatality since 2017.
The two schools which are right next to each other experienced challenges in road infra-
structure such as the unavailability of speed humps, road signs, proper walk paths and
road markings. Following a series of surveys and travel patterns the initiative put in place
speed table humps, rumple strips, the necessary road signs and barriers that separate pe-
destrians from the road’s traffic. The average motor vehicle speed outside the school was
45km/h before the road development and has now reduced to 20km/h.
Measures specific to pupils were also promoted as part of the initiative, including road
safety education which took place at both the primary and secondary school. Knowledge
retention surveys were also administered to a random sample of 60 pupils.
“I walk when going to school every day. Crossing the road used to be scary because the
some bus drivers would not give us a chance to cross the road. There was no Zebra cross-
ing, speed humps or road signs. As a pupil, I am thankful for the road safety measures
sponsored by the Vital Strategies and Bloomberg Philanthropies. I am also thankful to
Zambia Road Safety Trust for teaching us about road safety. What I learned has made me
confident when crossing the road. Everything Zambia Road Safety Trust, Vital Strategies and
Bloomberg Philanthropies have done for me and my school will save us from the dangers
of road accidents and keep our dreams alive.” -Tumelo Shalala, Grade 7.

Figure 36: Children crossing the road on a Child Safe Zone.

3.4 CHILDREN CASUALTIES
Table 4: Number of child casualties by gender

Boys Girls Total
Fatalities 114 67 181
Serious Injuries 301 201 502
Slight Injuries 443 335 778
443
335
301
201
114
67
FATALITIES SERIOUS INJURIES SLIGHT INJURIES

 BOYS  GIRLS
Figure 37: Child casualties by gender
Figure 37 above represents the number of child casualties that were experienced in the
year 2018. In total 181 children lost their lives, this represents a 13% drop in the number
of fatalities as compared to those in 2017 which had 208, and in the year under review 502
children were seriously injured while 778 had slight injuries. It is important to note that
boys were more prone to casualties than girls in every casualty classification.
443
409
341 355
301
275
203 201
123 114
80 67
KILLED SERIOUS SLIGHT KILLED SERIOUS SLIGHT
MALE FEMALE
 2017  2018
Figure 38: Comparison of child casualties in 2017 and 2018
Figure 38 above shows that the number of child fatalities for both girls and boys reduced
in 2018 compared to 2017, though the figures are unacceptably higher.

Road Traffic Fatalities by Province

1,817 fatalities were recorder on
Zambian roads in 2018
4%
6%
Northern
Luapula
5%
4% Muchinga
22%
N/Western
8%
reduction from 1,989 fatalities C/Belt 8%
recorded in 2017
Eastern
13%
7% Central 24%
Western Lusaka
8%
Road Traffic Accidents by Severity Southern
61%
Rural vs Urban Fatalities

23%
11%
5%
Fatal Serious Slight Damage
Only
43% 57%
Fatalities by Road user type
10%
of those killed in road
58%
traffic crashes were
of persons killed were
children under the age of
vulnerable road users.
16
4.0 CONTRIBUTORY FACTORS

85.85%
10.53%
0.08% 0.25% 0.29% 1.30% 1.63%
WEATHER OBSTRUCTION ROAD DEFECTS MOTOR ANIMALS UNKNOWN HUMAN

VEHICLE CAUSES ERROR
DEFECT
Figure 39: Contributory factors
Contributory factors are an important aspect that allow for insights on key actions and fail-
ures that led directly to the actual impact and this aids investigation of how accidents might
be prevented. Factors contributing to RTC are here classified into five categories: environ-
mental or weather conditions, vehicle defects, human errors, road defects and wandering
animals. The 2018 statistical evidence shows that human error is the highest contributory
factor to RTC’ with 85.85%, this continues to outweigh all other factors significantly as
the percentages would suggest, unknown cause 10.53%, animals 1.69%, Motor Vehicle
defects 1.30%, road defects 0.29%, obstruction 0.25% and weather 0.08%. Though there
has been minimal change in the percentages from the previous year. It is important to note
that the ranking of these factors remain the same with human error the extreme cause.
4.1 HUMAN ERROR

The data shows that within the human error category, driver errors are by far the biggest
causes of road traffic accidents in Zambia. 92% of traffic accidents were due to driver
errors, 7% were as a result of pedestrian errors, 0.2% passenger errors and 0.1% were
attributed to Cyclist errors.
Table 5: Human Errors

CONTRIBUTORY FACTOR RTC's RTC's
Driver Error 24207 92.3%
Pedestrian Error 1948 7.4%
Passenger Error 41 0.2%
Cyclist error 26 0.1%
4.1.1 DRIVER ERRORS

Among driver errors, overspending was the highest contributory factor to Road traffic acci-
dents accounting for 22% of the crashes. Other leading factors include Misjudging clearance
distance (17%), failure to keep to the near side of the lane (17%) cutting in (10%) and
reversing negligently (9%).

Table 6: Driver errors

No Contributory Factor Number of RTC's Percentage
1 Excessive speed 5251 22%
2 Misjudging clearance distance 4082 17%
3 Failing to keep to near side 4062 17%
4 Cutting 2476 10%
5 Reversing negligently 2214 9%
6 Overtaking Improperly 1118 5%
7 Inexperienced 981 4%
8 Failing to obey traffic sign/signal 757 3%
9 Turning right without due care 737 3%
10 Other error of judgement 678 3%
Figure 40: Use of mobile phones while driving
COMMON DRIVER ERRORS

Ecessive speed
990= 22%
Misjudging clearance distance
770= 17%
Failing to keep to near side
770= 17%
Cutting
450= 10%
Reversing negligently
410= 8%
Overtaking Improperly
230= 5%
Inexperinced
180= 4%
140= 3%
Failing to obey traffic sign/signal
Turing right without due care

140= 3%
Figure 41: Percentage of driver errors

4.1.2 PEDESTRIAN ERRORS

Pedestrian errors account for 0.2% of the road crashes attributed to human errors. The
most common pedestrian errors are pedestrians crossing the road, walking or standing on
the road, playing on the road and pedestrians being struck as a result of being under the
influence of alcohol.
% OF PEDESTRIAN ERRORS
SUDDEN ILLNESS
0= 0%
UNDER THE INFLUENCE OF DRINK/DRUG

20=2%
PLAYINH ON THE ROAD

50= 5%
WALKING,STANDING ON THE ROAD

70= 7%
PEDESTRIAN CROSSING THE ROAD

860= 86%
0% 20% 40% 60% 80% 100%
Figure 42: Pedestrian errors
4.1.3 PASSENGER ERROR

The most common types of passenger errors are passengers falling from a moving vehicle
and negligence on the part of the bus conductor. 102 accidents were caused by passengers
falling from the vehicle and 15 accidents were as attributed to negligence by bus conductors.
Figure 43: A public service Mini bus with passengers seated and standing on windows.
Passengers risk falling in case of any emergency
4.1.4 CYCLIST ERRORS

0.1% of the accidents which are attributed to human errors are as a result of cyclist errors.
26 road traffic accidents recorded in 2018 were as a result of a cyclist holding on to another
vehicle while riding.
4.2 MOTOR VEHICLE DEFECTS

The data collected shows that 0.2% of all road traffic crashes were as a result of Motor
vehicle defects. The top contributory factors among motor vehicle defects include defective
tyres (43%), defective brakes (28%), vehicle left unattended to (10%), overloaded vehicle
(7%), defective steering wheel (7%), and smashed windscreens (3%).

% OF MOTOR VEHICLE DEFECTS

NO REAR LIGHT/REFLECTOR 20= 1%
SPRINGS
40= 2%
NO FRONT LIGHT
SMASHED WINDSCREEN
40= 2%
STEERING 60=3%
VEHICLE 140= 7%
OVERLOADED
UNATTENDED VEHICLE
140= 7%
RUNNING AWAY 200= 10%
BRAKES 560= 28%
TYRES 860= 43%
Figure 44: Percentage of Motor Vehicle defects
4.3 WANDERING ANIMALS

Wondering animals causes 1.7% of accidents recorded in the year 2018. The most common
causes include domestic animals such as dogs, goats and cattle being left to wander on
the roads.
Contributory Factor RTC’s % RTC’s

Other domestic animal on road 450 87%
Other animal on road 42 8%
Dog on the road 26 5%
Figure 45: Wandering Animals
4.4 WEATHER CONDITIONS

Environmental factors such as weather conditions caused 0.08% of the traffic accidents
in 2018. The most common factors recorded include glaring sun and accidents caused by
heavy down pours.
Table 7: Number of accidents as a result of weather conditions

Contributory Factor RTC’s
Glaring sun 3 12%
Heavy rain 22 88%

5.0 RECOMMENDATIONS
In the face of rapidly increasing motorization in the country, the reduction in the numbers
of RTCs and fatalities recorded in 2018 is an indication of the progress that has been made
in the fight to curb road traffic crashes. Efforts to further reduce road traffic crashes need
to be augmented if the targets set for the Sustainable Development Goals – a halving of
deaths by 2020 – are to be met. Good data is fundamental for good policies. Without a
solid evidence base, decision makers drive in the dark. We owe it to the Zambian people to
formulate and implement the most effective policies and measures to reduce the number
of road deaths, and we owe it to tax payers to spend funds wisely, to maximum effect.
The 1818 deaths from road crashes recorded in 2018 are too many, and we are all called
upon to end this tragedy.
We propose the following interventions towards halving the numbers of road traffic crashes
and fatalities by 2020:
1. Increase the number of enforcement, education and publicity activities. More work is
needed to explore the best ways to optimize enforcement of existing road safety laws.
Educational campaigns need to be conducted to support and maximize the effects of
the enforcement unit.
2. More attention should be paid to the needs of pedestrians, pedal cyclists and motorcy-
clists, who together make up 63% of the road traffic fatalities in Zambia. Making our
roads safer will not be possible unless the needs of these road users are considered
in all approaches to road safety.
3. Hasten the roll-out of the Accident Information Systems (AIS) so that accurate and
timely accident information can be collected for appropriate interventions and policy
formulation;
4. Making cars safer is a critical component of saving lives on the roads. Seat-belts and
child safety seats must be included in all vehicles. Law enforcers must impose strict
and harsh penalties for use of hand-held mobile phones while driving.
5. There is a need to train more specialists in road traffic injury prevention in order to
address the growing problem of road traffic injuries at international and national levels.

NOTES

NOTES

2018 ROAD ACCIDENT STATISTICS
30,652 traffic accidents were

recorded countrywide
1.6% increase from last year
61% resulted in vehicle damages,

23% were classified as sight and
11% were serios crashes
5% were fatal resulting in

1,817 fatalities
The number of fatalities

reduced by 8.6% from last
Lusaka Province recorded the

highest number (24%) of fatalities
Muchinga province recorded

the lowest number (3%)
10% of persons killed were

children under the age of 16
57% of persons killed were vulnerable road

users such as pedestrians and cyclists

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Road Transport and Safety Agency

1. i. Improve road safety;

4| ANNUAL TRAFFIC ACCIDENT REPORT, 2018

3.6: By 2020, halve the number of global

Road traffic crash fatalities and injuries are

Road traffic crashes, fatalities and injuries are

The reduction in fatalities recorded in 2017 Pedestrians 47%

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 |5

6| ANNUAL TRAFFIC ACCIDENT REPORT, 2018

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 |7

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 |9

10 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

Casualty: Any person killed or injured as a result of a crash.

Casualty: Any road user involved in a road crash or an accident.

Driver: A controller of a motor vehicle other than a motorcycle.

Fatal crash: A crash for which there is at least one fatality.

Fatality: A death occurring as a result of road traffic crash or an accident.

Heavy truck: Comprised of heavy rigid truck and articulated truck.

Killed: See Fatality.

Motorcycle A person occupying the controlling position of a motorcycle.

Motorcycle A person on but not controlling a motorcycle.

Motorcycle: Any mechanically or electrically propelled two or three-wheeled machine

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 11

Pedal cycle A person on but not controlling a pedal cycle.

Rural accidents: Accidents or crashes occurring outside a radius of 10Km of a Municipal

Urban acci- Accidents or crashes occurring within a radius of 10Km of a Municipal or

12 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 13

Table 1: Road Safety Goals and Target in the SDG’s

0.4 SDG 3.6 Target

1.1 MEASURES TAKEN BY THE ROAD TRANSPORT AND SAFETY AGENCY

14 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

1.1.2 ROAD SAFETY INSPECTIONS (RSIs)

Figure 2: Road Safety Inspections: Road with broken Shoulders

1.1.3 FAST TRACK COURT IN LUSAKA

1.1.4 ROAD SAFETY SCHOOL PROGRAMMES

1.1.5 ROAD SAFETY CLUBS/ TRAFFIC WARDEN SCHEMES

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 15

1.1.6 ROAD SAFETY SCHOOL PARK

1.1.7 SENSITIZATION AT INTERCITY BUS TERMINUS

Figure 5: RTSA Road Smart Team Putting up Stickers in Public Buses.

16 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

1.1.8 ROAD SAFETY AWARENESS DURING ANNUAL EVENTS

1.1.9 TRADITIONAL CEREMONIES

Figure 6: Road Safety Kiosk at the Umutomboko Traditional Ceremony

1.1.10 CHOOVA CYCLING CONTEST

Figure 7: RTSA officer placing reflective Stickers on Bicycles in Eastern Province

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 17

1.1.12 ROAD SAFETY COMMEMORATIONS

1.1.13 WORLD DAY OF REMEMBRANCE FOR ROAD TRAFFIC VICTIMS

Figure 9: Commemorations of the World Day of Remembrance of Road Accident Victims

18 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018

1.1.14 ROAD SAFETY WEEK

1.1.15 JOINT ROAD SAFETY ENFORCEMENT OPERATION

CHECK POINTS AND SNAP CHECKS

ANNUAL TRAFFIC ACCIDENT REPORT, 2018 | 19

Box 1: Faces Behind the Figures

Furthermore he is unable to engage in my farming activates since the accident occurred.

20 | ANNUAL TRAFFIC ACCIDENT REPORT, 2018