Roadsafety Magazine

INSIDE: Mandatory Car Inspection Starts in Uganda TLB: Regulating transport vehicles in Uganda

October - December 2016

Issue 001 [Launch Edition]

Enhancing road safety on Uganda’s road network

Policies are under way to better sector performance Insurance and You: Picking the right insurance policy

Know Your

Traffic Signs

INSPECTION TO IMP

COMING

SAFE DRIVE

MANDATORY M INSPECTION SERV MINISTRY OF WORKS AND TRANSPORT

PROVE ROAD SAFETY

G SOON

E UGANDA

MOTOR VEHICLE VICES IN UGANDA

ROADWORTHINESS TEST

Know Your

CONTENTS...

Traffic Signs

October - December 2016

Page 28

Traffic signals Traffic signals not in use

Slippery road

Policy

7 | Policies are under way to better sector performance 10 | Amendment of the 1998 Traffic and Road Safety Act Transport Regulation

12 | TLB: Regulating public and private transport vehicles in Uganda Inspection

Tunnel ahead

16 | Overview of Mandatory Trams Level crossing Motor Vehicle Inspection Services crossing with barrier o 18 | Mandatory Car Inspection Starts Soon 18 ahead gate ahead 20 | Training and sensitisation of police officers in Motor vehicle inspection 21 | Motor Vehicle Inspection facility launched Road Safety Policy

30 | New National Road Safety Policy to reduce road carnage

Enhancing road safety on Uganda’s road network 4 Road accidents have become a serious health concern claiming thousands of human lives. Most of these accidents are caused by reckless driving which contributes 20% to the hospital cases. Although the number of accident victims is less than that of HIV/AIDS and malaria combined; road accidents consume

34 | Reflector regulations 2012 to curb road accidents Insurance

38 | Insurance and You: Picking the right insurance policy Opinion

40 | Accidents are not inevitable; we should stop accepting them as such

more health resources.

2

October - December 2016

ROAD SAFETY MAGAZINE

First Word

Published by

Publishers word Mr. Godrick Dambyo, C.E.O, GK Media Investments Ltd

GK Media Investments Limited

P. O. Box 8167, Kampala-Uganda Tel: +256 200902012 /414 223 471 gkmedia256@gmail.com

In conjunction with

Ministry of Works and Transport, TLB department Plot 57-59, Jinja Road P. O. Box 7174, Kampala- Uganda Tel: +256 414 320 101 Fax: +256 414 236 369 www.works.go.ug Publisher/ Chief Executive director

Godrick Dambyo godrickdambyo@gmail.com

Road Safety; A critical element for an efficient road network” Road accidents mostly happen as result of

well marked good roads, cameras by UNRA to

recklessness, carelessness, overconfidence

monitor road usage, programs like operation

and illiteracy among others, exhibited by driv-

Fika Salama, breathalyser commonly known

ers, not respecting road safety regulations,

as Kawunyemu, weigh bridges, speed guns,

jumping the red light, wrong overtaking espe-

deployment of traffic officers on the road to

cially on the highways and big towns and cit-

mention but a few, ambulances by ministry

ies. Big truck and bus drivers sometimes do

of Health etc. It’s every body’s responsibility

not pay attention when other road users need

know to be a stakeholder to road safety. It’s

to access their fair share of the road they have

everyone’s vigilance now to achieve this noble

contributed a lot to road accidents in Uganda

course. G.K Media Investments in partnership

in building.

with Ministry of Works and Transport will be publishing a road safety magazine quarter (af-

EDITORIAL COORDINATOR

Overloading has become normal and accept-

ter every four months) as one of the platforms

Kasbin Francis Mutaka

able to the extent that buses that should take

to sensitise the public.

Writers/ Contributors

Ronald Amanyire Winstone Katushabe Denis Ololo Design/Layout

Peter Mugeni Wanyama Slick Republic Limited +256 (0) 774 916 019 slickrep256@gmail.com

passengers instead. All these factors and more

We wish you good reading and usage of this

contribute to the many fatal accidents we wit-

publication and also call upon more partners

ness on our roads daily.

to the quarterly magazine. For those who have

Company profile

Sales & Marketing

about four passengers on a row now take six

not been able to contribute to our first pub-

Authorities such as the National road safety

lication, you can reach the publisher on the

council under ministry of works and Transport

email; godrickdambyo@gmail.com.

and other stakeholders are working back and forth to bring sanity to our roads, unfortunately the canker still persists. It is time to have a human face approach towards reducing road accidents to the barest minimum.

republiC limited

It is about Ideas, Images & People

Creativity and teChnology to help businesses find their voiCe, projeCt their personality and fulfill their potential.

ROAD SAFETY MAGAZINE

Mr. Godrick Dambyo,

A lot has been put in place to sensitise the

C.E.O, GK Media Investments Ltd

public about road usage by government e.g.

godrickdambyo@gmail.com

October - December 2016

3

Overview

Enhancing road safety on Uganda’s road network Road accidents have become a serious health concern claiming thousands of human lives. Most of these accidents are caused by reckless driving which contributes 20% to the hospital cases. Although the number of accident victims is less than that of HIV/AIDS and malaria combined; road accidents consume more health resources.

T

he direct and indirect an-

a very high rate. The vehicle popula-

nual cost of road accidents

tion in the last five (5) years has dou-

to Uganda’s economy, is es-

bled from 363,658 in 2007 to over

ment in the index is due to the sus-

timated to be 2.7% of our

700,000 in 2011. During the period

tained strategies and interventions

GDP approximately 1 trillion Uganda

2007-2011, road traffic accidents in-

Shillings (UBOS, 2010). All efforts are

creased from 19,867 to 22,272 while

being made to minimise this loss.

accident deaths increased from 2,597 to 3,343 over the same period.

The increase in number of vehicles

vehicles had been reducing from 71

FACT

in 2007 to 48 in 2011. This improve-

1 trillion

put in place and implemented over

Estimated annual cost of road accidents in Uganda. (UBOS, 2010).

the period to curb the high rate of road accidents.

Strategies and Interventions to Reduce Road Carnage

on the roads coupled with reckless

Despite the increase in absolute

drivers has contributed more road

numbers of road accidents due to

carnage. The level of motorisation in

increased motorisation, the index for

has drafted a new Road Safety Policy

the country has been increasing at

the number of fatalities per 10,000

and Strategy, which will guide actions,

4

October - December 2016

The Ministry of Works and Transport

ROAD SAFETY MAGAZINE

Overview

investments and plans to be under-

with the key stakeholders on the es-

The process of establishing a National

taken to reduce carnage on the roads.

tablishment of a National Road Safety

Road Crash Data System in conjunc-

Once approved, the policy will go a

Authority (NRSA). This Authority will

tion with the Uganda Police Force has

long way in contributing road safety

act as a dedicated corporate lead

been embarked on. The database will

in the country.

agency in coordinating, collaborating,

provide evidence-based road safety

monitoring and garnering funding for

interventions for policy and decision

Uganda is a signatory to the UN Res-

all road safety activities in the country.

making. Also, an expert study to es-

olution on Decade of Action for Road

It will also effectively plan and coordi-

tablish the direct and indirect mone-

Safety (2010-2020) which set, among

nate efforts by the players in the pub-

tary cost of road motor accidents to

others, a target of 50% reduction on

lic and private sector and civil society

Uganda’s economy has commenced.

the forecast level of road traffic acci-

on road safety matters.

dent deaths by 2020, and is working

The Ministry also collaborates with

hard towards achieving it. The prob-

The Traffic and Road Safety Act, 1998

many NGOs involved in road safety

lem of road carnage is being tackled

was enacted to improve road safety

advocacy and private institutions

through a multi-pronged approach

and so far 17 regulations giving full ef-

to promote road safety. Examples

which largely falls under five (5) pillars

fect to the provisions of this Act have

include; Uganda Helmet Vaccine Ini-

of Road Safety as declared in the De-

been made. However, most of these

tiative (UHVI), Injury Control Centre

cade of Action for Road Safety, (2010-

regulations have not been fully en-

(ICC), Shell, Total, etc

2020). The Pillars are; road safety

forced due to resistance of transport

management, safer roads and mo-

operators. In order to enhance en-

bility, safer vehicles, safe road users,

forcement, provide legal framework

and post-crash response. The actions

and embrace new developments in

being taken or planned under each

road safety management, the process

The Ministry has developed new

pillar include:

to review the Act has been initiated.

road design manuals that take into

Pillar 1: Effective Road Safety Management and Coordination

Pillar 2: Safer and Cost Effective Road Design and Maintenance Procedures

consideration all road safety aspects Under the East African Community

and good practices. UNRA, using

(EAC) initiatives, the Ministry is in-

the International Road Assessment

volved in harmonization of the Ax-

Programme(IRAP) has assessed the

The Uganda National Roads Authority

le-load control legislation within the

National Roads (formerly known as

(UNRA) has established a Road Safety

Partner States. The EAC Axle Load

trunk roads) with the view of iden-

Unit responsible for road safety activi-

Control Act is expected to be enacted

tifying areas where additional road

ties during the various phases of road

by the East African Legislative Assem-

safety features could be incorporat-

design, construction, maintenance

bly (EALA). Implementation of this Act

ed. UNRA engineers and technicians

and rehabilitation of national roads.

will effectively control vehicle over-

have been trained in the use of IRAP

UNRA is planning to dual many busy

loading which in turn will reduce acci-

and most main road network sections

highways/ highway sections like Kam-

dents caused by such vehicles which

have been accordingly mapped.

pala-Jinja, Kampala-Entebbe, Kam-

often fail to brake and stop within

pala-Mpigi, Kampala-Matugga. The

specified limit distances, climb steep

Government, through UNRA, has

dualling will increase road utilization

gradients, and safely maneuver some

rehabilitated and constructed new

capacity and eliminate head-on colli-

sharp turns, among others. A Cabinet

roads to improve efficiency and safe-

sion accidents.

Information Paper will shortly be pre-

ty of road transport in the country.

sented to Cabinet on the EAC Vehicle

Accident “black spots” which were

Load Control Bill.

identified on key National Roads

Wide consultations have been made

ROAD SAFETY MAGAZINE

FACTS

UN General Assembly adopts a resolution on "Improving global road safety" The UN General Assembly and its Member States adopted a resolution on “Improving global road safety”.

Among key decisions, resolution A/70/L.44 reaffirms adoption of the Sustainable Development Goal (SDG) targets on road safety outlined in the 2030 Agenda for Sustainable Development: SDG target 3.6, which aims to reduce global road traffic deaths and injuries by 50% by 2020 and SDG target 11.2, which aims to provide access to safe, affordable, accessible and sustainable transport systems for all by 2030.

With regard to Member States, the resolution renews its call on governments to take a leading role in implementing the road safety-related SDG targets and the activities of the Decade of Action for Road Safety 20112020.

October - December 2016

5

Overview were remodeled and climbing lanes introduced to facilitate over-taking of

FACTS

Challenges in improving road safety

heavy slow moving trucks. An exam-

Budget Allocation

ple of this is the Kampala-Jinja High-

Limited resources pose a big challenge to achieving road safety.

way.

Pillar 3: Safer Vehicle Fleet In order to improve the quality of the motor vehicle fleet on roads, the process of procuring a private operator to carry out automated mandatory motor vehicle inspections for road worthiness had begun. However, the procurement was halted due to a court injunction. The procurement will resume as soon as the court injunction is lifted.

Pillar 4: Safer Road Users The Ministry is also implementing the computerized driving permits

80% of the road traffic accidents are caused by human error. Road accident victims are classified as; 40% pedestrians, 30% passengers, 27% motor and pedal cyclists and 03% drivers.

Regular Road Safety education and sensitization programmes are carried out by the National Road Safety Council and the Transport Licensing Board in order to positively change the behaviours and attitudes of the road users.

This has negatively affected the Ministry of Works and Transport and the Uganda Police Force’s capability to timely and effectively implement most of the intervening measures. Examples of measures curtailed by lack of funds are: working on accident “black spots�, conducting sustained education and sensitization programmes, providing separate lanes for pedestrians and cyclists etc.

The same budgetary constraint also hampers effective enforcement of laws and regulations due to lack of adequate manpower and equipment.

Boda-boda The behaviours and attitude of Boda-Boda motorcyclists, especially in the Capital City are a danger to all road users and the motor cyclists themselves. Most of the motorcyclists do not know the basic traffic rules and regulations, are not trained riders and do not have permits. Some opinion leaders influence vulnerable sections of motorists especially Boda-boda cyclists not to abide by

project to streamline the issuance

the regulations.

and management of driving per-

The ministry is preparing proposals on how boda-boda business

mits. During the conversion of old

can be streamlined for both safety and efficiency.

permits to computerized ones, over 100,000 forged permits and illegal

Pillar 5: Post Crash Response

permit class-extensions were elimi-

Board in order to positively change

nated. Also, a curriculum for learner

the behaviours and attitudes of the

Very often, road accident victims

drivers and driver training instruc-

road users.

die because they are unable to be swiftly moved to appropriate

tors has been developed to improve competence of drivers, eliminate

These education and sensitization

health facilities. At the moment,

the practice of forged permits, ille-

programmes, conducted quarterly

accident victims are transported

gal permit class extensions and de-

on a regional basis (Central, west-

to health facilities by Police pick-

crease accident occurrences.

ern, Eastern and Northern) focus

ups and ambulances and by good

on safer road use by all road users.

Samaritans.

the road traffic accidents are caused

Also, the Ministry in conjunction

My Ministry is collaborating with

by human error. Road accident vic-

with the Ministry of Education and

Red Cross and other NGOs like

tims are classified as; 40% pedes-

Sports (Curriculum Development

Injury Control Centre to train the

trians, 30% passengers, 27% motor

Centre) developed a pilot program

first respondents on handling and

and pedal cyclists and 03% drivers.

to incorporate road safety in school

rescuing accident victims along

Regular Road Safety education and

curriculum from Primary 1 to 4.

the major highways. My Ministry is

sensitization programmes are car-

This pilot program done in 20 dis-

also working on a Policy that will

ried out by the National Road Safety

tricts was aimed at instilling safer

establish a rescue system for road

Council and the Transport Licensing

road user behavior at an early age.

accident victims.

As noted earlier, more than 80% of

6

October - December 2016

ROAD SAFETY MAGAZINE

Policy

Policies are under way to better sector performance The Ministry of Works and transport has been restructured several times over the years and its key role at the moment is policy formulation, monitoring and supervision. The Ministry is at various stages in development of sectoral policies and implementing planned institutional reforms. The Policies, Laws and institutional reforms in the pipeline are briefly explained below.

T

he National Transport

ing needs of the Sector. This policy

Policy and Strategy was

is currently awaiting issuance of a

developed to provide an

Certificate of Financial Implications

enabling

before submission to Cabinet.

environment

by addressing challenges such as

Above: Benon Kajuna, the Director Transport speaks during the 12th Joint Transport Sector Review Workshop at Hotel African in Kampala.

GKMA with new initiatives which have emerged since its completion in 2008 and approval in 2010. The updated Plan specifically aligns with the national development objectives

poor Quality of Transport Services,

The Strategic Implementation Plan

Inappropriate Modal Split, Unex-

(SIP) for the National Transport Mas-

supporting policies. It provides a

ploited Regional Role of the Trans-

ter Plan including a Master for the

practical implementation path taking

port System, Lack of integration of

Greater Kampala Metropolitan Area

into account project, institutional and

different transport modes, Urban

(GKMA) was completed during FY

financial considerations, challenges

Environmental Pollution as a re-

2014/15. This plan addressed re-

and constraints. The SIP focuses on

sult of transport activities, Lack of

viewed the NTMP/GKMA which was

transport infrastructure, as opposed

an Urban/rural Transport Policy,

approved by Cabinet in 2010. The SIP

to transportation services.

Institutional Deficiencies, Financ-

is developed to update the NTMP/

ROAD SAFETY MAGAZINE

anchored in Uganda Vision 2040 and

October - December 2016

7

Policy The Road Safety Policy was developed with a vision to have safe roads for safe road users. The overall goals of the policy are: ¾¾ To annually reduce the number of accidents, fatalities and injuries on Ugandan roads; ¾¾ To put in place an effective road safety management and coordination institution; ¾¾ To put in place the necessary legal, policy, administrative and financial foundation for road safety interventions; ¾¾ To establish systems and analysis tools that provide reliable and timely statistical information about road traffic accidents, which will underpin decision-making on road safety inter-

A wreckage of a vehicle involved in a motor accident along Masaka-Kampala highway.

ventions;

¾¾ To reduce the consequences of

higher road maintenance costs and

accidents by securing adequate res-

damaged roads result in increased

cue and trauma care facilities.

Vehicle Operating Costs (VOC) and high transportation costs. In short,

The policy was approved by Cabinet

overloading generates a multiplier

in November 2014 and will guide the

effect through the entire economy.

¾¾ To put in place cost effective road

Ministry on all future road safety in-

The axle load control policy is there-

design and maintenance procedures

terventions

fore designed to ensure total compli-

that consider all road users and assist

ance with axle load limits and has the The Ministry is in the initial stages

safe driving;

following goals:

of developing the national air trans¾¾ To improve safe road user be-

port policy and terms of reference

¾¾ Reduction of pavement damage

haviour through increased aware-

for a consultant have been finalised.

due to overloading;

When developed the policy will en-

¾¾ Reduction of safety hazards as-

capsulate civil aviation policy and

sociated with poor braking perfor-

include such matters as unmanned

mance of overloaded trucks Reduc-

aerial vehicles (drones), military and

tion of congestion associated with

policy aircraft to ensure future sus-

slow moving overloaded trucks;

tainability of the air transport sector.

¾¾ Eliminate vehicle configurations

ness of traffic regulations and acci-

FACT

dent risks; ¾¾ To improve the competence of drivers through better training and testing standards; ¾¾ To improve the vehicle fleet, notably trucks and public service vehicles, through better inspection procedures and enforcement of appropriate vehicle standards; and

8

October - December 2016

Road Safety Policy The was developed with a vision to have safe roads for safe road users. One of the goals of the Road Safety Policy is to reduce the number of accidents, fatalities and injuries on Ugandan roads

that do not conform to prescribed Overloading of vehicles leads to

limits; and

premature deterioration and failure

¾¾ Reduction of vehicle operating

of the road pavement before its in-

costs.

tended design life, which presumes normal loading. Premature deterio-

The draft policy was completed in

ration of road infrastructure leads to

2010 but was shelved in order to

ROAD SAFETY MAGAZINE

Policy harmonise common effort at the EAC

policy was in line with an improved

level which resulted in the enact-

policy framework in the country to

ment of the EAC Vehicle Load Con-

facilitate the effective contribution of

self-accounting institution with per-

trol Bill by the East African Legislative

rural transport to poverty reduction

petual succession. TMT made a stra-

Assembly (EALA). However, there has

and growth. The policy recommen-

been a delay in assent to the bill by

dations proposed for rural transport

some Heads of State within EAC, the

emphasis integration of rural trans-

policy is now going to be reviewed

port within the rural development

and forwarded to Cabinet.

framework, and a closer linkage with

Non-Motorised Transport (NMT) Policy

the agriculture sector. The Policy was developed in 2013 and approved by the Ministry TMT. A monitoring

Non-Motorised Transport (walking

and Evaluation framework for the

and cycling) is the most used means

policy is being prepared. In addition

of transport Uganda. Yet it is also the

the policy will be disseminated to all

most neglected and unsafe mode

stakeholders such as local authori-

of transport with largest number of

ties, MAAIF and MoLG.

road traffic fatalities year after year.

The objective of the Non- Motorised Transport policy is to redress this sit-

Amendment of the Traffic and Road Safety Act 1998

uation through the achievement of

A consultant was hired to review

the following objectives:

the Act, however, the final report produced was found wanting by the

FACT

fering road safety activities and initiatives. It would be an autonomous,

Non-Motorised Transport (NMT) Policy

tegic decision to re-submit a request

Non-Motorised Transport is the most used means of transport Uganda, yet it is also the most neglected and unsafe mode of transport with largest number of road traffic fatalities year after year.

The Non- Motorised Transport policy requires recognition of walking and cycling in transport planning, design, and infrastructure provision as well as provides for safe infrastructure for pedestrians and cyclists.

based on empirical evidence that it is

to Cabinet for the Establishment of the NRSA with stronger justification the right course of action.

Establishment of Multi – Sectoral Transport Regulatory Authority While approving the Road Safety Policy in November 2014, Cabinet declined to approve the establishment of a Multi-sectoral Transport Regulatory Authority (MTRA). MTRA and NRSA were both recommended in the Road Safety Policy considered by Cabinet. However, in order to enhance the chances of Cabinet approving the NRSA, TMT made a

¾¾ Recognition of walking and cy-

Ministry technical team. Neverthe-

strategic decision to defer the estab-

cling in transport planning, design,

less, in view of the approved road

lishment of MTRA.

and infrastructure provision;

safety policy and emerging need for

¾¾ The provision of safe infrastruc-

tighter Axle Load Control, the Minis-

ture for pedestrians and cyclists;

try intends to amend the Traffic and

¾¾ Resources for walking and cycling

Road Safety Act. The principles for

to be mainstreamed in agencies’ fi-

drafting the amendment are almost

nancial planning;

finalised.

¾¾ The development and adoption by all agencies of universal design standards that

provide access

Establishment of a National Road Safety Authority

Establishment of the Metropolitan Area Transport Authority (MATA) Cabinet approved the National Transport Master Plan including the Master Plan for the Greater Kampala Metropolitan Area in 2010 (NTMP/GKMA). The NTMP/

to all pedestrians and cyclists; and

While approving the Road Safety Pol-

GKMA recommended the forma-

¾¾ An improvement in regulation

icy in November 2014, Cabinet de-

tion of MATA. A study was car-

and enforcement to enhance safety

clined to approve the establishment

ried out to advise government on

for pedestrians and cyclists.

of the National Road Safety Authority

modalities of establishing MATA

(NRSA). The objective of establishing

and was completed in April 2014.

The Non-motorised policy was ap-

NRSA was to strengthen institutional

Drafting Principles for a Bill to es-

proved by the Ministry TMT and a

capacity in achieving national road

tablish MATA is also being finalised

monitoring and evaluation frame-

safety objectives. The NRSA was en-

although a draft bill was also for-

work is under development.

visioned to be a Central Government

mulated as part of the study. A Cer-

Authority that would coordinate all

tificate of Financial Clearance was

efforts of all stakeholders with dif-

issued by MoFPED.

The formulation of the rural transport

ROAD SAFETY MAGAZINE

October - December 2016

9

Policy

Minister of Works and Transport, Hon. Eng. Monica Azuba Ntege talks to passengers aboard a bus during the Fika Salama Campaign along the Kampala-Masaka Road

Amendment of the 1998 Traffic and Road Safety Act

He said there are areas of concern within the existing traffic and road safety regulations that have been grossly abused due to light punishments to offenders that are no lon-

The Ministry of Works and Transport through consultation with several

ger deterring and this among other

stakeholders is in the process of amending the 1998 Traffic and Road

reasons has increased accident cases

Safety Act. Some of the sections within the existing Act have become

on Uganda’s roads.

irrelevant while others have less deterring punishments to traffic

Dr. Stephen Kasiima, the Director

offenders and hence fuelling the rate of accidents on Uganda’s roads.

Traffic and Road Safety said under

R

the proposed amendment motorists obert Kisakye a Li-

for

traffic offences.

issued with the express penalty tick-

censing

with

Alex Okello the Permanent Secre-

ets will have to pay within 72 hours

the Ministry said the

tary Ministry of Works and Trans-

from the time of issue from 30 days.

proposed amendment

port during the opening of the

Drivers will also be required to move

scrapped the section for the road

Consultative workshop for the

along with original driving permits

licensing which was scrapped areas of amendment of the Act at

with the ongoing amendment for the

during the 2006 Finance Act and

Hotel African said the exercise has

traffic and road safety act because

increasing the penalties payable

been long overdue.

some drivers have been moving with

10

Officer

different

October - December 2016

ROAD SAFETY MAGAZINE

Policy

duplicated driving permits and once

The provisions with the existing

they are arrested for an offence on

Act that tackle road license are

the road and their driving permits

also being dropped as it was abol-

are confiscated all they do is go back

ished by the 2006 Finance Act.

and duplicate other copies and in

Stephen Kasiima said of the Sh20b

away making the system ineffective.

worth of the instant penalties issued to errant drivers only Sh5b has been

Causing bodily injuries and death

recovered and reducing the payment

as a result of reckless driving will

schedule from three months to 72

amount to an imprisonment of not

hours is justifiable. He said the Ex-

less than five years and not more

press Penalty Scheme that has been

than ten years as a deterring mech-

running for the last fourteen years

anism among errant drivers on

was intended to decongest courts

roads.

with traffic related cases but have been abused with a single car hav-

However the proposed amendment

ing accumulated defaulted tickets

has given hope for Public Service

worth Sh8m.

The Permanent Secretary, Ministry of Works of Transport, Mr Alex B. Okello and Police Director In-charge Traffic and Road safety Dr Stephen Kasiima pose for a photo with participants of a vehicle inspection consultative meeting in Kampala.

A police check point along the Kampala-Masaka Highway

so hence fueling cases of those using fake driving permits and those driving out of class.

Winston Katushabe the secretary Transport Licensing Board (TKB) said the proposed amendment for the traffic and road safety act has addressed the proposed five year driving permits as per the 2016/2017 Finance Bill.

Sarah Kibwika the Assistant Commissioner of police in charge of traffic operations said incompetent drivers on the road is still a major problem and might be among other reasons for increased accidents.

“Of the 650 drivers so far arrested under the ongoing Fika Salama oper-

Vehicle (PSV) and heavy truck drivers whose driving permits elapsed

He further said the 48 hour period

ation along the Kampala-Masaka high-

for not being renewed within five

given to motorists to produce their

way, the biggest percentage are those

years from the date of issuance as

original driving permits has also been

without driving permits and those

they are fully accommodated.

grossly abused and none ever done

driving out of class,” said Kibwika.

ROAD SAFETY MAGAZINE

October - December 2016

11

Transport regulation

Minister of Works and Transport, Hon. Eng. Monica Azuba Ntege during the launch of Public Service Vehicles (PSV)

TLB: Regulating public and private transport vehicles in Uganda As the Secretary of Transport Licensing Board, Mr. Winstone Katushabe says that the Board has been involved in process reviews and re-engineering which will result into cost efficiency gains and enhanced compliance in a bid to reduce road crashes and related legal and financial costs. Transport Licensing Board (TLB) is a statutory body established by an Act of Parliament under the Traffic and Road Safety Act 1998. The Act provides for composition of the Board as follows: ¾¾ The Chairperson;

ed by the Minister one of whom shall

vehicles other than owners’ trans-

¾¾ The Inspector General of Police

be from motor industry;

port and producer sellers’ vehicles

or his representative;

¾¾ The Director of Transport in the

throughout Uganda in accordance

¾¾ The Chairperson of National

Ministry of Transport;

with the provisions of the Traffic and

Road Safety Council;

¾¾ The Secretary to the Board.

Road Safety Act, (1998) through:

¾¾ The Solicitor General or his rep-

Main functions of Transport Licensing Board

¾¾ Granting routes for bus opera-

Industry appointed by the Minister;

To regulate the use of public transport

Service Vehicles, and,

¾¾ Two other members of appoint-

vehicles, private omnibuses, goods

¾¾ Under the Inland Water Control

resentative; ¾¾ Two representatives of the Travel

12

October - December 2016

tions, ¾¾ Inspection and licensing of Public

ROAD SAFETY MAGAZINE

Transport regulation ¾¾ Town Taxicab Operators License – Class ‘T’.

PROFILE

¾¾ Owner Transport Vehicle Permit (OTV) (employers of labour) –dependent on Class ‘G’. ¾¾ Motor cycles (Boda-Boda) Operators License – Class ‘M’. ¾¾ Public Omnibus Operator’s License (Route Chart). ¾¾ Driving school License ¾¾ Inland Water Transport Vessel License – dependent of certificate Police officers during crackdown of non-compliant driving schools.

of seaworthiness ¾¾ Badges for drivers of Public Service Vehicles and Goods Vehi-

Act (1939), Inspection and licensing

¾¾ Routine up-dating of register and

cle.

of Inland Water Transport Vessels and

data on licensed vehicles and water

Lake Victoria Transport Act, 2007,

transport vessels.

Achievements

¾¾ Discharge such other functions as

¾¾ Conduct periodic Inland Water

Below are the key achievements

the Minister may from time to time

Transport Vessel inspection and li-

of TLB and the Ministry in general

by statutory order, direct.

censing at the various landing sites on

¾¾ Establishment of an ICT system

Key activities

the lakes and navigable sections of R.

for accreditation of drivers of Public

Nile.

Service Vehicles. This has reduced

The following are the key activities

¾¾ Coordinate activities of various

road traffic accidents amongst Pub-

of TLB:

transport organisations

lic Service Vehicles (particularly the

¾¾ Public inquiries conducted to

¾¾ Carry out education and aware-

big buses) by almost 50%.

consider applications for omnibus

ness Road and Inland water Transport

¾¾ Prompt (one-day) processing

operators (Bus routes). They are con-

Safety campaigns in liaison with Na-

of PSV operator’s licenses down

ducted at least twice a year.

tional Road Safety Council.

from three days, previously.

¾¾ Survey of routes which is carried

Licenses issued

¾¾ Improved service delivery in

out to assess requirements of bus ser-

processing of computerised driv-

vices on different routes.

Categories of licenses

¾¾ Monitoring bus services on

The following are the various cat-

days to process a driving permit

routes to ensure compliance.

egories of Licenses issued by TLB:

down from one month.

¾¾ Settling disputes between bus

¾¾ PSV Licenses (for Matatus and

¾¾ Introduction

operators and Inland Water Transport

Buses)- Class ‘O’.

ised Driving Permits (CDP) Mo-

Vessels operators.

¾¾ Private Omnibus Operators

bile Workstations for processing

¾¾ Routine inspection and licensing

License (PMO) for Organisations –

of Computerised Driving Permits

of Public Service Vehicles (PSVs) and

Class ‘O’.

away from the current existing

Inland Water Transport Vessels (IWT-

¾¾ Rental Vehicle License (com-

fixed facilities of Face Technol-

Vs).

monly called “special hire vehi-

ogies. In addition, the Worksta-

¾¾ Prepare and update Public Ser-

cles”) – Class ‘R’.

tions will also specifically target

vice Motor Vehicle, Private Motor

¾¾ Country Taxi Cab – Class ‘C’.

boda-boda riders, MDAs, educa-

Omnibuses and Marine Vessel regis-

¾¾ Tourist Agents Vehicle Opera-

tion institutions and other NGOs

ters.

tors License – Class ‘A’.

among others. This will ease the

ROAD SAFETY MAGAZINE

Mr. Katushabe Winstone is the Ass. Commissioner, Road & Pipeline Transport Regulation and the Secretary Transport Licensing Board in Ministry of Works and Transport. He is also the Government Chief Licensing Officer for Motor Vehicles.

He has worked with the Ministry for the last 17 years and a Board Secretary for 10 years.

ing permits. It now takes seven

of

Computer-

October - December 2016

13

Transport regulation License fees for vehicles No. 1

2.

3.

4.

5.

6.

7

Vehicle Category Class ‘O’ Licenses

8 to 19 passengers

20 to 39 passengers 40 passengers and above Class ‘C’ License (Country Taxis) 5 to 7 passengers Class ‘R’ and ‘T’ Licenses (Rental Up to 10 passengers Vehicles and Town Taxicabs) 10 to 20 Passengers Above 20 passengers Class ‘A’ License – Tourist Vehicles Up to 7 passengers Up to 20 passengers Exceeding 20 passengers Class ‘G’ License – Goods Operators Up to 5 tons Vehicles Class ‘G’ (License) Exceeding 5 and up to 10 tons Exceeding 10 tonnes and up to 30 tons Exceeding 30 tons Motorcycle/Boda– Boda (PSV License) 1 passenger PSV operator’s License (Route Chart) Above 20 passengers

Fee (UGX) 300,000

Equivalent Advance Tax 20,000 x No. of passengers

500,000 1,500,000 200,000 200,000 300,000 500,000 200,000 300,000 500,000 300,000 400,000 600,000 700,000 30,000 Free of charge

20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 20,000 x No. of passengers 50,000 x No. of tonnes 50,000 x No. of tonnes 50,000 x No. of tonnes 50,000 x No. of tonnes 20,000 x No. of passengers Not applicable

License fees for driving permits The permit fees are divided into two categories, namely: the NTR fees paid to the Account of Uganda Revenue Authority (Permit processing fees); and fees paid at Face Technologies for printing of the Computerised Driving Permit (CDP) Card.

Non Tax Revenue (NTR) fees paid to the account of URA

Fees paid at Face Technologies

Type of permit

1 year

3 years

Type of permit

1 year

3 years

Learners/provisional Permit

UGX 24,000

UGX 24,000

Learners/provisional Permit

UGX 30,000

UGX 30,000

Test fees

UGX 25,000

UGX 25,000

New permit

UGX 60,000

UGX 60,000

New permit

UGX 56,000

UGX 66,000

Foreign exchange

UGX 60,000

UGX 60,000

Foreign exchange

UGX 56,000

UGX 66,000

Duplicate documents

UGX 30,000

UGX 30,000

Duplicate documents

UGX 41,000

UGX 41,000

Permit renewal

UGX 60,000

UGX 60,000

Permit renewal

UGX 46,000

UGX 56,000

Class extension

UGX 60,000

UGX 60,000

Class extension

UGX 41,000

UGX 41,000

License fees for driving schools (as at FY2015/16) SR

License type

Rate (UGX )

License to operate a driving school

200,000

1

Certificate of fitness for a driving school instruction motor vehicle

30,000

2.

Driving Instructors’ License

(a) One group of motor vehicles

100,000

(b) Two groups of motor vehicles

160,000

(c) More than two groups of motor vehicles

300,000

4.

Payment for application to conduct driving instructor courses

600,000

5

Payment for application to conduct Driving refresher courses (includes defensive driving)

300,000

14

October - December 2016

ROAD SAFETY MAGAZINE

Transport regulation acquisition of driving permits for

Future plans

many applicants. ¾¾ Licensing of over 90 driving

The future plans include, but not limited to the following: ¾¾ Computerisation of all licenses issued by TLB. ¾¾ Upgrading of the Computerised Driving Permits system to enable processing of a driving permit in one day. ¾¾ Strengthening regulation of goods vehicles through licensing and accreditation of truck drivers. ¾¾ Modification of the current Computerised Driving Permit to a point-based system (demerit system); ¾¾ Establishment of a speed/behavioral monitoring/Tracking system for Public Service Vehicles (PSVs) and goods vehicles. ¾¾ Establishment of a government-aided centre of excellence for specialized training of driving instructors and drivers of Heavy Commercial Vehicles and Passenger Service Vehicles. ¾¾ Establishment of a computerized system for online theory testing of learner drivers. ¾¾ Linking all licensed driving schools and instructors to the Uganda Computerised Driving Permit system ¾¾ Equipping 90% of the traffic police personnel with Computerised Driving Permits Card Verification Devices. ¾¾ Creating an interface between the UCDP system and the National Identification Database to ensure conformity of the drivers’ application data. ¾¾ Rewarding the best performing PSV driver and Bus Company in Uganda in order to stimulate good practices in the passenger service industry in the country. ¾¾ Continued training of staff to offer excellent service delivery.

schools and 200 driver Instructors. ¾¾ Development of curricula and Training Manuals for motorcycle riders, PSV drivers and Goods Vehicle Drivers. These manuals provide a uniform framework for training of drivers in the country hence ensuring uniform safety standards for trained drivers. ¾¾ Equipping the Traffic Police with CDP Verification Devices to enable them detect forged driving permits. These devices have assisted the Uganda Police Force to minimize the practice of forging driving permits by unscrupulous people. ¾¾ Recruitment highly skilled staff in the disciplines of Public Transport and Road Safety. ¾¾ Establishing

a

fully-fledged

data recovery center to safeguard the driving permits and PSV driver badges system and to ensure business continuity in case of disaster at the main Permit Production fa-

Challenges and interventions

fic Laws and Regulations amongst

for between UCDP and URA to

The challenges faced by TLB in-

¾¾ Poor inter-governmental insti-

curb forgeries of driving license

clude, among others:

tutional coordination resulting in

¾¾ Hostile behaviour of PSV driv-

delays of service delivery.

ers leading to reckless driving and

¾¾ Forgery of documents includ-

road crashes.

ing driving permits

¾¾ Uncontrolled use of Boda-Bo-

¾¾ Inadequate number of li-

da Motor cycles, majority of which

censed driving schools in the

are not genuinely registered in

country.

press their views on bus operations

the country. Besides, majority of

¾¾ Breakdown of internet Con-

along various routes both locally

riders do not have riding permits

nectivity on the URA Web Portal

and in the state. ROUTE CHARTS

and hence are prone to traffic ac-

often affects timely service deliv-

ARE FREE OF CHARGE.

cidents.

ery.

¾¾ Continuous training of staff to

¾¾ Non-compliance with statuto-

¾¾ Limited office space

respond to the emerging global

ry requirements by PSV operators.

¾¾ Limited staffing levels

trends in transport.

¾¾ Inadequate awareness of Traf-

cility. ¾¾ Establishment of an interface

FACT

HIGHLIGHT

payments. ¾¾ Accountability and transparency while considering and granting route charts. This is done through public hearings where operators and the general public freely ex-

Transport Licensing Board (TLB) is a statutory body established by an Act of Parliament under the Traffic and Road Safety Act 1998.

ROAD SAFETY MAGAZINE

the general public.

October - December 2016

15

Vehicle Inspection

INSPECTION

By Ronald Amanyire, Secretary/National Road Safety Council

Overview of Mandatory Motor Vehicle Inspection Services Periodic Motor Vehicle inspection is a Road Safety Intervention by the Ministry of Works and Transport.

It was a requirement until 1998 when it was de-linked from the Road Licence. Inspection of vehicles for roadworthiness was approved by Cabinet in November 2014 as part of Road Safety Policy and the Ministry contracted SGS Société Générale de Surveillance SA to re-instate vehicle inspection on 17th March 2015.

T

he Contract is for an initial period of five years, subject to an automatic five year renewal if per-

formance is satisfactory. SGS has acquired land and will build inspection stations, operate the inspection stations and charge a user fee for the service.

SGS will be the sole provider of motor vehicle inspection services in Uganda for atleast 10 years if performance is satisfactory. Other providers might be contracted after expiry of this period.

It is expected that within this period the number of vehicles in Uganda will

lion annual inspections in 12 coun-

new vehicle designs, fuels, lubricants

have multiplied to allow more than

tries and have experience in setting

etc

one provider.

up (designing and operating) inspec-

Brief profile of SGS

tion services from scratch

Overview They are required to build a network

Currently SGS operates over 2000

SGS employs over 85,000 people

of Seven (7) fixed stations with four

inspection centres/Stations in Africa,

worldwide and they have 1,650 lab-

(4) of them within the Greater Kam-

Europe, North America and South

oratories to test other types of prod-

pala Metropolitan Area (GKMA), 15

America. They conduct over 44 Mil-

ucts ranging from vegetables to brand

lanes for light vehicles, five (5) lanes

16

October - December 2016

ROAD SAFETY MAGAZINE

Vehicle Inspection

for heavy vehicles and 16 lanes for motorcycles. Three (3) mobile test centers will initially be available to cover areas with few vehicles.

All stations (including the mobile stations) will be networked with a central database for all inspected vehicles. The number of fixed stations and mobile stations will be increased in response to demand

Progress so far ¾¾ Four (4) acres of land acquired Above: Brake Performance Tester

Other tests

with both CCTV Cameras to capture

¾¾ Tyre Tread (equipment),

both the vehicles being inspected

Left: Headlamp alignment tester

¾¾ Verification of Chassis/Vehicle

and the process.

Identification Number,

¾¾ There will be no interface/min-

of all types of tyres

¾¾ Indicators, reverse lamps, park-

imal contact between vehicle own-

¾¾ 1 acre of land acquired on Masa-

ing lamps etc (visual),

ers/drivers and the vehicle inspectors

ka Road after Kyengera for inspection

¾¾ Seat Belts and Anchorages (visu-

¾¾ Customer call centre for report-

of light vehicles and motorcycles only

al),

ing any complaints and provide cus-

¾¾ 1.5 acres of land identified on

¾¾ Windscreens (cracks and type of

tomer care.

Entebbe Road for inspection of light

glass)(visual)

¾¾ A method of verification for au-

vehicles and motorcycles only

¾¾ Door locks,

thentic stickers will be availed to Po-

¾¾ Three (3) more pieces of land to

¾¾ Seats especially for PSVs,

lice.

be acquired in Gulu, Mbarara and

¾¾ Speedometer (Equipment),

Eastern Uganda (Mbale or some-

¾¾ All in all total of over 50 vehicle

Benefits of the program

on Bombo Road around Kagoma for inspection of all types of vehicles ¾¾ 3.5 acres of land acquired on Jinja Road around Namanve for inspection

where along the road from the bor-

components and systems will be in-

¾¾ Reduction in accidents caused by

der)

spected with a detailed pass failure

defective vehicles

Automated tests

criteria.

¾¾ Reduction in emissions from ve-

Checking corruption

hicles due to annual testing.

and balancing test,

¾¾ Inspection of items prone to sub-

direct jobs by SGS Uganda.

¾¾ Headlamp alignment tester,

jectivity like emissions, brakes, sus-

¾¾ Indirect jobs during construction

¾¾ Shock Absorber Test,

pension, headlamp adjustment will

of centres and other service indus-

¾¾ Brake Performance Tester,

be automated/computerised.

tries during implementation e.g. ve-

¾¾ Under Body inspection for wear

¾¾ Values captured for above items

hicle repair.

and tear of components and play de-

will not be editable and every inspec-

¾¾ Unique vehicle database to be

tector,

tion process undergone by a vehicle

accessed by different stakeholders.

¾¾ Animated Process.

will leave a clear audit trail to track

¾¾ As part of Corporate Social Re-

any loopholes in the system.

sponsibility commitment to road

¾¾ Stations/Centres will be fitted

safety awareness campaigns.

¾¾ Wheel Alignment (sideslip) test

ROAD SAFETY MAGAZINE

¾¾ Creation of approximately 300

October - December 2016

17

Vehicle Inspection

Mandatory Car Inspection Starts Soon

FACTS

The exercise has come at the time when many vehiThe Ministry of Works and Transport in a bid to bring about sanity on Uganda’s cles were illegally fabricated in local roads has reinstated the mandatory inspection of vehicles for conformity to garages while othroadworthiness. Formally, this duty was undertaken by the Inspectorate of Motor ers were illegally imported and issued Vehicle Unit of the Uganda police with its headquarters in Naguru in Kampala and with fake registration number plates. there were regional centres through out the country.

More so, some such vehicles could have exchanged several fter a rigorous bidding as a checkpoint for car road- mobile inspection stations to hands and those process the exercise worthiness and documentation. cater for emergency cases and owning them now might be innocent was concluded and Under the Memorandum of un- provide services to remote arhowever, ignorance the contract award- derstanding, SGS is obliged to eas from the permanently fixed is not defense in law. ed to the best bidders Ms Société procure land and set up state of stations.

A

Générale de Surveillance (SGS) has

the art automated inspection

brought in the state of art mobile

centres, operate them and re-

These mobile inspection stations

inspection units.

coup their investment and later

are already available.

transfer the project to the MinThough

the

exercise

sounds

istry.

One of the inspection centres

new to some motorists it has

which is located at Matugga is

been in existence for decades

SGS was also to procure the ready for use while the other

18

October - December 2016

ROAD SAFETY MAGAZINE

Vehicle Inspection three stations around Kampala City suburbs and the mobile units are about to be ready.

The inspection exercise is going to start with the Public Service Vehicles (PSV) and these include buses, Coasters, taxis, special hire, boda-boda and the newly imported used cars on registration by Uganda Revenue Authority (URA) motorists are advised to start rectifying the likely mismatches on their vehicles like those who replaced the engines but failed to formalize alterations with URA, those with worn out tyres, smoking engines among others.

The inspection fees payable for each category of vehicle

“The tyre tread depth is sup-

1

Motorcycles

46,000

posed to be 1.6mm, all the tyres

2

Cars and Dual purpose vehicles

93,000

must be of the same size ,brand

3

Passenger vehicles of seating capacity of more than 7 passengers

and treads,” said Amanyire.

4

Passengers and not exceeding 20 passengers

103,000

5

Passenger vehicles of 20 to 60 passengers

50,000

6

Passenger vehicles of over 60 passengers

800

7

Goods vehicles weight of less than 3.5 tons

93,400

8

Goods vehicles of 3.5 tons but less than 10 tons

125,000

9

Goods vehicles of over 10 tons

50,000.

10

Trailers of two axle

16,000

11

And each extra axle is

800

The exercise has come at the time when many vehicles were illegally fabricated in local garages while others were illegally imported and issued with fake registration number plates. More so, some such vehicles could have exchanged several hands and those owning them now might be innocent however, ignorance is not defense in law.

The fees payable for inspection of buses and trailers are very low because of the nature and sensitivity of their work.

Buses carry big number of passengers and they are supposed to be inspected twice a year and in future they will be inspected every after three months.

The scope of the inspection will include and not be limited to the

car logbooks to ascertain the

ed within its logbook like the

following:

ownership and information.

engine and the Chassis numbers,

¾¾ The car must not be smoking.

the seating and loading capacity,

¾¾ The owner or the driver

¾¾ The

the tyre size among others.

will on reaching the inspection

breaking system, the car horn,

¾¾ A successfully inspected car

facility just stop the engine and

the exhaust pipes among other

is issued with a certificate of fit-

hand over the key to the inspec-

must be fine.

ness and those that fail are given

tor of the vehicle.

¾¾ All what the car is talking

the car defects sheet for correc-

¾¾ Presentation of the original

must be exactly what is reflect-

tion.

ROAD SAFETY MAGAZINE

car

suspension,

the

October - December 2016

19

Vehicle Inspection

Training and sensitisation of police officers On 28th November 2016, several police officers underwent training about the new motor vehicle inspection system at SGS inspection facility in Kawanda along the kampala- Gulu highway. During the training, a police car (below) passed the brake and suspension test with 76% and 81% respectively against a pass mark of 50% efficiency.

20

October - December 2016

ROAD SAFETY MAGAZINE

Vehicle Inspection

Launch of motor vehicle inspection facility The Ministry of works has rolled out compulsory motor vehicle inspections in Uganda with the intent to weed out vehicles in dangerous mechanical condition. The inspection exercise will cover the braking system, wheel alignment, exhaust smoke, headlamps and motor vehicle suspension. An inspection facility was on 9th December 2016 launched at Kawanda along Bombo road by the Minister of State for Works & Transport, Hon. Aggrey Henry Bagire.

ROAD SAFETY MAGAZINE

October - December 2016

21

CHINA COMMUNICATIONS CONSTRUCTION COMPANY UGANDA LTD

Plot 61, Block 395, Sekiwunga Hill, Kitende, Kajjansi, Kampala-Uganda P. O. Box 74910, Kampala, Uganda Email: dnf@cfhec.com

China Communications Construction Company: Building a connected world China Communications Construction Company, CCCC is the first large state owned enterprise entering the overseas stock market. It mainly engages in design and construction of port, terminal, navigational channel, road, bridge and railway, tunnel and other infrastructure facilities. CCCC owns 34 solelyinvested and shareholding subsidiaries, 15 joint stock companies, scattered its foot print in more than 70 countries and regions around the world.

President Yoweri Kaguta Museveni during a visit to the China Communications Construction Company Limited headquarters in Beijing, China. He was hosted by the Chairman Mr. Liu Qitao, the Vice President, Mr. Sun Ziyu and the Chinese Ambassador to Uganda, Mr. Zhao Yali.

CCCC is the largest enterprise in port

CCCC is the world leading enterprise in

and constructed 10 of them. It now pos-

design and construction in China; it has

road and bridge design and construc-

sesses the largest dredging fleet in Chi-

undertaken majority design and construc-

tion, and has built over 25% of the state

na. CCCC is the largest container man-

tion of domestic large and medium sized

expressway trunk roads. There are 26

ufacturer in the world occupying more

coastal and river ports since the founding

bridges around the world with the span

than 75% of market share worldwide. It

of the Peoples Republic of China (PRC).

of 1,000meters and CCCC has designed

is also a vital force in China railway con-

ROAD SAFETY MAGAZINE

October - December 2016

23

Vice President Hon. Edward Ssekandi shakes hands with China Communications Construction Company Limited’s Chairman of Overseas Department, Mr. Lu Jing. Looking on are the Chinese Ambassador to Uganda, Mr. Zhao Yali and CCCC Managing Director Zhang Weidong. struction market by actively participating

Prizes for Scientific and Technical Ad-

tutes, 2 National level research centers,

in the international contracting market

vancement, 126 Provisional Level Prizes

7 Provincial level technology centers, 6

becoming the largest international con-

for Scientific and Technical Advance-

key laboratories, and 2 Post Doctoral re-

tractor in China.

ment, 34 China Zhantianyau Prizes for

search centers. It also has a high level

Civil Engineering, 46 China Luban Prizes

scientific research team consisting of

CCCC persists in branding development

for excellent quality project (including 4

3 members of the Chinese Academy of

strategy, attaches importance to scien-

Golden Prizes) 19 National Prizes for Ex-

Engineering, 12 National level survey

tific and technical innovation. Among

cellent Investigation and Design.

and design masters and great number

the projects designed and constructed

of senior engineers.

by CCCC, it has created many “firsts” in

CCCC has established and edited 70% of

the history of marine and bridge works

National Standards for roads and water

CCCC is looking forward to working hand

in China, even in China and the world.

transportation industry, including 21

in hand with friends all over the world

National level construction methods.

for a win-win co-operation and for build-

During the past decade, CCCC has won various awards including 23 National

24

October - December 2016

ing a more splendid future.

CCCC currently has 10 large design Insti-

ROAD SAFETY MAGAZINE

Roads completed a head of time. Kingfisher Road in Hoima.

CCCC(U): A Reliable Development Partner The company has distinguished itself in

firm, with rich experience in constructing

In Uganda, the company has designed and

Uganda as a very reliable contractor.

ports, railway, bridges, roads, and tunnels

constructed over 25% of the government

among other specialties, CCCC has vast ex-

express way trunk road network. CCCC also

The company has finished the construction

perience spanning decades and has been

employs over 2000 of local staff among

of at least three major roads in Uganda

executing projects around the world.

which over 300 are engineers at a senior

ahead of schedule. Given that many con-

level.

tractors often grapple with deadlines, this gives the company an advantage against its competitors. This makes CCCC the long awaited partner for Uganda.

This speedy construction of quality roads has won the several awards both outside and within Uganda. Currently, the company is undertaking the upgrading and expansion of the Kampala -Entebbe Expressway, Entebbe International Airport, Kiryandongo-Kamudini road, Kamudini-Gulu road and the Muromgo bridge.

As a leading international construction

ROAD SAFETY MAGAZINE

A completed section of the Kampala-Entebbe Expressway.

October - December 2016

25

The Nambigirwa Bridge along the Kampala-Entebbe Expressway project.

Upgrade and expansion of Entebbe International Airport The Kampala-Entebbe Expressway is a 51.4km road that starts from the northern bypass at Busega roundabout and ends at the Entebbe International Airport with a turn off to Munyonyo.

When the project is completed, there will be a drastic decrease in the traffic jam in Kampala. This will save time for people for more productive engagements and also decrease accidents caused by fatigue due to people staying for long in the traffic jams especially after a long days work. The road will also link Entebbe International Airport to the country’s largest civilian and military base to Kampala City.

26

October - December 2016

Ongoing works on the soon to be completed Kampala-Entebbe Expressway.

ROAD SAFETY MAGAZINE

CCCC: Corporate social responsibility

Digging a well to solve water supply problem for local residents in Moroto District.

Road maintenance for the Church Road in Kibaale.

An education facility centre for street children in Moroto District.

Road maintenance for Kisubi University in Entebbe.

CCCC medical team offer free treatment to the local community in Kibale District.

ROAD SAFETY MAGAZINE

October - December 2016

27

‘STOP’ line ahead

ostly triangular

Warning signs Warning signs

MostlyDual triangular

to left (symbol may be reversed)

(or left if symbol reversed)

Crossroads

Junction on bend ahead Traffic merging from left ahead

Road narrows Road Junction on T-junction with Staggered carriageway on right (left if narrows on Dual Road narrows Road bend ahead priority over junction Mostly triangular ends symbol reversed) both sides Dual Road narrows Roadfrom carriageway on right (left if narrows on vehicles carriageway on right (left if narrows on Distance to symbol reversed) both sides Dual ends Road narrows Road Distance to the right ends symbol reversed) both sides Crossroads Junction on ‘Give Way’ T-junction with ‘STOP’ line carriageway on right (left if narrows on Distance to Distance to line ahead ahead bend ahead priority over Two-way ends symbol reversed) both sides The priority through route is indicated by the broader ‘Give Way’ to line.

‘STOP’ Distance Distance to line Dual Road narrows Road vehicles from traffic crosses line ahead ahead carriageway on right (left if narrows on ‘Give Way’ ‘STOP’ line

Crossroads

WARNING SIGNS

Distance to ahead ‘STOP’ line ahead

ends

Distance to

Bend To Right (Or Left If ‘STOP’ line Symbol Reversed)

ahead

Distance to ‘STOP’ line ahead

T-junction priority o vehicles the rig

The priority throughTraffic routemerg is in Staggered junction from left aheo Two-way traffic Opening straight ahead swing bridg ahead

Distance to carriageway on right ‘Give (left if Way’ narrows on Distance to sidesby the broader line. lineCrossroads ahead The priority through route is indicated ends symbol reversed) both Side Roads Combined Curves

symbol reversed)Dual

Hairpin Curve

‘Give Way line ahead

the right one-way road Road narrows both sides line ahead Road ‘Give Way’ line ahead

Double bend first to left (symbol Staggered Roundabout Traffic merging Uneven road may be reversed)

Crossroads Junction on first T-junction with Double bend Bend to right bend over junction ahead leftahead (symbol (or left if symbol Staggered from left Crossroads to Junction on priority T-junction with Traffic merging from over junction bend ahead vehicles priority from left ahead may be reversed) reversed) the right T-Intersection Y-Intersection Staggered Intersection vehicles with from Roundabout Crossroads Junction on T-junction Staggered Traffic merging Double bend first Bend to right Roundabout the right junction bend ahead priority over from left ahead Staggered Crossroads TheCrossroads Junction on T-junction with Traffic merging left (symbol (or left line. ifStaggered symbol T-junction Traffic merging priority throughJunction route isonto indicated by thewith broader Traffic signals vehicles from bend ahead priority over junction from left ahead junction bend ahead priority over from left ahead may be reversed) byJunction reversed) Crossroads on T-junction with Staggered The priority through route is indicated the broader line.

Distance to ‘Give Way’ Bend to right line ahead

Rounda

(or left if symbol Plate below reversed) some signs Trafficsignals Signal Traffic Uneven road

Slippery ro Plate below some sign

Traffic merging

vehicles from the right bend ahead priority over not in use junction from left ahead vehicles from the right vehicles from the right the right The priority through route is indicated by the broader line.

The priority through route is indicated by the broader line.

TheNarrow priority route is indicated by broader line.

Road Narrows On Right The Road Boththrough Dualthe Carriageway Ends Dual Carriageway Two-Way Traffic priority through route is indicated by the broader line. Two-way Two-way traffic (Left If Symbol Reversed) Sides Ahead traffic crosses straight ahead Two-way Two-way traffic Uneven aircraft Falling or Opening road ouble bend first Bend to right Roundabout road or PlateLow-flying belowone-way Bend to right Roundabout Unevenbridge road o left Double (symbolbend first (ortraffic left if crosses symbol somePlate signs straight ahead swing or below sudden fallen rocks to left (symbol one-way (or left if symbol some signs ay be reversed) reversed) road ahead aircraft Trams Tunnelnoise ahead may be reversed) reversed) Two-way Two-way traffic Low-flying aircraft Opening or crossing Double bend first Bend to right Roundabout Uneven road Plate below Double first Bendstraight to right aheadRoundabout Uneven road Plate below trafficbend crosses or ahead sudden swing bridge Double bend first to leftBend to right(or left if symbol Roundabout Uneven road Plate below (symbol some signs to left (symbol (or left if symbol some signs Other Danger Height Restrictionroad Uneven Road Hump Drift one-way ahead aircraft noise be reversed) to leftbend (symbol (or leftto if symbol some signs ouble first may Bend right reversed) Roundabout Uneven Plate below may be reversed) reversed) road may be(symbol reversed) reversed) to left (or left if symbol some signs ay be reversed) reversed)

Traffic signals

Opening swing br ahea

Level cross Falling or with barrier fallen rock gate ahea

Slippery

Two-way Two-way traffic Low-flying aircraft Falling or Traffic signals Opening or Two-wayNarrow Bridge Two-way traffic LooseOpening Low-flying aircraft Falling orRocks Slippery Road Falling Gravel Steephill Descent Steep Traffic signalsor Slippery road fallen rocks Steep traffic crosses straight ahead or sudden swing bridge nothill in use traffic crosses straight ahead swing bridge or sudden fallen rocks one-way road aircraft noise ahead traffic Opening downwards or Falling Low-flying aircraft upwards Falling or Two-way trafficTwo-way or aircraft Low-flying or one-way road Two-way aheadOpening Two-way noise aircraft

Two-way Two-way traffic crosses traffic crosses one-way ntinuedroad one-way road

traffic crosses straight ahead or sudden fallen rocks swing bridge fallen rocks Traffic signals straight ahead traffic crosses or sudden swing bridge Steep hill = 1:5 Trafficaircraft signals Slippery road one-way roadahead aircraft noise one-way noiseahead Gradients may be shown as a ratio i.e. 20% not road in use

Two-way traffic Two-way traffic straight ahead straight ahead

Steep Ascent

Opening or Low-flying aircraft Traffic signals Opening or Low-flying aircraft or sudden swing bridge not in use swing bridge or sudden ahead aircraft noise Warning - continued Quarry Or ahead Riversigns Bank Low Flying Aircraft aircraft noise

Falling or Falling or fallen rocks fallen rocks

Low Flying Aircraft

downwards

Steep hill upwards

Gradients may be shown as a ratio i.e. 20% Pedestrian Crossing

Trams Level cro crossing with barr Steep hill Traffic signals road road SteepSteep hill hill Traffic signals Slippery Slippery Steep hill TrafficSteep signalshill Slippery road Steep hill ahead gate ah Steep hill upwards Traffic signals Slippery downwards road downwards Steep hill upwards downwards upwards Trams Level crossing Level crossing Level crossing Traffic signals Traffic signals downwards upwards Traffic signals Tunnel ahead Gradients as a ratiobarrier i.e. 20% = 1:5 crossing with barrier or a ratio without barrier without not in use Gradients may be shown as 20% 1:5 not in use Gradients may be shown as ai.e. ratio i.e.=20% = 1:5 may be shown not in use Traffic signals Gradients may be shownAgricultural as a ratio i.e. 20% = 1:5 not In in use Domestic Animals Pedestrian The Road Children InTunnel The Road Cyclists In Trams The Road Vehicle Level crossing Level crossi Level crossing ahead ahead gate ahead or gate ahead or blind or Frail (or blind or Zebra Zebra crossing with barrier or without barrier without barr ed if shown) disabled if shown) crossing crossing ahead gate ahead or gate ahead Steep hill Traffic signals Slippery road Steep hill ians likely to pedestrians likely to Steep hill Traffic signals Slippery road cross road Steep hill downwards upwards road ahead ahead School crossing Overheaddownwards Pedestrians electric Overhead electric Traffic signals Pedestrians upwards patrol ahead in road ahead in as road ahead cable; platemay be shown cable; plate Traffic Gradients a ratio i.e.

20% = 1:5 not signals in use Trams Level crossing Level crossing Level crossing Tunnel ahead (some signs indicates indicates Gradients may be shown as a ratio i.e.

20% = 1:5 not in use crossingLevel crossing with barrier or without barrier without barrier Trams Level crossing Level crossing Tunnel ahead Trams Railway Railway Crossing one Railway Crossing More Crossing With Railway Crossing Wild Animal Level crossing Level crossing Level crossingWith Tunnel ahead Trams Level crossing Level crossing Level crossing Tunnel ahead have amber maximum height maximum height ahead gate ahead or gate ahead Line Than One Line Gate Or Barrier Gate Orwithout Barrierbarrier without crossing orwithout without barrier crossing lights barrier barrier with barrier orbarrier crossing with barrier or withof without barrier without barrier which flash vehicles which of vehicles which ahead gate ahead gate ahead gate ahead gateorahead ahead ahead when gatecrossings ahead or pass gateorahead can safely can pass safely are in use) October - December 2016 ROAD SAFETY MAGAZINE 28 Tunnel ahead

Tunnel ahead

Trams

Level crossing

Level crossing

Level crossing

ORDERING SIGNS No Entry For Any Vehicle

No Entry For Motor Vehicle

No Entry For Motor Vehicle Except Motorcycles

No Entry For Trucks

No Entry For Buses And Coaches

No Entry For Motorcycles

No Entry For Motor Vehicle

No Entry For Tractors And Slow Moving Vehicles

No Entry For Cycles

No Entry For Pedestrians

No Entry For Animal Drawn Vehicles

Length Limit

Height Limit

Width Limit

Gross Weight Limit

Axle Weigh Limit

No Right Turn ( Left If Symbol Is Reversed)

No U Turn

No Overtaking

No Use Of Horn

Compulsory Stop

No Parking

End of speed limit

Stop

No Stopping

Speed Limit

Give way

Temporary traffic control - STOP

Ahead only

Turn Left (Righ of symbol

Rurn Left ahead (Right of

Pass either side

Round About

Route for buse only

is reversed)

ROAD SAFETY MAGAZINE

symbol is reversed)

Ahead or turn Right (Left of symbol is reversed)

Route for cycles only

End Of Restriction

Temporary traffic control - GO

Pass left side only (Right of symbol is reversed)

Route for Pedestrians only

October - December 2016

29

Road Safety Policy

Major Road Safety Stakeholders pose for group photo at a National Road Safety Workshop held on December 15, 2015 during the National Road Safety Week.

New National Road Safety Policy to reduce road carnage Road Crashes in Uganda are one of the silent preventable diseases decimating family units, communities and the population at large. It is a disease because a road crash victim, although not initially infected with any pathogen, when admitted to health facility after a road crash can spend months at that health facility just like any other patient with a well-known disease. This costs families and Government in terms of treatment costs.

F

amilies are normally emo-

Between 2011 and 2014 Uganda

and suffering due to sudden death

tionally devastated in case

lost more than 12,000 lives due to

whereas some have been robbed of

of sudden death and/or

road crashes/accidents. In addi-

bread winners resulting in some of

serious injuries. Worse still,

tion, more than 53,000 people have

these families sliding into absolute

some times such victims never fully

been seriously injured and hospital-

poverty. In addition, at least 53,000

recover all their physical abilities or

ised during the same period. This

families have had to incur and are

mental faculties and might even take

means that at least 12,000 families

still incurring unbearable treatment

years to be fully rehabilitated.

have suffered enormous grief, pain

costs estimated in billions of shil-

30

October - December 2016

ROAD SAFETY MAGAZINE

Road Safety Policy fatalities/serious injuries reported annually need to be brought to the fore. Generic and internationally known causes such as “human error” should not be thrown around just because of some research which was conducted elsewhere in Africa or even Europe. As country, we may have unique challenges which lead to road users making those errors resulting in road crash. For example, outside of East Africa, there are almost no countries which use boda-bodas as a form of public transport.

If the research is done and reasons understood, then specific interventions can be initiated and implemented. This implementation Top: A well paved but unsafe road section

has to be monitored. As a governent stakeholders. However, unlike

ment, we need to know a specific

other public health issues such as

intervention has reduced fatalities/

malaria, tuberculosis and HIV/AIDS,

serious injuries by a given percent-

road safety has still lagged behind

age. This will not only compel en-

in terms of funding and other in-

forcement to be sustained but also

terventions (you will never hear of

convince stakeholders such as po-

a charity run for road safety). This

litical leaders not to interfere and

has been mainly due to lack of a

encourage funding agencies to pro-

guiding policy framework. The Pol-

vide more funding. For example, it

icy is therefore expected to guide

is useless to introduce a regulation

the creation and development of

on seat belts and not monitor what

In recognition of the above costs

programs and activities to improve

effect this particular regulation has

and suffering, Cabinet approved

the road safety situation.

had on the number of fatalities/

Above: Both of the above road users lings due to serious injuries as a re- (pedestrian and sult of road crashes. There are other vehicle) have equal costs related to property damage rights to use that road which can also be enormous.

Government approves a National Road Safety Policy

a National Road Safety Policy on 26th November 2014 as a strategic intervention to address the situation. The Policy is a clarion call of all

Key issues approve by cabinet in the policy framework

injuries of road users. If a road has been deliberately improved for road safety, there is need to know what the effect is on road safety.

the road safety challenge facing the

1. Road Safety Research and Monitoring

Country. Although development of

In order to make meaningful in-

the Policy was spearheaded by the

terventions, a substantive amount

The foundation for a safe road en-

Ministry of Works and Transport,

of research into the road safety

vironment is competent drivers

road safety is a Public Health issue

problems needs to be undertak-

(including riders of motorcycles –

that calls for interventions by differ-

en. Reasons behind the figures on

commonly known as boda-bodas).

road safety stakeholders to tackle

ROAD SAFETY MAGAZINE

2. Improving Competence of Drivers

October - December 2016

31

Road Safety Policy This demands professional driver training schools/institutions, modern computerised driver testing methods, forgery proof (to the greatest extent possible) driving permits and transparent enforcement mechanisms. Although government already has a computerised driving permit (CDP) which is extremely difficult to forge, there are still glaring gaps in the driver testing system which compromises driver competence. As a policy intervention, the Ministry got the approval to evaluate the current driver testing system in order to make proposals for improvement.

This process is underway.

3. Improving the Safety of the Road Network Safe roads are a strong pillar in reduction of the road crashes. Government will therefore undertake to develop and enforce safe design standards on all roads. Road

4. Improving the Quality of the Vehicle Fleet

road network also needs to pri-

Independent road safety audits will Ronald Amanyire, also be carried out by using inter- Secretary National Road Safety Council, nationally recognised mechanisms undergoing a blood such as the International Road As- alcohol breathalyser sessment Programme (iRAP) based test during the National Road Safety in United Kingdom. iRAP assesses Week, December safety of roads and ranks them ac- 2015 cording from zero star to five star. Pe-

oritise provision of facilities for

riodic formal road safety audits will

passive and active safety features

Non-Motorised Transport (NMT) in

be enshrined as part of routine road

which will be inspected for proper

order to reduce deaths of pedestri-

safety activities in Ministry programs

functionality. Passive features such

ans on the road network. Current-

and activities. It is important to note

as airbags and seat-belts and active

ly, 40% of all people killed on our

that these will only be in addition to

systems such as Anti-Lock Braking

roads are pedestrians and this can

internal road safety audits undertak-

Systems (ABS) will be a must for all

be partly attributed to lack of prop-

en by the Uganda National Roads

vehicles on Ugandan roads. A safe

er NMT facilities which are sup-

Authority (UNRA), Kampala Capital

vehicle protects both the occupant

posed to be provided during road

City Authority (KCCA) and all other

and a third party in case of a crash.

design and construction.

authorities responsible for road con-

To reduce on emissions which have

struction and maintenance.

both environmental and safety ef-

designs will need to be audited for safety right from the first design to the final design, during construction and post construction. Road works then, have to be carried out with proper road accident/crash mitigation measures in place. The

32

October - December 2016

Safe vehicles are another pillar in a safe road system. In order to improve the safety of vehicles, Cabinet approved the privatisation of vehicle inspection for roadworthiness. Safe vehicles have both

ROAD SAFETY MAGAZINE

Road Safety Policy fects government will also consider

better. It is one of the areas which

limiting the importation of used

need research and monitoring be-

vehicles into the country and estab-

cause generic information about

8. Establishment of a Rescue Service and Victim Care Framework

lishing vehicle assembling plants. All

road safety interventions is inap-

Road crashes by their nature are pre-

vehicles above four years of age will

plicable in this case. Currently, the

ventable but still happen. Therefore,

be inspected. This specific interven-

Ministry in consultation with the

government has put in place a policy

tion is already under implementa-

Solicitor General is in final stages of

to establish a formal rescue system

tion.

drafting a more robust legal frame-

for road accident victims. This area is

work for this industry.

one of the most challenging areas to

5. Decentralisation of Road Safety Services

7. Road Safety Education, Promotion and Awareness

All citizens of Uganda, in all parts of

address in the Policy due to a multiplicity of factors including traffic congestion, lack of dedicated trauma care

the country, are road users. There-

One of the biggest challenges to

facilities, uninsured road accident vic-

fore, road safety services (educa-

reduction of road crashes is lack

tims, among others. However, with

tion, promotion, victim care and

of awareness right from policy

more stakeholder corporation and

response) will be decentralised to

makers at different levels of gov-

involvement, this particular interven-

ernment to common (wanainchi)

tion can also be achieved.

the local government level. Local governments are best placed to

NUMBERS

road users. Without this specific

Conclusion

conduct road safety sensitisation

policy intervention, all other in-

campaigns at the community level.

terventions will achieve nothing.

Finally, as Ugandans we need to rec-

All It should be noted that Local Governments are required to promote road safety under Part 2 Section 12 of the Local Governments Act 1997.

The Ministry intends to monitor to what extent this is being undertaken. The Policy also requires Kampala Capital City Authority (KCCA) to establish a Road Safety Unit and also prepare a Road Safety Action Plan for Kampala.

6. Improved Regulation of Boda-Bodas

12,000

Approximate number of lives lost due to road crashes/accidents between 2011 and 2014 with more than 53,000 people have been seriously injured and hospitalised during the same period.

(Government

ognised that roads are constructed

and Non-Government) need to

for each and every one of us. Wheth-

first and foremost appreciate the

er one drivers the latest VX Land

challenge facing the country as al-

Cruiser or pushes a cart or walks daily

ready recognised by Cabinet.

to work, whether one is a new born

stakeholders

baby, youth, senior citizen or Cabinet Specifically, technocrats in Gov-

Minister, we all have equal rights to

ernment Ministries, Departments

all roads currently in use.

and Agencies, private sector players with big fleets of vehicles

All road users have equal rights. The

(specifically companies in the

country does not have any segregat-

transport logistics business) need

ed roads at the moment – the first

to be compelled to play their re-

will probably be the Kampala – Enteb-

spective roles in promoting road

be expressway. With this in mind, we

safety.

have to get out of our homes on each

Boda-bodas are involved in more

single day knowing that our actions

than 30% of all accidents in the

Their efforts can then be sup-

may lead to a crash which will result

country. This is a peculiar problem

plemented by mass sensitisation

in a fatality/serious injury of another

absent in most countries outside of

campaigns conducted by the Min-

human being.

East Africa. Government recognised

istry through the National Road

this and tasked the Ministry to come

Safety Council (NRSC), Non-Gov-

As a Council we want to ensure that

up with specific measure to address

ernmental Organisations and Pri-

we have safe road users, driving safe

the problem. The fact is that as a

vate Business Entities with a spirit

vehicles/motorcycles on safe roads

country we cannot wish them away,

of Corporate Social Responsibility

with an efficient victim rescue sys-

but we can certainly manage them

(CSR).

tem.

ROAD SAFETY MAGAZINE

October - December 2016

33

Road Safety Policy

Reflector regulations 2012 to curb road accidents Although the government has continuously improved the status of roads through prioritization and a resultant increased funding of the roads and transport sector in each of the last three financial years, road carnages are still high, ranking Uganda among countries with the highest number of carnages in Africa. About 80% of these accidents are attributed to human error.

T

he Ministry of Works and Transport has continuously come up with regulations to curb the

growing trend of road accidents.

On March 16th 2012, it signed the

Statutory Instrument 2012 highlighting the traffic and road safety (reflectors) regulation intended to guide actions and plans to reduce accidents.

According to the regulations, hours of darkness range between 6pm to 6am, and a reflector means a retro-reflector which has no light source of its own and reflects light back to its

The reflector shall be placed in a way

The reflector shall be clean, in good

source; a side marker lamp means a

that the portion of its reflective sur-

and effective condition and shall be

lamp capable to display light through

face furthest from the longitudinal

fitted to an immovable part of the ve-

an angle of 180 from the front to the

center line of the vehicle is not further

hicle not obscured in any way. If it is a

rear of the vehicle when fitted to the

than 400mm from the outer edge of

white reflector, it will be fitted in a ver-

side of the vehicle, with “a side car�

the widest part of the vehicle. A mo-

tical condition and it will face squarely

meaning a car, box or other recepta-

torcycle without a side car shall be

to the front. The red reflector will be

cle attached to the side of a motorcy-

fitted with a reflector at its rear side.

fitted in a vertical position and face squarely to the back, whereas the yel-

cle and which is provided with a third The reflector required under these

low will be fitted in a vertical position

regulations shall be 300mm high but

and face squarely to side. However, a

Therefore, a vehicle other than a mo-

not higher than one and a half milli-

vehicle imported by a registered im-

torcycle without a side car or a motor

meters from the ground level. Where

porter may have a red reflector fitted

tricycle shall be fitted with a reflector

it is impossible to fit the reflector as is

at the side towards at the rear of the

on each side of the rear of a vehicle

required by the regulation due to the

vehicle.

at the same height as the longitudinal

design of the vehicle, the reflector will

centre line of the vehicle and equidis-

then be fitted as near as possible to

Cargo vehicles whose gross tonnage

tant from each side of the vehicle.

the prescribed position.

exceeds 3, 500kgs shall be fitted with

wheel for support.

34

October - December 2016

ROAD SAFETY MAGAZINE

Road Safety Policy a warning sign at the rear side of the

which when lit indicate the width,

the driver occupies the driving seat of

height, load and equipment of the ve-

the vehicle or in the course of events

ron sign which is a standard sign with

hicle from the front or from the rear

accompanying the carrying out of

(retro reflective sign for road vehicle),

of the vehicle.

state, city, municipal or town council

vehicle. The warning sign is a chev-

“chevron sign� bears a certification mark and incorporates both reflective

NOTE

Approximate number of lives lost due to road crashes/accidents between 2011 and 2014 with more than 53,000 people have been seriously injured and hospitalised during the same period.

functions.

It is a requirement that a vehicle, except a motorcycle, shall carry on

Bicycles shall also be fitted with a

board at least two warning signs that

reflective red and white chevron

are triangular shape made of reflector

facing backwards and securely fixed

material on each side of a triangle at

to the rear mudguard extending

least ten centimeters painted red and

upwards from the rear edge of the

have reflectors at each corner. In case

bicycle at a distance at least twenty

with protrusions or the edges of the

of a combination of three vehicles, at

centimeters. When riding a bicycle

chevron sign shall be trimmed to fit

least two emergency warning signs

during hours of darkness it shall

the contour or equipment of the ve-

shall be carried on the vehicle.

have a lit lamp fitted to it showing

red and yellow chevron stripes.

Under circumstances where a vehicle does not allow chevron sign to be fitted on it, the chevron sign shall be cut into sections to avoid interference

hicle but the chevron partner shall be

a bright white light to the front and

substantially mentioned in regard to

A driver of a vehicle that is stationary

a clear red light to the rear and a

a warning sign to be displaced on a

on the road that is a public road shall

reflector. The rear lamp and the re-

vehicle or a trailer shall be in an up-

display an emergency warning sign

flector of the bicycle shall be fitted

right position or with fifteen degrees

as stipulated in the regulation and

on the rear stay on the right hand

of that position and faced squarely to

no person shall tamper or remove an

side, the rear mudguard or the rear

the rear. The sign shall be placed in a

emergency warning signing which is

right hand of the axle. The rear lamp

way that the lower edge of the warn-

displayed without lawful cause.

of the reflector shall not be fitted in

ing sign is not more than one meter

a position that is higher than the

over the level and it shall be fitted as

An emergency warning shall be

ream of the bicycle where it passes

near as possible to a height according

placed at least forty five meters from

between the stays.

to the structure of the vehicle where

the vehicle along the road concerned

it is impossible to fit to the prescribed

in the direction from which traffic will

The reflector shall be a diameter of

height. The sign shall extend horizon-

approach the vehicle when traveling

at least thirty millimeters and if not

tally for a distance that is necessary

on the side of the road way closest to

circular shall be of such a side that a

to indicate the overall width of the

the vehicle. The sign is to be placed as

circle of thirty millimeters in diameter

vehicle to which it is fitted within 400

far from the edge of the broad way as

might be inscribed upon its surface. It

millimeters of either side. And it shall

the transverse center of the vehicle is

should be such that any time during

be clean in good condition and not

from the edge of the Broadway and

hours of darkness, when light from

obscured.

the reflective side of the sign shall

a headlamp placed at a distance of

face the direction from which traffic

ninety centimeters is projected di-

The side and rear reflective material

will approach the vehicle. Remov-

rectly it gives a red reflection that is

to be fitted to vehicles shall indicate

ing and tempering the emergency

clearly visible to the vehicle to which

the width, height, load and equip-

warning sign will only apply in a place

the head lamp is fitted. It must be in

ment of a vehicle either from the

where the road traffic sign authorizes

clean condition and not obscured.

front or from the rear of the vehicle.

the loading or off loading of the ve-

However, a medium and heavy com-

hicle in compliance with a direction

Any person who contravenes these

mercial vehicle shall, in addition to

convened by traffic sign or traffic of-

regulations, commits an offence and

side a reflective material to be fitted

ficer. It will also apply on account of

is liable, on conviction, to a monetary

with clearance and side marker lamps

the traffic road concerned and while

fine or imprisonment or both.

ROAD SAFETY MAGAZINE

October - December 2016

35

Pictorial

Road safety directorate joins Uganda Police Force to mark the Annual Police Week The Uganda Police Force on 3rd October 2016, commemorated the Police-Day at Kololo Independence Ground under the theme: Monitoring, Evaluation, Rectification and Building the Uganda Police Force. The day was preceded by the police week packed with demonstrations and exhibitions country-wide held from 27th September - 03 October 2016. The Ministry of Works and Transport joined the force to commemorate the day.

36

October - December 2016

ROAD SAFETY MAGAZINE

Pictorial

ROAD SAFETY MAGAZINE

October - December 2016

37

Insurance

Faith Ekudu, Public Relations and Advocacy, Uganda Insurers Association

Insurance and You: Picking the right insurance policy Over the course of my career in insurance, I have heard these three things said about insurance countless times- insurance is expensive, insurance is for a certain class of people and insurers do not pay claims.

M

y response is, to

age to the building.

first understand where the client

It is also important to understand that

is coming from

there are limits as described by the

and hopefully allay some of their

policy. For the statutory third party

assumptions or pre-suppositions

insurance, the benefits or limits are

about insurance in our discussion.

stipulated by Law which means that

We will restrict our discussion to

the insurer can only contribute a

motor insurance in this case.

maximum of UGX 1 million towards the settling of your liabilities. It does

NOTE

Insurance is a risk transfer mechanism used to ensure that in exchange for a fee (premium), if you suffer a loss, the insurer will compensate you. In the case of motor, you would insure your car so that, for example, if your vehicle injures a person, their medical expenses will be catered for by the insurer.

Insurance is a risk transfer mechanism

not however mean that your liabil-

used to ensure that in exchange for

ities arising out of the accident are

a fee (premium), if you suffer a loss,

capped at UGX 1 million - that is just

the insurer will compensate you. In

the maximum amount the insurer can

the case of motor, you would insure

contribute. If your liability was worth

your car so that, for example, if your

5 million, for example, it would mean

vehicle injures a person, their medical

that the insurer will contribute 1 mil-

sured), it is very important that you

expenses will be catered for by the

lion and, you need to find alternative

understand what your cover does or

insurer.

means to pay off the balance. Motor

does not cover. This will considerably

Comprehensive Insurance on the oth-

cut down on the amount of time you

In Uganda, by law, you are required

er hand has much higher limits which

will spend when the accident hap-

to have the statutory Third Party In-

means the compensation levels are

pens and in the claims process.

surance which only compensates for

much higher and will cover property

bodily injury and death. What that

damage and- depending on the policy

When the accident occurs, make ev-

means is that if you have the statuto-

you take- it will compensate you for

ery effort to save lives and work to

ry third party and during the accident,

theft and burglary of your vehicle and

rush the victims to the hospital. Re-

you injured a person and damaged a

pay your medical bills as a result of the

port the incident to the Police and let

building, the person will be compen-

accident.

them visit the accident scene as a po-

sated but it will not pay for the dam-

38

October - December 2016

As the owner of the vehicle (the in-

lice report will be one of the required

ROAD SAFETY MAGAZINE

Insurance sured is in agreement, they will sign

pared to how much I would need to

the discharge voucher and return it

dig into my own savings to replace

to the insurer. In line with the guide-

my vehicle if it was involved in an ac-

lines provided by the Insurance Regu-

cident.

latory Authority of Uganda (IRA), the insurer will pay the claim between

When it comes to the question of

5-21 working days. If it is a Motor

claims, as mentioned before, it is im-

Third Party insurance claim, you shall

portant that your policy covers you

be paid in not more than 5 working

for what you are claiming to begin

days- with most insurers paying in 3

with. If the event or loss is not cov-

days or less.

ered, the insurer will likely decline the claim. Once it has been established

So to answer the first question about

that you are indeed covered, the in-

the cost of insurance and it being for

surer will require that you provide all

particular people, I think it comes

the necessary information and once

back to the value you place on your

substantiated, your claim will be paid.

property and how the loss of that property would affect your life and

The IRA and the Uganda Insurers

financial position. Insurance is there

Association (UIA) are working hand

to cushion or reduce the impact

in hand to ensure that customers

that loss would have and many of us

are getting the best service possible

cannot afford to suddenly pay out

from their insurers especially when

of pocket when our vehicles are in-

it comes to the claims manage-

volved in accidents.

ment process & timely payments.

The IRA in collaboration with the

Relatedly, people often think insur-

market has gone as far as to agree

ance is expensive which is again is not

on guidelines and time lines as to

true. With specific regard to Motor

the claims process to ensure that

Insurance, the average Motor Third

this process is handled smoothly

Party Insurance premium for a mo-

and effectively. These guidelines

torcycle or boda-boda is UGX 6,000

can be downloaded from the Reg-

documents in the claims process.

and for a saloon car is UGX 22,000

ulators website. If a client is dissat-

Report to the insurer as well and re-

to get coverage for one year which

isfied with the services they have

turned a dully completed claims form-

is affordable for many Ugandans. If

received, they have the option to

be sure to attach all the required doc-

you would like to upgrade to a motor

reach out to the UIA or the IRA who

umentation. We have found that in

comprehensive cover, for example,

both have complaints desks intend-

many cases, the owner takes a long

based on the minimum rate require-

ed to assist in such situations.

time to return the documentation

ment, the value will be calculated as

which slows down the process.

4% of the value of the vehicle. If for

If you have any further questions

example I own a Premio valued at

about this and other classes of insur-

Once the necessary documentation

UGX 15,000,000, my premium will be

ance, the Uganda Insurers Associa-

has been submitted, the insurer will

UGX 600,000.

tion provides free advisory services

issue a discharge voucher to the own-

and can be reached on 0800 10 50

er which states how much the insurer

This seems like a relatively good price

50 or info@uia.co.ug or at their offic-

will pay to settle the claim. If the in-

to pay to insure my vehicle as com-

es on 24A Acacia Avenue, Kololo.

ROAD SAFETY MAGAZINE

October - December 2016

39

OPINION

By Eric Wakabi, Head of Communication, HEPS-Uganda

Accidents are not inevitable; we should stop accepting them as such It’s true. Speed kills. But do our drivers care? It always seems like a norm rather than an exception; especially on the major highways. Sometimes the passengers are exhilarated to reach their destinations before the designated time.

I

n September, a 9-year-old

Throughout 2016, reports of

should be doing every other day

are also not usually enforced and

boy and 11-year-old girl

horrific fatal accident have been

of their work.

some drivers are heard in public

were walking home from

made, one after another involv-

school in Mukono when

ing Boda-Bodas, private cars, taxis

When reckless drivers connive

many fine payment demand

tragedy struck in the form of a

and pedestrians with the worst

with corrupt traffic police, it robs

forms they have in the cabinets. It

2000 Toyota Land Cruiser. The

accidents

happening on the

the lives of our dear ones and

is not until one day when lady luck

children were crossing the road

Kampala-Masaka road, which has

costs this country a fortune in

runs out that they are caught.

to go home at around 3 p.m.

since been christened “massacre

terms of the health cost.

on September 12, 2016 when

road.”

they got hit. Luckily, there were

transport means bragging how

If only drivers could adhere to The Assistant Commissioner of

the safety laws and regulations

some good Samaritans on the

Statistics aside, there is need to

Police Sarah Kwibika in charge of

and ensure that their vehicles

scene who rushed them to hos-

curb the rampant rate at which

operation Fika Salama also admits

are roadworthy, accidents would

pital. According to one of the

road accidents are happening.

that “90% of the accidents are due

greatly reduce. Uganda has good

local radio stations, the incident

The causes of road accidents in

to human error,” adding that it’s

legislation on road usage and

was an “accident.” But here’s

Uganda are a public secret and

all about driver behaviour which

safety, but what is a good law with

the thing: It wasn’t.

have been debated over and over.

included over speeding, risky

weak enforcement and corrupt ju-

Reckless drivers, drunk-driving

overtaking on bends, overloaded

diciary? We need, as a country to

Data from the Uganda National

and poor road network are some

trucks, un-roadworthy vehicles

be serious on safety laws if we are

Bureau of Statistics on road acci-

of the most commonly fronted

and driving while drunk. So, how

to end the current road carnage

dents shows that in 2014, passen-

causes. However, have you ever

come this has not been stopped?

in the country. The government

gers formed the highest percent-

thought of the fact that our traf-

age of causalities (37.4%) closely

fic police system is rotten with

Well, my guess is as good as yours;

fixed and are in good condition,

followed by pedestrians (26.0 %).

bribe-taking officers who have in

whenever the reckless drivers are

the traffic police should liaise with

These two accounted for nearly

turn condoned reckless driving on

caught, they always know what to

the Transport Licensing Board

two thirds of all accident victims.

our roads? How come the road

do –pay the police officer a bribe,

to cancel the driving permits of

According to the Injury Control

accidents on the Kampala-Masa-

and life goes on. Others who seem

drivers who constantly flout road

Centre, Uganda, Mulago Hospital

ka highway reduced when Traffic

to have some disposable income

rules and safety regulations.

alone receives 5 to 20 Boda-Boda

Police ran Operation Fika Salama

accept to pay the prescribed fines

accident cases every day, resulting

(arrive safely)? There was public

which government is very happy

As Ugandans, we should take pre-

to 7,280 cases in year.

outcry and the police had to do

to receive. When you tax a crime,

ventive measures to ensure that

something, which in fact they

you make it a commodity. Fines

our roads are safe for everyone.

40

October - December 2016

should make sure that roads are

ROAD SAFETY MAGAZINE

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81

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