Road Safety Revised V1 21sep22

RWANDA TRANSPORT DEVELOPMENT
AGENCY (RTDA) The Government of the Republic of

Rwanda
Feeder Roads Development Project (FRDP):
Consultancy Services for Development of the National Master
Plan for the Feeder Roads Development in Rwanda (NFRMP)
2020-2030 COVERPAGE
with Additional Data Collection for Impact
Evaluation
Contract Ref No: RW-RTDA-15427-CS-QCBS
REVIEW OF ROAD SAFETY ON FEEDER ROADS AND

REVIEW OF ROAD SAFETY ON FEEDER ROADS
RECOMMENDATIONS FOR FUTURE ACTIONS REPORT
AND RECOMMENDATIONS FOR FUTURE
ACTIONS REPORT
JUNE 2022
LEA Associates South Asia Pvt. Ltd. (LASA), Indiain

association withBase Co. & Supply Ltd., Rwanda(as Sub-
CANADA | INDIA | AFRICA | MIDDLE EAST
Consultants)
CANADA | INDIA | AFRICA | MIDDLE EAST
Review of Road Safety on Feeder Roads and Recommendations for Future
Actions Report
Consultancy Services for Development of the National Master Plan
for the Feeder Roads Development in Rwanda (NFRMP) 2020-2030
Sl. No Version Date Author Checked Approved Issue

Review of Road Safety on Feeder Roads and
1 1 29-06-2022 LASA LASA LASA
Recommendations for Future Actions Report
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Actions Report
TABLE OF CONTENTS
COVERPAGE........................................................................................................................................................... i
LIST OF TABLES..................................................................................................................................................... iii
LIST OF FIGURES................................................................................................................................................... iii
ABBREVIATIONS................................................................................................................................................... iv
1 Study Introduction................................................................................................................................. 1-1
1.1 Project Background..............................................................................................................................1-1
1.2 CONSULTANT’s ASSIGNMENT..............................................................................................................1-1
1.3 CONSULTANT’s TASKS – TASK 11 PERTAINS TO Road Safety Review..................................................1-2
1.4 ROAD SAFETY IS A VITAL ISSUE IN RWANDA AND World....................................................................1-3
1.5 Study Scope & Objectives.....................................................................................................................1-3
1.6 ROAD SAFETY TASK-11 AND FOCUS OF THE REPORT..........................................................................1-3
1.7 Structure of the Report.........................................................................................................................1-4
2 Overview of Road Traffic fatalities- Global, Africa Region, selected african countries and rwanda...........2-1
2.1 Introduction..........................................................................................................................................2-1
2.2 Measures of Severity of Road Safety...................................................................................................2-1
2.3 Global Distribution of Population, Fatalities and Vehicles IN Countries with income categories.......2-2
2.4 Regional Disparaty in Deaths per 100,000 persons.............................................................................2-4
2.5 Regional Disparaty in Deaths by Road User Type................................................................................2-4
2.6 Rwanda vehicles and road accidents...................................................................................................2-5
2.7 Rwanda feeder roads NETWOK AND accidents...................................................................................2-6
3 Safe System Approach Based UN framework AND road safety issues on the Feeder Roads Network.......3-1
3.1 Safe System Approach to Road Safety.................................................................................................3-1
3.2 UN Decade of Action 2011-2020 for Road Safety and its Five Pillars..................................................3-1
3.3 UNITED NATIONS Decade of action 2011-2020: recommended Activities- FOR road agencies..........3-2
3.4 Rwanda Feeder Road Network and Road Condition............................................................................3-3
3.5 Poor Road Condition of FEEDER ROADS IS A ROAD SAFETY ISSUE.......................................................3-5
3.6 ROAD SAFETY ISSUES DUE TO POOR MAINTENANCE OF FEEDER ROADS...........................................3-6
3.7 ROAD SAFETY DUE TO DEFFICIENT GEOMETRICS OF FEEDER ROADS.................................................3-6
3.8 Road SAFETY ISSUES AND FEEDER ROAD standards /MANUALS.........................................................3-7
3.9 Field Observations Reflecting Feeder Road Safety Issues....................................................................3-8
3.9.1 Good surface but Unprotected deep valleys no Delineation, night safety issues.................
3.9.2 Unsafe road condition due to maintenance issues, unprotected deep valleys....................
3.9.3 Geometric issues made road safety issues and corrections needed...................................
3-11
3.9.4 Safety Issues on Cross-Drainage Works...............................................................................
3.9.5 Open Drains Close to Carriageway.......................................................................................
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3.9.6 Rupture Points.....................................................................................................................

3.9.7 Signages and Road Markings...............................................................................................
3.9.8 Hazards closer to Carriageway.............................................................................................
3.9.9 Schools /Public Buildings close to Road Alignment.............................................................
4 Traffic Calming through Rural Settlements..............................................................................................4-1
4.1 SPEED REDUCTION DEVICES: Humps and transverse bar markings....................................................4-1
4.1.1 Speed Humps in Rwanda.......................................................................................................
4.1.2 Transverse Bar Marking.........................................................................................................
4.1.3 Traffic Calming on Gravel Feeder Roads................................................................................
5 Road Safety in Mountainous Environments and Safer Mobility Services.................................................5-1
5.1 Causes of ROAD accidents in mountainous Roads...............................................................................5-1
5.2 Safety ISSUES in Mountainous Roads..................................................................................................5-1
5.2.1 Geometric Deficiency.............................................................................................................
5.2.2 Traffic calming on sharp curves and bridge approaches curved in plan with grades............
5.2.3 Rock fall, shooting boulders, unstable areas etc...................................................................
5.2.4 Vehicles rolling into Valley.....................................................................................................
5.2.5 Gate System for up and down traffic.....................................................................................
5.2.6 Safer mobility services...........................................................................................................
6 Recommendations for proposed acitivities for enhancing road safety.....................................................6-1
6.1 Pillar 1: institutional Activities..............................................................................................................6-1
6.2 Pillar 2: Safer roads activities for road agencies..................................................................................6-1
6.3 Pillar 4: Safer road USERS....................................................................................................................6-2
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LIST OF TABLES
Table 2-1: Population, road fatalities and vehicles in selected countries income categories*.....................................2-2
Table 2-2: Global distribution of population, road fatalities and vehicles in countries income categories..................2-3
Table 2-3: Rates of road traffic death per 100,000 population by WHO regions: years 2013 and 2016*....................2-4
Table 2-4: Distribution of deaths by road user type by WHO regions 2016*................................................................2-5
Table 2-5: Rwanda-Cumulative number of vehicles by category for year 2015 to year 2020*....................................2-5
Table 2-6: Rwanda-Road accidents 2015 to 2020*.......................................................................................................2-6
Table 2-7: Rwanda-Feeder Roads Summary of length and condition...........................................................................2-6
Table 3-1: Rwanda-Feeder Roads Network Length –33282 km and road condition*...................................................3-3
Table 3-2: Rwanda-Feeder Roads Network-Road Condition in percent length for each class and network................3-4
Table 3-3: Rwanda-Feeder Roads Network-Road Condition in percent length for D1+D2 and P4+P5 in network......3-5
Table 4-1: Detailed design of flat-topped speed hump network. Source: Table 1 of the guidelines............................4-2
LIST OF FIGURES
Figure 2-1: Proportion of population, road traffic deaths and motor vehicles by country income category...............2-3
Figure 3-1: Rwanda-Feeder Roads Network- share of length in road classes...............................................................3-3
Figure 3-2: Rwanda-Feeder Roads Network-all class roads with road condition length..............................................3-4
Figure 3-3: Rwanda-Feeder Roads Network percent share length and road condition for all classes.........................3-5
Figure 3-4: Common sights Horizontal curves in Mid-block section, unshielded (no guardrail) valley side.................3-8
Figure 3-5: Maintenance issues made road safety issues. Restoration and delineation can make safe road..............3-9
Figure 3-6: Maintenance issues made road safety issues. Restoration and delineation can make safe road............3-10
Figure 3-7: Geometric issues made road safety issues need corrections (contd…..)..................................................3-11
Figure 3-8: Geometric issues made road safety issues need corrections...................................................................3-12
Figure 3-9: Unsafe Cross Drainage Structures-temporary culverts.............................................................................3-13
Figure 3-10: Insufficient Road Side Drains...................................................................................................................3-14
Figure 3-11: Rupture Points.........................................................................................................................................3-15
Figure 3-12: Insufficient Road Signage and Markings..................................................................................................3-15
Figure 3-13: Road Side Hazards (Trees and Poles on/close to Carriageway)..............................................................3-16
Figure 3-14: Schools and Public Buildings close to Road Alignment...........................................................................3-17
Figure 4-1: Cross section of the trapezoidal Speed Hump recommended in EAC........................................................4-1
Figure 4-2: Typical painting plan view of the trapezoidal humps with appropriate warning sign................................4-2
Figure 4-3: Transverse Bar Marking for traffic calming in hazardous locations............................................................4-3
Figure 5-1: Traffic calming at safety-critical locations - Steep drops or climbs straight stretch...................................5-3
Figure 5-2: Traffic calming at safety-critical locations – Blind/Hairpin, sharp bends....................................................5-4
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ABBREVIATIONS
DFRSO : District Feeder Road Safety Offi cer

FRDP : Feeder Road Development Program
FRP&S : Feeder Roads Policy and Strategy
GSRRS Global Status Report on Road Safety (2018)
GoR : Government of Rwanda
IDA : International Development Association
MaaS : Mobility as a Service
MINAGRI : Ministry of Agriculture and Animal Resources
NFRMP : Nati onal Feeder Roads Master Plan
RADMS : Road Accidents Data Management System
RSA : Road Safety Audit
RSE : Road Safety Engineering
UN : United Nati ons
WHO : World Health Organization
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1 STUDY INTRODUCTION
1.1 PROJECT BACKGROUND
The Government of Rwanda (GoR) Feeder Roads Development Project (FRDP) commenced in year 2011
under Ministry of Agriculture and Animal Resources (MINAGRI) with the assistance of World Bank with
funds of International Development Association (IDA) and from Multi Donor Trust Fund. The project
development objective (PDO) for the Feeder Roads Development Project for Rwanda (FRDP) 1 is to
enhance all season road connectivity to agricultural market centers as significant proportion of Rwanda
rural population whose livelihoods depend on agriculture lacks access to rural transport facilities,
including feeder roads that strongly hampers the agricultural development and prevent them to
increasing access to markets, enhancing their competitiveness and improve their incomes and livelihoods.
The initial phase of the FRDP under MINAGRI had covered four (4) districts under World Bank funding.
The project was later expanded to include additional six (6) districts to cover a total of ten districts. The
project implementation arrangement has changed from MINAGRI to Rwanda Transport Development
Agency (RTDA) since the effectiveness of 22nd March, 2018.
The FRDP also undertook the preparation of the Feeder Roads Policy and Strategy (FRP&S) which was
approved by the Cabinet in April 2017. The FRP&S states a significant proportion of the rural road
network as being impassable and suggests the use of spot improvements as a practical means of
eliminating impassability. Maintenance and capacity building are fundamental components of the FRP&S,
although there is recognition of the need to prioritize road accessibility over maintenance where essential
links are found to be impassable.
The Feeder Roads Policy and Strategy (FRP&S) was developed in the context of Vision 2020 and Economic
Development and Poverty Reduction Strategy (EDPRS2) which aim among others to promote productive
high value and market-oriented agriculture (Pillar 5 of Vision 2020) and to reduce the agricultural
population from 90% in 2000 to 50% in 2020 which requires the creation of 200,000 new off-farm jobs
each year (Vision 2020). Since the remaining farmers must feed the whole population on-farm and off-
farm, there is a need to steadily increase in food production (mainly staple crops) per farmer per input.
But, farmers can increase production significantly if there is “a motorable road within 2 Km from their
farm.”
1.2 CONSULTANT’S ASSIGNMENT

Rwanda Transport Development Agency (RTDA) in the line with the implementation of Feeder Road
Development Program (FRDP), has contracted the consultant LEA Associates South Asia Pvt. Ltd, India in
association with Base Co. & Supply Ltd., Rwanda as sub-consultant to develop the National Master Plan
for the Feeders Roads Development in Rwanda (NFRMP) 2020-2030, funded by World Bank, based on
1
Definition of Feeder Roads : Regardless of the hierarchal classification of roads in Rwanda, roads linking agricultural areas with
commercial centers and/or processing plants either paved or unpaved are defined as “Feeder roads”.
Source: RS 267-1 2015 Feeder Roads - Guidelines for Design, Rwanda Standards Board (RSB), 2015, page vii.
The Government has defined the Feeder Roads as any roads linking farm to markets which include the district class one and two
(D1, D2) and unclassified roads; Source: Feeder Road Policy and Strategy 2017, Introduction, page (i)
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Feeder Roads Policy and Strategy (FRP&S) approved by the Rwanda Government. Project road network
34,000 km is taken up for field surveys for GPS-digitization of road maps, inventory and condition of
across the Rwanda for prioritization of feeder road projects, selecting 3000 km (approximately 100 km in
each of 30 districts) for feasibility study for implementation.
1.3 CONSULTANT’S TASKS – TASK 11 PERTAINS TO ROAD SAFETY REVIEW

To meet its objectives of developing Feeder Road Master Plan, RTDA outlines the following scope of work
to be taken up by the Consultant. The scope of work is distributed in 15 tasks as presented below.
01 Align NFRMP with strategic

transport system envisaged
by vision, goals and
objectives of current
policies
02
DEVELOP A 10 YEAR
FEEDER ROAD MASTER
PLAN (2020 – 2030)
Incorporate NFRMP as sub-
sector for upcoming National
Transport Master plan
03 NFRMP will help to provide

basis for planning a new
phase of funding to the
feeder roads sub-sector
Socio-economic Review of construction

Identification,
data & practices and
Classification &
prioritization documentation with
Digital mapping of
index recommendations for
Feeder roads
improvement
A1 A2 A3 A4 A5
Study construction
Road condition
market and identify
survey and the profile of existing
significant implementation
structures inventory capacity

Actions Report
Review of Study and review Review of transport services

construction material current approaches to & recommendations for
availability, feeder road improved provisions,
implications and maintenance incorporating gender
recommendations considerations
A6 A7 A8 A9 A10
Study of the impact Feeder road investment
of climate change on plans by district
design and including all roads with
construction initial 5-Year
approach implementation plan
Gender
Prepare tender
considerations in
documents for
feeder road
future projects
participation
A11 A12 A13 A14 A15
Road safety Presentation & Update results of the

review workshop on existing feasibility
consolidated feeder studies
road master plan
1.4 ROAD SAFETY IS A VITAL ISSUE IN RWANDA AND WORLD

Rwanda being a land locked mountainous country, road safety is a vital issue as road network is life line of
economy and social mobility. Road safety is a major global health issue being one of ten leading causes of
death. Road accidents bring fatalities, disabilities, life-altering injuries with long lasting adverse effects on
individuals and society. Unfortunately, more than ninety percent road fatalities occur in low and middle-
income countries causing untimely loss of precious lives and other huge losses to the nations. However,
road traffic deaths are largely preventable if a country has well-designed and maintained road
infrastructure is available besides enforcement of traffic and quick medical response.
1.5 STUDY SCOPE & OBJECTIVES

The study objective is to develop a program of proposed activities that will contribute to improvements in
road safety on the feeder roads network. Consideration of current road geometrical requirements, ideas
for traffic calming through rural settlements, road safety in mountainous environments and safer mobility
services will all form part of this review. The result will be practical proposals for steps to be implemented
alongside the other road improvement interventions at the appropriate stage of network development.
1.6 ROAD SAFETY TASK-11 AND FOCUS OF THE REPORT

The present individual report is focused on road engineering aspects of road safety, safer mobility, on
feeder roads in accordance with the ToR -Task A11- Review of Road Safety on Feeder Roads and
Recommendations for future actions.

Actions Report
The report presents road traffic fatalities at various levels- global, Africa regional, selected African
countries including neighboring countries of Rwanda based on WHO publication Global Status Report on
Road Safety (GSRRS) 2018. The report also shows Rwanda specific vehicle population and reported road
fatal accidents, serious and minor accidents in recent years.
The report highlights road safety issues of existing feeder roads, mostly gravel roads, where road marking
(by painting road surface) is not feasible. Current geometry issues are sharp bends, steep gradients, poor
road condition, missing warning signs and road side hazardous locations junctions, water bodies, sharp
bends, fixed objects (e.g. trees, poles) and night safety.
The report recommends measures for enhancing safety on existing feeder roads by engineering
interventions to improve visibility on curves and junctions, and traffic calming/speed reduction measures
at settlements (population), schools, medical facilities and other identified hazardous locations- including
humps and other alert devices. The recommendations also include road safety measures in mountainous
environment to make safer roads.
1.7 STRUCTURE OF THE REPORT

The purpose of this report is to present review of Road Safety of Feeder roads in Rwanda.
Chapter 1 : Provides the project background, the consultant’s assignment and the focus of the
report, the objectives and scope of the study and structure of the report.
Chapter 2 : Presents the Road safety a global issue, road traffic fatalities at various levels- global,
Africa regional, selected African countries and Rwanda specific vehicle population
and reported road fatal accidents, serious and minor accidents in recent years.
Chapter 3 : Philosophy of safe system approach, United Nations Decade of Action for road safety
-recommended framework and activities for safer roads and need of establishing
accident data management. This chapter presents Rwanda feeder road network and
road condition as poor road conditions are major road safety concern besides
geometrics.
Chapter 4 : Presents the Traffic Calming through Rural Settlements.
Chapter 5 : Presents the road safety in mountainous environments and safer mobility services
Chapter 6 : Presents the Way Forward and Recommendations for Future Actions

2 OVERVIEW OF ROAD TRAFFIC FATALITIES-
GLOBAL, AFRICA REGION, SELECTED AFRICAN
COUNTRIES AND RWANDA
2.1 INTRODUCTION
Road safety is a serious issue in world as road fatalities in world have increased to 1.35 million persons in
the year 2016 and over 50 million persons suffered non-fatal injuries including disabilities, life-altering
injuries with long lasting adverse effects on individuals and society. Half of fatalities are of vulnerable road
users namely pedestrians, cyclists and motorcyclists because they are bodily exposed to a moving vehicle. In
other words, it can be said that those who did not travel in 4-wheels vehicles but make big number of
casualties.
Road accidents bring grief and economic burden to society and country. Road fatalities increases poverty as
a large number of victims of road accidents are poor whose grieved families lose bread earner and suddenly
deprived of family income. Treatment expenditure injured victims also make them poorer. The State suffers
substantial productivity loss but these losses are preventable.
The United Nations ‘Decade for Action’ for Road Safety 2011 to 2020 targeted to reduce road traffic
fatalities by half by end of year 2020. Unfortunately, most of developing countries could not reduce road
fatalities during the decade rather rising trend continued whereas high income countries successfully
further reduced fatalities. However, same target of 50 percent reduction in fatalities in year 2021 to 2030 is
reset.
2.2 MEASURES OF SEVERITY OF ROAD SAFETY

There are many measures of severity of road safety (road accidents). A few commonly used measures are as
below:
a. Road fatalities (persons killed) per 100,000 population

One of the most commonly used international measure of severity of road safety is deaths per
100,000 population.
Example: In United States 12.4 road fatalities per 100, 000 population whereas United Kingdom lost
3.0 road fatalities per 100,000 population in year 2016.
b. Road fatalities (persons killed) per 10, 000 vehicles

Another measure of severity of road safety is deaths per 10,000 vehicles.
c. Road fatalities (persons killed) per 100 accidents

Another measure of severity of road safety used in some countries is deaths per 100 accidents. It
provides a basis of comparison between flat and mountainous terrains as fall of vehicles on valley
side severity is high in lesser accidents.

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In the present report measure of severity used is deaths per 100, 000 population.
2.3 GLOBAL DISTRIBUTION OF POPULATION, FATALITIES AND VEHICLES IN

COUNTRIES WITH INCOME CATEGORIES
There is a general perception in many countries that rapid motorization, rising population and expansion of
road network are also significant contributors, besides other causes, to increased road traffic fatalities and
injuries as travel risks are further increased. However, perception is not based on facts. It is interesting to
note that high income countries having more than 400 to 800 vehicles per 1000 persons suffer much lesser
fatalities than those the countries having vehicles in two digits per 1000 persons. Population, road fatalities
and vehicles of selected 26 countries are shown in Table 2 -1 below:
Table 2-1: Population, road fatalities and vehicles in selected countries income categories*
Deaths
Sl. Income
Vehicles/ Reporte Estimate /
No Country Region Population Category* Vehicles
1000 Pop d deaths d deaths 100,00
. *
0
1 Norway Europe 5254694 High 3969612 755 135 143 2.7
2 Sweden Europe 9837533 High 6102914 620 270 278 2.8
3 Switzerland Europe 8401739 High 5980512 712 216 223 2.7
United
4 Europe 65788572 High 38388214 584 1804 2019 3.1
Kingdom
5 Ireland Europe 4726078 High 2573961 545 188 194 4.1
6 Israel Asia 8191828 High 3239305 395 335 345 4.2
7 Japan Asia 127748512 High 81602046 639 4682 5224 4.1
8 Denmark Europe 5711870 High 3131673 548 211 227 4.0
9 Germany Europe 81914672 High 56622000 691 3206 3327 4.1
10 Spain Europe 46347576 High 32986384 712 1810 1922 4.1
11 France Europe 64720688 High 42363000 655 3477 3585 5.5
Americ
12 Canada 36289824 High 23923806 659 1858 2118 5.8
a
13 Belgium Europe 11358379 High 7330718 645 637 657 5.8
United Americ 28131244
14 322179616 High 873 35092 39888 12.4
States a 6
15 South Africa Africa 56015472 Middle - NA 14071 14507 25.9
141141537 29469445
16 China Asia Middle 209 58022 256180 18.2
5 7
132417139 21002328
17 India Asia Middle 159 150785 299091 22.6
2 9
18 Congo Africa 5125821 Middle - NA 308 1405 27.4
19 Kenya Africa 48461568 Middle 2979910 61 2965 13463 27.8
South
20 Africa 12230730 Low 69647 6 130 3661 29.9
Sudan
21 Rwanda Africa 11917508 Low 180137 15 593 3535 29.7
22 Burundi Africa 10524117 Low 111236 11 112 3661 34.7
23 Ethiopia Africa 102403200 Low 708416 7 4352 27736 26.7
24 Uganda Africa 41487964 Low 1594962 38 3503 12036 29.0
25 Tanzania Africa 55572200 Low 2163623 39 3256 16352 29.2

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26 Zimbabwe Africa 16150362 Low 1198584 74 1721 5601 34.7

*Data extracted from country profiles (2016) for selected countries (GSRRS 2018)
**Income levels are based on 2017 World Bank classification:
Low-income country- Gross National Income per capita US $1005 or less
Middle-income is Gross National Income per capita US $1006 to US $12275 and
High-income is Gross National Income per capita US $12276 or more.
It can be observed from the above Table that a measure of fatalities/deaths per 100,000 reflects overall
performance of the country’s road safety initiatives in road engineering, enforcement measures, quick
medical response to accident victims and road safety awareness campaigns. A good number of high-income
countries have reduced deaths below 5 per 100,000 persons whereas majority of middle-income & low-
income countries report 15 to 30 deaths per 100,000 persons.
All road accidents & injuries are not reported to police. Other sources of accident information can be
medical facilities, insurance companies, people living close to accident site, vehicle repairing places etc.
Majority of developing countries are not maintaining a good road accident data probably due to remote
locations of accident sites, delayed information of accident occurrence, lack of resources to reach accident
or rescue victims. Therefore, data of reported deaths and estimated deaths keep varying.
With regard to Africa and South Asia, there are wide gaps between officially reported data and WHO’s
estimated data. Rwanda official data states road traffic deaths 593 in year 2016 whereas WHO estimates
3535 like many African countries and similar variation can be observed in South Asia examples are India and
China (Table 2-1). Road safety data of road accidents in public domain are not available for analysis.
The graphical representation of global population, deaths and vehicles in three income categories has been
shown in Table 2-2 and Fig. 2-1 below:
Table 2-2: Global distribution of population, road fatalities and vehicles in countries income categories
Income Categories High Middle Low

Population % 15 76 9
Road Traffic Deaths % 7 80 13
Vehicles % 40 59 1
Graphical representation shown in GSRRS 2018 (Fig. 3) has been re-produced below in Figure 2 -1:
High Income Middle Income Low Income
Figure 2-1: Proportion of population, road traffic deaths and motor vehicles by country income category

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Road traffic fatalities and injuries are preventable as many countries in Europe have successfully
demonstrated that road traffic fatalities and injuries can be stabilized and then can be reduced substantially.
2.4 REGIONAL DISPARATY IN DEATHS PER 100,000 PERSONS

It can be observed that deaths per 100,000 reflects overall performance of the country’s road safety
initiatives in road engineering, enforcement measures, quick medical response to accident victims and road
safety awareness campaigns. Therefore, a good number of high-income countries in Europe have reduced
deaths to five per 100,000 persons whereas majority of middle-income & low-income countries report 15 to
30 deaths per 100,000 persons. The regional and world data for year 2013 and year 2016 have been
presented in Table 2 -3 below:
Table 2-3: Rates of road traffic death per 100,000 population by WHO regions: years 2013 and 2016*
WHO Region Deaths per 100,000 persons (2013) Deaths per 100,000 persons (2016)
Africa 26.1 26.6
Americas 15.9 15.6
Eastern Mediterranean 17.9 18.0
Europe 10.4 9.3
South East Asia 19.8 20.7
Western Pacific 18.0 16.9
World 18.3 18.2
*Source: Global Status Report Road Safety (2018)
Global road traffic fatalities were recorded 18.2 deaths per 100,000 persons in year 2016 which is practically
same as it was in year 2013 but a regional disparity is visible in data. Best performing region is Europe with
further reduction to 9.3 deaths per 100,000 persons in year 2016 against 10.4 deaths per 100,000 persons in
year 2013. Western Europe has just 5 or below deaths per 100,000 persons by implementation of safe
system approach (discussed in foregoing chapter) based structured and well-defined road safety
management. Africa and South East Asia have always been reporting rising fatalities. Africa reports highest
26.6 deaths and South Asia reported 20.7 deaths per 100,000 persons in year 2016.
With regard to Africa and South Asia, there are wide gaps between officially reported data and WHO’s
estimated data are 2 to 6 times of officially reported data. It can be observed that WHO estimates India and
China fatalities approximately 2 times and 4.5 times of official data even up to 6 times in many African
countries.
It can be said that comprehensive good quality data is a foremost condition for making need based good
strategy for reduction of road fatalities and injuries but in African and South East Asian countries good
quality data in public domain are not available for analysis. Road safety is discussed every platform but it is
yet to be given due share of attention.
2.5 REGIONAL DISPARATY IN DEATHS BY ROAD USER TYPE

Vulnerable road users are pedestrians, cyclists and motor-cyclists as their body is directly get hit of a speedy
vehicle. Human body cannot absorb the kinetic energy of a moving vehicle at higher speed but may survive
if hit by a vehicle at speed of 20-30 kmph and quick medical response is made available. Unfortunately,

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vulnerable road users’ deaths are very high where speed of hitting vehicle is high and no quick medical
support is available to victim. The regional and world data for distribution of deaths by road users in year
2016 have been presented in Table 2 -4 below:
Table 2-4: Distribution of deaths by road user type by WHO regions 2016*
4-Wheel 2/3 Wheel Cyclists Pedestrians Others
WHO Region
Occupants Occupants
Africa 40% 9% 4% 40% 7%
Americas 34% 23% 3% 22% 18%
Eastern Mediterranean 39% 15% 2% 34% 10%
Europe 48% 11% 5% 27% 9%
South East Asia 16% 43% 2% 14% 25
Western Pacific 22% 36% 6 22 14%
World 29% 28% 3% 23% 17%
*Source: Global Status Report Road Safety (2018) (Fig.6)
All over the world, pedestrians are worst hit road user class and Africa region where pedestrians’ deaths are
40 percent of total road traffic fatalities. Principle of ‘people must get priority over vehicles’ is not followed.
2.6 RWANDA VEHICLES AND ROAD ACCIDENTS

Rwanda is a densely populated country of thousands of hills having two rainy seasons (long and short) with
high annual rain fall. Rwanda had approximately 15 vehicles (including two-wheel motorcycles) per 1000
persons in year 2016 as shown in Table 2-1. Rwanda vehicles data of past six years for various categories
have been presented in Table 2 -5 below:
Table 2-5: Rwanda-Cumulative number of vehicles by category for year 2015 to year 2020*
Category/year 2015 2016 2017 2018 2019 2020 Percent share
Caterpillar 103 124 140 145 154 167 0.1
Bus 1,060 1,265 1,465 1,576 1,706 1,965 0.8
Trucks 4,933 6,022 6,851 7,694 8,273 9,680 4.0
Pick-up 16,372 17,213 17,940 18,618 17,026 18,685 7.7
Special Engine 1,186 1,719 2,249 2,856 3,504 4,139 1.7
Jeeps 20,191 22,188 24,344 26,715 25,771 30,156 12.4
Microbus 267 556 1,032 1,466 1,536 1,937 0.8
Minibus 6,154 6,275 6,336 6,411 6,096 6,405 2.6
Cars 30,214 33,063 35,060 36,951 34,555 38,938 16.0
Motors (2-W) 85,239 94,038 1,01,829 1,12,404 1,17,199 1,30,326 53.4
Trailers 886 919 934 976 1,055 1,166 0.5
Semitrailers 217 231 277 316 0.0
Tricycle 73 73 73 73 73 73 0.0
Unknown 1 2 3 3 0.0
FORKLIFT 28 41 0.0
HALF-TRAILER 325 434 0.2
Total 1,66,896 1,83,688 1,98,533 2,16,204 2,17,301 2,44,112 100.0
*Source: Rwanda Statistical Year Book 2020 and 2021 (Table 8.4)

Actions Report
As the economy grows, vehicles are increased rapidly. Rwanda vehicles growth in coming years is expected
to be higher than previous years. However, growth in vehicle numbers will continue and good for the
country but road fatalities can be reduced.
Rwanda road accidents published data from year 2015 to year 2020 are presented in Table 2 -6 below:
Table 2-6: Rwanda-Road accidents 2015 to 2020*

201
Road Accidents/year 5 2016 2017 2018 2019 2020 Total
Fatal 584 593 549 597 673 675 3671
Serious injury 583 629 733 885 911 710 4451
176
Minor injury 7 1794 1896 1887 1485 1326 10155
334
Property damage 8 3347 2577 2242 1584 1492 14590
628
Total 2 6363 5755 5611 4653 4203 32867
*Source: Rwanda Statistical Year Book 2020 and 2021 (Table 14.10 (2020) and Table 14.2.6 (2021)
Rwanda road accidents data show type of road accidents, not the number of deaths. One fatal accident
means death of minimum one person on spot or within 30 days of accident but there can be more than one
death also. Similarly serious injury accidents mean no-death but at least one person suffered serious injury
(victims need to be hospitalized) accident but there can be more than one serious injury also.
There may be some other sources of information for fatalities, injuries etc. However, such consolidated
information of accidents or fatalities/injuries are useful for an overview only. The death data by road user
category are not available including Global Status Report on Road Safety 2018. It can be estimated that
majority of accidents and deaths/injuries in Rwanda are 2-wheel motorcycle drivers and riders as more than
50 percent of motorized vehicles in Rwanda are motorcycles.
2.7 RWANDA FEEDER ROADS NETWOK AND ACCIDENTS

Rwanda Feeder Roads network consists of District Class1, Districts Class2, Unclassified P4 and Unclassified
P5. Feeder roads are mostly gravel roads and not in good condition e.g., riding surface, geometry and with
potential hazardous locations. The consultant’s road condition and inventory survey of feeder roads of
nearly 33,000 km indicates that road safety is a matter of concern. A summary of feeder road network and
condition is presented in Table 2 -7 below:
Table 2-7: Rwanda-Feeder Roads Summary of length and condition
Good and Fair Poor and Intransitable* Poor and
Roads Total km Good and Fair
Length (km) Length (km) Intransitable*
D1+D2 3533 12326 15859 22.3% 77.7%
P4+P5 1882 15201 17083 11.0% 89.0%
Total 5275 28007 32942 16.0% 84.0%
*Intransitable roads are impassable roads
Feeder roads summary indicate that more than three-fourth length of roads are risky particularly in night
and during rains.

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Presently available published road accident data are consolidated which show overall picture. The road-wise
accidents data are not collected, maintained and analyzed by the road agencies on regular basis for the
purpose of engineering improvement to avoid or minimize accidents in future.
It is essential to know specific locations (accident) of potential safety risks on a specific road so that
engineering interventions could be worked out. There is no Road Accidents Data Management System
(RADMS) with road agencies. There is a need to adopt philosophy of a proven ‘Safe System Approach’ that
can reverse the rising trend in road traffic fatalities. The chapter 3 presents a brief philosophy of Safe
System Approach and United Nations recommended approach and activities for Pillar 1-institutional
arrangements and for Pillar2 -safer roads for safer mobility.

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3 SAFE SYSTEM APPROACH BASED UN FRAMEWORK

AND ROAD SAFETY ISSUES ON THE FEEDER ROADS
NETWORK
3.1 SAFE SYSTEM APPROACH TO ROAD SAFETY
The developed countries too experienced high fatalities in road accidents in late 1950s to 1980s and
timely taken serious actions resulted in reduction of fatalities. United Kingdom is the pioneer in
development of road safety systems since year 1967. United Kingdom introduced Road Safety Audit (RSA)
in 1980 and subsequently followed by Australia and New Zealand. Similar steps were taken by Sweden,
Denmark, Netherlands, and Norway and many more countries are reporting below 3 deaths per 100,000
persons.
Swedish parliament adopted ‘Vision Zero’ Sweden’s road safety policy in year 1997 backed by strong
political commitment across party lines. Vision Zero aimed at reduction of fatalities by system change.
The philosophy recognizes that human beings make errors and systems should absorb errors of human.
Safe system approach supersedes culture of ‘holding road user alone responsible’ by shared responsibility
of ‘system providers’ and ‘road user’.
‘Vision Zero’ is a safe system approach where road user remains responsible for following basic road rules
while system designers and enforcers-such as providing the road infrastructure, vehicle making industry
and enforcing authorities-are responsible for functioning of system. Majority of developing countries need
to shift focus from ‘human’ to ‘system’.
3.2 UN DECADE OF ACTION 2011-2020 FOR ROAD SAFETY AND ITS FIVE
PILLARS
United Nations Decade of Actions 2011-2020 is based on safe system approach and recommended that
countries should consider following five areas within the framework of their own national road safety
strategy, capacity and data collection systems.
Pillar 1: Road Safety Management –covers institutionalized arrangements which focus on policy-based
results, coordinate with stakeholder departments related to remaining pillars with legal frames including
funds & resource allocations. Most importantly it includes development of Road Accident Data
Management System (RADMS).

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Pillar 2: Safer roads and mobility is responsibility of road agencies. Road safety needs-based review and
corrective actions improvements of existing alignments, curves, road junctions, pedestrian facilities, road
safety audits, ‘safety-conscious’ planning, design, construction and operation of roads. Even if a human
makes an error, forgiving road design should absorb error to prevent injuries or reduce severity of
accident.
The report is mainly focused on Pillar 2-safer roads by engineering improvements/corrections and Pillar 1-
Road Safety Management -limited to Road Accident Data Management (RADM) and Road safety funding
arrangement for enhancing safety on roads. UN Decade of Action -recommended following activities for
Pillar 2 and Pillar 1.
3.3 UNITED NATIONS DECADE OF ACTION 2011-2020: RECOMMENDED

ACTIVITIES- FOR ROAD AGENCIES
Pillar 1 Pillar Road Safety Management and Pillar 2: Safer roads and mobility
Safer roads designs are ‘forgiving’ road design/safety measure on existing road based on safe system
approach. A forgiving design/device can ‘absorb error of road users’ e.g. proper junction design with free
right turn, installing guard rail/crash barrier/masonry walls on valley sides to prevent fall of errant
vehicles/minimize loss.
UN framework recommends six activities for each of Pillar 1 (Road Safety Management) and Pillar 2 (Safer
roads). However, a summary is presented below:
Promote road safety ownership and accountability among road authorities and road engineers:
 set a target to “eliminate high risk locations/roads”;
 review and corrective actions for improvements of existing alignments, curves, road junctions,
 to commit a minimum of 10% of road budgets to dedicated for improvement/safety intervention
at accident proven/prone location;
 promoting the safe system approach and the role of self-explaining and forgiving roads
 identify the number and location of deaths and injuries by road user type, and the key
infrastructure factors that influence risk for each user group;
 identify hazardous road locations or sections where excessive numbers or severity of crashes
occur and take corrective measures accordingly;
 conduct safety assessments of existing road infrastructure and implement proven engineering
treatments to improve safety performance;
 Ensure work zone safety during construction /maintenance
 Institutionalize road safety audits
 Establish and support data systems to measure and monitor road traffic deaths, injuries and
develop a Road Accident Data Management System (RADMS) to process data, evaluate road
safety, and outcome measures.
Objective of discussing safe system approach and UN frame work for road safety is to orient the reader
for current approaches to address safety issues based on research and UN member countries have been

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part of UN resolutions. However, we are limited to road engineering issues and remedies for Feeder
Roads network having poor road condition which is itself a serious safety concern.
Unfortunately, developing countries could not reduce traffic fatalities during 2011-2020. Therefore, UN
Decade of Actions 2021-2030 was adopted, with the same philosophy, to reduce fatalities by 50 percent.
The consultant’s recommendations and practical proposals placed in Chapter 6, are in harmony with UN
recommendations and present road conditions of feeder roads in Rwanda.
3.4 RWANDA FEEDER ROAD NETWORK AND ROAD CONDITION

The feeder roads are no class itself but a widely used for a group of roads of various classes. As discussed
in previous chapter that Rwanda Feeder Roads network consists of District Class1, Districts Class2,
Unclassified P4 and Unclassified P5. The consultant’s carried out road condition and inventory survey of
feeder roads of over 33,000 km in all 30 districts in year 2021 despite all odds during COVID19 pandemic.
Feeder roads are mostly gravel roads and not in good condition e.g., riding surface, geometry, reduced
pavement width with a narrow roadway and with potential hazardous locations. Poor road conditions are
itself potential road safety hazards. Feeder roads network length and its composition has been shown in
Table 3 -8 below:
Table 3-8: Rwanda-Feeder Roads Network Length –33282 km and road condition*
Sl. No. Road Class Good (km) Fair (km) Poor (km) Intra** (km) Total (km)
1 District Class1 125 1375 2534 41 4075
2 District Class2 207 1826 8996 755 11785
3 Unclassified P4 251 1022 7686 852 9811
4 Unclassified P5 86 522 5974 689 7271
Network Length 670 4745 25191 2337 32942
% Length share 2.0% 14.4% 76.5% 7.1%
*Consultant’s road condition and inventory survey of feeder roads
**Intra-Intransitable -impassable road
The composition of feeder roads in terms of length and its share in percent is presented in Figure 3 -2
below:

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Rwanda Feeder Roads Network Length - 32942 km

D1-District Class1; D2-District Class2; Unclassified
P4 and P5 D1; 4075; 12%
P5; 7271; 22% D1
D2
D2; 11785; 36%
P4
P4; 9811; 30%
P5
Figure 3-2: Rwanda-Feeder Roads Network- share of length in road classes
District class1 have a 12 percent share in length, a minimum share in network whereas D2 has maximum
share 36 percent in length though length of P4 is 30 percent. Broadly D2 and P4 taken together make
two-third share in network length. P5 shares 22 percent length of feeder road network.
The feeder roads network condition in terms of length km and its composition is presented in Figure 3 -3
below:
Rwanda Feeder Roads Network 32942km

(D1+D2+P4+P5) Road Condition Length in km
2337
Network Length 25191
4745
670
689
Unclassified P5 5974 Intransitable
522
86
852 Poor
Unclassified P4 7686
1022
251
755
Fair
District Class2 8996
1826
207
Good
41
District Class1 2534
125 1375
0 5000 10000 15000 20000 25000 30000

Length in km
Figure 3-3: Rwanda-Feeder Roads Network-all class roads with road condition length

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It can be observed that overall good condition and fair condition length in feeder road lengths are 670 km
and 4,745 km respectively whereas poor and intransitable lengths are 25,191 km and 2,337 km
respectively.
Road condition in terms of percent length in each road class as well as in network length will provide a
good basis for comparison of road condition presented in Table 3 -9 below:
Table 3-9: Rwanda-Feeder Roads Network-Road Condition in percent length for each class and network
Sl. No. Road Class Good (%) Fair (%) Poor (%) Intra** (%) Total (km)
1 District Class1 3.1 33.7 62.2 1 4075
2 District Class2 1.8 15.5 76.3 6.4 11785
3 Unclassified P4 2.6 10.4 78.3 8.7 9811
4 Unclassified P5 1.2 7.2 82.2 9.5 7271
% share in network 2.2 16.7 74.8 6.4 32942
**Intra-Intransitable -impassable road
Rwanda feeder road network is not in good health as 75% length is poor condition and 6% length is
impassable. Only 2.2% length is in good condition and 17% length is in fair condition. Road condition of
each class road in percent length is presented in Figure 3 -4 which is based on the Table 3 -9.
Rwanda Feeder Roads (D1+D2+P4+P5) 32942 km

Road Condition (in percent length)
100 1
Percent length of the roads
6.4 8.7 9.5

90
80
70 62.2
60
76.3 78.3
50 82.2
40
30
20 33.7
10 15.5 10.4
3.1 7.2 1.2
0 1.8 2.6
District Class1 District Class2 Unclassified P4 Unclassified P5
Good (%) Fair (%) Poor (%) Intra (%)
Figure 3-4: Rwanda-Feeder Roads Network percent share length and road condition for all classes
It can be observed that its only D1 roads which have nearly one-third (36.8%) length in good and fair
condition and D2 roads have 17% length in good and fair condition. P4 and P5 are 13% and 8.4% lengths
are in good and fair condition.
If D1 and D2 are taken together, 21.5% in length is in good and fair condition, remaining 78.5% length is
poor and intransitable length. If P4 and P5 are taken together, 10.6% length is in good and fair condition,
remaining 89.4% length is in poor and intransitable condition.

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Table 3-10: Rwanda-Feeder Roads Network-Road Condition in percent length for D1+D2 and P4+P5 in network
Good and Fair Poor and Intransitable* Poor and
Roads Total km Good and Fair
Length (km) Length (km) Intransitable*
D1+D2 3534 12326 15860 22.1% 78.6%
P4+P5 1881 15201 17082 10.6% 89.4%
Total 5415 27527 32942 16.4% 83.6%
3.5 POOR ROAD CONDITION OF FEEDER ROADS IS A ROAD SAFETY ISSUE

Road condition of more than three-fourth feeder roads network is in poor condition due to lack
maintenance, under-designed construction/tracks that are yet to made engineered roads. Such gravel
(unsealed) roads are subjected to alternate wetting and drying make to deteriorate faster due to ingress
of water in pavement and adequate drainages at times. Poor condition of gravel roads result in following
forms:
 potholes, shoulder drop-off, edge break, depressions, rain-cuts, even reduced roadway width;
 potholes filled with water during rains of unknown depth, ecome difficult to spot and increases
risk;
 slippery surface become hazardous;
 no road signs- no advance warning signs
Poor road condition result in poor driving surface making sudden driver maneuvers to avoid potholes,
pooling water etc. increases of risk of judgmental error in driving as interaction between elements of the
system “driver–vehicle–road–traffic environment”. Poor road condition in mountainous roads can
increase severity of accidents even if a single vehicle is on road. Situation becomes more complex and
risky in case of overtaking, giving space to opposite vehicle and worst in case of collision between two
vehicles in bad weather.
3.6 ROAD SAFETY ISSUES DUE TO POOR MAINTENANCE OF FEEDER ROADS

A good designed and well-built feeder road can be also risky to traffic due to poor following maintenance
issues:
 Undrained water on roadway or off the roadway.
 Unattended heavy rain cuts in embankment resulting in sudden reduction in roadway or
carriageway/shoulder widths.
 Growth of Vegetation in inner side of a horizontal curve and obstructing visibility.
 Growth of Vegetation on shoulders and its condition and width are not visible.
 Damaged approaches of bridges, broken guard rails/parapet wall of bridges/culverts.
 Absence of warning signs in landslide prone road section
 Absence of flood gauge on causeway
 Absence of public display of emergency numbers of police/road agency.

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3.7 ROAD SAFETY DUE TO DEFFICIENT GEOMETRICS OF FEEDER ROADS

Good road geometry is key to safety. Rectifying geometric deficiency is generally costly and sometimes
impossible later due to subsequent road side development. Therefore, it is essential that geometric
requirements should be kept in view right in beginning.
Sudden or abrupt change in geometric gives surprise element to a driver that makes a potential
hazardous location. Deficient geometry is many times creates maintenance problems during rains. Partial
compliance of road standards particularly geometrics during design or incomplete detains on drawing or
construction can make a road unwarrantedly less safe or create a risky location as below:
 Sharp curves without advance warning signs and without speed reduction measures
 Sudden change of direction e.g. sharp curves or reverse curves with inadequate travel time for
negotiating the curve.
 Continuous steep gradient with or without horizontal curve with reduced visibility.
 Abrupt change in speed or radius, reduced pavement width (narrow road)
 Junctions at curves with visibility issues with/without free right turn lane/space.
 Narrow bridge without warning signs.
 Absence of warning signs also make the road less safe.
Often, safety issues arise with departure from known standards/guidelines take place. If under compelling
field conditions, departures are to be made then due treatment for speed reduction by warning road
signs, install physical devices (speed hump) to make such location eye-catching (conspicuous) even in bad
weather or dark hours.
Conventional road marking (paint) on gravel roads is not feasible. Therefore, delineation on roadway or
making a hazardous location eye-catching can be done by guard-stone of ‘stone masonry/any local
material made’ plastered painted with cement based paint in black & white bands around.
3.8 ROAD SAFETY ISSUES AND FEEDER ROAD STANDARDS /MANUALS

Road safety issues may arise due to inadequate compliance or departure from standards without
mitigating measures. Many a times, it is observed that/design engineers are not awareness about road
documents or lack of dissemination of standards/ in field engineers. Road safety in feeder roads is yet to
get due share of attention from standards/guidelines to safety consciousness of engineers. The
consultant’s observations are as under:
a. It is observed that Feeder Road Design Guidelines RS-267-1:2015 specifies lane width and
shoulder width in section 5.4.2 and 5.4.4 respectively but importantly roadway width, having
bearing on road safety, has not been specified. Typical cross section shown in Fig. 9 of Section
5.4.1 of RS 267-1 does not dimensions or range of dimensions.
b. Feeder Road Design Guidelines RS-267-1:2015: Side slope and Back slope: “Section 5.4.8.2 states
that Slopes of 1V: 3H to 1V:4H should be used, and for slopes less than 1V: 3H, road side
barriers should be provided and slope stability as well as traffic safety should be evaluated”.

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It can be observed that slopes 1V:3H as per RS 267-1 are not complied and not found barriers
anywhere embankment for slopes 1V: 1.5H or less.
c. Further the standard leaves a confusion whether guard rails are to be provided based on
gravel /paved or on safety issue.
Feeder Road Design Guidelines RS-267-1:2015: Safety barriers: Section 5.4.11 states that
“Guardrails should not be used on gravel roads. They shall however be added at bridge
approaches and, as directed by the engineer, may be placed at electric pole locations where
these occur within roadway hard shoulder, assuming they cannot be removed prior to
construction.”
d. Feeder Road Design Guidelines RS-267-1:2015: provided a limited guidelines on road safety for
filed/design engineers. Section 5.12 is a brief note for safety advising to “Section 5.12.1 (E) states
Create a forgiving road environment: This requires the designer to establish an environment that
forgives a driver’s mistakes or vehicle failure, to the extent possible without significantly
increasing costs, which ensures that demands are not placed upon the driver which are beyond
his or her ability to manage”.
Detailed and clear instructions on safety devices are needed for field and design engineer.
3.9 FIELD OBSERVATIONS REFLECTING FEEDER ROAD SAFETY ISSUES

Most feeder roads are gravel roads and safety issues arising due to deficient geometrics and under-
maintained road condition reducing traffic worthiness and safe mobility. Field observations have been
presented with photographs. Sudden or abrupt change in geometric gives surprise element to a driver
that makes a potential hazardous location. Warning road signs, information signs, guard rails are not
available on feeder roads.
Self-explanatory field photographs show a range of road safety issues due to following:
 poor road condition and road maintenance issues;

 geometric deficiency, visibility, continuous steep gradient with or without horizontal curve with
reduced visibility;
 Sudden change of direction e.g. sharp curves or reverse curves with inadequate travel time for
negotiating the curve and ;
 guard rails/ masonry structures, delineation on high embankment, along deep valleys, other
hazardous locations;
 unsafe cross drainage structures (temporary culverts);
 drains adjoining to carriageway;
 combinations of above.
Few field photographs from various districts have been shown in Figure 3 -5 onwards.
3.9.1 Good surface but Unprotected deep valleys no Delineation, night safety issues
Unguarded deep valley.

Good surface without warning signs, no night
safety
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Figure 3-5: Common sights Horizontal curves in Mid-block section, unshielded (no guardrail) valley side
3.9.2 Unsafe road condition due to maintenance issues, unprotected deep valleys
No delineation, night safety issues shown in Fig 3.5 and Fig. 3-6
Made unsafe due to

poor condition. Only
maintenance is
Made unsafe due to loss
issue.. Restoration to
of slopes, damaged in
roadway width can
rain. Only maintenance is
make safe road
issue. Restoration to
again. (Muhanga)
roadway width can make
safe road again. (Gicumbi)
Made unsafe due to poor

condition. Only
maintenance is issue..
Restoration to roadway
width can make safe
road again. (Nyamagabe)
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Figure 3-6: Maintenance issues made road safety issues. Restoration and delineation can make safe road
Hair pin bend in Karongi, scattered aggregates

in inner curve, no road signs, no night safety
Unsafe road as road

condition makes it non-
motorable (Bugesara)
CANADA | INDIA | AFRICA | MIDDLE EAST Page | 1 0

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Excellent road width, good geometry but wearing course having oversize aggregates make
vehicle skid, unfriendly for pedestrians in town near Nyamasheke
Figure 3-7: Maintenance issues made road safety issues. Restoration and delineation can make safe road
3.9.3 Geometric issues made road safety issues and corrections needed
Unprotected deep valleys/embankments, no delineation, night safety issues shown in Fig. 3-7 and 3-8.
Unguarded deep valley, narrow

road with steep gradient and
h_curve.
without warning signs, no night
safety.
(Nyamagabe)
Visibility and delineation

issues. (Nyamagabe)
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Figure 3-8: Geometric issues made road safety issues need corrections (contd…..)
Takes off from a junction, roadway

width without delineation
visibility issue on H and V curves:
Nyabihu

Unsafe road condition for road users (Nyamagabe)
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Figure 3-9: Geometric issues made road safety issues need corrections
3.9.4 Safety Issues on Cross-Drainage Works
Poorly constructed and maintained Cross Drainage Works are also hazardous. They are many times of
inadequate width, without parapet, without hazard marking on parapets, rain cuts, shoulders of road not
in level etc. Figure 3 -10 shows many examples of cross drainage structures, which are not safe for the
either vehicles or pedestrians.
No head wall and the crossing is risky as well, Kirehe Structure in poor condition, Karongi

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No head wall and the crossing is risky as well, Huye Structure in poor condition, Huye
Figure 3-10: Unsafe Cross Drainage Structures-temporary culverts
3.9.5 Open Drains Close to Carriageway

Open drains adjacent to pavement are road safety hazards if a vehicle goes off the road and a wheel goes
in drain a severe accident is most likely as driver loses the control of such vehicle. However, open drain be
provided with kerbs at spacing of one meter or more (to allow free flow from road to drain) as delineator
to warn driver about the alignment and limitation. Kerbs should be provided with reflectors for night
safety. Field observations are shown in Fig. 3-10 below:

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Unlined drain in Gisagara Interrupted open drain, Kamonyi
Figure 3-11: Insufficient Road Side Drains
3.9.6 Rupture Points

Rupture points add to unsafety on road as the road surface itself is not stable and can lead to crash/fall of
rider and cause harm to vehicle as well; especially while travelling at night. Bad roads also increase
consumption of fuel and maintenance cost of vehicles. Figure 3 -12 shows many such locations and
situations on feeder roads where rupture points exist and is dangerous to human as well as vehicle.
Gisagara District Bugesera District

Figure 3-12: Rupture Points
3.9.7 Signages and Road Markings

Road signs by and large occasionally seen and road marking (paint) is not feasible on gravel roads.
However, warning signs about bends and narrow road width, narrow bridges/culverts, land slide prone
sections are essential.
Delineation about the alignment can also be done with low cost waste-drums/object with cement based
paints. In case of high embankments/valley side, masonry pillars painted with cement based white &
black bands. It can provide reasonable night safety. Few field photographs have been shown in Figure 3
-13 below:

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No signage and lane marking, Rulindo Well maintained road with central line, need
adequate signs- Rusizi
Figure 3-13: Insufficient Road Signage and Markings
3.9.8 Hazards closer to Carriageway

Trees and electrical poles near/on carriageway are common on rural road alignments. Any rigid object
near carriageway or on carriageway is a road side hazard in case it is hit by a moving vehicle. It may result
in severe accident. It can be mitigated by paining such objects in black & white bands preferably with
reflectors for night safety. Figure 3 -14 shows rural road alignments having trees and electrical poles
close to carriageway.
Trees & shrubs on carriageway, Rusizi Electric poles on carriageway, Ruhango

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Electric poles on carriageway, Karongi Trees & shrubs on carriageway, Karongi

Figure 3-14: Road Side Hazards (Trees and Poles on/close to Carriageway)
3.9.9 Schools /Public Buildings close to Road Alignment

When a feeder road passes through habitations, it is seen many times that there are schools and public
buildings adjacent to the road. At such locations, lot of vulnerable road users like school children,
pedestrians and bicyclists are likely to share the road carriageway with vehicular traffic. Vehicular
conflicts with vulnerable road users are not safe and precautions have to be taken to minimize such
conflicts.
Error: Reference source not found shows examples of schools and public buildings adjacent to feeder
road carriageway.

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Unsafe Crossing & Vehicle-Pedestrian interaction, Unsafe Vehicle-Pedestrian interaction, Nyanza

Ngororero
Figure 3-15: Schools and Public Buildings close to Road Alignment
Overall road safety issues are to be identified and risk is assessed based on road environment e.g. deep valley, low
radius sharp curve, narrow bridge and know who is at risk e.g. school going children, hitting vehicles. Location
specific mitigation measures are taken to make the location conspicuous.

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4 TRAFFIC CALMING THROUGH RURAL

SETTLEMENTS
Feeder roads frequently pass-through populated village portions that generally have schools, small
markets, health facility etc. There is a high probability of conflict between pedestrians and vehicles which
are mutually hazardous. Therefore, in such sections ‘peoples-oriented approach’ with priority over
‘vehicle-oriented approach’ should be adopted by segregation of local traffic to the extent possible and
using traffic calming measures to compel vehicles to drive at maximum 30 kmph.
The global research suggests that humans have highest survival rate (nearly 90%) if hit by a vehicle having
speed up to 30 kmph. It is the reason of posting speed of 30 kmph before entry in to a populated section.
Exit speed should also be posted when open area begins that is generally missing in projects .
4.1 SPEED REDUCTION DEVICES: HUMPS AND TRANSVERSE BAR MARKINGS

There are two common traffic safety methods speed humps and transverse bar markings to make a
vehicle to reduce speed nearly 20-30 kmph to negotiate with hump or bar markings. It alerts drivers
about a changed road environment and prompts to reduce speed, which is the objective of such devices.
Road environment provides frequent required advance warning road signs and pedestrians crossing
raised or flat zebra marking.
4.1.1 Speed Humps in Rwanda
Technical Guidelines on Speed Humps were issues by the RTDA’s Research and Quality Control Unit vide
Ref: TG_001/2017_R&QCU/RTDA in July 2017 and currently practiced in Rwanda. The guidelines are
available on the link below:
https://www.rtda.gov.rw/fileadmin/templates/publications/Guidelines_TG_001_Humps.pdf
The speed hump concept, drawings for dimensions and painting have been re-produced from the
guidelines.
For the purpose of this concept note, all new speed humps shall have the trapezoidal shape with the
following shape, dimensions and markings (Figure 1):
 Top length varying from 4m to 6m and height from 0.075 to 0.1m;
 A slant varying between 0.714 m to 4 m for both side;
 The total length of road humps are varying from 4.0 to 9.5m.

Actions Report
Figure 4-16: Cross section of the trapezoidal Speed Hump recommended in EAC.
The top is varying depending on comfort of users and volume of pedestrian crossing the area as
shown in Table 4 -11.
Table 4-11: Detailed design of flat-topped speed hump network. Source: Table 1 of the guidelines
Paint and Marking
Each speed hump must be painted with a pattern that makes them visible to drivers as described in
Figure 4 -17 below.

Actions Report
Figure 4-17: Typical painting plan view of the trapezoidal humps with appropriate warning sign
In additional to warning signs, we would propose to install:

 Danger plate signs;
 Humps Ahead marking signs placed before the humps (80m);
 Warning reflectors at edge of humps for guidance during night.
Speed Hump devices compel a vehicle to reduce its speed for a while and can accelerate soon after
crossing the hump. Therefore, generally two humps are provided for entry and exit of hazardous length of
the portion so that the vehicle prefer to travel at slower speed to exit hump.
Speed hump itself can be hazard if go un-noticed by the vehicle due to negligence of driver or not
painted/faded pain without warning signs. Ambulance drivers often go faster due to medical emergency,
hump can harm the patient, if hump is not painted well or driver makes mistake not notice hump or
ignores.
It is recommended that Raised Pavement Marking (RPM), also known as studs or cat-eyes should be fixed
on the speed humps for night safety.
4.1.2 Transverse Bar Marking

Transverse bar marking (one set is of six strips) are made of thermoplastic markings is another treatment
to alert drivers about change of road environment and gradual reduction of speed. Vehicle vibrates while
crossing bar marking one after another bar marking that makes driver to reduce speed well before
reaching targeted hazardous section. Bar marking (minimum 5 mm thick) section is not attractive for
driving at fast speed. Transverse bar marking layout provided in Indian Roads Congress IRC: 99-2018:
Traffic Calming is re-produced below:

Actions Report
Bar marking Advantage of bar marking over the speed hump is
Figure 4-18: Transverse Bar Marking for traffic calming in hazardous locations
Bar marking starts 185 m before the hazardous reach (village, school, market etc). In simple words, speed
reduction process starts 185 m before target length. Bar sets are not equidistance, progressively interval
between two sets is reduced so vibrations are more to, if not reduce speed. After travelling slower in
target length, bar marking again starts in similar way to exit as shown in Figure 4 -18 above.
At sensitive locations, thickness of last set of bar marking is raised from 5 mm to 10-15 mm to compel a
vehicle for reduced speeds. Bar markings are better than speed hump for speed reduction and used on
following possible locations:
 Village/populated stretches/markets;
 Schools, medical facilities;
 Major Junctions;
 Sharp curves Sharp
 Hain pin bends
 Any other hazardous location where speed reduction is desired.
4.1.3 Traffic Calming on Gravel Feeder Roads
Feeder roads are mostly gravel roads where road marking is not feasible. Therefore, it is recommended
that permanent speed humps or bar marking can be made of cement concrete layer can be laid over
masonry foundation so that concrete top can be painted with thermoplastic as discussed above.
Whatever the traffic calming method is chosen, it must give clear impression of ‘changed’ road
environment and psychological message to driver to reduce speed.

Actions Report

Actions Report
5 ROAD SAFETY IN MOUNTAINOUS ENVIRONMENTS AND

SAFER MOBILITY SERVICES
Road traffic accidents along mountainous highways are more injurious compared to the highways on
plain topography. This might be because of constrained topography conditions, complex road geometry
and adverse weather conditions along mountainous highways, which often represent a demanding
driving situation.
It must be kept in mind that safety on a mountainous road is directly proportional to adherence to laid
down geometric standards, specifications, and traffic rules and any compromise on this, for economic or
other considerations will not only result in a substandard safety norm. It always good to build a road to
laid down standards rather than attempt improvement after construction and experiencing safety
hazards.
5.1 CAUSES OF ROAD ACCIDENTS IN MOUNTAINOUS ROADS

Driving in mountainous road, especially in adverse and inclement weather conditions, is a very complex,
difficult and tiring task. Accidents occur at places where rhythm of motion changes unexpectedly for a
driver. Such happenings are common on mountainous roads due to following:
 Travelling on sharp curves of sub-normal radius in conditions of inadequate sight distance needs
frequent deceleration and acceleration;
 Curves have to be negotiated in varying speeds due to varying degrees of curvature and applying
brakes when entering a curve and accelerating at the exit;
 Alternate entry from major valley into a side valley, crossing of streams by narrow bridges,
causeways etc.;
 Steep grades and alternate up and down grades.
Considering above, aim of the highway engineer should be to duly consider usual driving errors and
design a highway which will eliminate such errors and reduce stress on the drivers. A well designed and
constructed road will always be less prone to accidents and will add to safety.
5.2 SAFETY ISSUES IN MOUNTAINOUS ROADS

Safety in mountainous roads is dependent on interaction between elements of the system “driver–
vehicle–road–traffic environment”. However, environmental factors affect a mountainous road very
much due to climatic and terrain conditions like torrential rains and consequent slides-rock fall, rolling
boulders, mud flow etc. Measures to improve safety on mountainous roads follow usual pattern of
Engineering, Enforcement, Education and Post-accident response system. However, this report will focus
on mainly engineering besides non-engineering measures.
Engineering measures can be classified in four aspects as under:

 Geometric deficiency which ensures adequate width, curve radii, easy grades and sight distance;

Actions Report
 Engineering design measures to deal with specific and exclusive conditions in mountains. It
includes design and provision of good drainage system, protection like parapets, guard
rails/railings, rolling boulders buffer (netting);
 Traffic control devices like road signs, pavement marking, delineators, advance warning systems
etc.;
 Maintenance response and safety monitoring including keeping location specific accidents
record/data for maintaining accident spot maps for safety analysis.
5.2.1 Geometric Deficiency
Geometric deficiencies cover inadequate sight distance, horizontal & vertical curves, pavement widths,
gradients, camber, super elevation, passing zones and lateral/vertical clearances. Deficiency in one of
these compromises safety, extent depending on the severity of the inadequacy.
5.2.1.1 Safety on individual curves
This can be improved by:

 Realigning the road to requisite radius;
 Increasing super elevation to cater higher speed (to permissible) on curve;
 Improving sight distance by batter benching;
 Provision of adequate road signs and markings;
 Blind curves and hairpin bends may be made two lanes;
 Ensure extra widths at curves are invariably provided as per standards;
 Providing parapets and or railing at dangerous locations.
5.2.1.2 Narrow/sharp curves and zigs
A common type of deficiency in mountainous roads is existence of narrow and sharp curves/zig with
inadequate sight distance. This may lead to head-on collision. At such locations following measures may
be taken:
 A double solid centre lines with studs, parapet walls, crash barrier/parapet wall/guard
stones;
 Road signs of NO OVERTAKING and COMPULSORY SOUND HORN;
 Adequate widening, transition, and sight distance should be provided;
 All blind curves MUST have two lanes with double solid centre line and normal edge
line on edges with studs.
 Provision of adequate road signs and markings;
5.2.1.3 Vertical curves and grades
In mountainous areas steep grades contribute to large extent to road accidents. This may be due to low
capacity, inadequate sight distance, interference to traffic on ascending grades and whose brakes have
failed.

Actions Report
Insufficient sight distance along L-section of road due to small radius of convex vertical curve is one of the
main causes of head-on accidents. In such locations, improvements in three stages are possible as under:
 Road signs of NO OVERTAKING and COMPULSORY SOUND HORN;
 Widening of lanes and provide a double solid centre lines with studs and road signs of
NO OVERTAKING;
 If feasible in site conditions, provide a median to make divided carriageway;
 Increasing the radius of vertical curve by cutting protruding crest so as to conform to
speed and curve radii requirement. This is solution for single lane roads, which most of
the mountainous roads are;
Generally mountainous roads are not designed for overtaking sight distance and hence by enforcing
traffic discipline. Problem can be reduced to a great extent.
5.2.1.4 Bridge approaches
Another serious accident-prone location in mountainous road is existence of bridge with curved approach
combined with down gradient. Such sitting of bridges should be avoided and bridge structure should
follow the general flow of the alignment. Delineators, road signs, studs, railing on structure, etc. should
be provided to make the location conspicuous eye-catching.
5.2.2 Traffic calming on sharp curves and bridge approaches curved in plan with
grades
Another serious accident-prone location in mountainous road is existence of bridge with curved approach
combined with down gradient. Such sitting of bridges should be avoided and bridge structure should
follow the general flow of the alignment. Delineators, road signs, studs etc. should be provided to make
the location conspicuous eye-catching as shown in Figure 5 -19 and Figure 5 -20.
a. Steep drops or climbs straight stretch (Figure 5 -19)

 Post speed limit sign posts
 Provide adequate signage indicating ‘steep drop/climb ahead
 Provide centre and edge line with studs at 6 m interval
Figure 5-19: Traffic calming at safety-critical locations - Steep drops or climbs straight stretch

Actions Report
b. Blind bends, hairpin bends, any other such hazardous location with or without steep drops
(Figure 5 -20)
 Post speed limit sign posts
 Provide adequate signage indicating ‘steep drop/climb ahead
 Provide centre with studs and edge line with studs, reflectors, delineators with
reflectors
 Provide psychological rumble strips
 Provide triple chevron signs indicating direction of bends
 Provide convex mirror to see oncoming vehicle
 Provide adequate crash /deflection barrier/Gabion
Figure 5-20: Traffic calming at safety-critical locations – Blind/Hairpin, sharp bends
5.2.3 Rock fall, shooting boulders, unstable areas etc.

Some of the measures to improve safety of such locations are listed below and may be applied selectively
depending upon ground situation.
 Stabilize upper slope by improving drainage, other erosion control measure, and
treatment of exposed rock face;
 Planting of upper slope with a belt of trees to stop the boulders short of the road;
 Providing extra wide hill side shoulders with deep drain to catch these falling debris
and carry away as water flows;
 Provide deflection wall and buffer zone to divert boulders and impound them;

Actions Report
 Design a wire net screen buffer to catch the boulders and subsequently dispose them
off suitably; post appropriate warning signs to caution the traffic.
5.2.4 Vehicles rolling into Valley
Vehicles rolling off the road into valley is also a major safety problem. In the prone to this type of
accidents i.e. blind curves, sharp curves and deep vertical cuts, strong parapet walls capable of restraining
the vehicle back or guard rail/cable fixed to deep piles or strong pillars should be provided at suitable
intervals.
This can only act as caution and proper solution is improvement of geometrics, and educating drivers.
5.2.5 Gate System for up and down traffic
Gate timing system for up and down traffic can be a solution to reduce accidents on single lane
mountainous road that may be in poor condition or deficient geometry, signs or high traffic.
5.2.6 Safer mobility services
Mobility services in transport sector refers to multi-modal mobility. In context of Rwanda feeder roads,
feeder roads network should be accommodative and friendly for motorized and non-motorized road
users ranging from pedestrians, cyclists, motorcyclists, other types of vehicles to public transport services.
It demands at least fair condition of road network with need-based road sections having additional
pavement width for walkways (footpaths) and cycle path.
Mountainous roads can also be made safer in day and dark hours by above discussed approaches and
methods.

Actions Report
6 RECOMMENDATIONS FOR PROPOSED ACITIVITIES

FOR ENHANCING ROAD SAFETY
The UN Decade of Action for road safety 2011-2020 have been briefly described in Section 3.2 and 3.3 of
this report. UN framework recommends six activities for each of Pillar 1 (Road Safety Management), Pillar
2 (Safer roads) and eight activities for Pillar 4 (Safer Road User). Unfortunately, developing countries
could not reduce traffic fatalities during 2011-2020. Therefore, UN Decade of Actions 2021-2030 Global
Plan was adopted vide resolution 74/299 September 2020, with the same philosophy ‘safe system
approach’, to reduce fatalities by 50 percent.
The consultant’s recommendations are limited to Pillar 1, Pillar 2 and Pillar 4 for selected activities based
practical proposals in harmony with UN recommendations and present road conditions of feeder roads in
Rwanda.
6.1 PILLAR 1: INSTITUTIONAL ACTIVITIES

 Promote road safety ownership and accountability among road authorities and road engineers
 Establish and support data systems to measure and monitor road traffic deaths, injuries and
develop a Road Accident Data Management System (RADMS) to process data, evaluate road
safety, and outcome measures and Integrated modules for following agencies:
o RTDA
o Police
o Transport (vehicles) and
o Health services
 Capacity development: Road safety workshops with field visits and training in short courses of a
week for Road Engineers promoting the safe system approach for forgiving design of roads;
 Establish a system of Road Safety Audits of District Road Class 1 and Class 2;
 Propose Law for protection of Good Samaritans who bring the injured person to hospital;
and more activities could be added progressively.
6.2 PILLAR 2: SAFER ROADS ACTIVITIES FOR ROAD AGENCIES

 To commit a minimum of 10 percent of road budgets to dedicated for improvement/safety
intervention at accident proven/prone location;
 Set a target to “eliminate known high-risk locations/roads”; (temporarily install cautionary
information about risk, also emergency helpline number)
 Traffic calming measures at locations as recommended in Chapter 4 and Chapter 5 (Fig. 5-1 and
Fig. 5-2);

Actions Report
 Bring feeder roads to ‘Fair’ conditions, priority can be set based on traffic/class of road;
(Uniform roadway width should be maintained on feeder roads. Min 9 m width is
recommended);
 Install road signs and delineators with reflector along roads to guide drivers about alignment in
night; (may use any waste/scrap material as delineators as a low-cost device and paint it);
 Install crash barriers or masonry walls painted B&W band (intermittently to allow flow of water
to valley side;
 Spot improvements and corrective actions for improvements of existing alignments, curves,
road junctions, school locations;
 Identify hazardous road locations or sections where excessive numbers or severity of crashes
occur and take corrective measures accordingly; (fixed rigid object (e.g. pole/tree) close to
pavement, sharp bends with inadequate sight distance;
 Review standards and guidelines periodically based on field experience and propose
amendments to competent authorities;
 conduct safety assessments of existing road infrastructure and implement proven engineering
treatments to improve safety performance;
 May consider a selected road reporting high fatalities for development of Safe Demo Corridor
and monitor reduction in fatalities and injuries; (a model that can be example for reducing
injuries);
 Identify the number and location of deaths and injuries by road user type, and the key
infrastructure factors that influence risk for each user group (till RADMS is developed);
 Ensure work zone safety during construction /maintenance;
6.3 PILLAR 4: SAFER ROAD USERS

Road safety education for raising awareness in people living along the road/schools/
(a) Sensitization of community to road safety
 Local scenario of road safety highlighting issues around the community;
 Importance of road safety: social, economic, psychological impact;
 Role of community in building sensitivity;
 Real life case studies and discussion;
(b) Road safety knowledge and education

 General road and traffic rules;
 Importance of helmet use, seat belt use, obeying traffic lights and signage etc.;
 Safety measures to be taken on roads;
 Legal/Motor Vehicle Act provisions;
 Emergency response contact numbers and resources;
 Managing traffic and school access point;

Actions Report
(c) First-Aid Training to people living on road side (who generally first to reach to accident spot)
 Importance of ‘concept of golden hour’;
 Sensitizing and educating medical emergencies and “early response”;
 Activation of emergency services and saving life;
 Demonstration and practical hands-on training of Cardio Pulmonary cerebral
Resuscitation (CPCR) and other life saving techniques;
The good condition of safer rural roads reflects enormous savings associated with reduced road fatalities
and injuries, reduced travel time, safety of passengers, and good and timely delivery of local produce.
Above recommendations are focused on road agencies and road engineering.

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RWANDA TRANSPORT DEVELOPMENT

AGENCY (RTDA) The Government of the Republic of

Contract Ref No: RW-RTDA-15427-CS-QCBS

REVIEW OF ROAD SAFETY ON FEEDER ROADS AND

LEA Associates South Asia Pvt. Ltd. (LASA), Indiain

Sl. No Version Date Author Checked Approved Issue

CANADA | INDIA | AFRICA | MIDDLE EAST P age | i

CANADA | INDIA | AFRICA | MIDDLE EAST P age | i

3.9.6 Rupture Points.....................................................................................................................

CANADA | INDIA | AFRICA | MIDDLE EAST Page | ii

CANADA | INDIA | AFRICA | MIDDLE EAST P age | iii

DFRSO : District Feeder Road Safety Offi cer

CANADA | INDIA | AFRICA | MIDDLE EAST Page | iv

1.2 CONSULTANT’S ASSIGNMENT

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 1

1.3 CONSULTANT’S TASKS – TASK 11 PERTAINS TO ROAD SAFETY REVIEW

01 Align NFRMP with strategic

03 NFRMP will help to provide

Socio-economic Review of construction

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 2

Review of Study and review Review of transport services

A11 A12 A13 A14 A15

Road safety Presentation & Update results of the

1.4 ROAD SAFETY IS A VITAL ISSUE IN RWANDA AND WORLD

1.5 STUDY SCOPE & OBJECTIVES

1.6 ROAD SAFETY TASK-11 AND FOCUS OF THE REPORT

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 3

1.7 STRUCTURE OF THE REPORT

Chapter 4 : Presents the Traffic Calming through Rural Settlements.

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 4

2.2 MEASURES OF SEVERITY OF ROAD SAFETY

a. Road fatalities (persons killed) per 100,000 population

b. Road fatalities (persons killed) per 10, 000 vehicles

c. Road fatalities (persons killed) per 100 accidents

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 1

2.3 GLOBAL DISTRIBUTION OF POPULATION, FATALITIES AND VEHICLES IN

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 2

26 Zimbabwe Africa 16150362 Low 1198584 74 1721 5601 34.7

Income Categories High Middle Low

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 3

2.4 REGIONAL DISPARATY IN DEATHS PER 100,000 PERSONS

2.5 REGIONAL DISPARATY IN DEATHS BY ROAD USER TYPE

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 4

2.6 RWANDA VEHICLES AND ROAD ACCIDENTS

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 5

Table 2-6: Rwanda-Road accidents 2015 to 2020*

2.7 RWANDA FEEDER ROADS NETWOK AND ACCIDENTS

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 6

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 7

3 SAFE SYSTEM APPROACH BASED UN FRAMEWORK

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 1

3.3 UNITED NATIONS DECADE OF ACTION 2011-2020: RECOMMENDED

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 2

3.4 RWANDA FEEDER ROAD NETWORK AND ROAD CONDITION

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 3

Rwanda Feeder Roads Network Length - 32942 km

P5; 7271; 22% D1

Figure 3-2: Rwanda-Feeder Roads Network- share of length in road classes

Rwanda Feeder Roads Network 32942km

0 5000 10000 15000 20000 25000 30000

CANADA | INDIA | AFRICA | MIDDLE EAST P age | 4

Rwanda Feeder Roads (D1+D2+P4+P5) 32942 km