Motorists need to follow road signs as they provide guidance, warnings, and information critical for safe navigation. Photo | File
Roads in Uganda are primarily designed using manuals and specifications prepared by the Ministry of Works and Transport. When these are insufficient, international manuals are consulted. These design manuals prioritise road safety, ensuring that road elements are combined to avoid surprises for users.
To manage road safety in road projects, safety audits are conducted at various stages; design, implementation, before opening the road to traffic.
These audits identify potential road safety issues and recommend remedial measures to mitigate or eliminate them. Independent road safety auditors, who were not involved in the design process, carry out these audits to provide an unbiased perspective focused on safety.
“Road safety audits ensure the safety needs of all road users, including vulnerable groups such as pedestrians, children, the elderly, the injured, and the visually impaired, are taken into account. Traffic signs and road markings are among the primary safety measures that communicate essential information to road users. Adhering to these signs and markings is crucial for safety,” says Norman Byamukama, a road safety specialist at the Uganda National Roads Authority (UNRA).
Disregarding road signs and markings by motorists is a significant contributor to road crashes. For example, when approaching a curve or corner, there will be a warning sign and an indicated safe driving speed. Ignoring these signs may result in excessive speed, leading to an inability to brake in time, potentially causing the vehicle to overturn, roll, or veer off the road.
Therefore, motorists need to follow road signs as they provide guidance, warnings, and information critical for safe navigation.
Road width
Most paved roads in Uganda are national roads which connect districts and international borders, such as the Kampala-Jinja Road linking to Malaba. Road design manuals classify roads into different categories and most national roads have a standard lane width of 3.5 metres and road shoulders measuring between 1.5 and two metres. These dimensions ensure that vehicles remain within their lanes while providing additional space for recovery and accommodating broken-down vehicles off the main carriageway.
Road surface
Byamukama explains that Uganda’s roads typically feature three main types of surfaces:
1. Surface dressing: This consists of bitumen and larger aggregates layered with smaller aggregates. It is cost-effective and used on roads with low traffic volumes. Bitumen, a black oil-like liquid, is applied before fine aggregates are spread onto the surface.
2. Asphalt concrete: Commonly used on high-traffic roads such as Masaka and Jinja roads, asphalt concrete offers structural properties that withstand significant forces, unlike surface dressing.
3. Concrete pavements: Although not widespread, concrete pavements are applied in areas with heavy traffic and frequent turning movements. Unlike asphalt or surface dressing, concrete pavements are more durable in such conditions.
All road surfaces are designed to provide adequate grip between vehicle tyres and the road to minimise the risk of skidding. However, challenges arise during rainy conditions, as water creates a slippery film on the surface.
“When it rains, you must reduce your speed because the water compromises tyre grip. If your tyres lack proper treads, you risk losing control of your vehicle and swerving off the road,” advises Byamukama.
Road layers
The structural performance of roads is influenced by their layers. The design of pavement layers depends on traffic loading and the strength of existing materials. These parameters are used to determine the appropriate pavement structure for a specific road.
Traffic counts, often observed as black wires stretched across the road, are analysed to estimate expected road usage over its lifespan, which typically ranges from 15 to 20 years.
Road markings
Traffic signs are installed vertically, while road markings are painted on the surface. Markings indicate areas where overtaking is prohibited or permitted, as well as zones for giving way, stopping, parking, or avoiding parking. For instance, a solid yellow line in the middle of the road signals limited visibility ahead, making overtaking unsafe. A broken yellow line indicates it is safe to overtake, but caution is still necessary. These markings supplement traffic signs and offer additional guidance.
“Motorists must pay close attention to traffic signs and road markings. These elements communicate critical safety information, and their theft or vandalism disrupts this communication,” says Michael Kananura, the public relations officer of the traffic directorate.
Guardrails
These are installed near hazardous areas, such as cliffs, to provide a level of protection for errant drivers and keep vehicles on the road.
Crashes versus road surface
The frequency of crashes is influenced by traffic volumes rather than whether a road is paved or unpaved. High traffic increases the likelihood of accidents. On gravel roads, excessive dust can compromise visibility, necessitating reduced speeds for safety.
In conclusion, Uganda’s road design prioritises safety through comprehensive planning, safety audits, and the implementation of traffic signs and markings. Motorists are urged to respect these measures to ensure their safety and that of others on the road.
STAR RATING FOR ROADS
According to www.dekra.com, in November 2017, the United Nations agreed on 12 voluntary performance targets to prevent accidents across all locations as far as possible and to halve the number of road deaths between 2021 and 2030. According to Target 3, all new roads should meet technical standards that take road safety into account for all road users or achieve a three-star rating or better by 2030. And according to target 4, by 2030 more than 75 percent of journeys should be made on existing roads that meet technical standards for all road users and take road safety into account.
