Component D Road Safety Improvement

REPUBLIC OF KENYA
MINISTRY OF ROADS & PUBLIC WORKS
NORTHERN CORRIDOR TRANSPORT IMPROVEMENT

PROJECT
YEAR TWO (2010)

MONITORING REPORT
Component D: Road Safety Improvement
FEBRUARY 2010
UNIVERSITY OF NAIROBI
ENTERPRISES AND
SERVICES LTD (UNES)
P.O. BOX 68241
NAIROBI.
KENYA
THE PROJECT MANAGER (NCTIP)

MINISTRY OF ROADS
& PUBLIC WORKS
P.O. BOX 30260-00100
NAIROBI
KENYA
THE PERMANENT SECRETARY

MINISTRY OF ROADS
& PUBLIC WORKS
P.O. BOX 30260-00100
NAIROBI
KENYA
Project Monitoring and Evaluation

Component
Northern Corridor Transport Improvement

Project
[2010
]
Abbreviations
UNES
NC
Veh - Km
Mvk
Jn
GSU
KPC
GoK
WB
EU
University of Nairobi Enterprises and Services Limited

Northern Corridor
Vehicle kilometres
Million vehicle kilometres
Junction
General Service Unit
Kenya Pipeline Company
Government of Kenya
World Bank
European Union
Volume 4 Component D- Road Safety Improvement

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Table of Contents
EXECUTIVE SUMMARY .....................................................................................................4
INTRODUCTION ..................................................................................................................7
General ...........................................................................................................................7
Project Background .......................................................................................................7
Study Objectives .............................................................................................................7
STUDY METHODOLOGY ...................................................................................................8
ANALYSIS OF DATA ............................................................................................................8
Data on Accidents ..........................................................................................................8

Data Analysis.................................................................................................................9
Nature of Accidents .....................................................................................................10
Causes of Accidents.....................................................................................................10
Different forms of involvement in Accidents ..............................................................12
Injuries .........................................................................................................................20
Road Surface Condition................................................................................................30
Time of Accidents ........................................................................................................30
DISCUSSION OF RESULTS ...............................................................................................34

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EXECUTIVE SUMMARY
The Monitoring and Evaluation of the Northern Corridor Road Improvement Project for
the Road safety component involves:
Collection and analysis of accident data along the entire Northern corridor;
Making recommendations on the appropriate measures in order to improve road
safety; and
Assessing the effectiveness of road safety awareness campaigns along the
Northern Corridor.
The baseline data collection exercise was carried out in April 2006, a follow up year
survey was undertaken in 2007 while second year survey was undertaken in 2009 in
order to assess the impact of the road rehabilitation along the Corridor.
The baseline survey report- Component D: Road Safety Improvement- was submitted in
December 2006, the year one survey report was submitted in 2007. The 2009 report
summarizes the findings relating to accidents as recorded in various police stations
along the corridor. The corridor has been divided into five major sections as follows:
Mombasa Nairobi
Greater Nairobi
Nairobi Nakuru Mau Summit
Mau sammit Eldoret Malaba
Mau summit Kisumu Busia
The data collected from the police stations has provided data on:
The type of accidents;

The time when the accident occurred;
The parties involved in the accidents;
The causes of accidents;
The general condition of the road; and
Identified accident black spots
During the 2009 data collection, the following police stations were used for the
exercise:
Mackinnon;
Mariakani;
Changamwe;
Mtito Andei;
Machakos;
Athi River;

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Taru;
Kikuyu;
Limuru;
Naivasha;
Nakuru;
Kericho;
Ahero;
Kisumu;
Bungoma; and
Malaba
The traffic flow for 2007 was estimated on the basis of the traffic survey data collected
in 2006 with a 5% traffic growth.
It is noted that while considerable portion of the Northern Corridor rehabilitation had
been accomplished for the Mombasa Nairobi section and Mai Maiu - Nakuru - Mau
Summit section by end of 2009, Mau summit Kericho- Kisumu Busia / Eldoret
Malaba sections had not been completed.
The results of the study show that more accidents largely occurred during the day as
compared to night. More fatal accidents were also found to occur during the day. This
pattern was observed for Kisumu Busia, Malaba Bungoma, Nairobi Mombasa,
Nakuru and Voi areas, Mau sammit Kericho Kisumu sections of the Northern
Corridor.
In respect of road surface, the results of the study indicate that the majority of the
accidents occurred on the dry sections (64%) of the road while the very rough sections
accounted for only 2% in the Mariakani area.
The causes of accidents were found to be largely of human nature. Drivers accounted
for the largest accident causation with 50 per cent in 2007 and 48.4 per cent in 2009
followed by pedestrians with 21 per cent in 2007 and 21.7 in 2009 and closely followed
by pedal cyclists with 20 per cent in 2007 and 13.6 per cent in 2009.Vehicle defects
accounted for about 1.5 per cent in 2007and 0.6 per cent in 2009 and passengers
account for about 1 per cent .In terms of injuries passengers account for the largest
proportion followed by pedestrians, drivers, and cyclists depending on the location. The
larger portion of accident victims were adult males.
The analysis of the data collected from the police stations show that as a result of
rehabilitation works carried out on Mombasa Machakos turn-off section of the
Northern Corridor:The number of accidents reduced from 231million vehicle-km in 2006 to 174million
vehicle-km in 2007.

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The number of fatalities reduced from 63 million vehicle-Km in 2006 to 53

million vehicle-Km in 2007.
The number of serious accidents reduced from 192 million vehicle-km in
2006 to 39 million vehicle-km in 2007.
The number of slight injury accidents reduced from 320 million vehicle-km
in 2006 to 68 million vehicle-km in 2007.
In the case of road safety awareness, no significant measures had been introduced by
2009. As recommended in the 2006 Baseline study report, it is important that road
safety awareness campaigns, in terms of training of trainers and resource materials, be
put in place especially for Primary Schools and for long distance and other drivers
(especially Matatu drivers).
In respect of road safety audit, it is noted that issues of visual intrusion have yet to be
addressed and there are many advertisements, illegal structures and roadside activiti
es which need to be attended to in order to enhance road safety.

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COMPONENT D: ROAD SAFETY

IMPROVEMENT
1
Introduction
1.1
General
One of the benefits, normally expected to accrue due to the improvement of
roads, is the reduction in traffic accidents. The assumption is that, through the
improvement, the road environment will be better and hence safer to use. The
expectation may sometimes not be realised, as travel speeds will generally
increase with the consequence of higher rates of accidents. Further the increase
in vehicle population will tend to dampen down the actual reduction of
accidents. Traffic data analysis and interpretation therefore requires that the
number of accidents before and after road improvements be known, to determine
if indeed, accidents have reduced, either in numbers, or in terms of severity.
1.2
Project Background
The entire Northern Corridor (NC) road is the main trade corridor for Kenya and
the neighbouring land locked countries. The road condition has been generally
poor due to inadequate resources for rehabilitation and maintenance. The
corridor operations remain characterised by high accident rates. In order to
reverse this trend, the GoK, with the assistance of the World Bank (WB) and the
European Union (EU), has undertaken a major project to rehabilitate the
Northern Corridor to improve road safety among other objectives. The
University of Nairobi Enterprises and Services Limited (UNES) was
commissioned by the Ministry of Roads and Public Works to monitor the road
safety improvements of the Northern Corridor from the Port of Mombasa to the
Border posts at Malaba and Busia.
It is noted that some sections of the Northern Corridor had already been
improved before this Monitoring and Evaluation study started while others were
undergoing improvement.
1.3
Study Objectives
Baseline Survey was carried out in 2006 whose objectives were:
(a) To collect and analyse accident data for all sections of the Northern Corridor
road as well as for the entire Northern Corridor and the whole country,
before the construction and annually thereafter

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(b) To assess and make recommendations on visual intrusions (adverts, illegal

structures, and other roadside activities) to the safety and comfort of road
users along the Northern Corridor
(c) Assess the effectiveness of road safety awareness campaigns along the
Northern Corridor.
The objectives of the 2009 study were:(a) To analyse the accident data for the year two survey (2009).
(b) To compare the results of the analysis for the year two survey (2009) with
those ones for the year one survey (2007) and Baseline survey (2006).
(c) To draw conclusions and make recommendations on how the road accidents
should be reduced or prevented.
2.0
STUDY METHODOLOGY
UNES carried out a reconnaissance survey in February 2006 that was followed
by a detailed field baseline data collection exercise between 4th April 2006 and
13th April 2006. Road safety audit was conducted to examine and investigate
causes and locations of accidents black spots. Data on current road safety
awareness was collected through questionnaires administered to drivers and
communities living along the corridor, while the accident data was obtained
from the MoRPW and the Traffic Police. The 2009 study involved gathering and
analysing data collected by the Traffic Police from selected police stations along
the Northern Corridor. The survey enabled proper and accurate analysis and
interpretation of the road safety conditions along the entire Northern Corridor.
Accident information was extracted from the Accident Occurrence Book
obtained from police stations using semistructured Accident Data Entry Forms,
which UNES had prepared before the fieldwork.
The police stations from which the data for the year 2009 was obtained are given
in the Table 2.0 below
Table 2.0: Police stations where data was obtained
Road Section
Mombasa Machakos
Machakos- Naivasha
Nakuru Mau Summit
Police stations
Mariakani, Mackinnon, Mtito Andei
Machakos, Athi River, Taru, Limuru, Kikuyu, Naivasha
Nakuru
Mau Summit - Busia

Mau Summit -Malaba
Kericho, Ahero, Kisumu

Bungoma, Malaba

Project
3.0
ANALYSIS OF DATA
3.1
Data on Accidents

Component
[2010
]
The data obtained from Police stations included:

i.
ii.
iii.
iv.
v.
vi.
vii.
3.2
Date, time and location of an accident

Road surface condition (wet, dry, potholed, very rough)
Age , sex, class and nationality of the persons injured
Accident type, (fatal, serious, slight, non-injury)
Nature of damage (slight, serious, write offs)
Parties involved ( Bus/car, car/car, Bus/truck etc)
Cause of the accident, which are ninety nine (99) variables.
Data Analysis
The data from Nakuru Police Station represents the number of accidents
occurring along the section of the Northern Corridor between Nakuru and Mau
Summit while the one from Mariakani, Mackinnon, Mtito Andei and Machakos
Police Stations represent the accidents occurring between Mombasa and
Machakos Junction.
From the Voi Police Station data base, in 2007 it was found out that 67 per cent
of the accidents caused slight damage, 19 per cent caused serious damage, 12 per
cent were a write-off case and 2 per cent of the damages were unknown. Again
in 2007 at Nakuru Police Station, 53 per cent of the damages were slight, 34 per
cent of the damages were serious and 13 per cent were a write-off case. In 2009
there were no data available at the police station on nature of the damages.
At Voi police station the numbers of the people injured were as follows: 25 per
cent were pedestrians, 25 per cent drivers, 21 per cent Motor cyclist, 1 per cent
pillion passengers, 24 per cent passengers, 11 per cent cyclist and other types of
persons were 18 per cent. At Nakuru Police Station, the results were as follows:
30 per cent were pedestrians, 6 per cent were drivers, 2 per cent were motor
cyclists, 14 per cent were passengers, 2 per cent were pillion passengers, 28 per
cent were pedal cyclists and the other persons were 18 per cent. It is therefore
clear that most of those persons injured were pedestrians. At Nakuru high
numbers of pedal cyclists were injured probably due to the presence of the
Boda boda in the town. Also, a considerable number of passengers were
injured which is as a result of large number of public transport vehicles being
involved in the accidents.
In 2007, 89 per cent the accident victims at Voi Police Station were adults while
the rest 11 per cent were children. At Nakuru Police Station 94 per cent of the
victims were adults, and 6 per cent were children.

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84 per cent of the accident victims at Voi Police Station in 2007 were males
while 6 per cent were female. At Nakuru Police Station, in 2007, 79 per cent
were male while the rest 21 per cent were female.
In 2007, at Voi Police Station, 78 per cent of the drivers involved in the
accidents were Kenyans, 4 per cent were Ugandans, and 1 per cent was Zairean,
Briton and Chinese respectively. The nationalities of the drivers were not
recorded in the Nakuru Police Station data.
In 2007 most of the parties involved in the accidents occurring around Voi
police Station were between a truck and truck (15%), truck only 12 per cent, and
car only 12 per cent. The rest of the parties involved ranged within 1-4 per cent.
At Nakuru Police Station, 60 per cent of the accidents were between pickup and
cars, 12 per cent were between pickup and cyclists, the rest parties were 1 per
cent or less.
The number of accidents in million veh-km along the Machakos Mombasa
section reduced from 231in 2006 to 174 in 2007. For Nakuru Mau Summit
section, the number of accidents increased from 333 million Veh-km in 2006 to
1211 million Veh-km in 2007. The number of fatality along the Mombasa
Machakos section reduced from 63 million Veh-km in 2006 to 53 million Vehkm in 2007.For Nakuru- Mau Summit section the fatality was 172 million Vehkm in 2007. There was no data for year 2006. The number of serious accident
cases along the Mombasa Machakos section reduced from 192 million Veh-km
in 2006 to 39 million Veh-km in 2007. This number was 417 for Nakuru-Mau
Summit in 2007. There was no data for year 2006. The number of accidents of
slight nature along the Mombasa Machakos section reduced from 320 million
Veh-km in 2006 to 68 million Veh-km in 2007. This number for Nakuru Mau
Summit section was 508 million Veh-km in the year 2007. Again there was no
data for year 2006.
3.3
Nature of Accidents
In general, the causes of the accidents continued to be of human nature, for
example; Pedestrians crossing without due care , misjudging clearance or vehicle
distance , failing to keep to near side or proper traffic lane , cutting in , losing
control , mechanical defects or failure , crossing road masked by stationary
vehicle , slipping or falling , overtaking improperly , pulling out from one traffic
lane to another without due care , inattentive or diverted attention , stationary
vehicle dangerously parked , swerving , stopping suddenly , and excessive
speeding.
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3.4
[2010
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Component

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Causes of Accidents
The table below shows the causes of accidents as recorded in the occurrence book in the
police record, for the police stations under review, namely Kisumu, Mariakani, Athi
River, Naivasha, Limuru, Taru, Mackinon, Mtito Andei, Machakos, Changamwe,
Bungoma, Kikuyu, Nakuru, Kericho, Ahero and Malaba. See table 3.4 (a) and 3.4 (b).
Table 3.4a: Causes of accidents 2009
Centre
Code
Kisumu
Driver
Pedal
Cyclist
Pedest
rian
Passenger
Animal
Obstruction
Vehicle
defects
Road
defects
Weather
Other
Causes
(1-30)
(31-58)
(59-68)
(69-73)
(74-75)
(76-77)
(78-89)
(90-93)
(94-96)
(97 99)
121
58
58
23
Mariakani
61
23
Athi River
177
15
Naivasha
69
18
Limuru
15
Taru
Mackinon
Mtito Andei
35
Machakos
76
18
32
11
128
43
11
Bungoma
38
15
11
Kikuyu
94
22
107
15
54
Nakuru
138
90
108
67
Kericho
95
21
37
13
11
Malaba
29
13
11
Ahero
43
27
33
10
1119
314
502
31
87
13
227
48.4
13.6
21.7
1.3
0.3
0.3
3.8
0.6
0.1
9.8
Vehicle
Road
Changamwe
Total
Percentage
15
Table 3.4 (b): Causes of accidents 2007

Pedal
Pedest
Centre
Driver
Passenger
Animal
Obstruction
Cyclist
rian
Code
(1-30)
(31-58)
Kisumu
176
Mariakani
defects
defects
(59-68)
(69-73)
(74-75)
(76-77)
(78-89)
(90-93)
(94-96)
85
76
63
10
27
Total
239
95
103
Percentage
50
20
21
0.5
1.5
Weather
0.5
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3.5

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Different forms of involvement in accidents

In 2007, from the Voi Police Station data, the findings for the parties involved in
the accidents were as follows: Truck and cyclist 3 per cent, truck and pickup 11
per cent, matatu and pedestrians 4 per cent, truck only 12 per cent, truck and car
8 per cent, cyclist 1 per cent, car only 13 per cent, pickup and car 1 per cent, bus
and car 1 per cent, pedestrian and truck 4 per cent, pedestrian and car 5 per cent,
matatu and bus 1 per cent, pedestrians and bus 1 per cent, matatu and truck 4 per
cent, bus and truck 3 per cent, truck and truck 15 per cent, bus only 4 per cent,
pickup and cyclists 3 per cent, car and cyclists 1 per cent, matatu only 1 per cent,
pedestrians and pickup 1 per cent, and bus and cyclist 3 per cent.
The findings on parties involved in accidents in respect of Busia area, 34 per
cent were vehicle/vehicle, 26 per cent single vehicle, 1 per cent vehicle/motor
cycle and 21 per cent vehicle/cyclist in 2006. In 2007, the Busia area had 35 per
cent vehicle/ vehicle, 19 per cent single vehicle, 1 per cent vehicle/motor cycle
and 30 per cent vehicle/cyclist. See figure 3.5(a).
Fig. 3.5 (a)

Malaba Bungoma area, in 2006, had 24 per cent Vehicle/vehicle, 26 per cent
single vehicle, 13 per cent vehicle motor cycle and 17 per cent vehicle/cyclist. In
2007, Malaba Bungoma area had 14 per cent vehicle/vehicle, 14 per cent
single vehicle, 18 per cent vehicle/motor cycle and 23 per cent vehicle/cyclist
See figure 3.5 (a). In 2009, Malaba area had 32 per cent vehicle/vehicle, 32 per
cent single vehicle, 4 per cent vehicle/motor cycle and 3 per cent vehicle/cyclist.
See figure 3.5(b).
In 2009, Ahero area had 63 per cent vehicle/vehicle, 28 per cent single vehicle, 7
per cent vehicle/motor cycle, 2 per cent single motor cycle. In 2009, Kisumu
area had 55 per cent vehicle/vehicle, 16 per cent single vehicle, 12 per cent
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vehicle/motor cycle, 10 per cent single motor cycle and 7 per cent
vehicle/cyclist. See figure 3.5(b).
Fig. 3.5 (b)

Mtito Andei area, in 2006, had 23 per cent vehicle/vehicle, 36 per cent single
vehicle, 3 per cent vehicle/cyclist; and in 2007 the area had 37 per cent
vehicle/vehicle, 42 per cent single vehicle and 7 per cent vehicle/cyclist. In
2009, Mtito Andei area had 55 per cent single vehicle, 43 per cent
vehicle/vehicle and 1 per cent single motor cycle. See figure 3.5(c).
In 2009, Machakos turn off area had 66 per cent vehicle/vehicle, 27 per cent
single vehicle, 6 per cent single motor cycle and 1 per cent vehicle/motor cycle.
See figure 3.5(c).
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Fig. 3.5(c)
In 2009, Athi River area had 55 per cent vehicle/vehicle, 39 per cent single
vehicle, 4 per cent single motor cycle and 2 per cent vehicle/motor cycle. In
2009, Naivasha area of Naivasha Nakuru corridor had 47 per cent
vehicle/vehicle, 38 per cent single vehicle, 8 per cent vehicle/motor cycle and 7
per cent single motor cycle. In 2009, Limuru area had 57 per cent
vehicle/vehicle, 40 per cent single vehicle, 2 per cent single motor cycle and 1
per cent vehicle/motor cycle. See figure 3.5(d).
Fig. 3.5 (d)

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In 2009, Taru area had 63 per cent vehicle/vehicle, 33 per cent single vehicle
and 4 per cent vehicle/motor cycle. In 2009, Mackinon area had 61 per cent
vehicle/vehicle, 36 per cent single vehicle and 2 per cent vehicle/motor cycle.
See Figure 3.5 (e).
Fig.3.5 (e)
In 2009, Mariakani area had 50 per cent single vehicle, 39 per cent
vehicle/vehicle, 8 per cent vehicle/motor cycle and 3 per cent single motor cycle.
In 2009, Changamwe area had 43 per cent single vehicle, 40 per cent
vehicle/vehicle, 8 per cent vehicle/motor cycle, 5 per cent single motor cycle and
4 per cent vehicle/cyclist. See figure 3.5(f).
Fig.3.5 (f)
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In 2009, Bungoma area had 40 per cent vehicle/cyclist, 27 per cent single
vehicle, 23 per cent vehicle/vehicle, 8 per cent single motor cyclist and 3 per
cent vehicle/motor cyclist. In 2009, Kikuyu area had 70 per cent vehicle/vehicle,
29 per cent single vehicle and 1 per cent single motor cycle. See figure
3.5(g).
In 2007 from the Nakuru Police Station data, the findings of the parties involved
in the accidents were as follows: Truck and cyclist 2 per cent, truck and pickup 1
per cent, Matatu and pedestrians 0 per cent, truck only 5 per cent, truck and car 7
per cent, cyclist 5 per cent, car only 3 per cent, pickup and car 59 per cent, bus
and car 0 per cent, pedestrian and truck 0 per cent, pedestrian and car 0 per cent ,
matatu and bus 0 per cent, pedestrians and bus 0 per cent, matatu and truck 0 per
cent, bus and truck 0 per cent, truck and truck 0 per cent, bus only 0 per cent,
pickup and cyclists 12 per cent, car and cyclists 6 per cent, matatu only 0 per
cent, pedestrians and pickup 0 per cent, and bus and cyclist 0 per cent. In 2009,
Nakuru area had 75 per cent vehicle/vehicle, 11 per cent single vehicle, 8 per
cent vehicle/motor cycle, 4 per cent single motor cycle and 3 per cent vehicle
cyclist. See figure 3.5(g).
In 2009, Kericho area had 56 per cent vehicle/vehicle, 33 per cent single vehicle,
4 per cent vehicle/motor cycle, 4 per cent single motor cycle and 1 per cent
vehicle/cyclist. See figure 3.5(g).
Fig.3.5 (g)
The above results show that vehicle/ vehicle accidents are most common in the
Northern Corridor followed by single vehicle types of accident. Vehicle/Cyclist
accidents are quite common in Malaba Bungoma area compared to other areas.
Vehicle - Vehicle and single vehicle accidents were the major form of accidents
in Mtito Andei area of Nairobi - Mombasa Highway. This can be attributed to
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higher traffic speeds in this section. Vehicle - Cyclist accidents were generally
negligible.
3.6
Injuries
3.6.1 Class of Injuries
In 2007 at Voi Police Station, 25 per cent of the injured were pedestrians, 21 per
cent were drivers, 1 per cent was motor cyclists, 24 per cent were passengers, 11
per cent were pedal cyclists, and other persons constituted 18 per cent.
In the case of Mackinon Police Station in 2007, of those injured, passengers
constituted 44 per cent, pedestrians 33 per cent, pedal cyclists 9 per cent and
drivers 14 per cent. See figure 3.6.1(a).
Fig. 3.6.1(a)
The analysis of data from Kericho Police for the Mau Summit Busia section
shows that majority of the casualties were passengers. See figure 3.6.1(b).
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Fig. 3.6.1(b)
In the case of Bungoma Police Station in 2009, 32 per cent of the injured were
passengers followed by 30 per cent pedestrians, 24 per cent pedal cyclists and 4
per cent pillion passengers. See figure 3.6.1 (c).
At Kikuyu Police Station in 2009, 51 per cent of the injured were pedestrians
followed by passengers at 26 per cent, drivers at 14 per cent and pedal cyclist at
8 per cent. See figure 3.6.1 (c).
At Nakuru Police Station in 2007, 30 per cent of the injured were pedestrians, 6
per cent were drivers, 2 per cent were motor cyclists, 14 per cent were
passengers, and 28 per cent were pedal cyclists while the other persons
constituted 18 per cent. In the case of Nakuru Police Station in 2009, of those
injured 45 per cent were pedestrians, followed by passengers at 19 per cent,
drivers at 13 per cent, pedal cyclist at 13 per cent and pillion passengers at 4 per
cent. See figure 3.6.1(c).
In 2007, at Kericho Police Station, of the injured 45 per cent were passengers, 25
per cent were drivers, 20 per cent were pedestrians and 10 per cent were
motorcyclists. See figure 3.6.1 (b). In 2009 of the injured at Kericho Police
Station, 41 per cent were passengers, 33 per cent were pedestrians, 21 per cent
were drivers, 4 per cent were pedal cyclists and 1 per cent were pillion
passengers. See figure 3.6.1(c).
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Fig. 3.6.1(c)
In the case of Athi River Police Station, in 2009, of those injured passengers
made up 40 per cent, drivers at 28 per cent, pedestrians at 20 per cent, motor
cyclists at 8 per cent, pillion passengers at 3 per cent and pedal cyclists at 1 per
cent. See figure 3.6.1(d).
In 2009, in Naivasha Police Station, of those injured 37 per cent were
passengers, followed by 31 per cent pedestrians, driver 22 per cent, pedal
cyclists 5 per cent, motor cyclists at 4 per cent and 1 per cent pillion passengers.
See figure 3.6.1(d).
In the case of Limuru Police Station, in 2009, pedestrians contributed 41 per cent
of the injured, 27 per cent were passengers, 24 per cent were drivers, 5 per cent
were pedal cyclists and 2 per cent pillion passengers. See figure 3.6.1(d).
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Fig.3.6.1(d)
At Mtito Andei Police Station, in 2009, of those injured pedal cyclists
contributed 50 per cent, followed by drivers at 38 per cent and 13 per cent were
passengers. See figure 3.6.1(e).
At Machakos Police Station, in 2009, of those injured, 45 per cent were
passengers, 23 per cent were pedestrians, 21 per cent were drivers, then 4 per
cent pedal cyclists and 2 per cent pillion passengers. See figure 3.6.1(e).
Fig. 3.6.1(e)
In Mariakani Police Station, in 2009, passengers contributed 42 per cent of those
injured, 29 per cent were pedestrians, 19 per cent were drivers, 5 per cent pedal
cyclists, 4 per cent motor cyclists and 1 per cent pillion passengers. See figure
3.6.1 (f).
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In Changamwe Police Station, in 2009, pedestrians contributed 51 per cent of

those injured, passengers 22 per cent, drivers 10 per cent, motor cyclists 9 per
cent and pedal cyclists 7 per cent. See figure 3.6.1 (f).
Fig. 3.6.1 (f)

In Malaba Police Station, in 2009, pedestrians contributed 40 per cent of those
injured, pedal cyclists 33 per cent, pillion passengers 11 per cent, Drivers 7 per
cent, passengers 5 per cent and motor cyclists 4 per cent. See figure 3.6.1(g).
In Ahero Police Station, in 2009, pedestrians contributed 41 per cent of the those
injured, followed by passengers contributing 25 per cent, drivers at 15 per cent,
pedal cyclists at 15 per cent and pillion passengers 3 per cent. See figure 3.6.1(g).
In Kisumu Police Station, in 2009, pedestrians contributed 36 per cent of those
injured, pedal cyclists 29 per cent, passengers 22 per cent, drivers 7 per cent and
pillion passengers 6 per cent. See figure 3.6.1(g).
Fig.3.6.1 (g)
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3.6.2 Proportion of Injuries
The proportion of injuries as recorded at Changamwe, Mariakani, Mackinon,

Mtito Andei, Machakos, Athi River, Kikuyu, Taru, Limuru, Naivasha, Nakuru,
Kericho, Ahero, Kisumu, Bungoma and Malaba Police Stations are as shown in
the figures below:
Fatal
16%
Slight
46%
Se rious
38%
Fig. 3.6.2 (a) and Fig. 3.6.2 (b): Accidents in Kisumu in

2007
In the case of Kisumu, in 2007 fatal accidents accounted for 16 per cent, serious
injuries 38 per cent and slight injuries contributed 46 per cent; while in 2009, in
Kisumu fatal accidents accounted for 23 per cent, serious 50 per cent and slight
27 per cent. See figure 3.6.2(a) and 3.6.2(b) above.
Fatal
20%
Slight
39%
Se rious
41%
Fig. 3.6.2(c) and Fig. 3.6.2 (d): Accidents in Mariakani in 2007
22
In the case of Kisumu, in 2007 fatal accidents accounted for 16 per cent, serious
injuries 38 per cent and slight injuries contributed 46 per cent; while in 2009, in
Kisumu fatal accidents accounted for 23 per cent, serious 50 per cent and slight
27 per cent. See figure 3..6.2 (a) and 3.6.2 (b) above.
Fatal
20%
Slight
39%
Se rious
41%
Fig. 3.6.2(c) and Fig. 3.6.2(d): Accidents in Mariakani in 2007

In 2007, in Mariakani, fatal accidents accounted for 20 per cent, serious injuries
41 per cent and slight injuries were 39 per cent. In 2009, the station recorded 23
per cent fatal accidents, 51 per cent serious injuries and 26 per cent slight
injuries. See figure 3.6.2 (c) and 3.6.2 (d) above.
Fatal
16%
Slight
53%
Se rious
31%
Fig. 3.6.2(e) and Fig. 3.6.2 (f): Accidents in Athi River in 2007
In the case of Athi River, in 2007 fatal accidents accounted for 16 per cent,
serious injuries were 31 per cent and slight injuries were 53 per cent. In 2009,
Athi River station recorded 16 per cent fatal accidents, 30 per cent serious
injuries and 54 per cent slight injuries. See figure 3.6.2 (e) and 3.6.2 (f) above.
23
Fig. 3.6.2(g)
Fig.3.6.2(h)
In the case of Ahero, in 2009, fatal accidents accounted for 31 per cent, seriuos
injuries 46 per cent and slight injuries 23 per cent. See figure 3.6.2(g) above.
In 2009, in Changamwe, fatal accidents accounted for 15 per cent, seriuos
injuries 23 per cent and slight injuries 62 per cent. See figure 3.6.2(h) above.
Fig. 3.6.2 (i)
Fig. 3.6.2 (j)
In the case of Mtito Andei, in 2009, fatal accidents accounted for 26 per cent,
seroius injuries at 31 per cent and slight injuries 43 per cent. See figure 3.6.2(i)
above.
In 2009, in Machakos Police Station data, fatal accidents accounted for 16 per
cent, seriuos injuries 31 per cent and slight injuries 53 per cent. See figure 3.6.2
(j) above.
Fig. 3.6.2 (k)
Fig. 3.6.2 (l)
In the case of Bungoma, in 2009, fatal accidents constituted 24 per cent, serious
injuries 47 per cent and slight injuries 29 per cent. See figure 3.6.2(k) above.
In 2009, in Naivasha, fatal accidents accounted for 32 per cent, serious injuries
41 per cent and slight injuries 27 per cent. See figure 3.6.2(l) above.
Fig. 3.6.2(m)
Fig. 3.6.2(n)
In the case of Limuru, in 2009, fatal accidents accounted for 27 per cent, serious
injuries 41 per cent and slight injuries 32 per cent. See figure 3.6.2(m) above.
In 2009, in Malaba, fatal accidents accounted for 14 per cent, seriuos injuries 55
per cent and slight injuries 31 per cent. See figure 3.6.2 (n) above.
Fig. 3.6.2(o)
Fig. 3.6.2(p)
In the case of Taru, in 2009, fatal accidents accounted for 24 per cent, serious
injuries 52 per cent and slight injuries 24 per cent. See figure 3.6.2 (o) above.
In the case of Kikuyu, in 2009, fatal accidents accounted for 20 per cent, serious
injuries 51 per cent and slight injuries 29 per cent. See figure 3.6.2 (p) above.
Fig. 3.6.2 (q) Fig. 3.6.2 (r)
In Mackinon, in 2009, fatal accidents accounted for 41 per cent, serious injuries
31 per cent and slight injuries 28 per cent. See figure 3.6.2 (q) above.
At Nakuru Police Station in 2007, 15 per cent of accidents were fatal, 37 per
cent were serious, 46 per cent were slight while the rest 2 per cent were noninjury. In 2009, Nakuru Police Station reported 26 per cent fatal cases, 51 per
cent serious injuries cases and 23 per cent slight injuries cases. See figure 3.6.2
(r) above.
Fig. 3.6.2 (s)

In Kericho, in 2009, fatal accidents accounted for 26 per cent, serious accidents
accounting for 40 per cent while slight accidents accounted for 34 per cent. See
figure 3.6.2(s) above.
In 2007 Voi Police Station data base, 32 per cent of accidents were fatal, 24 per
cent were serious, 41 per cent were slight, and 2 per cent were non-injury while
the rest 1 per cent were unknown. There were no data for 2009.
The overall picture in 2009, showed that Mackinon Station showed the highest
rate of 41 per cent fatal accidents followed by Naivasha Station at 32 per cent
and then Ahero Station at 31 per cent fatal accidents.
3.7
Road surface condition

There were no data/ records for the road surface conditions in all the police
stations visited in 2009 survey/ data collection. The earlier report had however
given the following observations: At Mariakani police station the accidents
associated with the wet surface comprises 11 per cent. Accidents that occurred
while the surface was dry are 64 per cent. Accidents that happened because the
surface was potholed comprised 23 per cent and those that happened because the
surface was very rough are 2 per cent. In the case of Voi 99 per cent of the
accidents were associated with dry surface and only 1per cent were associated
with wet surface. See table 3.7.
Table 3.7: Accidents associated with road surface conditions
Surface condition
Frequency
Percentage (%)
Wet
12
11
Dry
73
64
Potholed
26
23
Very rough
It was generally noted that road defects and bad weather did not contribute
significantly to road accidents. This is because drivers usually exercise extra
caution when driving under bad conditions thus the negligible number of
accidents attributable to these factors.
3.8
Time of Accidents
In 2007, from Voi Police Station data base, it was found out that 54% of the
accidents occurred during the day time while the rest 46% occurred during the
night. In 2007, at Nakuru Police Station, 60% of the accidents occurred during
the day time while the rest 40% occurred during the night.
In 2007, the distribution of accidents for MackinnonPolice Station 57 per cent of
accidents occurred during the day while 43 per cent of the accidents occurred
during the night.While in Kericho Police stations 65 per cent of the accidents
occurred during the day and 35 per cent of the accidents occurred in the night as
is shown in the figure 3.8 (a) below:
Fig. 3.8 (a)

In 2009, in Athi River, 61.4 per cent of the accidents occurred during the day
while 36.8 per cent occurred during the night. 1.8 per cent were recorded as
unknown time of occurance.
In the case of Naivasha, in 2009, 57.7 per cent of the accidents occurred during
the day while 37 per cent occurred during the night with 5.3 per cent are recordd
as not known.
In Limuru area, 46.8 per cent of the accidents occurred during the day while 38.5
per cent of the accidents occurred during the ningt with 14.7 per cent recorded as
not known. See figure 3.8(b).
Fig. 3.8(b)
In 2009, in the case of Taru, 3.8 per cent of the accidents occurred during the
day, 7.7 per cent occurred during the night and 88.5 per cent were recorded as
not known.
In the case of Mackinnon, in 2009, 42.2 per cent of the accidents occurred
during the day while 40 per cent occurred during the night and 17.8 per cent
were recorded as not known. See figure 3.8(c).
Fig. 3.8(c)
In 2009, at Mtito Andei, 55.6 per cent of the accidents occurred during the day
while 40.6 per cent occurred during the night with 3.8 per cent recorded as not
known.
In the case of Machakos area, in 2009, 54.1 per cent of the accidents occurred
during the day while 37 per cent of the accidents occurred during the night with
8.8 per cent recorded as not known. See figure 8.3(d).
Fig. 3.8(d)
In 2009, in Mariakani area, 61.6 per cent of the accidents occurred during the
day while 32.4 per cent occurred during the night with 6.1 per cent recorded as
not known.
In Changamwe, in 2009, 64.2 per cent of the accidents occurred during the day
known. See figure 3.8 (e).
Fig. 3.8(e)
In the case of Bungoma, in 2009, 24.4 per cent of the accidents recorded
occurred during the day while 13.8 per cent occurred during the night with 61.8
per cent recorded as not known.
In 2009, in Kikuyu area, 54.8 per cent of the accidents occurred during the day
known.
In 2009, in Nakuru, 57.3 per cent of the accidents occurred during the day while
42 per cent occurred during the night with 0.7 per cent recorded as not known.
In Kericho, in 2009, 67.1 per cent of the accidents occurred during the day while
32.5 per cent occurred during the night with 0.4 per cent recorded as not known.
See figure 3.8 (f).
Fig. 3.8 (f)

In 2009, in the case of Kisumu, 61.0 per cent of the accidents occurred during
the day while 33.7 per cent occurred during the night with 5.4 per cent recorded
as not known.
In 2009, in Ahero area, 65.9 per cent of the accidents occurred during the day
known.
In the case pf Malaba, in 2009, 62 per cent of the accidents occurred during the
day, while 22.5 per cent occurred during the night with 15.5 per cent recorded as
not known. See figure 3.8 (g).
Fig. 3.8 (g)
4.0
DISCUSSION OF RESULTS
The analysis of results of this study show that for the Mombasa Machakos
section, for which the road improvement had been largely implemented, there
has been significant drop in accidents. On the whole the study showed that most
of the accidents tend to occur during day time. The results indicate that
vehicle/vehicle followed by single vehicle form of accident are more common
than other forms. However vehicle/cyclist for of accidents are quite common in
the Malaba Bungoma arae compared to other areas.
The results of the study indicate that passengers and pedestrians tend to suffer
more injuries that drivers.
However there is still room for improvement in respect of intrusions and in
terms of mounting road safety awareness campaigns including training drivers
and other road users. The issue of enforcement of the traffic rules requires
addressing.
In this respect it is worth noting that when the government stood firm in
enforcing road safety rules, including use of safety belts and speed governors for
public transport vehicles, there was drammatic reduction in the number of
accidents in the country. Vigorous and persistent road safety awareness
campaigns, especially for primary school children/pupils, require to be
undertaken as a matter of priority.
Indicators Chart
2006 (Baseline)
1. Causes of
Accident
2. Time of Accident
3. Types of Accident
4. Class of injured
persons
5. Parties involved
Item
2007 (Year 1 survey)

%
2009 (Year 2 survey)
Item
Item
a) Driver
a)
Driver
50%
a) Driver
48.4%
b) Pedal Cyclist
b)
Pedal Cyclist
20%
b) Pedal Cyclist
13.6%
c) Pedestrian
c)
Pedestrian
21%
c)
21.7%
d) Passenger
d)
Passenger
1%
d) Passenger
1.3%
e) Animal
e)
Animal
0%
e) Animal
0.3%
f) Obstruction
f)
Obstruction
0.5%
f)
0.3%
g) Vehicle defects
g)
Vehicle defects
1.5%
g) Vehicle
defects
3.8%
h) Road defects
h)
Road defects
0.5%
h) Road defects
0.6%
i)
i)
Weather
0%
i)
0.1%
a) Day -
a)
Day
61%
a) Day
52.5%
b) Night -
b)
Night
39%
b) Night
31.7%
a) Fatal
a)
Fatal
19.8%
a) Fatal
24%
b) Serious
b)
Serious
34.2%
b) Serious
41.9%
c) slight
c)
slight
45%
c)
34.1%
a) Pedal Cyclist
a)
Pedal Cyclist
12%
a) Pedal Cyclist
14.5%
b) Driver
b)
Driver
16.5%
b) Driver
17.8%
c) Motor cyclist
c)
Motor cyclist
3.3%
c)
2.4%
d) Pedestrian
d)
Pedestrian
27%
d) Pedestrian
33.6%
e) Pillion passenger
e)
Pillion
passenger
9%
e) Pillion
passenger
2.7%
f) Passenger
f)
Passenger
31.8%
f)
28.2%
Weather
Pedestrian
Obstruction
Weather
slight
Motor cyclist
Passenger
a) Vehicle/Vehicle
27%
a)
Vehicle/Vehicle
28.7%
a) Vehicle/Vehi
cle
52.8%
b) Single Vehicle
27.3
b)
Single Vehicle
25%
b) Single
Vehicle
33.6%
c) Vehicle/Motor
Cycle
4.7%
c)
Vehicle/Motor
Cycle
6.3%
c)
Vehicle/Moto
r Cycle
5.1%
d) Vehicle/Cyclist
13.7
d)
Vehicle/Cyclist
20%
d) Vehicle/Cycli
st
4.1%
e)
Single Motor
Cycle
e) Single Motor
Cycle
4.4%
e) Single Motor
Cycle

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REPUBLIC OF KENYA

MINISTRY OF ROADS & PUBLIC WORKS

NORTHERN CORRIDOR TRANSPORT IMPROVEMENT

YEAR TWO (2010)

THE PROJECT MANAGER (NCTIP)

THE PERMANENT SECRETARY

Project Monitoring and Evaluation

Northern Corridor Transport Improvement

University of Nairobi Enterprises and Services Limited

Volume 4 Component D- Road Safety Improvement

Northern Corridor Transport Improvement

Project Monitoring and Evaluation

Data on Accidents ..........................................................................................................8

Volume 4 Component D- Road Safety Improvement

Northern Corridor Transport Improvement

Project Monitoring and Evaluation

The type of accidents;

Northern Corridor Transport Improvement

Project Monitoring and Evaluation

Northern Corridor Transport Improvement

Project Monitoring and Evaluation

The number of fatalities reduced from 63 million vehicle-Km in 2006 to 53

Volume 4 Component D- Road Safety Improvement

Northern Corridor Transport Improvement

Project Monitoring and Evaluation