According to the World Health Organization, while global road traffic deaths decreased by 5%, the number of fatalities in African traffic incidents increased by 17% in the last ten years.
The report on Road Safety discovered that approximately 20% of deadly traffic accidents globally took place in Africa. Nhan Tran, the leader of WHO’s safety and mobility unit and primary author of the report, stated that the rise in fatalities in Africa can be attributed to the growing number of vehicles on the roads. In the past decade or two, individuals who were previously unable to afford a vehicle now have the means to do so. This has led to a significant increase in motorization in Africa, but the necessary infrastructure to support it has not been adequately developed.
The World Health Organization reports that road accidents are the ninth leading cause of death in Africa.
According to experts, the rise in road fatalities can be attributed in part to a significant growth in the number of motorbikes. In eastern Africa, motorbike taxis, also known as boda bodas, piki pikis, or motos, have gained popularity as they fill the void in public transportation.
Gladys Nyachieo, a sociologist at the Multimedia University of Kenya who studies mobility, observed a significant rise in the number of motorcycles being imported in Kenya around 10 years ago compared to cars. However, this increase also led to a rise in motorcycle-related accidents, prompting some hospitals to open specialized wards for victims of these accidents.
Tran stated that the reason motorbikes are more hazardous than cars is simply due to the laws of physics. This is because motorbike drivers are more vulnerable compared to passengers in a car. In the event of a collision between a car and a motorbike, the impact can be comparable to hitting a pedestrian.
According to the Rwandan police, motorbikes and bicycles were the primary cause of road accidents in the first half of 2023, resulting in 98 fatalities and 46 major injuries.
Activists claim that numerous individuals who ride motorcycles neglect to properly utilize protective headgear, leaving them more vulnerable to harm. Numerous nations, such as Rwanda and Kenya, have made it mandatory for both drivers and passengers to wear helmets. Although Rwanda has a high compliance rate of almost 100%, Kenya’s enforcement of this law is lacking, resulting in only 40% of drivers using helmets.
However, the rate of fatalities from road accidents in Rwanda remains elevated. According to Innocent Nzeyimana, the director of Healthy People Rwanda, a non-profit organization promoting road safety, although helmets are mandatory, there are no set standards for them. The majority of helmets are imported from India and China, with no means of testing in Rwanda to ensure they meet safety standards. Furthermore, drivers often continue to use damaged helmets after being involved in an accident.
The non-profit organization discovered that certain drivers were utilizing helmets that had been repaired with staples, glue, or tape. Nzeyimana stated, “A helmet in this condition is equivalent to papier-mache and provides no protection.”
The FIA Foundation, a charity dedicated to promoting road safety, has made a pledge to launch a helmet-testing facility in Rwanda by 2024. Additionally, Transaid, a charity organization, expects the Kenyan government to also establish a similar centre in the near future. According to Nyachieo, a representative from Transaid, without a testing centre, it is not possible to implement or enforce safety standards.
While poorly made helmets can be bought for $3, helmets with international safety certificates such as DOT or ECE can cost up to 10 times more. For motorcycle taxi drivers, who in Kenya earn $6.25 a day on average, even the cheapest helmet is a major expense.
Sandeep Radia, the representative of Boda Plus, a helmet manufacturer in Kenya, stated that they are unable to match the low prices of Indian helmets. Despite offering high-quality and safe helmets, their cheapest option is priced at $4, which is slightly more expensive than an Indian helmet. This price difference often deters boda boda drivers, who question the need to spend an extra dollar.
Boda Plus was one of the first companies on the continent to manufacture helmets when it started two years ago. As well as in Kenya, its biggest customer bases are in Tanzania, Uganda and Congo.
Radia stated that despite having top-notch equipment and high-quality helmets, their company is facing difficulties. According to her, there is not much differentiation for consumers between their helmets and ones that break upon impact with the ground.
“A domestic manufacturing sector is really the best option,” said Sam Clark from Transaid. “Once a testing centre is up and running we hope to see a reduction in flimsy imported helmets. Kenyan manufacturing industry needs to be ready to meet the demand.”
Elly Kegode serves as the leader of a boda drivers’ cooperative located in Kibera, Nairobi, which is home to the largest slum communities in Kenya. He sadly shares that he has witnessed the deaths of many of his colleagues, and often their children come to him for assistance. This is a constant source of grief for him.
After being hospitalized for months due to a collision, Kegode established a cooperative. He admitted, “I made the mistake of not wearing a helmet and now I want to prevent others from making the same error.”
Kegode’s cooperative, in partnership with Transaid, assists their drivers in purchasing Boda Plus helmets at a reduced cost. According to Kegode, there has been a noticeable improvement as one of their drivers was involved in a severe accident but sustained only minor injuries due to the helmet.
He expressed a desire for the government to take action, such as providing subsidies for safe helmets or enforcing safety regulations, to promote our safety.
Source: theguardian.com
