Muhlrad, Reselli'ch Director, Instimt National de Recherche sur les Transports et leur Securite, France

INTRODUCTION

Since the Frrst World War, industrialized counlries have hadtoface a problem of road accidents, as one ofthe main causes of mortality and morbidity. Considerable amounts of money have^been spent^to implement appropriate measures in order

to redoce the nwnber and severity of accidents.

Developing counlries started facing the same problem in the 70's, due to a sharp increase of motorization.

This new preoccupation motivated the comprehensive accident study carried out in COte d'Ivoire.

1. REASONS AND OBJECllVES FOR THE STUDY 1.1 The reasons

In COte d'Ivoire, accidents started increasing inthe 70's at the following rate:

- 1976: 2512 accidents,424 fatalities, 4950 injuries.

- 1977: 3894 (+51.4%), 600 (+41.5%), 6266 (+26.6%).

- 1978: 4962 (+27.4%), 699 (+16.5%), 10409 (-H56.1%).

The financial bunlen of the accident situation was estimated at1%of the Gross National Product, which

was

fartooheavy for the national economy.

As a consequence, OSER, the Office for RoadSafety, was created in 19~, inorder to define, implement, and coordinate all possible means to improve road-users' safety.

Thetlsk

was

vast and difficult andresultswere neededrapidly. The Government of Cote d'Ivoire then determined^to launch a comprehensive road accident study, taking into account the =io-economical background of the people concerned.

U The objectives

The main objectives were the following:

- to design and implement a comprehensive system for accident data collection and treatrnen~

- to analyse in

details

the characteristics and

causes

of accidents, on the basis of existing data and of complementary investigations in UIban

areas

and

on

rural

roads;

- todetermine the sociaI and economic costofaccidenlS in ordertoset up a reference for the evaluation of safety measures:

- to identify the most appropriate measures to improve safety.

1.3The funding ofthe study

The study was financed through a loan from the World Bank. Among the consultants invited tosubmit a proposal, a group of

tIuee

French firms was selected: BCEOM (Central Office for Overseas Equipment), ONSER (National Organization for Traffic Safety, now part oflNRETS), and SCET (Central

Office

for Equipment), represented by its branch in Cote d'!voire, SCET-IYOIRE.

Thestudy started on 15 April 1983 and ended on 15 December 1984').

2. DESIGN AND IMPLEMENTATION OF THE STUDY 2.1 Methodology

The methodology designed for the Cote d'lvoire study was later specifiedand published by INRETS'). It isbasedon the following principles:

• to C3lTY out an in-{iepth diagnosis of the accident situatiDn, in order to identify the most critical accident situations and their detennining factors, from which the directions for action will fDllow;

• to cover, both in theanalysis ofthecurrent situation and in thesearch for appropriate modes of action, the entire field Df possible activities likely to have an influence on accidents, laking into account their cDmplemenlJlry aspects and the need fDr coordination;

- to take into account the psychological, cultural, and socio-eeonomic background of the country in the accident analysis and in the design of countenneasures;

- to articulate within an integrated programmeall the courses of safety actions derived from the diagnosis;

• to propose an institutional structure abletoenswe future actionandcoordination ofallsectors involved in the programme, as well as a follow-up of the accident situation and ofthe measures implemented.

The safety study is planned in five steps, that may partially overlap:

1 - Analysis of the current situation: sources and quality ofdata, institutional organization for trnffic safety, safety measures already implemented.

2 - SupplemenlJlrydatacollection and analysis: gathering of local accidentdata, of trnffic data, ere., ad hoc investigations and surveys on accidents and their psycho-sociological context, etc.

3 • Extended safety diagnosis: accidents and causal factors, regulatory framework, human background, potential for funrre action, cost of accidents.

4 - Definition of basic principles for action, taking into accountthecritical accident problems andthecausal factors as well as the institutional oppornrrtities and the psycho-social data providing indications of the acceptability of specific modes of action.

5 - Integration of the proposed safety measures within a programme, putting forward the priorities, the complememariti-es, and the means necessary for implementation.

Clearly, thistypeof approachrequiresa multidisciplinary team,gathering enoughskillstocovertheentire range of possible measures.

2.2 The tasks carried out and the dilTlCulties encountered

The objectives of the swdy (diagnosis and integrated programme) were not easy to reach, due to severe lack of accident data at the beginning, as well asto insufficient manpower for traffic safety in Cote d'lvoire (OSER then counted only a few members who were already overworked and did not have any counteJparlS in the inner

pan

of the country). Although collaborations were found at theUniversity of COte d'lvDire, the mililJlry Frre-Brigade, and the Police in the inland cities, possibilities of field-ol>servations remained limited.

The main tasks eventually carried out were the following:

- a detailed examination ofthenational accidentdatasystem and of jJOSS1ble ways of improving it, and the design of a new computer-based system to provide periodical statistics and a thorough follow-up of the safety situation;

- an estimateof thesocia1 cost of accidents, based on conventional indicators(lass of productivity, direct medical COSts, insurance and damage costs);

- a statistical analysis of accidents onrural roads, using a representative sample of 500 accident records provided by the Genctannerie (road-police);

- a statistical analysis of accidents in Abidjan, using a representative sample of 225 accident summaries provided by the Police; results were confirmed by a second sample of similar size, drawn the following year as controls;

· a simplified accident data collection in a representative sample ofinlandcities, in oolertoget a first estimate of the local safety situation; the reference period varied between six months and a year;

- an in-{jepthstudy of accident causal!!'OC=,using a random sample of 135 accident reports provided by the Coun for Driving-License Withdrawal, in a view to identifying the main causal or aggravating factors;

- a psycho-sociological investigation in Abidjan, consisting in semi-{jirective interviews of a representative sample of drivers, and aimedatdetermining the attitudes towards mobility and the choice of trnnspon means, the degree of SUbjective unsafety, and current knowledge and opinons as to safety measures;

- an institutional analysis, with a view to identify opportunities for safety action, and to suggest improvements in the administrative structure;

- a detailed accident investigation, organized with Abidjan's emergency services (SAMU), in order to prepare some complete accident files as pedagogical supports for future professional training;

- a safety II'aining seminar for professionals and decision-makers; it took place in Abidjan in October 1984, under the sponsorship of the Ministry of Public Works, Housing, TransportandCommunications, and was publicized on television and in lhe papers.

The diagnosis put forward as priorities pedestrian accidents (in urban areas and on rural roads), single vehicle occidenls (particularly ondin-roads), theover-involvement of public-transport vehicles, night accidents in urbanareas, the high level ofriskoillarge urban arteries !Jlckingthe basicsafety facilities, and fInally a two-wheeler safety problem in inland cities.

Excessive or ill-regulated speed appeared as the most frequent accident facror, combined wilh defects of the road or lhe roadside in rural areas, insufficient roadsigning, overloading and bad maintenance of vehicles, and lack of driving experience of some road-users. Inurban areas moreover, conflicts between lhrough traffic andlocal life, lackof pedestrian facilities, and insufficient public lighting also take their roll.

These findings led ro thedesign of a five-year multi-secroral action plan.

2.3 The final proposlls

Thefinal proposals that were fonnulated in lhe study report') can be classified inro four broad categories:

1 - CompUler-based accidelll-dala collection and treatmelll:

- Implementation on a pennanent basis of lhe

system

experimented dwing lhe study, that relied on intennediate data gathering and checking at lhe regional level before the fmal centralization and computer treatment of lhe dataat OSER;

- Acquisition by OSER in the medium-tenn of micnxomputers, ro replace the heavy infrastructure currently used for accident data base managemen~ data processing programs elaborated dwing the study being compatible wilh this new form of equipmen~

2- Road infrastrw::ture and traffic:

- Improvement of lhe rural road-networlc; in particular, lateral protection on narrow road sections, advanced signing of hazardous locations, planning of road-maintenance;

- Traffic management in urban areas: installation of pedestrian facilities on the main traffic-arteries (side-walks and crossing areas), speed-reducing measures, child-protection measures in residential areas and around schools, improvement of public lighting and of road marking, safety equipment of lhe main urban junctions;

- Extension of lhe progrnmme of mandatory technical visirs for vehicles (to include suspension checking), and organiza-tion of random checks ofthe mechanical state of vehicles on theroads;

- Further development oftheschooleducation programmes already launched by OSER, as well as of lhe lI'aining of driving instructo<s; organization of a specific II'aining system for two-wheelers (moped-riders), especially in inland cities.

3 -11lStitUlionai srructures:

- Development of OSER, balh in ternls of manpower and technical equipmen~ o:ansfer of lhe Office from lhe Ministryof Public Wades directly to lhe Cabine~ in order ro provide it with more independence and ^greater aulhority. Creation of decenlrll1ized branches, with a view ro better treatment of local accident problems.

- Creation of a networle of local agenciestoteach the highway code. the main target being the light two-wheelers who escape the traditional channels of driver II'aining and licensing.

- Establish a directory plan for public infonnation, in order ro coordinate media-activities and rationalize the safety messages publicized.

- Finally, further develop lhe emergency services already at worle in Abidjan (extension of the regulation centte), and progressively extend the soucture ro lhe whole country, wilh the necessary adaptations ro take care of local opportuniti-es or conslI'ainrs.

4 - Research andstudies:

- Creation ofa National Committee for Accident Investigation, aimed at making lhe decision-makers more aware of the accident problem, and at gathering pedagogical material for the training of future road safety professionals; such a Committee is necessarily multi-discipinary andshould involve representatives ofall administrative secrors concerned wilh safety (public worlcs, public health, education, etc.); some preliminary knowledge of accident investigation methods is essential.

- Analysis of the processes generating pedestrian accidents, on lhe basis of detailed accident investigation fJles and of behavioural observations, in order to define more specific safety measures (lhe classical ones being rather costly).

- Detection of urban bIackspors (particularly in Abidjan area), identification of the local causal factors and appropriate

treatmen~ tocarry out the operation, a comprehensive accident file must be available for the urbanarea, including precise accident location.

. In-depth study of the problems related to speed(in urban and in ruralareas), alcohol, 3I1d drugs; it will be necessary to invest in specialized equipment, and field surveys will have to be carried out

• Follow-up of safety programmes and measures, based in the short-lenn on the observation of the behavioural changes induced, and in the longer tenn on accident trends.

The proposals summarized above were detailed in the action programme; it was left to the professionals to finalize them for application and to the decision-makers to coordinate and fmance their implementation...

3. APPUCATION OF THE PROPOSALS OF THE STUDY 3.1 Institutional structul'l!S

Generally speaking, lack of strong political will has so far delayed application of the institutional changes suggested by thestudy,particularly as concerns the development of the authority and means of OSER and the organization of a structure to teach the highway code to moped·riders.

The emergency rescue system based in Abidjan, which has been working since 1976, is now autonomous (SAMU), and answers to the Ministry of Health. The economic problems currently experienced by thecountry haveso farprevented the desired extension ofthe sysrem to all the main inland cities. However, two btallChes of the SAMU have been established in BouaJce and Yamoussoukro.

3.2 Computer-based accident data collection and treatment

The study suggested improvements of the datarecording and treatment system, conditional to the acquisition of appropri.

are computer mataial. This has been SO far delayed, for la:k of fmancing. Accident data treatment is therefore still perfooned manually, which limits OSER's ability to fulfill its mission.

3.3 Road infrastructure and traffic

The main proposals of the study were improvements of the nual national road netWork, and implementation of safety facilities on the street netwerl< of Abidjan and the inland cities.

Although directly related to traffic safety, such measures have to be applied within the genernl programme of development and maintenance of road infrastructure, which is lISlla1ly oriented by economic, or even political. objectives.

Recently, the national road network has been considerably improved through various sectoral development and maintenance plans, financed with the help of international agencies such as the World Bank.

As

far

as traffic is concerned, the main

proposals

were to increase efficiency and coordinate measures for vehide safety, and to develop safety education and II'lIining.

Technical visits for vehicles have been mandatory in Cote d'!voire since 1964; they are performed by an !vorian fmn, S!crA.which is currently being privatized., and with which OSER has regularly been coopernting, for irtstanee to organize campaigns.

Road safety education in schools has been organized by OSER and mandatory since 1983, and keeps progressing in the primary classes. However, the II'lIining seminars proposed for school teachers could not be implemented for lack of flllllflCing, as the number of teachers concerned is quite high (3COOO intoIai). OSER is thus taekling the problem within its regular activities, by organizing conferences, games and competitions laTgeted both at the teachers and at the pupils, in order to make them more familiar with traffic safety within the school environment

As far

as

driver trnining is concerned, OSER periodically organizes post-license courses, aimedatparticular categories of professional drivers, to make up for the lack of an adeqwte and permanent structure to train the

users

of high-tonnage lorries.

Finally, although there is in the country a distinct need of trained driving instructor'S, the specialized training sessions have been interrupted since 1985, forla:k of fInancial means.

3.4 Research and studies

1 . Creation of a Committee for Accident Investigation

In spite of all the advantages that would present a multi-disciplinaIy Committee gathering all the main actors for trnffic safety in the country. with the particular aim of examining the most serious accident cases, it has not yet

teen

crelled.

2 . Analysis of die processes generating pedestrian accidelllS

The pedestrian safety problem is an acute preoccupation for our country. Although in-{!epth re=h has not yet been undertaken in this field. OSER regularly carries out safety actions,basedinparticularon statistical accident data treatment

• information and education

campaigns,

aimed at all pedestrians;

• traffic education programmes at school and games or competitions on trnffic safety, aimed at young children and teenagers.

Moreover, efforts

are

made, in coqJeration with local authorities, to improve thesurroundings of schools (specialsigning, crossing facilities, proteetion of children at the beginning and the end of classes).

3- Accidelll blackspot treatmelll

In this particular field, a mu,lti-disciplinaIy ad hoc commission has been set up by the Ministry of Public W0Iks and Tnmsport. The commission now works on Abidjan area, where about ferty blackspots have

teen

detected. To start with, about ten of them

are

being smdied in-{!epth. in order to treat them through adequatesafety measures.

4 - Evaluation of safery measwes

Evaluationisan importantstepin safety work, in ordertocheck the impact of safety mesures and increase their efficiency.

However,theshortage of manpowerandof technical means at OSERhas prevented the Office from mastering this activity so far.

5 - Speed tllId alcohol problems

Speeding and drinking-and-driving

are

important safety problems in COle d'Ivoire.

Unfortunately, OSERdoes not havethe necessary technical means to tmdertake in-{!epth investigations of these problems.

Moreover, the present lack of speed measuring sysrems and breathalizers does not allow the police forces to organize systematic

or

preventive checks, although there

are

provisions for them in the national regulations.

4, CONCLUSION

GeneraJ]y speaking, the difficulties encotmtered in the implemenilltion of the action programme designed by the group BCEOM-ONSER-SCETIVOIRE result from several facts:

- on theone hand,the serious economic

crisis

undergone by the country since the beginning ofthe 80's has not allowed the government to integrate traffic safety into its current development programmes;

• on me otherhand, the present administrative and technical status of OSER does not allow it tocontrol the whole range of traffic safety activities, as it is difficult for the Office to acwally coordinate the various services involved in safety

management.

However, OSER has started to reorganize in order to improve its efficiency.

In addition, a cooperationwithUniversity and the Engineering CoUeges isnow beginning, which should make it possible to introduce research in therange of current activities in the near future,

5. REFERENCES

I ⁰ BCEOM-ONSER-SCETIVOIRE. Etude des Accidents de fa Route etd'un Programme d' Actions de Securire en Cote d'Ivoire. Rapport

final.

Abidjan, November 1984.

2 - MUHLRAD N. Traffic Safety R = h for Developing Countries: Methodology andFirst Results. Syntbese INRETS no 7, August 1987.

3,300 Ian 4,895 Ian 1,965 km

2.12 TRAFFIC SAFETY IN NIGER: ACCIDENT SITUAl'lON, INTEGRATED

PROGRAMME AND INSTITUTIONAL ORGANIZATION

Dans le document Compendium of papers : Second African Road Safety Congress, Addis Ababa, 16-20 October 1989 (Page 112-117)