Azetsop (2010) observes that the motor vehicle registration in Kenya rose from 4136 in the year 2004 to 16, 293 in the year 2007. Motorcycle and taxi service have also increased in the country in the last seven years.

ber of road traffic accidents in Kenya (Bechani et al., 2011). Assum (1998) observes that road traffic injuries are higher in Kenya than the Great Britain by 48.9 percent. Further, a study conducted to compare road traffic injuries in twelve countries found that Kenya records a rate of road accidents, higher than Zimbabwe by 1.6% (Bechani et al., 2012). The Kenyan Ministry of Transport (MoT, 2005) highlights that the many sectors involved in the regulatory framework of road safety complicates clear government policy and coordination in the transport sector. The MoT (2005) also outlines outdated legislation as another hindrance to enhancing road safety in Kenya. Road safety awareness among pedestrians, drivers and other road user is also poor (WHO, 2010), and this facilitates the increase in the road traffic injuries. Defects in the training system for drivers also contribute to the ever increasing number of road traffic injuries. MoT (2005) records that; there is no established common syllabus for training drivers countrywide.

Going by this, there is a need to promote training, awareness and education to drivers, pedestrians and other road users regarding road safety, with the aim of reducing road traffic injuries and accidents. In regard to the outda (Odero 1995; Pratte 1998) (ROSNEK 2013; KTPD 2009) road traffic injuries in the country. I decided to choose this project because it touches me deeply when I see people dying anyhow, and of causes that are preventable. My passion for preventing such deaths has been burning in me since my childhood days. I believe through FRONTLINE-Save Lives, I will contribute in saving lives in a developing country, and this will go far in saving lives.

Aims and Objectives:

The aims and objectives of this project are as outlined below:

• To promote awareness and minimize road traffic injuries.
• To promote behavior change in regard to road safety practices.
• To enhance training and education in order to promote road safety.

 

Expected Outcomes:

• An informed public about the need to promote safe road practices
• Change of behavior in regard to road safety practices
• Enhanced and harmonized training and education in road safety practice.

Response to the Audit:

The need identified in regard to road safety in Kenya requires intervention from different quarters, especially the government and NGOs, in order to reduce the rate of injuries and accidents emanating from careless road usage. The need to reduce, harmonize and unify the number of institutions dealing with PSVs has been cited by Chitere and Kibua (n.d), Khayesi (1997) and Asingo (2004). Chitere and Kibua (n.d) cites efficient law enforcement, capacity enhancement, training and education, coupled with better remuneration as a better means of enhancing road safety awareness to reduce road traffic accidents and injuries. Khayesi (1997) also cites the need to reduce the age limit of PSVs from eight to five years, and also the need to enhance competitiveness in the roads through the reduction of initial and operational costs.

In regard to the identified needs, this project dubbed, FRONTLINE-Saving Lives believes that the Kenyan road situation can be enhanced through the promotion of awareness, training and education among the pedestrians, drivers and other road users in the country. FRONTLINE-Saving Lives will be an NGO whose overall aim is to enhance behavior change by promoting awareness, education and training to all road users, inclusive of drivers and pedestrians in the country. This will be possible through partnership with other NGOs in the country, as well as, government agencies. According to the Gachuki (2004), corruption is a major vice that has facilitated inefficiency in the traffic department, in Kenya. MoT records that some drivers in Kenya acquire licenses even without training, through corruption. FRONTLINE-Saving Lives believes that such vice as corruption in the traffic department can be reduced through awareness. The Kenyan public needs to be updated on the need to uphold their safety far above the few coins realized through corruption. Data by the MoT (2005) shows that funding for road safety from the different government departments is inadequate and that there is no dedicated funding for road safety from any quarters. There has also been little partner support in relation to road safety, in the whole of the country (WHO 2004). FRONTLINE-Saving Lives believes in promoting such partnerships to ensure that the Kenyan public transport is secure of accidents and injuries to users.

A look at the UK’s road safety rules shows a sophisticated system that is far better compared to the Kenyan system. According to the UK’s Government (2013), the UK boasts of one of the best road safety networks in the world. The UK government focused on the skills of the drivers and the attitudes of drivers and road users through safety education. The UK’s Department of Transport (2013) enhanced road safety through controlling drug and drinking driving, enhancing speed limits through speed limit guidance and speed limit tools. Further, the UK government does road safety education for children and carries out programs to promote motorcycle safety. Insurance for uninsured drivers is also ensured through the Driver and Vehicle Licensing Agency (DVLA). Training standards are maintained through driving and riding tests. Driver and rider training are done for all the drivers and riders, whether young, old or new in the profession. In addition, the Department of Transport (2013) has set up national standards for training the riders and drivers. The qualifications reflect the required national standards. The department also supports the Sector Skills Councils that ensure the laws and safety rules are duly followed in the local councils.

The UK situation is very different in Kenya. In regard to training, the MoT (2005) observes that there is no standardization in training, in the whole country. Safety for children is poor since there are no programs to teach children in the country. Corruption in the traffic department has hampered the implementation of the rules set by the government in regard to road safety. For example, in the year 2004, the Kenyan government came up with a very good program of supporting road safety through enforcing speed governors and seat belts in all public service vehicles (Jack and Hibyarimana 2010). Cheitere and Kibua (n.d) observes that this program reduced road traffic accidents by 73% in the period between February and July 2004. However, the program failed due to corruption and the lack of political will and motivation of the government. Muchene (n.d) records of the poor attitudes and low skills of the drivers on the Kenyan roads. These and the other issues need to be improved in order to improve road safety in Kenya.

FROLNTLINE-Save Lives believes that road safety in Kenya can be improved, and many lives saved through awareness. The main vices identified as derailing the implementation of road safety rules in Kenya are corruption, sub-standard training, poor and negative attitudes, unroadworthy vehicles, drunk drivers and others. Collymore (2012) observes that Kenya loses between 3000 and 3760 people in road accidents and injuries each year. awareness of the masses through local media. Once the program kicks off, educational activities for drivers, pedestrians and children will be conducted through the mass media and on a one on one basis. Posters and banners will also be used to promote awareness and education. In terms of legislation, FRONTLINE will advocate for changing of laws through active legislators in parliament. The organization will also lay emphasis on teaching the pedestrians and the general public about the evils of corruption in the transport sector. It will be emphasized that corruption in the transport sector leads to loss of lives and must be avoided in the very best way possible.

Time-Frame:

The FRONTLINE-Save Lives project is scheduled to last for five years starting July, 2014. The project will take a break for tor years as results and impacts are observed, then resume again for another three years. In the period of the break, the coordinators will concentrate on assessing the impact the project had for the past five years. Though continuous assessments will be taking place during the implementation program, there will be a need to carry out a comprehensive assessment in order to correct any mistakes during the follow-up phase. Planning continues till July when the project kicks off. The project will concentrate on awareness in the first two years. Education and training will run through the five years since they require lobbying and legislation from lawmakers.

Funding and Costs:

FRONTLINE-Save Lives is targeting individuals, donors, and well-wishers for funding. The project will need money for officeensuring that the organization does not run bankrupt due to inadequate operational costs. The organizational policy paper will state clearly that FRONTLINE is non-profit organization that does not carry out any business to attract benefits. Individuals and well-wishers from any country, as well as, corporations and companies will be encouraged to contribute. FRONTLINE-Save Lives believes that funding will not be a problem when it starts operations in July, since strategies are being laid out to maintain permanent funders in the form of individuals, relatives, friends and family companies. Sustenance is assured by the fact that this is a family initiative that will be funded through family money and family businesses.

Roles Involved

I will be the project coordinator so I will need other people to act as administrators and program coordinators. People with training in the field of project management will serve well as the members of staff. They will be hired through a competitive process, after which they will undergo training about road safety, training, education and raising awareness. They will also be oriented and inducted to the organization’s mission, vision and objectives. The aspects of multi-agency and diversity will be considered in the hiring of staff to promote the efficiency of the organization.

REFERENCES

Asingo, P. O. 2004. Urban transport system: A case of the matatu mode of transport in the city of Nairobi, Kenya. African Urban Quarterly, Vol 7, pp: 1-2.

Assum, T. 1998. Road safety in Kenya: Appraisal of road safety initiatives for five African countries. Washington, DC: World Bank.

Azetsop, J. 2010. Social justice approach to road safety in Kenya: Addressing the uneven distribution of road traffic injuries and deaths across population groups. Public Health Ethics, Vol 3, no. 2, pp: 115-127.

Bachani, M. A., Karodia, P., Herbert, K. H., Mogere, H., Akungah, D., Nyamari, J. … & Stevens, A. K. 2011. Road traffic injuries in Kenya: The health burden and risk factors in two districts. Traffic Injury Prevention, Vol 13, no. 1, pp: 24-30.

Chitere, O. P., & Kibua, N. T. n.d. Efforts to improve road safety in Kenya: Achievements and limitations of reforms in the matatu industry. Retrieved online from http://www.ssatp.org/sites/ssatp/files/publications/CountryDocuments/Road-Safety-Kenya-IPAR.pdf

Collymore, B. 2012. Behavior change absolutely essential to curbing deaths on Kenyan roads. Africa Review, Oct. 22^nd, 2012.

Department of Transport. 2013. Making roads safer policy. London, UK: The UK Government. Retrieved online from https://www.gov.uk/government/policies/making-roads-safer

Gachuki, D. 2004. A brief commentary on legal notice number 161. Nairobi. IPAR.

Jack, W., & Hibyarimana, J. 2010. Heckle and Chide: Results of a randomized road safety intervention in Kenya. Retrieved online from http://www9.georgetown.edu/faculty/wgj/papers/Matatu-paper-July2410.pdf

Kenya Traffic Police Department (KTPD). 2009. National road safety data, 2004-2009. Nairobi: Author.

Khayesi, M. 1997. Matatu workers in Nairobi, Thika and Ruiru towns, Kenya. Nairobi: Institute for Development Studies.

Muchene, K. L. n.d. road accidents in Kenya: A case of poor road network or human error? Nairobi, Kenya: Stats Decide.

Odero, W. 1995. Road traffic accidents in Kenya: An epidemiological perspective. East African Medical Journal, Vol 72, pp: 299-305.

Pratte, D. 1998. Road to ruin: Road traffic accidents in the developing world. NEXUS, Vol 13, pp: 46-62.

Road Safety Network of Kenya (ROSNEK). 2013. Road traffic accidents statistics. Retrieved from http://roadssafetynetworkkenya.blogspot.com/2013/05/road-traffic-accidents-statistics.html

The Ministry of Transport (MOT). 2005. National Road Safety Action Plan, 2005-2010-Revised draft. Nairobi: Ministry of Transport. .

World Health Organization (WHO). 2004. World report on road traffic prevention: Summary. Geneva. Author.

World Health Organization (WHO). 2010. Road safety in Kenya. Retrieved from http://www.who.int/violence_injury_prevention/road_traffic/countrywork/ken/en/