Road Accidents in Namibia - NRSC Road Accident...bers who become disabled as a result of injuries sustained in road traffic accidents. In 2009, Namibia records In 2009, Namibia records

Road Accidents in Namibia: Statistical Report 2009

Pedestrians

Passengers

Drivers

Fatalities

Road Accidentsin NamibiaStatistical Report 2009


Launch of Pedestrian Crossing at Kandjengedi, Oshakati

Data analysed 2012Report published: 2013


FOREWORDIT is my pleasure to present our 2009 collision statistical report based on the analysis of collision reports as provided by police stations across the country. The purpose of this report is to present an overview of the road safety situation, risk factors, the impact of road traffic injuries on society and possible ways to prevent or reduce road accidents. This report may therefore serve as a handy decision-making tool in the road transport and health sectors or as an authoritative refer-ence material for research purposes.

Road traffic injuries place a heavy burden on global and national economies and household finances. Many families are driven into poverty by the loss of breadwinners and the added burden of having to care for mem-bers who become disabled as a result of injuries sustained in road traffic accidents. In 2009, Namibia records over 15,000 vehicle crashes, 4,000 injuries and about 300 deaths, and most of the drivers and passengers in-jured, disabled or killed fell in the age range of between 10 and 56 year, while pedestrian fell under 20 age category. Furnished with accurate statistical data, stakeholders in road safety would be able to make informed decisions on road safety management such as enforcement of legislation to control speed, drunk driving, usage of seat belts, wearing of helmets as well as driver and vehicle fitness.

The number of crashes during the period under review generally rose in comparison to the previous year. The Khomas region had the largest number of crashes followed by Erongo, Oshana, Otjozondjupa and Karas. This is attributed to the logic that the chances of a crash occurring should be higher where there are more vehicles. Although a high number of crashes occurred in urban areas due to high traffic volumes, it is the rural areas that are associated with a high number of fatalities due to the impact of the crashes at high speed. This kind of situ-ation is of great concern to us all and requires a strong political will and concerted efforts from all stakeholders, including the government and non-governmental institutions, to develop counter-measures towards attaining a safe road environment.

Significant challenges were experienced during the data gathering process. These included the problem of un-der reporting of casualties, as well incomplete reporting of crash reports. Deficiencies such as lack of proper record keeping, inadequate training, and lack of understanding of the importance of crash reports became pro-foundly evident. Nevertheless the unreliable data was taken into account during the analysis and the NRSC is therefore confident this report fairly represents the situation on the ground.

In conclusion, I would like to advise the reader that the data contained herein should be interpreted within the Namibian context and cognisance should be taken that no corrective factors have been applied to comply with the 30-day period of ‘killed in a crash’ according to the international definition. Hence, data in this report must be seen in the context of a fatality that occurred within 24 hours. Further, analysis and comparison with international collision data take into account Namibia’s socio-economic peculiarities as well as traffic and other relevant data.

Finally, on behalf of the National Road Safety Council (NRSC) and the Secretariat, I would like to extend many thanks to police stations who did their best to ensure that Namibian Road Accident Forms were sent in time to their re-gional headquarters for data capturing. I urge those stations that did not send in their reports, to do so in the future.

It is my hope that this report will be a useful tool not only for the transport sector but also for the general public.

George Simataa, Chairman, National Road Safety Council


TABLE OF CONTENTSExecutive summary .................................................................................................................... 5

Introduction ............................................................................................................................... 8

Road traffic indicators ................................................................................................................ 10

Road traffic injuries ...................................................................................................................... 28

Injury severity of road user groups ............................................................................................. 39

Conclusions and recommendations ............................................................................................ 67

APPENDICES

Appendix I: Country of origin and severity of injury of drivers .................................................... 69

Appendix II: Pedestrian crash locations ...................................................................................... 72

Appendix III: Crash location and injury severity (outside town/city) .......................................... 96

Appendix IV: Street location and injury severity ........................................................................ 102

Appendix V: Number of casualties by police station and regions ............................................... 133


LIST OF FIGURES AND TABLES

Figure 1, 2: Populations size and chances of dying in a road crash ..................................................................12

Figure 3, 4: Vehicles used and chances of dying in a road crash ......................................................................13

Figure 5: Annual change in percentage increase/ decrease in fatalities and casualties over

the 8-year period (2002 – 2009) .................................................................................................15

Figure 6: Number of crashes, vehicles involved and injury accidents over eight years

(2002 – 2009) .................................................................................................................................15

Figure 7: Severity of injury resulting from road crashes over eight years (2002 – 2009) ..............................16

Figure 8: Number of road crashes by region .................................................................................................19

Figure 9: Number of injury accidents and fatalities by region ......................................................................19

Figure 10: Regional distribution of the rates of death as per number of registered vehicles .........................20

Figure 11: Density of crashes per square kilometre ........................................................................................23

Figure 12: Regional distribution of population, area (in square kilometres) and

number of crashes .........................................................................................................................24

Figure 13: Type of crash ranked by severity of injury: fatalities, serious and slight injuries ...........................29

Figure 14: Number of crashes per month .......................................................................................................32

Figure 15: Injury severity by month ................................................................................................................33

Figure 16: Number of crashes by day of the week ..........................................................................................34

Figure 17: Injury severity by day of the week .................................................................................................35

Figure 18: Injury severity by time of the day ..................................................................................................36

Figure 19: Number of crashes by time of the day and day of the week .........................................................38

Figure 20: Injury severity according to different road user group (Percentage) .............................................40

Figure 21: Distribution of injury crashes by gender of road user (Percentage) ..............................................41

Figure 22: Driver injury status by gender ........................................................................................................42

Figure 23: Passenger injury status by gender..................................................................................................42

Figure 24: Pedestrian injury status by gender .................................................................................................43

Figure 25: Distribution of crashes in which drivers were involved by age category .......................................44

Figure 26: Distribution of crashes in which passengers were involved by age category .................................44

Figure 27: Distribution of crashes in which pedestrians were involved by age category ................................45

Figure 28: Driver injury severity by age category ............................................................................................46

Figure 29: Passenger injury severity by age category .....................................................................................47

Figure 30: Pedestrian injury severity by age category ....................................................................................47

Figure 31: Number of driver casualties by selected vehicle types ..................................................................49

Figure 32: Cyclist injury severity, 2007 - 2009 .................................................................................................50

Figure 33: Number of passenger casualties by selected vehicle types ...........................................................51

Figure 34: Number of pedestrian casualties by selected vehicle types ..........................................................52

Figure 35: Selected driver action by percentage of casualties sustained by road users .................................54

Figure 36: Distribution of crashes where drivers were tested for alcohol use ................................................55

Figure 37: Drivers and passengers who reported the use of seat belts at time of crash ................................56

Figure 38: Number of pedestrians killed and injured by time of the day .......................................................58

Figure 39: Position of pedestrian ....................................................................................................................59

Figure 40: Location of pedestrian ...................................................................................................................59

Figure 41: Action of pedestrian .......................................................................................................................60

Figure 42: Top ten crash locations outside town/city sorted by percentage

of injury accidents ..........................................................................................................................64


Table 1: Variations in the road safety situation across years: Road traffic indicators and measures of exposure to risk for the years 2002 – 2009 .................................................................................................11Table 2: Annual change in number of crashes and outcome of crashes ............................14Table 3: Number and rates in variation by crash counts for regional distribution, 2009 ...18Table 4: Number of crashes per square kilometre .............................................................22Table 5: Type of crash by region .........................................................................................25Table 6: Regional distribution of accident type ranked by frequency of occurrence .........27Table 7: Type of crash and severity of injury ......................................................................28Table 8: Number of young people killed or injured by type of road traffic crash...............31Table 9: Crashes and injury severity by month ..................................................................32Table 10: Number of crashes and injury severity by day of the week ..................................33Table 11: Injury severity by time of day ...............................................................................35Table 12: Number of crashes by time of the day and day of the week ................................37Table 13: Injury severity according to different road user group .........................................39Table 14: Distribution of injury crashes by gender of road user ..........................................41Table 15: Driver injury severity by vehicle type ...................................................................48Table 16: Injury severity of drivers .......................................................................................49Table 17: Passenger injury severity by vehicle type .............................................................50Table 18: Pedestrian injury severity by vehicle type ............................................................52Table 19: Driver action and casualties sustained by road users ...........................................53Table 20: Number of road users injured or killed by driver action: Travelling straight ........54Table 21: Pedestrian severity of injury by time of the day ...................................................57Table 22: Distribution of pedestrian action by pedestrian location .....................................61Table 23: Damages to vehicles .............................................................................................62Table 24: Top ten crash locations and crash severity outside town/city ..............................63Table 25: Top crash locations outside town/city by number of pedestrians killed or injured .....................................................................................................64Table 26: Top ten street locations and crash severity inside town/city ................................65Table 27: Top street locations inside town/city by number of pedestrian killed or injured .66

GPS Global Positioning System

LDV Light Delivery Vehicle

NRAF Namibian Road Accident Form

NRSC National Road Safety Council

VKT Vehicle Kilometres Travelled

LIST OF ACRONYMS


The National Road Safety Council (NRSC) is tasked with the capturing and processing of the Namibia Road Accident Forms (NRAF) and the subsequent dissemination of the annual road accident statistics that portray the road safety situation in the country. The road accidents statistics contained in this report are based on the information derived from the NRAFs which are completed for each road accident reported at police stations countrywide.

The total number of road crashes registered at various police stations in Namibia and processed by the NRSC for 2009 amounted to 15,537. Compared to the previous year, this presents a substantial increase of 12.4 percent in road accidents over 12 months. Over the span of eight years, the number of crashes has risen on average by 5.5 percent. This upward trend reflects a similar escalation in the number of registered vehicles on the road (3.7 percent) and an overall growth in the number of vehicle kilometres travelled (VKT) (6.1 percent) from 2002 to 2009. [See Table 1]

The safety situation on Namibian roads remains precarious as demonstrated by the 11.3 percent increase in the number of injury crashes from 2008 (2,279) to 2009 (2,537). This observation is supported by a comparable 8.3 percent rise in the number of casualties, i.e. number of road users killed, and seriously or slightly injured over the two years (3,845 to 4,164). The steepest increase was noted for the number of slight injuries (from 2,251 to 2,483 or 10.3 percent). The number of fatally injured road users rose by 7.3 percent (from 259 to 278) while serious injuries reported a 5.1 percent escalation (1,335 to 1,403).

Despite considerable fluctuation in the numbers of casualties from year to year, a general upward trend across the eight years (2002 – 2009) was identified. However, if the increasing number of road accidents across the eight years is taken into account, the ratio

EXECUTIVE SUMMARY

of affected road users to the number of road crashes appears to have declined slightly.

A regional distribution of the number of road accidents reveals that over half of all crashes occurred in Khomas region (8,590 or 55.3 percent), followed by Erongo (12.2 percent), Oshana (8.7 percent), Otjozondjupa (6.8 percent) and Karas (3.8 percent). These five regions also topped the list in 2008 albeit in a slightly different order with Oshana and Otjozondjupa changing places. The highest number of fatalities per 10,000 people was recorded in Oshana, with four people in 10,000 being at risk of injury. Other regions whose fatality rate stood at two or more people per 10 000 were Erongo, Omaheke, Karas and Hardap.

A negative relationship between the number of registered vehicles and the number of fatalities per 1,000 vehicles was observed across the regions. For regions with a low vehicle density such as Caprivi, Ohangwena, Kunene and Omaheke, the number of road deaths per 1,000 registered vehicles was four or more. By contrast, in regions with the highest vehicle density – Khomas, Erongo and Karas – the number of people killed on the roads fell to one per 1,000 registered vehicles.

A problem that presents itself with this road safety indicator is that a decline in fatalities may reflect the growth in the number of registered vehicles rather than measuring real gains in saved lives. Possibly, a more objective measure of exposure to risk is the number of Vehicle Kilometres Travelled (VKT), with the related road traffic indicator measuring the number of fatalities per 10 million VKT.

As observed in the previous two years, head-rear-end crashes continued to be the most frequently occurring road accident in 2009 (3,411 in total). Collisions with animals (1,700) and crashes with objects (1,554) were positioned in second and third place


respectively. Amongst the accident types with particularly severe outcomes were single vehicles that rolled and resulted in the highest number of fatalities (96) and serious injuries (529); crashes with pedestrians (resulting in 73 deaths, 273 serious injuries); and head-on collisions (22 fatalities, 67 serious injuries). Regions where single vehicle overturns were amongst the most frequently occurring accidents were Hardap and Karas, whereas Khomas, Oshana and Erongo recorded the highest number of pedestrians involved in road accidents.

The number of road crashes per month did not vary greatly. Months with the highest number of crashes were May (1,361), June (1,338) July (1,472) and August (1,378), and those with the lowest number of road accidents were December (1,174), January (1,092) and February (1,191). Injury crashes were most prevalent in May (243) and September (230). Although the number of accidents for December was surprisingly low, these accidents resulted in a high number of casualties (366). Months that recorded a high number of deaths amongst road users were May (35), February (30), December (28) and March (27).

Fridays and Saturdays accounted for most of the road crashes (2,571 and 2,364 respectively) with a resultant high incidence of fatalities (104) and serious injuries (494). The highest number of fatalities (54) occurred between 18:01 and 20:00, while the preceding hours between 16:01 and 18:00 were also particularly unsafe (33 fatalities and 197 serious injuries). The safest time to be on the road was at night between 2:01 and 6:00.

As has been reported in previous years, there were considerably more male drivers (1,556) involved in road crashes than females (213). Gender statistics amongst passengers were more evenly balanced (743 males versus 531 females), while approximately two thirds of pedestrians involved in crashes were male (302males versus 174 females). Although the actual number of fatal injuries for drivers was higher than that of pedestrians (i.e. 116-68 respectively), comparing percentages between the two groups, results

shows that a large proportion of fatalities belonged to pedestrians (9.8 percent) instead of drivers (6.2 percent). This finding indicates that there is a higher chance of dying in pedestrian injury crashes compared to vehicle occupant injury crashes.

Over two thirds of driver casualties (1,086 or 68.1 percent) fell within the age category of 17-56 years while 13.8 percent were below the age of 24. Passengers were slightly younger, at 10 -56 years of age. Unlike the age groups for drivers and passengers, half of the pedestrian victims (185 or 43.9 percent) were under the age of 20, an alarmingly high statistic.

The highest number of fatal accidents were recorded for the motor car/station wagon (38 fatalities), followed closely by 37 fatally injured drivers of light delivery vehicles (LDV). Both types of vehicles also accounted for the majority of serious and slight driver injuries. A marked increase in the number of fatal and serious injuries to cyclists, as well as to drivers of minibuses was observed from the previous year. The death toll for drivers of minibuses rose from 2 in 2008 to 7 in 2009, and the number of serious injuries increased from 8 to 13. Two cyclists died in 2008, compared to ten the following year, while the number of serious injuries for this driver group escalated from 18 to 26 over the two years.

The endeavour to produce reliable road accident statistics is negatively affected by the recurring problem of the underreporting of casualties. For one, not all injury accidents may have been reported by the concerned parties. Of those which have been registered at police stations countrywide, inaccurate and incomplete reporting of the crash by police officers and/or drivers implicated is another source of error. Failure by police stations to submit all NRAF to the regional headquarters for capturing, seriously affects the reliability of the crash data, as forms not captured may well have included road accidents with criminal investigations pending. This means that the number of casualties could be much higher. It should also be noted that

1These numbers include fatalities and serious injuries of drivers, passengers and pedestrians involved in pedestrian accidents.


the consistent follow-up of seriously injured people admitted to hospital is not fully in place, implying that the number of fatalities could have been underreported.

Of the 24,433 drivers who were involved in road accidents, merely 2,689 or 11.0 percent were tested for alcohol intoxication, a decrease of 4 percent compared to 3,227 tested in 2008. This poor performance extends also to the wearing of seatbelts, where only about 10 percent of accident forms recorded seatbelt usage for 2,333 drivers out of total of 24,433, and for 147 injured passengers out of a total of 1,594 (9.2 percent). This data is entirely inadequate for planning strategies to curb drinking and driving and to promote the wearing of seatbelts as an essential safety measure.

Amongst other contributing factors that have been identified on the NRAF are speeding (as indicated by the vehicles’ skid mark lengths), defective vehicles and inadequate visibility. In addition, driver behaviour such as the driver’s lack of awareness of and compliance with traffic rules and driver fatigue also featured as major risk factors. However, the NRAF does not collect data on these causes.

The proposed remedial measures intended to prevent and reduce road accidents are the following:

• Promote public transport usage by the public to ease the burden of increased traffic volume across the national road network. Traffic congestion, as a result of rapid urbanisation, is experienced in Khomas, Erongo and Oshana. Although there are increased numbers of bus services in these regions, there are limited bus services in the North West where rapid urbanisation has recently been experienced and also where the road infrastructure on national roads has been improved, particularly in

the areas of Kamanjab, Opuwo and Outapi. The development of the road infrastructure by local authorities in the larger urban centres of those regions should make provision for the safe passage of all road users, especially for pedestrians and cyclists.

The proposed public transport service will decrease the public’s use of light delivery vehicles. (LDVs pose a persistent challenge, as is indicated by the high number of driver and passenger casualties resulting from accidents in them.)

• Pedestrian accidents remain a concern as nearly half of the victims of collisions with vehicles are under the age of 20 years. The introduction of compulsory road safety education for lower primary schools and the organising of extensive public campaigns that raise awareness regarding pedestrian safety and responsibilities are recommended.

• Accidents with cyclists have risen sharply over the past two years. Measures that could prevent this rising trend in cyclist crashes include information campaigns to sensitise drivers to the presence of cyclists on the road, promoting the usage of safe helmets, and the construction of safe passageways for cyclists in urban areas and on open roads.

• It is recommended that future reports should complement the road accident statistics derived from the NRAF with statistics from other stakeholders to produce one comprehensive report.

• A proposal for future research into areas of concern raised by the analysis of the accident data should be developed.


With the level of motorisation expected to rapidly increase over the next decade, the benefits of such development are challenged by a related escalation in traffic injury related costs such as providing hospital care and rehabilitation services. Besides this direct drain on the nation’s economy, the devastating loss or serious injury of a family member places considerable financial, social and emotional strain on the affected families. Awareness of the negative economic and social impact of road crashes has triggered global efforts to deal with the current critical road safety situation and has guided coordinated global efforts towards substantive reduction of road crashes. Efforts are being focused on public awareness campaigns and improved traffic law enforcement.

It is in this spirit that the NRSC has undertaken to collate road crashes in the country and analyse this data in order to identify the necessary remedial interventions to improve the situation. As part of this effort, the NRSC has produced separate reports on the road safety situation since 2005. This statistical report gives an account of accidents that took place on the national road network in 2009.

Road crashes are reported to the Namibian Police in accordance with the Road Traffic and Transportation Act (Act 22 of 1999), while the Roads Authority manages the traffic counts on national roads to determine the Vehicle Kilometres Travelled (VKT) on the road network and also provides the number of registered

vehicles. The NRSC, established under the National Road Safety Act (Act 9 of 1972), is tasked with the responsibility to promote road safety and disseminate road safety information to all concerned parties.

For the year under review, the NRSC captured data related to 15,537 road crash cases. Head-rear-end crashes were the most frequently occurring road accidents in 2009, followed by collisions with animals and fixed objects, as well as sideswipe crashes between vehicles moving in the same direction. Although these accidents constituted the majority in terms of numbers, accidents that were the most devastating in terms of severity were single vehicle overturns, collisions with pedestrians and head-on crashes. Amongst the suspected causes of these accidents are reckless and drunk driving, speeding, driver fatigue, unsafe roads and unsafe vehicle conditions. At present, these factors are not reflected in the analysis, partly because data on these such as driver fatigue and reckless driving is not being collected. However, a more detailed analysis, which includes factors that have been recorded on the NRAF, is feasible and it is proposed that these should be incorporated into future accident reports. Determining the contribution of these circumstances to the accident event will assist in the planning of mitigating interventions.

It is indisputable that inaccurate and incomplete reporting by the police and/or drivers compromises the reliability of

8

INTRODUCTION


the data. Although most of the information obtained from the accident forms seemed to be adequate under analysis, concerted efforts need to be undertaken by the police to produce more complete data on each accident: location, age and gender of all road users involved, the number of passengers per vehicle, the severity of injury sustained by pedestrians and passengers, and especially

seatbelt compliance and alcohol testing. Since it is believed that buckling up can save lives and that driving under the influence of alcohol is a major cause of accidents in Namibia, it is not possible to determine whether either of these was a contributing factor towards the accident. Supplementary data on the extent to which alcohol contributed to accidents can be obtained from the National Forensic Science Laboratory.


ROAD TRAFFIC INDICATORS

10

The overall level of road traffic safety can be measured in several different ways. The primary or direct indicators include the (absolute) number of crashes that result in injury and/or fatalities and the number of people who die (fatalities) or are injured (seriously or slightly) as a result of road traffic crash within a given time period, usually a year. These statistics disclose the prevalence and size of the road safety problem and are essential for the planning of remedial measures and allocation of resources at the local level.

To monitor the level of road safety over years or across regions, the primary indicators must be related to one or other measure of exposure to risk in order to make meaningful comparisons and determine trends over time or across regions. These rates are estimated by a ratio of number of road safety outcomes (e.g. accidents, injuries) to the measure of exposure (e.g. population size).The most commonly used risk indicators, which cover different aspects of road safety management, include:

(1) Fatalities per 10,000 registered vehicles, which shows the ratio of fatalities to vehicles and indicates the extent to which road crashes constitute a traffic problem.

(2) Fatalities per 100,000 people, which shows the ratio of the number of road deaths to population and establishes the extent to which road accidents contribute towards the public health problem.

(3) Fatalities per 10 million VKT, which shows the ratio of fatalities to vehicle kilometres travelled and reflects the level of safety of the road network usage.

When changes in these rates are consistently monitored, variations or trends in the level of road safety over years or across regions and locations can be established. Amongst other road safety performance measures that complement these primary performance indicators and rates are:

(1) The number of casualties resulting from road collisions, where at least one of the drivers involved was driving under the influence of alcohol.

(2) The number of car occupants killed or seriously injured who were not wearing a seat belt.

(3) The numbers of pedestrians involved in road crashes.

(4) The number of young people (25 years and less) deceased or injured by a type of road traffic crash.

(5) The number of injury accidents caused by speeding.

(6) The number of casualties resulting from road crashes caused by driver fatigue.

Of the six mentioned above, only the third and fourth (number of pedestrians and young people) are discussed in this report. As to the other indicators, the incomplete data on alcohol involvement and seat belt compliance does not allow for a sound analysis of these two performance indicators. The effect of speeding could be incorporated pending the completeness of this information as recorded on the accident form. Since the NRAF does not collect data on driver fatigue, this performance indicator could perhaps be established by annual independent surveys.


Table 1: Variations in the road safety situation across years: Road traffic indicators and measures of exposure to risk for the years 2002 – 2009

Year 2002 2003 2004 2005 2006 2007 2008 2009

Numbers

Crashes 10,915 10,957 10,262 11,146 13,396 13,720 13,825

15,537

Injury crashes 2,125 1,956 1,763 1,834 1,248 2,053 2,279

2,537

Fatalities 308 278 291 252 330 252 259

278

Serious injuries 1,245 1,149 896 1,054 560 971 1,335

1,403

Slight injuries 2,253 1,195 1,861 1,928 1,240 1,801 2,251

2,483

Registered vehicles 180,342 192,321 204,460 218,140 232,348 239,885 213,939

229,806

Vehicle Kilometres Travelled (VKT)

4,722,048,700

4,795,168,400

5,089,239,800

5,343,794,700

5,747,261,300

5,929,692,400

6,409,643,700

7,141,761, 800

National population 1,860,145 1,891,097 1,923,347 1,956,899 1,991,746 2,027,870 2,065,224

2,103,762

Rates

Crashes/ 1 000 vehicles 60.5 57.0 50.2 51.1 57.7 57.2 64.6

67.6

Crashes/ 10 000 people 58.7 57.9 53.4 57.0 67.3 67.7 66.9

73.9

Injury severity/ 1 000 vehicles 21.1 13.6 14.9 14.8 9.2 12.6 15.8 18.1

Injury severity/ 10 000 people 20.5 13.9 15.9 16.5 10.7 14.9 18.6 19.8

Fatalities/ 10 000 vehicles 17.1 14.5 14.2 11.6 14.2 10.5 12.1

12.1

Fatalities/ 100, 000 vehicles 170.8 144.5 142.3 115.5 142.0 105.1 121.1

121.0

Fatalities/ 10 million VKT 0.65 0.58 0.57 0.47 0.57 0.42 0.40 0.39

Fatalities/ 10 000 people 1.7 1.5 1.5 1.3 1.7 1.2 1.3

1.3

Fatalities/ 100 000 people 16.6 14.7 15.1 12.9 16.6 12.4 12.5

13.2

The population figures are projected numbers calculated by the Central Bureau of Statistics, and based on the census population of 2001 (1 830 330): Central Bureau of Statistics, National Planning Commission, Windhoek, January 2006.

Calculations for rates: (Number of occurrences/ total population) x given population.


Table 1 displays trends in the road safety situation over the years 2002 to 2009. A steady increase in the number of crashes from year to year (with the exception of 2004) was observed. Greater variation is evident in the number of injury crashes and the fatalities, and serious and slight injuries that resulted from these crashes.

As for the measures of exposure to risk, population size and VKT constantly increased over the years. A sharp decline in the number of registered vehicles occurred in 2008 due to de-registration of vehicles that were not roadworthy resulting in a negative growth rate of 9.8 percent which was offset by a 6.9 percent gain in 2009.

Reviewing trends in the level of road safety over the years in terms of the risk indicators, the ratio of fatalities per 10 000 people has remained the same over the past two years with 1.3 people standing a chance of being killed in a road accident. The risk of a person dying in a road crash however has increased slightly from 12.5 to 13.2 per 100 000 people. Despite the variation in fatality rates over the last eight years, the downward trend depicted in Figure 2 seemingly indicates an overall decline in deaths from road accidents. In terms of absolute numbers, however, nineteen (19) more people died in 2009 as a result of road crashes when compared to 2008.

The fatality rate per 10,000 vehicles, as shown in Figure 3 following, remained constant over the last two years at 12.1, which means that twelve people per 10,000 registered vehicles faced the risk of dying in a road crash in those years. This result can be explained by an almost equal percentage increase in the number of fatalities (7.3 percent) and number

of vehicles (7.4 percent) from 2008 to 2009. In other words, when the number of occurrences (fatalities) and the measure of exposure (number of vehicles) change at the same rate, the road user’s risk of being killed in a road crash remains the same for both years, even though the absolute number of fatalities increased from 259 in 2008 to 278 in 2009.

Figure 1: Fatalities/10 000 people, 2002 – 2009

Figure 1, 2: Populations size and chances of dying in a road crash

Figure 2: Fatalities/ 100 000 people, 2002 - 2009


The ratio of fatalities to 10 million VKT for 2009 has marginally decreased when compared to the previous year (0.40 for 2008 and 0.39 for 2009). The current rate of 0.39 implies that less than one person per 10 million VKT was at risk of being killed while travelling on the

national road network. The trend over the years is similar to the one depicted in Figure 2 which showed a more or less steady decline. This leads to the positive inference that the safety level of the Namibian road network has evidently improved over the years.

Figure 3, 4: Vehicles used and chances of dying in a road crash

Figure 4: Fatalities/10 million VKT. 2002 - 2009Figure 3: Fatalities/10 000 vehicles. 2002 -2009

Considering the overall trend across the eight years (2002 – 2009), it can be concluded that the fatality rates decreased with the rates remaining almost constant over the last three

years. This implies that based on the number of road crashes reported and captured in the database, the level of road safety has improved over the eight-year span.


The year-to-year change in the number of crashes showed a percentage increase from 0.4 percent (2002 – 2003) to 20.2 percent (2005 – 2006), except in 2004 where less road accidents occurred than in the previous year (-6.3 percent). It seems likely that this fluctuation might have occurred as a result of underreporting of crashes (Table 2). A percentage rise of 12.4 percent (1,712 road crashes) was noted between 2008 and 2009. Considering the overall trend across the eight years, the average percentage growth amounted to 5.5 percent per year. The percentage difference in number of crashes between 2002 and 2009 was 42.3 percent, or an increase of 4,622 collisions if expressed in absolute numbers.

Greater variation was observed in the number of fatalities and casualties that resulted from these crashes over the eight years. Inspecting Figure 5 which portrays the annual change in percentages, a particular trend can be observed from 2003 to 2008; as the number of fatalities

increase, the numbers of casualties decrease, while the opposite is true for the subsequent annual change.

With regard to the percentage change from 2008 to 2009, an increase in both fatalities and casualties was recorded (7.3 percent and 8.3 percent respectively). A comparison of the figures from 2002 and 2009 disclosed that on average over the eight year span, the fatalities have decreased by 9.7 percent while casualties increased by 8.9 per cent.

Concluding the discussion of trends in rates and percentage changes, it can be said that for fatalities an overall decrease in absolute numbers, percentage changes and rates per 10,000 people was observed from 2002 to 2009. In other words, while the number of people, vehicles and VKT increased over the past eight years, proportionally fewer fatalities occurred which suggests an improvement of the level of road safety over the 8-year period. The opposite is true for casualties, where a

Table 2: Annual change in number of crashes and outcome of crashes

Year Number of crashes Number of fatalities Number of casualties

TotalYearly change

TotalYearly change Total Yearly change

Nº % Nº % Nº %

2002 10,915 308 3822

2003 10,957 42 0.4 278 -30 -9.7 3449 -373 -9.8

2004 10,262 -695 -6.3 291 13 4.7 3097 -352 -10.2

2005 11,146 884 8.6 252 -39 -13.4 3251 154 4.8

2006 13,396 2250 20.2 330 78 31.0 2130 -1121 -34.5

2007 13,720 324 2.4 252 -78 -23.6 3024 894 41.9

2008 13,825 105 0.8 259 7 2.8 3845 821 27.1

2009 15,537 1712 12.4 278 19 7.3 4164 319 8.3


slight upward trend was experienced over the same period.

Figure 5: Annual change in percentage increase/decrease in fatalities and casualties over the 8-year period (2002 – 2009)

Figure 6: Number of crashes, vehicles involved and injury accidents over eight years (2002 – 2009)

The increasing trend in the number of vehicles involved in crashes and the number of road crashes over the eight years is clearly evident from Figure 6 below. A significant relationship

exists between these two variables: an increase in traffic volume (number of registered vehicles) leading to an increase in the number of road crashes. This inference is especially noticeable after 2005.


Road accidents are classified according to the severity thereof, into one of four categories, namely:

• Fatal accidents: an accident that results in the death of one or more persons (driver, cyclist, passenger or pedestrian). These accidents can include serious or slight injuries.

• Serious (major) accidents: an accident that involves serious injuries to one or more persons. It can also include slight injuries.

• Slight (minor) accidents: an accident in which one or more persons are slightly injured.

• Property damage: an accident which resulted in damage to the vehicle and/or other property, but in which no person was killed or injured.

Injury accidents refer to those road accidents where at least one person was injured, or killed as a direct result of the accident. The police officer attending the scene determines the affected person’s level of injury at the time of the accident. If the injury level of the victim changes within 30 days of the crash occurrence, this has to be recorded on the NRAF.

With regard to the prevalence of injury accidents, a trend similar to that between vehicles and accidents was also apparent, albeit not as well-defined. While there appeared to be an increase in the number of injury accidents, the variation across the years did not follow a definite pattern. In order to gain a better understanding of the injury crash trend, the severity of the resultant injury was analysed in more detail.

Figure 7: Severity of injury resulting from road crashes over eight years (2002 – 2009)


Figure 7 on the previous page, displays the number of victims for the different levels of severity of injury over eight years, and reveals that there were marked differences in the numbers of affected road users. Calculating the average percentage across all eight years and levels of injury shows that 8 percent (281) were fatal and 33 percent (1,117) seriously injured, while 59 percent (1,981) of all injuries included those slightly injured.

The highest number of deaths occurred in 2006 (330). An increase in the number of people killed was reported for 2009 when compared to 2008 (19 deaths). Structures for the consistent follow-up of seriously injured people who were admitted to hospital and who might have succumbed within 30 days are not fully in place, meaning that possible changed injury statuses of victims were not adjusted on the accident form and that the number of lives lost on the roads could have been higher than reported.

The numbers of seriously and slightly injured road users follow similar patterns; a noticeable drop in numbers was reported for the first three years (2002 – 2004), with a slight increase in 2005, followed by a substantial decline in 2006. As from 2007 onwards, the number of seriously and slightly injured road users has been rising steadily.

Examining the ratio of road users killed, or seriously and slightly injured, against the total number of road accidents across the eight year span, revealed a slight downward trend for all three levels of injury. This decrease was most pronounced for the slightly injured victims.

In conclusion, it can be said that there was an upward trend in the number of people injured as a direct result of road accidents over the eight years. However, if the increasing number of road accidents across the years is taken into account, the number of road user casualties, in fact, appears to have declined slightly.


Table 3: Number and rates in variation by crash counts for regional distribution, 2009

(55.3 percent), followed by Erongo, Oshana, Otjozondjupa, and Karas in that order, while Omusati was the least affected region (See Figure 8 next page).

Region Accidents Injury accidents

Killed Seriously injured

Slightly injured

Not Injured

Damage only

Reg. vehicles

Projected population

Fatalities / 1 000 registered vehicles

Fatalities/ 10 000 people

Caprivi 211 44 10 22 35 283 167 2,310 87,058 4.3 1.1

Erongo 1,896 389 37 190 416 2,942 1,507 29,730 112,813 1.2 3.3

Hardap 298 86 13 53 83 436 212 5,682 71,514 2.3 1.8

Karas 593 139 15 86 116 773 454 11,709 72,645 1.3 2.1

Kavango 291 55 14 29 67 398 236 4,876 257,347 2.9 0.5

Khomas 8,590 895 47 374 847 14,137 7,695 122,537 325,459 0.4 1.4

Kunene 260 65 8 59 64 404 195 1,411 75,632 5.7 1.1

Ohangwena 242 76 12 45 72 416 166 2,348 261,323 5.1 0.5

Omaheke 312 89 20 79 107 398 223 5,766 78,477 3.5 2.5

Omusati 181 54 8 44 42 290 127 3,559 243,657 2.2 0.3

Oshana 1,350 381 62 226 352 2204 969 20,845 176,586 3.0 3.5

Oshikoto 260 62 10 46 53 410 198 4,646 181,304 2.2 0.6

Otjozondjupa 1,053 202 22 150 229 1350 851 14,387 159,947 1.5 1.4

Namibia 15,537 2,537 278 1,403 2,483 24,441 13,000 229,806 2,103,762 1.2 1.3

The regional distribution of crashes as displayed in Table 3 discloses that over half of all road accidents in 2009 happened in Khomas


Figure 8: Number of road crashes by region

Figure 9: Number of injury accidents and fatalities by region

In terms of the number of injury accidents across Namibia, the same regions occupied the top five positions in the same order. Nearly

80 percent of all road crashes with injuries happened in these regions: Khomas, Erongo, Oshana, Otjozondjupa and Karas. By contrast,


the five regions with the lowest number: Kunene, Oshikoto, Kavango, Omusati and Caprivi in that order, together made up only 11 percent of all injury accidents (See Figure 9).

Comparing the number of fatalities by region for the year 2009 with those of 2008, Oshana, Erongo, Ohangwena, Kunene, Oshikoto, Otjozondjupa, and Hardap experienced an increase in the number of people killed on the road, with Oshana having lost 14 more lives. Erongo and Ohangwena recorded 9 and 7 more road deaths respectively, down to Hardap with

one more life lost. Fewer deaths from road crashes were reported for Omusati, Khomas, Karas, Caprivi, and Kavango (8, 5, 3, 2 and 1 respectively) while the number of deceased road users remained the same over the two years for Omaheke.

If the level of severity is taken into account however, and the number of fatalities is expressed as a rate per 10 000 population or per 1 000 registered vehicles, a completely different picture emerges as illustrated in Figure 10 below.

Figure 10: Regional distribution of rates of death as per number of registered vehicles


The highest number of fatalities per 10 000 people was reported for Oshana with almost four people in 10 000 (3.5) facing the chance of being killed in a road accident, followed by Erongo with three people killed (3.3) and Omaheke (2.5), Karas (2.1) and Hardap (1.8). The relationship between the population density and its fatality rate indicates how the population is affected. The population of Omaheke was highly affected by vehicle accidents as compared to Erongo and Oshana. Since Omaheke is sparsely populated and Erongo and Oshana are highly populated, the inference is that the more densely populated the area is, the lower the impact of vehicle collisions. Conversely, the more sparsely populated the area is, the higher the intensity of the vehicle collision. The population density is elaborated in Table 4 below. Other factors such as the higher degree of urbanisation, the safety level of the road network and traffic volume account for the higher number of road collisions observed in Oshana and Erongo, while a lower degree of urbanisation in Omaheke plays a role in the high number of deaths per population.

Looking at the number of fatalities per 1 000 vehicles, Figure 10 shows that Kunene at 5.7 ranked first as having the highest fatality rate per 1000 registered vehicles, followed by Ohangwena (5.1) and then Caprivi (4.3). Other regions where three or more road users were killed per 1 000 registered vehicles were Oshana (3.0) and Kavango (2.9). Amongst the regions reporting the lowest fatality rates were Karas (1.3), Erongo (1.2) and Khomas (0.4). From these statistics it can be deduced that the number of registered vehicles per region and

the associated fatality rate per 1 000 vehicles were negatively correlated. In other words, for regions with a low number of registered vehicles the fatality rate per 1 000 vehicles was amongst the highest while the opposite is true for those regions with a low fatality rate. In fact, Khomas with the lowest fatality rate had the highest number of registered vehicles of all regions (122,537) whereas Kunene with the highest fatality rate recorded the lowest number of registered vehicles (1,411). What the five regions with the highest fatality rates have in common is that they are amongst the less urbanised areas in Namibia, given that over two thirds of the population in those regions reside in rural areas. Conversely, the regions with low fatality rates per 1 000 vehicles – Karas, Khomas and Erongo – are the three most urbanised regions of Namibia, where more than half of the people live in urban areas (54 percent, 80 percent and 93 percent respectively). It should also be noted that Oshana recorded high fatality rates for both the number of vehicles registered and per population. This is the smallest region of all, but it has a high population density.

The inference that can be drawn from the above observation is that the degree of urbanisation of a region has an effect on the fatality rate. Amongst other factors, the safety level of the road network and speeding could explain this finding. In rural areas, the road network consists primarily of gravel, dirt or sand roads, while tarmac roads are more common in urban areas. Since travel on surfaces other than tarmac is associated with a higher risk of being involved in a fatal accident (such as single vehicle overturn), the finding that fatalities


were higher for regions with a predominantly rural population would seem credible. This inference has implications for road safety

22

management in terms of increasing the safety of the road network in rural areas.

Table 4 displays the relationship between the number of road crashes and the land area (in square kilometres) across the thirteen regions. Similar to the previous year, the accident rates per square kilometre for Khomas (0.23) and Oshana (0.16) were by far the highest of all regions in Namibia. Amongst the other five

highest ranks were Erongo, Ohangwena and Caprivi (0.03, 0.02 and 0.02 respectively). Regions which registered the lowest number of accidents per square kilometre were Omaheke, Karas, Hardap and Kunene (all 0.00) (See also Figure 11 next page).

Table 4: Number of crashes per square kilometre

Region Accidents Area in sq.km

Acc/Sq.km Reg. vehicles

Projected population

Population density

Caprivi 211 14,528 0.02 2,310 87,058 6.0

Erongo 1,896 63,579 0.03 29,730 112,813 1.8

Hardap 298 109,651 0.00 5,682 71,514 0.7Karas 593 161,215 0.00 11,709 72,645 0.5Kavango 291 48,463 0.00 4,876 257,347 5.3Khomas 8,590 37,007 0.23 122,537 325,459 8.8Kunene 260 115,293 0.00 1,411 75,632 0.7

Ohangwena 242 10,703 0.02 2,348 261,323 24.4

Omaheke 312 84,612 0.00 5,766 78,477 0.9

Omusati 181 26,573 0.01 3,559 243,657 9.2

Oshana 1,350 8,653 0.16 20,845 176,586 20.4

Oshikoto 260 38,653 0.01 4,646 181,304 4.7

Otjozondjupa 1,053 105,185 0.01 14,387 159,947 1.5

Namibia 15, 537 824,116 0.02 229,806 2,103,762 2.6


Figure 11: Density of crashes per square kilometre

Contrasting the number of people living in the region with the land area of the region discloses that overall regions with smaller land areas are more populated than regions whose land size is bigger (See Figure 12 next page). Combining this information with the prevalence of crashes per square kilometre leads to the following inference: regions with smaller land areas and high population densities reported proportionally more accidents than regions where the population is distributed over wider land areas.

Another factor which might have an effect on the number of road crashes per region is the traffic volume or Vehicle Kilometres Travelled (VKT).

The “VKT Summary Network” disseminated by the Roads Authority disaggregates the VKT by type of road (district, main or trunk), but does not include a regional breakdown. Therefore, a comparative analysis of fatality rates per 10 million VKT across the regions cannot be produced. On the national level, VKT increased by 11.4 percent from 2008 to 2009. Fatality rates per 10 million VKT have consistently decreased over the past three years from 0.57 in 2006 to 0.39 in 2009. These statistics lead to the broad conclusion that despite the fact that an increase in traffic volume was experienced over the past eight years, the fatality rate has decreased slightly.


Figure 12: Regional distribution of population, area (in square kilometres) and number of crashes


Table 5: Type of crash by region

25

Capr

ivi

1.4

211

350

1666

261

249

51

205

3

Eron

go12

.21,

896

440

410

272

237

7618

014

587

101

363

2069

Hard

ap1.

929

885

112

4235

673

112

1217

02

Kara

s3.

859

324

31

2662

6410

9523

219

394

5

Kava

ngo

1.9

291

450

1910

260

422

91

616

52

Khom

as55

.38,

590

1,82

60

326

417

733

292

210

1,00

032

251

42,

526

143

281

Kune

ne1.

726

043

03

9925

052

93

517

40

Oha

ngw

ena

1.6

242

190

1934

415

4019

815

2012

10

Om

ahek

e2.

031

260

04

101

252

719

44

242

6

Om

usati

1.2

181

240

665

252

2310

26

87

3

Osh

ana

8.7

1,35

016

20

127

186

151

4910

112

841

7226

341

29

Osh

ikot

o1.

726

043

07

8618

1037

135

1121

36

Otjo

zond

jupa

6.8

1,05

320

12

1736

811

412

149

4118

3877

610

Tota

l10

0.0

15,5

373,

226

868

41,

700

1,55

446

91,

077

1,42

650

080

43,

411

252

426

% o

f tot

al

100.

020

.80.

14.

410

.910

.03.

06.

99.

23.

25.

222

.01.

62.

7

% of total

Total

Other unknown

Collisions with train

Collision with pedestrians

Collision with animals

Collision with fixed object

Turn right in face of oncoming traffic

Single vehicle overturn

Sideswipe: same direction

Approach at angle: both travelling straight

Sideswipe: opposite directions

Head-rear-end collision

Head-on collision

Approach at angle: one or both turning


Table 5 shows that the type of crash most prevalent in Namibia in 2009 was the head-rear-end collision, which accounted for 22.0 percent (3,411) of all road accidents followed by crashes with animals which made up 10.9 percent 1,700) and collisions with fixed objects that constituted 10.0 percent (1,554). Sideswipe collisions in the same direction, which made up 9.2 percent (1,426) and single vehicle overturns that accounted for 6.9 percent (1,077) were the fourth and fifth most common accidents to occur. Although crashes with pedestrians and head-on crashes were less frequent, with 4.4 percent (684) and 1.6 percent (252) respectively, their impact on the number and severity of injuries sustained by the road users involved was significant. This finding will be discussed in more detail in the next section.When investigating the regional distribution of the type of road crash in terms of frequency of occurrence, the types that ranked amongst the five most frequently occurring across all regions are summarised in Table 6. The road crashes listed under “Other/Unknown” which constituted 20.8 percent (3,226) of all accidents have not been included in the ranking. A considerable number of these crashes fall under the category “Unknown” either because the collision report was incomplete or the accident type had not been identified and recorded by the police officer. “Other” crashes refer to minor accidents such as a stone hitting the vehicle’s window and parked vehicles that were bumped. Other

more serious accidents included vehicles that caught fire, passengers who fell or jumped from a vehicle, and drivers who lost control over the vehicle.

For Khomas, Erongo and Oshana, regions with bigger urban centres, head-rear-end crashes were the most common. Collisions with animals were the number one accident type for seven predominantly rural regions, where livestock farming is one of the main subsistence sources, and cattle, goats and donkeys often roam freely. The most common wild animals involved in collisions with vehicles were birds that crashed into the windscreens. More serious crashes included crashes with larger wild animals such as antelopes and elephants in Caprivi, Kavango and Otjozondjupa. As for the remaining regions, Hardap and Karas, single vehicle overturn was the most commonly occurring crash.

The second most frequently occurring collisions were crashes against fixed objects for the Caprivi, Erongo, Karas, Kavango and Omusati regions. Objects crashed against were most often pavements and trees. Single vehicle overturn was the second most common crash in Kunene, Ohangwena, Omaheke, Oshikoto and Otjozondjupa, all regions with a predominantly rural population. It is worthwhile to note that 55.0 percent (521) of all single vehicle overturns took place on sand/dirt, salt or gravel roads. (This excludes single vehicle overturns for which the type of road was not specified in the accident form).

26


Table 6: Regional distribution of accident type ranked by frequency of occurrence2

Of the types of road crashes mentioned above, single vehicle overturns, crashes with pedestrians, and head-on collissions registered the highest number of fatalities in that order of

all types of crashes. Accidents involving fixed objects or animals generally did not result in fatalities but together they accounted for a substantial number of seriously and slightly injured road users.

2Ranking is established by the frequency of the type of crash, i.e. Rank 1 is allocated to that type of crash which has the highest number of crash occurrences out of all crashes for the region.3”With pedestrian” and “Sideswipe: opposite direction” had the same number of occurrences (12)4”With pedestrian” and “Sideswipe: same direction” had the same number of occurences (19)

27

Region Head/rear end

With fixed object

With animal

Single vehicle

overturn

With pedestrian

Sideswipe: same

direction

Sideswipe: opposite

directionsCaprivi 4 2 1 3 5 0 0Erongo 1 2 0 3 5 4 0Hardap 4 3 2 1 53 0 5Karas 4 2 3 1 5 0 0Kavango 5 2 1 3 4 0 0Khomas 1 3 5 0 0 2 4Kunene 4 3 1 2 0 5 0Ohangwena 4 1 3 2 54 5 0Omaheke 4 3 1 2 0 5 0Omusati 5 2 1 3 0 4 0Oshana 1 3 2 0 5 4 0Oshikoto 3 4 1 2 0 5 0Otjozondjupa 4 3 1 2 0 5 0Namibia 1 3 2 5 0 4 0


ROAD TRAFFIC INJURIES

Road traffic injuries are classied according to the level of severity, where severity refers to the extent of the injury sustained in an accident 5. This section discusses threee levels on injury: the number of persons killed, seriously injured or slightly injured as a direct result of a trffic accident.

This section discusses three levels of injury: the number of persons killed, seriously injured or slightly injured as a direct result of a traffic accident.

The severity of the injuries sustained by the road users involved is influenced by and interlinks with a number of factors such as the type of crash and extent of the impact of the

crash, which again is related to factors such as the speed of the vehicle(s) at the time of impact, driving while drunk or being under the influence of drugs; not wearing seatbelts, lack of child restraints and crash helmets, lack of vehicle crash protection for vehicle occupants, and driver fatigue.

This section discusses the type of accident and the resulting severity of injuries sustained. Highlighted are also details regarding the month, day of the week and time of the day when the accident occurred in relation to the number and type of injuries. This information assists road traffic management to devise appropriate measures to prevent road accidents.

Table 7: Type of crash and severity of injury

5There are four levels of injury; serious injury; slightly injury and no injury

28

Type of crash Crashes Persons Killed

Serious injury

Slight injury

Total killed/ injured

% killed and injured

of total

Approach at angle: both travelling straight 500 0 24 75 99 2.4

Approach at angle: one or both turning 426 7 18 34 59 1.4

Head-on crash 252 22 67 110 199 4.8

Head-rear-end crash 3,411 11 89 244 344 8.3

Sideswipe opposite directions 804 13 48 100 161 3.9

Sideswipe same direction 1,426 4 41 105 150 3.6

Single vehicle overturn 1,077 96 529 753 1378 33.1

Turn right in face of oncoming traffic 469 2 28 87 117 2.8

Crash with animal 1,700 4 63 111 178 4.3

Crash with fixed object 1,554 8 64 125 197 4.7

Crash with pedestrian 684 73 273 482 828 19.9

Crash with train 8 0 0 3 3 0.1

Other/ unknown 3,226 38 159 254 451 10.8

Total 15,537 278 1,403 2,483 4,164 100.0


road users (413) reported under the “Other/Unknown” category was surprisingly high if one considers that a substantial number of minor accidents (such as a stone hitting the vehicle or a parked car being bumped) are included here. However, these types of accidents constituted 20.8 percent of all accidents reported. It can be assumed that the more serious incidents such as a vehicle catching fire or a passenger falling off the car, contributed most towards the number of killed and injured under this category. Due to the variation in the seriousness of the collision and associated impact on road users, the information gathered under this variable is of limited use in terms of road safety management. More useful would be a splitting of this category into sub-types that distinguish between “Unknown” (for incomplete information), “Other major crashes” and “Other minor crashes”.

Figure 13: Type of crash ranked by severity of injury: fatalities, serious and slight injuries

A breakdown of the number of fatalities, serious and slight injuries by type of crash is presented in Table 7 and Figure 13. Single vehicle overturns caused the highest percentage of injuries sustained of 33.1 percent (1,378). Accidents where pedestrians were hit or run over by a vehicle, constituting 19.9 percent (828), also counted as one of the most serious in terms of lives lost and injuries sustained. Together, single vehicle overturns and accidents with pedestrians made up 52.8 percent of the total number of injuries (169 fatalities; 802 serious injuries; 1,235 slight injuries). Although the percentage of head-on crashes was low at 4.8 percent (252) when compared to other types of crashes, they ranked as the fourth highest in terms of the number of fatalities (22) incurred as a result of the collision.

The number of fatalities (38) and injured

29


Sideswipe crashes in the opposite direction ranked fifth in terms of the number of people (13) who succumbed as a result of crashes.

Despite the fact that 22.0 percent of all road crashes included head-rear-end crashes, the resultant number of fatalities was lower than for the other type of road crashes discussed above. However, when looking at the number of serious and slight injuries, this type of collision can be described as the sixth most severe type with a high incidence of serious (89) and slight (244) injuries.

Although collisions with animals and fixed objects ranked as the third and fourth most prevalent in terms of number of crashes, their major impact was on serious and slight injuries. Lesser fatalities were recorded for these two types of road crashes than any of the others mentioned so far. Collisions between two vehicles that approach at an angle while both were travelling straight registered the second lowest percentage of injured occupants (1.4

percent) with no fatalities. Crashes with trains caused slight injuries to two drivers and one passenger.

The road safety performance measure that assesses the number of young people (25 years and less) who were killed or injured by type of road traffic crash disclosed that 902 young road users were involved in road crashes. Table 8 on the following page displays the breakdown of the number of young people killed (50), seriously injured (323) and slightly injured (528) by type of road traffic crash. High numbers of casualties (286 or 31.7 percent) were recorded for single vehicle overturn and accidents with pedestrians (269 or 29.8 percent). “Other/Unknown” crashes accounted for 9.1 percent (82), followed by head-rear-end crashes (63 or 7.0 percent), collisions with fixed objects (48 or 5.3 percent) and head-on crashes (29 or 3.2 percent). Single vehicle overturn and accidents with pedestrians claimed the lives of 38 (76.0 percent) young people and resulted in 222 (68.7 percent) serious injuries.

30


Table 8: Number of young people killed or injured by type of road traffic crash

Figure 14 (on page 34) shows that for eight months of the year the number of road crashes exceeded 1,300. The month with the highest number of crashes was July (1,472), followed by August, May and June. At the lower frequency end were January, December and February in ascending order. The surprisingly

low number of accidents for December could be attributed to the fact that no accident forms for that month were forwarded to the regional headquarters by five police stations (namely, Eenhana, Narraville, Omaruru, Rundu and Tsumeb) and that some of the road crashes which occurred in December may have only been reported in January the following year.

6The injury status of one pedestrian was not recorded on the accident form

31

Killed Serious Slight Total

Head/rear end 1 18 44 63

Head on 2 11 16 29

Sideswipe: opposite directions 1 6 19 26

Sideswipe: same direction 1 5 23 29

Turn right in face of oncoming traffic 0 5 12 17

Approach at angle: both travelling straight 0 5 16 21

Approach at angle: one or both turning 2 3 8 13

Single vehicle overturn 16 126 144 286

With fixed object 1 11 36 48

With pedestrian 22 96 150 268

With animal 0 6 13 19Other/unknown 4 31 47 82Total 50 323 528 9016

Type of road crash


When exploring the level of severity by month, the month of May stood out as recording the highest number of injury accidents (243), and

Figure 14: Number of crashes per month

casualties (418) as elaborated in Table 9 and Figure 15. Increased traffic volume over the school holidays and the four public holidays was most probably the cause for this heavy toll.

Table 9: Crashes and injury severity by month

32

Month Crashes Injury crashes Fatalities Serious Slight Damages

onlyJanuary 1,092 171 21 91 182 921February 1,191 200 30 95 193 991March 1,317 219 27 116 201 1,098April 1,251 204 19 127 200 1,047May 1,361 243 35 137 246 1,118June 1,338 208 14 82 200 1,130July 1,472 222 19 97 235 1,250August 1,378 213 18 158 215 1,165September 1,328 230 21 125 231 1,098October 1,329 210 21 105 192 1,119November 1,306 208 25 135 185 1,098December 1,174 209 28 135 203 965Total 15,537 2,537 278 1,403 2,483 13,000


Although the number of injury accidents for December was in the lower ranges (209), these accidents translated into a substantial number of fatalities (28) and serious injuries (135). Other months that recorded a considerable

number of deceased road users were February (30), March (27) and November (25). As for serious injuries, August was the month reporting the highest number (158).

Figure 15: Injury severity by month

Table 10: Number of crashes and injury severity by day of the week

From the discussion above and the distribution of injury severity by month of previous accident reports, it transpires that March, April, May, August, November and December are the months in which targeted road safety programmes could be effective in reducing the

number of crashes and resultant casualties. However, the great variation in affected months across the years suggests that measures to reduce crashes should run throughout the year and not only during the indicated months and holiday seasons.

Unknown for “Day of the week” = 1 (0.006 percent). Not included in this table: 1 serious injury, 8 slight injuries.

33

Day of the week

Number of crashes

Number of injury

accidents

Killed Serious injuries

Slight injuries

Pedestrian involved

Monday 2,195 325 36 146 308 100Tuesday 2,125 278 20 121 293 91Wednesday 2,158 307 27 160 292 80Thursday 2,159 341 27 211 328 105Friday 2,571 408 42 222 389 105Saturday 2,364 470 62 272 475 119Sunday 1,964 407 64 270 390 111Total 15,536 2,536 278 1,402 2,475 711


As has been reported for previous years, a significant increase in the number of accidents was experienced over the weekend with Friday

identified as the day of the week with the highest risk of travel (2,571 crashes), followed by Saturday with 2364 crashes. (See Table 10 and Figure 16.)

Figure 16: Number of crashes by day of the week

While one would expect this trend to continue for Sunday with weekend travellers returning home, surprisingly this day of the week had the lowest number of accidents (1964). Instead, Monday recorded the third highest number of crashes (2,195). This might be due to a delay in reporting of accidents that happened on Sunday, or because some travellers returned home in the early hours of Monday morning only.

Comparing the injury levels across the days of the week confirms that weekends accounted for most of the injuries. One third of all fatalities, as well as serious and slight injuries, occurred between Saturday and Sunday. (See Figure 17 on page 37). Sunday registered the highest number of deaths.

If the days of the week are subdivided into the weekend (Friday, Saturday and Sunday) and the week, the number of fatally injured road users added up to 60.4 percent (168) for the weekend and 39.6 percent (110) over the week. Likewise, more people (764 or 54.5 percent) were seriously injured over the weekend than during the week where 45.4 percent (638) were injured.

Pedestrian involvement was most pronounced in crashes that took place over the weekend with Saturday recording the highest number (119), followed by Sunday (111), Friday (105), Thursday (105) and Monday (100).Wednesday was the day of the week with the lowest rate of pedestrian involvement.

34


Figure 17: Injury severity by day of the week

Table 11 and Figure 18 illustrate the relationship between the time of the day and the severity of injury. As was the case for the previous year, the safest time to be on the road in 2009 was between 22:01 at night and 6:00 in the

morning. From early morning onwards injury accidents increased steadily to reach a peak between 16:01 and 18:00. After that, traffic subsided and injury related accidents started to decline to reach their lowest level between 2:01 and 6:00.

Table 11: Injury severity by time of day

Unknown for “Time of the day” = 8 (0.1 percent)Injuries not included in this table: 3 serious injuries and 8 slight injuries

35

Time of crash Fatal Serious Slight Total00:01-2:00 14 91 156 2612:01-4:00 12 46 54 1124:01-6:00 7 38 42 876:01-8:00 16 105 184 3058:01-10.00 11 100 184 29510:01-12:00 25 110 215 35012:01-14:00 30 158 298 48614:01-16:00 31 146 305 48216:01-18:00 33 197 361 59118:01-20:00 54 207 333 59420:01-22:00 33 146 242 42122:01-24:00 12 56 101 169Total 278 1400 2,475 4,153


Figure 18: Injury severity by time of the day

The highest number of fatal crashes occurred between 18:01 and 20:00 (54 people killed). Most serious injury related accidents also took place between 18:01 and 20:00 (207), while those involving slight injuries happened at peak hour traffic between16:01 and 18:00 (361).

Factors contributing to this trend are high traffic volumes coupled with stress and fatigue after a hectic working day, which may lead to careless driving and rude behaviour on the road. Intake of alcohol during that period, to relax after a busy day, might play a role too, as well as the reckless driving behaviour of taxis drivers competing for space and customers.

36


Another way of looking at the association between time and injury severity is the combination of the number of crashes that occurred at a particular point in time on a specific day of the week (Table 12). Thus, for example, the highest number of crashes occurred on Monday afternoon between 16:01

– 18:00 (370) while the least crashes happened early in the morning between 2:01 – 4:00 on a Wednesday. Looking at the relationship between time and day of the week in this way facilitates the identification of accident prone travelling times, information which could assist in the judicious deployment of road traffic patrol staff.

The pattern that emerges from the highest and lowest occurrences at a particular time of the day suggests that during the week it was safer to travel from 22:01 at night to early in the morning at 6:00. Most accidents occurred between 12:01 and 18:00.

Over the weekend, the overall safest travelling time was between 2:01 and 6:00 in the early morning. In general, the most unsafe travel

time over the weekend was between 18:01 – 20:00. Times to be avoided for long distance travelling on a Saturday were in the morning from 10:01 onwards until the night at 22:00. Weekend travellers returning to their home destinations on Sunday were at highest risk of being involved in a road crash between 16:01 in the afternoon until 20:00 in the evening. These scenarios described above are graphically represented in Figure 19.

Table 12: Number of crashes by time of the day and day of the week

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Time of crash

Week Weekend

Total % of TotalMonday Tuesday Wednesday Thursday Friday Saturday Sunday

0:01-2:00 75 88 96 114 121 179 166 839 5.4

2:01-4:00 29 24 20 33 25 82 71 284 1.8

4:01-6:00 38 35 33 31 48 65 48 298 1.9

6:01-8:00 234 266 228 248 243 107 70 1,396 9.0

8:01-10.00 178 207 200 186 226 182 142 1,321 8.5

10:01-12:00 228 198 213 216 237 254 179 1,525 9.8

12:01-14:00 294 283 270 287 320 249 162 1,865 12.0

14:01-16:00 267 260 271 303 324 236 228 1,889 12.2

16:01-18:00 370 315 346 284 364 249 269 2,197 14.1

18:01-20:00 267 238 244 219 302 327 328 1,925 12.4

20:01-22:00 151 148 155 159 219 269 230 1,331 8.6

22:01-24:00 63 62 82 79 139 164 70 659 4.2


Figure 19: Number of crashes by time of the day and day of the week

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Road users are divided into three categories: drivers of any type of vehicle (motorists, motorcyclists and cyclists), passengers and pedestrians. The number of drivers involved in road accidents for 2009 was 24,433 and the number of pedestrians was 711, which presents an increase in the number of drivers while there was a decrease in the number of pedestrians, as compared to the previous year.

For those crashes where the number of passengers per vehicle was recorded, 4,991 passengers were counted (only 3,422 drivers recorded 4,991 passengers on board). However, since 86.0 percent (21,011) of the accident forms did not record the number of passengers per vehicle, the injury severity statistics for this

road user group should be treated with caution.

Table 13 below describes the injury severity level for the different types of road users. The injury status of 1,512 (6.2 percent) drivers was not stated. Of the drivers whose injury status was recorded, 21,044 (86.1 percent) were reportedly not injured, while only 1,877 drivers were either killed, or seriously or slightly injured. For 18 (2.5 percent) of the 711 pedestrians involved in crashes with vehicles there was no record of the level of injury sustained. As for the passengers, 3,397 (68.1 percent) of the 4,991 passengers on board escaped the accident unhurt. It should be noted that demographic details are only collected for killed and injured passengers.

Table 13 summarises the numbers of drivers, passengers and pedestrians that were involved in casualty accidents. Comparing the number of fatalities across the road user groups shows that fatal injuries for drivers were the

highest (116) and the lowest for pedestrians (68), while 94 passengers did not survive the crashes. A different scenario emerges when the percentage fatalities within each group are assessed.

INJURY SEVERITY OF ROAD USER GROUPS

Table 13: Injury severity according to different road user group

7The total only applies to the number of passengers in the vehicle reported by drivers.

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Drivers Passengers Pedestrians Total

Fatal 116 94 68 278

Serious 538 633 232 1,403

Slight 1,223 867 393 2,483

Total 1,877 1,594 693 4,164

Not injured 21,044 3,397 0 24,441

Unknown injury 1,512 0 18 1,530

Total 24,433 4,9917 711 25,971

Injury Severity


As Figure 20 below shows, the percentage of pedestrian deaths (9.8 percent) was almost twice as high as that of drivers (6.2 percent) and passengers (5.9 percent). Passengers sustained the highest percentage of serious injuries (39.7 per cent), followed by pedestrians (33.5 percent) and drivers (28.7 per cent). Drivers were the most affected group with regard to

As has been reported in the previous years, male drivers (1,556) involved in injury crashes far outnumbered their female counterparts (213). This does not mean to say that men are by nature more reckless drivers, but rather that

this mirrors the distribution of male versus female drivers in Namibia, i.e. considerably fewer women have access to motorised transport than males (See Table 14 and Figure 21).

the percentage of slight injuries incurred (65.2 percent) while just over half of the pedestrians (56.7 percent) and passengers (54.4 percent) suffered slight injuries. This evidence stresses and reinforces the fact that pedestrians and passengers are more likely to get killed or hurt in a road crash than drivers. Similar results were reported for 2008.

Figure 20: Injury severity according to different road user group (Percentage)

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Table 14: Distribution of injury crashes by gender of road user8

The gender distribution of affected passengers and pedestrians remained almost constant over the previous two years with more male than female vulnerable road users caught up in road crashes. However it should be noted that

gender was not indicated for 20.1 percent of all passengers and 33.0 percent of all pedestrians. Inferences drawn from incomplete data should be treated with caution.

Figure 21: Distribution of injury crashes by gender of road user (Percentage)

From Figure 22(a) (next page) which explores the relationship between driver injury and gender, it is evident that more male (103) than female (6) drivers were killed. A similar ratio applied to seriously and slightly injured drivers.

This result reflects the gender distribution noted above which showed that 88 percent of all drivers were men. However, Figure 22(b) shows that the percentage distribution of the injury status for male and female drivers was very similar.

8Excluded are crashes where the injury level of the road user is unknown.

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Drivers Passengers Pedestrians Total

Male 1,556 743 302 2,601

Female 213 531 174 918

Total 1,769 1,274 476 3,519

Unknown gender for: drivers = 108 (5.8%); passengers = 320(20.1%); pedestrians = 234 (33.0%)


Figure 22: Driver injury status by gender

As far as the gender of uninjured drivers is concerned, 15,879 male and 3,276 female drivers did not sustain injuries, while the gender status of 1889 unharmed drivers was not indicated. Not included in the above figures are the 7 fatalities, 30 serious injuries and 71 slight injuries of drivers whose gender status was not recorded on the accident form.

As shown in Figure 23(a) below, more male than

female passengers were involved at all three injury severity levels, although percentagewise there is no significant difference between the injury statuses of the two groups (Figure 23(b)). Since a considerable number of road accident forms did not include the gender of the passenger, 19 fatalities, 100 serious and 201 slight injuries are not accounted for in the figures below. The gender status of uninjured passengers is not recorded on the NRAF.

Figure 22(b): Driver injury status by gender (%)Figure 22(a): Driver injury status by gender (Numbers)

Figure 23: Passenger injury status by gender

Figure 23(a): Passenger injury status by gender (Number)

Figure 23(b): Passenger injury status by gender (%)

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Figure 24(a) below portrays that more male than female pedestrians were involved at all three injury severity levels. Deceased male pedestrians comprised 10.7 percent (32) of all male pedestrians injured while 9.2 percent (16) female pedestrians died as a result of the

accident. Over one third of both gender groups suffered serious injuries (116 male versus 71 females) and 50 percent incurred slight injuries (151 male versus 87 females) (Figure 24(b)). These casualty figures could be higher than reported given that the injury status of 18 pedestrians is unknown.

The interpretation of the gender statistics for the level of injury of pedestrians should be treated with caution for the reason that the gender status of 31.0 percent (220) of the pedestrians was not indicated on the accident forms even though their injury status was known. In terms of injury numbers, this means that 20 deceased, 45 seriously and 155 slightly injured pedestrians are not represented in Figure 24(a) and Figure 24(b).

Of all the road user groups, pedestrian fatalities were proportionally the highest, followed by those of the drivers and passengers in that order.

The age distribution of drivers involved in injury accidents was very similar to that of 2008. The average age of the drivers at the time of the accident was 37 years in 2009, compared to 36 years in 2008. Since cyclists are included among the drivers, the age below 16 years refers to this group which included 14 drivers. The age group 17 – 24 years comprised 12.8 percent of all drivers after which a sharp increase was noted for the 25 – 32 age group (467) (Figure 25). Reasons for this substantial rise may be that this is the age at which most young people acquire their driver’s license. From the age of 33 onwards, the number of driver casualties per age group declined steadily. Combining the age

Figure 24: Pedestrian injury status by gender

Figure 24(a): Pedestrian injury status by gender (Number)

Figure 24(b): Pedestrian injury status by gender (%)

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groups of the economically active population (25 – 48) shows that over two thirds (1,086 or

68.1 percent) of driver casualties fell within this age category.

Figure 25: Distribution of crashes in which drivers were involved by age category

Unknown age for drivers = 282 (15.0%).

Passengers were slightly younger than drivers with an average age of 32. Young passengers (below the age of 17) constituted 12 percent (123) of all passengers whose injury status and age was reported (See Figure 26). A steep increase was observed for the age categories

from 18 – 33. The number of passengers involved in road crashes decreased steadily from the age of 34 and above. However, bearing in mind that age was missing for 561 passengers (35.2 percent), these statistics should be treated with caution.

Figure 26: Distribution of crashes in which passengers were involved by age category

Unknown age for passengers = 561 (35.2%).

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As was the case in the previous year, pedestrians were the youngest group of road users with an average age of 25 years. Unlike the age groups for drivers and passengers, 30.4 percent of all pedestrians were under the age of 13, which is an alarmingly high statistic (See Figure 27). This age group comprises children who are more vulnerable to accidents partly as a result of

their lack of knowledge and skills to cope with the dangers on the road. The age groups from 14 – 41 years included 40 or more pedestrians, with young adults aged 21 – 27 having the highest incidence of pedestrians involved in a collision (76). From 42 years and above the number of involved pedestrians decreased to about 20 or less per age group.

Figure 27: Distribution of crashes in which pedestrians were involved by age category

Unknown age for pedestrians = 290 (40.8%)

The above analysis should be treated with caution given that 40.8 percent of all pedestrian ages were not recorded by the police. As already documented in 2008, information about pedestrian accidents was exceedingly inadequate with many vital statistics missing such as age, gender, sobriety, and pedestrian action, location, manoeuvre and clothing. This lack of pedestrian data impedes the design of appropriately targeted interventions that are based on the particular combination of these factors.

Figure 28 (on page 44) combines the age group with the severity of injury of drivers. Young adults (25 – 32 years) were exposed to a higher risk of being killed or injured than any of the other age groups. This trend of high risk exposure persisted for the subsequent two age groups. Drivers in these age groups (between 25 and 48 years) included the three highest numbers of fatalities, serious and slight injuries. When added together, the impact of road crashes on drivers between the ages of 25 to 48 resulted in 61 (65.5 percent) driver deaths,

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309 (69.0 percent) serious injuries and 716 (67.9 percent) slight injuries. Since these adults are considered to be the most productive age group, the impact of deaths and injuries in this age group has particularly adverse effects on

the economy at large and on households in the lower income groups in particular.

Figure 28 does not include 23 fatalities, 90 serious injuries and 169 slight injuries for drivers whose age was not documented.

Figure 28: Driver injury severity by age category

Regarding the age groups of passengers, young adults between the ages of 18 and 33 experienced the highest number of casualties (See Figure 29). The 26 – 33 age categories suffered the highest number of fatalities (14) and slight injuries (149), and those aged 18 – 25 years were exposed to the highest risk of being seriously injured in a crash (120). A greater number of fatalities and serious injuries were also found amongst passengers between the ages of 34 and 49. As was the case for injured

drivers, economically productive adults were among those most severely affected. The severity of injury dropped with age category and eight deaths were recorded for those 57 years and older.

Not included in Figure 29 are 27 killed, 197 seriously and 337 slightly injured passengers for whom the ages were not recorded. The interpretation offered in terms of age groupings and severity of injury for passengers should thus be treated with caution.

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Figure 29: Passenger injury severity by age category

Figure 30 below shows the age distribution of pedestrians by severity of injury. The age groups of 0 – 6 and 14 – 20 had the highest number of fatalities, while the 21 – 27, 35 – 41 and 7 – 13 age groups reported the highest number

of seriously injured pedestrians, in that order. High numbers of casualties were reported for the 0 – 27 age groups. The number of injured pedestrians involved in road crashes started to decline for the age of 42 years and above.

Figure 30: Pedestrian injury severity by age category

Excluded from Figure 30 are 18 fatalities, 66 serious and 189 slight injuries because these pedestrians’ ages were not recorded on the

accident report form. Bearing in mind these shortcomings, the statistics discussed should be treated with caution.

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Table 15 above demonstrates the injury severity of drivers by vehicle type. Vehicle types associated with the highest number of fatal accidents were the motor car/station wagon (38) and the LDV (37). Likewise, most serious and slight driver injuries were reported for these two vehicle types. The same pattern was observed for 2007 and 2008. Motor cars/station wagons are used as the main means of transport in Namibia, followed by LDVs and then Sedan taxis. This situation is different

Table 15: Driver injury severity by vehicle type

in other African countries where minibuses, motorcycles and buses are the main modes of transport.

Figure 31 on the following page graphically depicts the vehicle types associated with the six highest number of driver fatalities: 38 fatalities of drivers by motor cars, 37 deaths of drivers in LDVs, 10 deaths by bicycles, 7 by minibuses and 6 and 4 deaths by sedan taxis and articulated trucks respectively.

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Killed Serious Slight TotalAnimal drawn vehicle 0 1 1 2Bicycle 10 26 49 85Bus 3 2 7 12Caravan / trailer 0 0 1 1GVM>3500 kg 1 5 19 25Light delivery vehicle 37 183 370 590Midi bus 1 7 8 16Minibus 7 13 32 52Minibus Taxi 0 2 4 6Mobile equipment 1 0 1 2Motor car / Station wagon 38 190 502 730Motor Cycle: 125cc and under 3 8 12 23Motor Cycle: Above 125cc 1 8 13 22Panel van 1 3 3 7Quadracycle 0 3 3 6Sedan Taxi 6 38 107 151Truck: Articulated 4 5 11 20Truck: Articulated multiple 1 4 9 14Other 2 22 40 64Total 116 520 1,192 1,828

Unknown vehicle type = 49 (2.6%) Unknown seriously injured by vehicle type = 18; slight = 49


Figure 31: Number of driver casualties by selected vehicle types

Table 16 discloses that 131 cyclists were involved in road crashes in 2009 compared to 102 in 2008 and only 13 in 2007. While no cyclists died in collisions with vehicles in 2007, the number rose to 2 in 2008 and 10 in 2009. Likewise, no serious injuries were reported for

Table 16: Injury severity of drivers

2007, whereas the corresponding numbers for the following two years jumped to 13 in 2008 and doubled (26) in 2009. This hefty increase in the number of fatal and serious cyclist injuries over three years (See Figure 32, next page) calls for a review of safety measures applicable to these vulnerable road users.

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Motor type Fatal Serious Slight No Injury Unknown Total

Motorist 106 494 1,143 20,238 24 22,005

Cyclist 10 26 49 17 29 131

Unknown 0 18 31 789 1,459 2,297

Total 116 538 1,223 21,044 1,512 24,433


Figure 32: Cyclist injury severity, 2007 - 2009

Table 17: Passenger injury severity by vehicle type

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Killed Serious Slight TotalAnimal drawn vehicle 1 0 0 1Bus 0 11 18 29GVM>3500 kg 0 9 10 19Light delivery vehicle 37 315 383 735Midi bus 1 14 16 31Minibus 2 16 31 49Minibus Taxi 0 5 2 7Motor car / Station wagon 32 179 274 485Motor Cycle: 125cc and under 0 1 1 2Motor Cycle: Above 125cc 0 0 2 2Panel van 0 2 3 5Sedan Taxi 14 36 73 123Tractor 0 0 1 1Truck: Articulated 4 4 4 12Truck: Articulated multiple 1 3 4 8Other 2 19 26 47Total 94 614 848 1,556

Unknown seriously injured by vehicle type = 19; slight = 19


Table 17 (on previous page) and Figure 33 below illustrate the number and severity level of injured passengers according to vehicle type. LVDs clearly showed up as the riskiest transport for passengers as 47.2 percent (735) of all casualties with 37 fatalities were caused by crashes with this type of vehicle. The highest number of serious and slight injuries was also associated with LDVs. Passengers being transported by LDVs are at high risk of being killed or injured as this means of transport offers no safety measures at all for its occupants. Often combined with overloading and/or poor vehicle condition, crashes involving LDVs

with passengers on board, especially in single vehicle overturn are bound to result in heavy casualties.

The second highest number of fatalities (32) was incurred by accidents involving motor cars/station wagons. Sedan taxis, minibuses and midi buses, which are the preferred mode of transport for passengers, ranked amongst the six highest in terms of number of casualties. The situation has not changed from 2008 where the same types of vehicles were associated with high numbers of killed and seriously injured passengers.

Figure 33: Number of passenger casualties by selected vehicle types

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Table 18 and Figure 34 show that there were 26 pedestrian fatalities from motor cars/station

Table 18: Pedestrian injury severity by vehicle type

wagons; 21 from LDV’s and 4 from trucks.

Figure 34: Number of pedestrian casualties by selected vehicle types

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Vehicle type Killed Serious Slight TotalBicycle 0 1 0 1Bus 1 4 2 7GVM>3500 kg 2 5 3 10Light delivery vehicle 21 58 109 188Midi bus 0 2 2 4Minibus 3 3 14 20Minibus Taxi 1 1 4 6Mobile equipment 1 1 0 2Motor car / Station wagon 26 96 160 282Motor Cycle: Above 125cc 0 1 0 1Panel van 0 1 3 4Quadracycle 0 1 1 2Sedan Taxi 3 33 58 94Tractor 0 1 0 1Truck: Articulated 1 2 1 4Truck: Articulated multiple 4 2 2 8Other 4 10 20 34Total 67 222 379 668

Unknown killed by vehicle type = 1; serious = 10; slight = 14


The action of the drivers – what they were doing at the time of the crash – is an important factor in determining how and why the accident occurred. The number of casualties and the severity of injuries sustained by drivers, passengers and pedestrians as result of these actions are illustrated in Table 19.

“Travelling straight” certainly was the leading

action by drivers involved in accidents that caused deaths and injuries (2,764 casualties) followed by “Turning right” which was the second most common action by drivers for which 432 casualties were reported. Table 20 below lists the severity of the injuries incurred by drivers, passengers and pedestrians as result of an accident caused by one or both drivers travelling straight.

Table 19: Driver action and casualties sustained by road users

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Driver Passenger Pedestrian TotalTravelling straight 1,212 1,053 499 2,764Turning Right 248 150 34 432Turning Left 90 81 24 195Other 64 57 26 147Swerving 46 75 17 138Overtaking (Left) 26 33 12 71Avoiding object 28 28 4 60Overtaking (Right) 21 19 6 46Slowing down 16 24 5 45Reversing 15 8 17 40Stationary e.g. waiting 24 5 5 34U-Turn 17 8 6 31Enter traffic flow 10 10 2 22Sudden start 7 4 6 17Diverging 6 4 5 15Parked 9 3 2 14Sudden stop 7 1 3 11Changing lane 5 1 2 8Busy parking 1 0 3 4Merging 2 0 1 3Total 1,854 1,564 679 4,097


If the numbers of casualties for selected driver actions are presented as percentages contributed towards the casualties of each road user type (Figure 35) then the most risky actions for drivers themselves were turning right or avoiding an object. As for turning right action at a T-junction, here the driver is at risk

of being directly hit by an oncoming vehicle that crashes into the right side of the vehicle. Avoiding an object is most often associated with the driver losing control over the vehicle, which in turn may lead to bumping into another fixed object or even worse, causing the vehicle to overturn.

Figure 35: Selected driver action by percentage of casualties sustained by road users

Passengers were at greatest risk when the driver swerved or avoided an object. When considering that LDVs resulted in the highest

Table 20: Number of road users injured or killed by driver action: Travelling straight

number of passenger casualties (735) and that these actions can lead to single vehicle overturn, it is not surprising that the “swerving”

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Road user Killed Serious Slight TotalDrivers 85 358 769 1,212

Passengers 66 425 562 1,053Pedestrians 54 164 281 499Total 205 947 1612 2,764


and “avoiding an object” driver actions were responsible for 103 passenger casualties which included 13 fatalities.

Pedestrians who were overlooked by the driver because they walked behind a reversing car were at greater risk of being hit and injured. The second most dangerous driver manoeuvre for

pedestrians was “Travelling straight” which is plausible as most pedestrian accidents appear to have happened because pedestrians were crossing the roadway randomly (not at a pedestrian crossing), which completely exposes them to a vehicle travelling straight in either direction.

Figure 36: Distribution of crashes where drivers were tested for alcohol use

As is well known from literature on road traffic safety, excessive alcohol consumption leads to impairment of reaction and the ability to judge distances of objects accurately. Motorists under the influence of alcohol thus pose a great risk to other road users and many serious accidents have been caused by drink driving. Random testing for alcohol should be done on a regular basis and not only at the start and beginning of holidays and over festive seasons and long weekends. As noted in an earlier statistical report, operating random breath

testing checkpoints leads to a reduction in alcohol related crashes.

For 2,689 or 11 percent of the 24,433 drivers involved in accidents, it was indicated on the form whether or not the driver was tested for alcohol intoxication. As Figure 36 above shows, only about half (56 percent) of those 2,689 drivers were tested for alcohol use. Breathalyser results have not always been correctly recorded so that a proper analysis cannot be conducted on this data. Besides

55


the problems experienced with the accurate completion of the NRAF, data capturing challenges may also have contributed to the scarceness of this data.

The National Forensic Laboratory keeps records of the blood alcohol concentration of motorists suspected of alcohol use and more reliable statistics can be obtained through this institute.

Figure 37: Drivers and passengers who reported the use of seat belts at time of crash

The wearing of seatbelts for drivers of all types of vehicles and for front and back occupants of passenger vehicles is mandatory in Namibia. Although research has shown that seatbelt compliance can reduce the number of fatalities by 40 – 50 percent, non-compliance is still rampant in Namibia, especially for mini- and midi-buses that convey many passengers. It appears that proposed safety regulations regarding mandatory seatbelt provision and use in buses transporting passengers have not yet been promulgated.

Figure 37(a) Drivers Figure 37(b) Passengers

Data on seatbelt compliance has been poorly completed on the accident forms. As was the case in 2008, only about 10 percent of the accident forms recorded whether the seatbelt was used or not for 2503 out of a total of 24,433 drivers and for 147 out of a total of 1,594 injured passengers. As portrayed in Figure 37(a) and 37(b), it appears that drivers were more compliant regarding the wearing of the available seatbelts (93 percent) than passengers (53 percent). However, this data is entirely inadequate for planning strategies to promote the wearing of seatbelts.

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Pedestrians are the most vulnerable road users as they are not as protected as motorists are, and they lack the speed and mobility of cyclists and other two-wheelers to escape a dangerous encounter with a vehicle. In addition, when exposed to high speed impact, pedestrians among all road users face the highest risk

of death or severe injury. In order to afford pedestrians adequate protection against crashes, information such as the time of the accident, the pedestrian’s location, position and action at the time of the accident is needed to devise appropriate countermeasures.

According to Table 21 above which displays the time of the day when pedestrian crashes occurred and the severity of injuries sustained, the most unsafe time to be walking on the roads in terms of the total number of casualties (113) was between 16:01 and 18:00. The highest number of serious and slight pedestrian injuries was reported during these hours. This time coincides with the rush hour traffic when streets are congested and the drivers’ and pedestrians’ attention is exclusively focused

on reaching their destinations as speedily as possible. Traffic safety rules are ignored resulting in pedestrian collisions which could have been prevented if less speed and haste had been involved.

As was the case in 2008, the time between 18:01 and 20:00 claimed the highest number of fatalities (17) during these hours. Poor visibility at dawn and dark clothing worn by pedestrians might have contributed to these crashes. The

Table 21: Pedestrian severity of injury by time of the day

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Time of the day Killed Serious Slight Total00:01-2:00 6 13 25 442:01-4:00 1 5 5 114:01-6:00 1 2 3 66:01-8:00 4 23 41 688:01-10.00 0 15 19 3410:01-12:00 8 22 40 7012:01-14:00 2 26 68 9614:01-16:00 8 18 49 7516:01-18:00 10 41 62 11318:01-20:00 17 34 45 9620:01-22:00 8 25 28 6122:01-24:00 3 8 8 19Total 68 232 393 693


lowest incidence of pedestrian casualties was reported for the time slots spanning the early hours in the morning from 2:01 to 6:00.

Figure 38 below illustrates the fluctuations in numbers of killed and seriously injured pedestrians across the time periods. Three peaks for serious injuries can be observed. The first of these occurs at 6:01-8:00, the time when adults and children are on the road to

go to school or work. The second peak at 12:01-14:00 could be attributed to a greater number of children returning home from school or being on the streets after school for play, considering that about 43.9 percent of all affected pedestrians were children and young people under 20 years of age. The third peak between 16:01-18:00 coincides with the afternoon rush hour traffic where less attention is paid to traffic rules as everyone hastens to get home.

Figure 38: Number of pedestrians killed and injured by time of the day

Early evening from 18:01 to 20:00 was marked by a steep increase in pedestrian fatalities which could be ascribed to either jaywalking or to the fact that at this time of the evening the traffic has not quite subsided and poor visibility, dark clothing of pedestrians and alcohol use could be factors causing increased severe pedestrian accidents at this time of the day.

Figures 39, 40 and 41 together describe circumstances that contributed towards and impacted on the severity of the pedestrian accident. Each of these factors is discussed separately below, although they need to be considered together to reconstruct the accident in order to identify appropriate countermeasures that will create safer passageways for pedestrians.

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Most pedestrians (48) (or 61 percent) were on the roadway when they were hit or run over by a vehicle while 16 percent (13) were positioned on the sidewalk, and 15 percent (12) on the shoulder of the road or the median (See Figure 39).

The majority of pedestrians did not cross the road within the marked pedestrian crossing but chose to cross within 50 metres of it (10 percent) or even further away (83 percent) thus unnecessarily risking their lives. Only 7 percent (5) adhered to the traffic rules and used the pedestrian crossing (Figure 40).

Figure 39: Position of pedestrian

Figure 40: Location of pedestrian

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Analysed on its own, the most predominant action of the pedestrian “Walking” (61) appears to be a normal human activity that would not necessarily endanger the lives of a pedestrian as shown in Figure 41. However, when walking across the roadway, not at a marked pedestrian

crossing, the chance of being hit by a passing vehicle is far greater than when crossing the street at the designated pedestrian crossings. It is self-evident that running across the street (29) is a high risk action, as is playing on the sidewalk or roadway (4).

Figure 41: Action of pedestrian

In contrast to the 2007 data which indicated that the majority of pedestrians were running while crossing the road, the data for the year under review shows that the majority of pedestrians were walking. Only 28 percent (29) of the 104 pedestrians whose action was recorded on the accident form, were running. This is a positive result from the road users of this category, as it is safer to walk than run while crossing the road while at the same time

looking out for traffic.

As mentioned above, life-endangering pedestrian activities can be distinguished from those compliant with traffic rules if pedestrian actions were analysed together with the locations of the pedestrians. Table 22 on the next page shows such a distribution of activity and location together.

60


Pedestrians who were walking or running on non-crossing zones of the road or within 50 metres of such zones were at greater risk of being hit by a motorist than those who crossed the road at the marked pedestrian crossing. For a vast majority (58) of pedestrians this non-compliance with pedestrian traffic rules contributed towards the injury accident. This finding implies that road safety education needs to be reinforced amongst the public, specifically including parents of children and especially at schools. It was reported elsewhere that nearly half of the injured pedestrians were below the age of 20.

Currently such analysis is not feasible because pedestrian accident details such as those

discussed above have been poorly recorded by the police or could not be supplied by the driver implicated in the accident. This paucity of data is clearly visible when looking at the “Unknown” part of Table 22 which shows that only 9 percent (72) of the accident forms involving pedestrian casualties included information regarding the pedestrians’ position, location and action while no such details were recorded for the remaining 639 accident forms.

If pedestrian lives are to be saved, the correct and accurate completion of the accident forms should be strictly enforced so that reliable information can be extracted from the data of such forms and used for the appropriate planning of road safety measures to reduce

Table 22: Distribution of pedestrian action by pedestrian location

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Pedestrian Action

Pedestrian Location

With

in m

arke

d pe

-de

stria

n cr

ossi

ng

With

in 5

0m o

f cr

ossi

ng

Not

at c

ross

ing

Unk

now

n

Tota

l

Walking 2 2 36 21 61

Running 1 4 12 12 29

Standing 0 0 0 5 5

Playing 0 0 1 3 4

Working 1 0 3 1 5

Total 4 6 52 42 104

Unknown 1 1 8 597 607

Total 5 7 60 639 711


the number of pedestrian deaths and injuries on Namibian roads. Furthermore, the public should be made aware that timely and

accurate reporting of crashes with pedestrians is mandatory.

Table 23: Damages to vehicles

Since multiple damages can be found on one vehicle after a crash, the total number of damages to vehicles (35,345) is greater than the number of vehicles involved in crashes (24,433). Together with the action of the drivers, the detailed damage to the vehicles

facilitates the reconstruction of the accident.

Most vehicles were damaged on the front: the right front, left front, front centre and right mid front. This is in line with the leading action of the drivers which was “travelling straight”

62

Damage Total % of total

Right front 4,672 13.2

Left front 3,708 10.5

Front centre 3,281 9.3

Right mid-front 2,600 7.4

Back right 2,227 6.3

Bonnet 1,927 5.5

Back left 1,846 5.2

Left mid-front 1,781 5.0

Back centre 1,744 4.9

Right mid-back 1,610 4.6

Left mid-back 1,263 3.6

No Damage 839 2.4

Windscreen / windows 826 2.3

Multiple 646 1.8

Roof 490 1.4

Boot 432 1.2

Rolled 334 0.9

Damage (undercarriage) 279 0.8

Caught fire 32 0.1

Damage (no detail) 4,808 13.6

Total 35,345 100.00


(Table 23). No details regarding the damages were recorded for 4,808 cars (13.6 percent)

while 839 (2.4 percent) vehicles apparently were not damaged during the crash.

Table 24 identifies the top ten crash locations on open roads outside a town or city. The ranking is based on the number of road crashes for the year and location. Most accidents occurred on the main road between Outapi and Ogongo where 11 fatalities occurred and 154 road users were injured. The Windhoek – Okahandja trunk road recorded the second highest number of crashes (229) with 4 fatalities and the Okahandja-Otjiwarongo road saw 218 crashes, 4 fatalities. This is a very busy arterial road that connects the capital via the Windhoek-Okahandja road to the main centres in the northern regions. Even though traffic volume is always high on this road stretch especially over holidays and long weekends, less injury accidents took place here compared to other roads.

Table 24: Top ten crash locations and crash severity outside town/city

In terms of the number of fatal accidents, locations with highest numbers of fatal crashes were the trunk roads Oshivelo – Ondangwa with 15 fatalities, Windhoek – Gobabis with 13 fatalities and Ondangwa – Oshikango with 12 fatalities.

Figure 42 shows these accident prone locations sorted by the percentage of injury crashes to the total number of crashes for that location. The chances of being involved in an injury accident on the Oshivelo - Ondangwa road was 40 percent, or expressed differently, four out of every ten vehicles on this road were at risk of crashing. Road users travelling on the Ondangwa – Oshikango and Usakos – Swakopmund roads were facing a similar chance of being killed or injured in a road crash

63

Road No.

Between (towns/city) Fatalities Serious injuries

Slight injuries

Injury crashes

Damage only

Injury & Damage

Total

% Injury crashes of

total

M0092 Outapi-Ogongo 11 52 102 89 210 299 30

T0105 Windhoek-Rehoboth 4 30 27 33 111 144 23

T0106 Windhoek-Okahandja 4 8 37 29 200 229 13

T0107Okahandja-Otjiwaron-go 4 12 51 36 182 218 17

T0108 Otjiwarongo-Otavi 7 22 29 26 78 104 25

T0111 Oshivelo-Ondangwa 15 40 41 53 78 131 40

T0112 Ondangwa-Oshikango 12 25 21 30 46 76 39

T0202 Usakos-Swakopmund 5 32 59 46 78 124 37

T0601 Windhoek-Gobabis 13 28 24 30 99 129 23

T0701 Okahandja-Karibib 10 24 34 41 135 176 23


(39 percent and 37 percent respectively), while for those using the Outapi – Ogongo main road, the injury risk was a bit lower at 3 injury crashes out of every ten (30 percent). The Windhoek-Okahandja road is possibly the most

congested of all main roads with the second highest number of road accidents for 2009, yet the chances of being killed or injured on this road was approximately one in ten, the lowest for the top ten locations.

Figure 42: Top ten crash locations outside town/city sorted by percentage of injury accidents

Sixty-six pedestrians were amongst the victims of the road crashes for the top ten pedestrian locations outside a town or the city (Table 25 below). The roads which presented the highest risk to people walking on foot were the Outapi –

Ogongo road with 4 fatalities and 29 casualties, and Oshivelo – Ondangwa road with 5 fatalities and 11 casualties. One of the pedestrians killed on the latter road was a child of four years.

Table 25: Top crash locations outside town/city by number of pedestrians killed or injured

64

Road No Between (towns/city) FatalitiesSerious injuries

Slight injuries Total

M0092 Outapi-Ogongo 4 9 16 29

M0111 Oshakati-Okahao 0 4 1 5

T0111 Oshivelo-Ondangwa 5 5 1 11

T0112 Ondangwa-Oshikango 2 4 2 8

T0301 Grunau-Ariamsvlei 0 2 2 4

T0803 Grootfontein (Mangetti NP)-Rundu 1 2 2 5

T0807 Katima Mulilo-Ngoma 0 2 2 4

Total 12 28 26 66


Table 26 below displays the top ten crash locations inside a town or the city. All the streets listed were locations within Windhoek, making the capital of Namibia a high risk area for motorists and pedestrians. This finding is supported by the statistics from the three police stations in Windhoek, namely that half of

Table 26: Top ten street locations and crash severity inside town/city

the total number of road crashes (7,681 or 49.4 percent) were reported at these police stations in 2009. In addition, according to the Namibian Traffic Information System the number of registered vehicles for Windhoek constituted 47 percent (108,030) of all registered vehicles for Namibia in 2009.

“Public area” – the majority of which refers to streets that have not yet been incorporated into the Road Safety Information Management System, in addition to parking places and parking garages – accounted for the highest number of accidents (1134) and injury crashes (71), of which 2 were fatal. Besides the public area, Independence Avenue, which runs from the northern suburbs through to the Central

Business District, was second with 614 road crashes and 56 injury crashes, of which two were fatal, followed by Mandume Ndemufayo Avenue with 335 accidents and 23 injury crashes, of which 5 were fatal. Other streets that were listed among the top ten most accident prone streets were Sam Nujoma Drive with 258 crashes and Hosea Kutako Drive with 236 crashes, one of which was fatal.

65

Street Local authority

Fatal crashes

Serious crashes

Slight crashes

Injury crashes

Damage only

Injury & Damage

Total

F Nightingale Street Windhoek 0 5 14 14 129 143

Hosea Kutako Drive Windhoek 1 5 26 23 213 236

Independence Avenue Windhoek 2 32 49 56 558 614

Jan Jonker Street Windhoek 0 1 14 12 130 142

John Meinert Street Windhoek 0 2 11 10 109 119

Mandume Ndemafuyo Avenue Windhoek 5 10 20 23 312 335

Monte Christo Road Windhoek 0 14 33 33 138 171

Public Area Windhoek 2 30 65 71 1,063 1134

Robert Mugabe Avenue Windhoek 0 6 13 17 216 233

Sam Nujoma Drive Windhoek 0 4 16 15 243 258


A substantial number of pedestrians (128) were injured in road crashes at the top ten pedestrian locations inside a town or the city (Table 27 below). “Public Area” was identified as the site (specific street location not differentiated) where the highest number of pedestrian casualties was registered (41). Independence Avenue posed the second

highest risk to these vulnerable road users, claiming one life and 21 injuries, of which nine were serious. Monte Christo Road that runs from east to west through the north-western suburbs was rated as the third most dangerous road with 16 casualties. Four primary and two high schools are situated along this road.

Two locations within the city of Windhoek’s north-western suburbs that had a noticeably high number of pedestrian casualties were Eveline Street (10) and Shanghai Street (8) where one pedestrian was fatally injured.

It should also be noted that Wanaheda police station registered the highest number

Table 27: Top street locations inside town/city by number of pedestrian killed or injured

of pedestrian accidents (125) followed by Katutura (89) and Windhoek police station (79). Outside the capital city, Kuisebmond (in Walvis Bay) recorded the fourth highest (47) and Ondangwa the fifth highest (42) incidence of injury crashes involving pedestrians.

66

Street Location Fatalities Serious injuries

Slight injuries

Total

Public Area Windhoek 0 16 25 41

Independence Windhoek 1 9 12 22

Monte Christo Road Windhoek 0 3 13 16

Eveline Street Windhoek 0 3 7 10

Shanghai Street Windhoek 1 3 4 8

Claudius Kandovazu Street Windhoek 1 2 4 7

Mahatma Gandhi Street Windhoek 0 2 4 6

Ongava Street Windhoek 0 4 3 7

Mandume Ya Ndemufayo Street Swakopmund 0 2 5 7

Etetewe Street Windhoek 0 1 3 4

Total 3 45 80 128


A review of the road accident statistics for 2009 shows that the traffic volume on Namibian roads is increasing steadily as documented by the 7.4 percent growth in number of registered vehicles and an 11.4 percent escalation in VKT from 2008, the consequence of which is a related increase of 12.4 percent in the number of crashes and 7.3 percent increase in fatalities. This leads to the conclusions that the road safety situation has deteriorated over the years. However, in terms of standardised risk indicators/rates such as number of fatalities per 10 million VKT and per 10,000 people, there has been a slight positive change in the fatality rate per 10 million VKT, while the fatality rate per 10,000 people remained the same when compared to 2008. Over the eight year period from 2002 onwards, a definite drop in both rates has been recorded. Nonetheless, the increase in numbers of crashes and casualties linked to increased traffic volume must be curbed to prevent the loss of human life and injuries, and to reduce public health expenditure on injury related costs amongst others. Stricter law enforcement and the promotion and subsidisation of public transport could go a long way to ameliorate the effects of the increased levels of motorisation.

Namibia’s urban centres are growing rapidly as the population increases and as more people flock to the cities in search of better education and work opportunities. The most rapidly developing regions Khomas, Erongo and Oshana, have the largest urban centres, greatest number of registered vehicles, as well

CONCLUSIONS AND RECOMMENDATIONS

as the highest incidence of road crashes and injury accidents. As this trend is set to continue into the foreseeable future, local authorities should plan well ahead to create safe road infrastructures for all road users, especially for pedestrians and cyclists.

As is well known from previous statistical road accident reports, LDVs are the most unsafe means of transportation for passengers of all types of vehicles. The worst scenario that presents itself year after year is the case of single vehicle overturns with unprotected passengers sitting at the back. It has been suggested that the provision of and encouragement to use public transport will improve passenger safety. Introducing safe and affordable bus services across the country would thus be a step in the right direction. This would allow government to prohibit the transportation of passengers in LDVs, as passengers would have a safe alternate means of transport.

Although the number of injured pedestrians appears to have declined slightly over the past two years, the safety situation of pedestrians remains precarious. Most disturbing is the fact that 185 (44 percent) of those injured were under the age of 20 of which 63 were between the ages of 0 – 6 years. These statistics call for immediate interventions which should include road safety education as a mandatory subject in lower primary schools with specific emphasis on pedestrian safety. Information and awareness campaigns that target different age groups should be conducted at regular intervals, as it emerged from the analysis that

67


most pedestrians involved in crashes were hit by vehicles while crossing the roadway at sites that were not marked as safe pedestrian crossings. Pedestrians who do not adhere to traffic rules should be warned by law enforcement officers.

Precise identification of black spots, i.e. locations known to be high risk areas for pedestrians, is currently not possible because police officers attending the scene failed to complete the Global Positioning System (GPS) co-ordinates as mandated on the NRAF. As the implementation of a functioning and reliable GPS reporting system is probably not feasible in the near future, police officers should at least record the location of the accident as detailed as possible so that ameliorating measures such as raised pedestrian crossing, safe pedestrian walkways and speed humps can be erected at pedestrian accident prone locations.

The sharp increase in the number of accidents involving cyclists is alarming. While two cyclists among 102 were killed in 2008, these numbers rose to 10 fatal injuries among 131 cyclists in 2009. A more detailed analysis of the cyclist accident location revealed that 54 (70 percent) occurred in built-up areas. However, proportionally more cyclists were fatally and

seriously injured in the 24 accidents that happened on open roads. Cyclists travelling on the trunk and main roads in the northern regions were especially affected. Measures that could prevent this rising trend in cyclist crashes include information campaigns to sensitise drivers to the presence of cyclists on the road; subsidising the provision of affordable and safe helmets and the strict enforcement of wearing these; provisions for the safe separation of cyclists from motorised traffic in urban areas; and construction of new roads or the rehabilitation of existing open roads must plan for the safe passage of cyclists.

The road accident statistics presented in this report are solely based on the information obtained from the accident forms. It is suggested that future reports should endeavour to complement this information with the statistics provided by related agencies such as the Motor Vehicle Accident Fund; Ministry of Health; Traffic Departments of Municipalities and the National Forensic Science Laboratory. Furthermore, additional research into specific areas of concern that emerged from the analysis of the NRAF data could be of great value to those tasked with designing and

implementing remedial measures.

68


Appendix I: Country of origin and sverity of injury of drivers

69

Country of originUnknown Killed Serious Slight No

InjuryTotal

Angola 0 1 2 10 132 145

Argentina 0 0 0 0 2 2

Australia 0 0 0 0 14 14

Austria 0 0 0 0 5 5

Bahamas 0 0 0 1 11 12

Belgium 0 0 1 1 10 12

Botswana 0 1 0 1 14 16

Brazil 0 0 0 1 7 8

Bulgaria 0 0 0 0 1 1

Burkina Faso 0 0 0 0 2 2

Burundi 0 0 0 0 4 4

Cameroon 0 0 0 0 3 3

Canada 0 0 0 0 4 4

China 0 0 1 2 61 64

Congo (Brazzaville) 0 0 1 1 2 4Congo, Democratic Republic of the 0 0 1 0 7 8

Croatia 0 0 0 0 1 1

Cuba 0 0 0 0 3 3

Denmark 0 0 0 0 4 4

Dominica 0 0 0 0 2 2

Dominican Republic 0 0 0 0 4 4

Egypt 0 0 0 0 10 10

Ethiopia 0 0 0 0 1 1

Fiji 0 0 0 0 1 1

Finland 0 0 0 0 2 2

France 0 0 3 2 33 38

Gabon 0 0 0 0 1 1

Germany 0 3 3 12 195 213

Ghana 0 0 0 1 5 6

Guyana 0 0 0 0 1 1



InjuryTotal

Honduras 0 0 0 0 1 1

Iceland 0 0 0 0 3 3

India 0 0 0 0 16 16

Indonesia 0 0 0 0 2 2

Iran 0 0 0 0 2 2

Ireland 0 0 0 0 1 1

Israel 0 0 1 1 4 6

Italy 0 1 0 2 19 22

Japan 0 0 0 1 1 2

Kenya 0 0 0 0 14 14

Korea, North 0 0 0 0 4 4

Lebanon 0 0 0 0 2 2

Lesotho 0 0 0 0 3 3

Liberia 0 0 0 0 1 1Macedonia, Former Yugoslav Republic of 0 0 0 0 5 5

Malawi 0 0 0 0 5 5

Mali 0 0 0 0 1 1

Moldova 0 0 0 0 1 1

Mozambique 0 1 0 0 3 4

Namibia 3 98 462 1030 17432 19025

Nepal 0 0 0 0 2 2

Netherlands 0 0 1 4 32 37

Nigeria 0 0 0 1 17 18

Norway 0 0 0 0 2 2

Philippines 0 0 0 0 2 2

Poland 0 0 0 0 5 5

Portugal 0 0 0 0 22 22

Romania 0 0 0 0 2 2

Russia 0 0 0 0 16 16

Rwanda 0 0 0 0 1 1

Saint Lucia 0 0 0 0 1 1

70



InjuryTotal

Sierra Leone 0 0 0 0 1 1

Singapore 0 0 0 0 2 2

Solomon Islands 0 0 0 0 1 1

South Africa 0 1 15 40 499 555

Spain 0 0 0 4 18 22

Sri Lanka 0 0 0 0 3 3

Sudan 0 0 0 0 1 1

Swaziland 0 0 0 0 2 2

Sweden 0 0 0 0 3 3

Switzerland 0 0 0 1 22 23

Taiwan 0 0 0 0 1 1

Tanzania 0 0 0 1 10 11

Uganda 0 0 0 1 9 10

Ukraine 0 0 0 0 4 4

United Arab Emirates 0 0 0 0 1 1

United Kingdom 0 0 1 4 26 31

United States 0 0 1 4 29 34

Unknown foreign country 1 0 0 2 26 29

Vatican City 0 0 0 0 1 1Yugoslavia (Serbia and Montenegro) 0 0 0 0 1 1

Zambia 0 0 0 2 37 39

Zimbabwe 0 0 2 6 193 201

Unknown 1508 10 43 87 1990 3638

Total 1512 116 538 1223 21044 24433


Appendix II: Pedestrian crash locations

72

Town

Street Day of the week

Age Gender Injury Severity

Arandis Geel Hout Road Friday 43 Female Serious

Arandis Geel Hout Road Monday 9 Male Serious

Bethanie Public Area Tuesday 9 Female Serious

Gibeon Public Area Friday 14 Missing Slight

Gobabis Public Area Sunday 4 Missing Slight

Gobabis Public Area Saturday 47 Male Serious

Grootfontein President Friday Missing Female Serious

Grootfontein Sam Nujoma Friday Missing Missing Slight

Hentiesbaai Public Area Saturday 4 Female Killed

Kalkrand Public Area Tuesday 24 Male Slight

Katima Mulilo Public Area Saturday 38 Male Slight

Katima Mulilo Public Area Saturday 35 Male Slight

Katima Mulilo Public Area Tuesday Missing Missing Slight

Katima Mulilo Public Area Wednesday Missing Female Slight

Katima Mulilo Public Area Thursday 49 Male Killed

Katima Mulilo Public Area Saturday 13 Male Serious

Katima Mulilo Public Area Friday 8 Male Slight

Katima Mulilo Public Area Wednesday Missing Missing Slight

Keetmanshoop Public Area Sunday Missing Missing Slight

Keetmanshoop Public Area Monday 28 Female Serious

Keetmanshoop Public Area Friday Missing Missing Serious

Keetmanshoop Public Area Sunday 18 Male Serious

Keetmanshoop Rencia Street Sunday 30 Female Slight

Luderitz Public Area Saturday 49 Male Killed

Luderitz Public Area Saturday 26 Male Serious

Luderitz Public Area Monday 7 Female Slight

MarientalHendrik Witbooi Avenue Wednesday 37 Male Serious

Mariental Leonard Street Friday 15 Female Slight

Pedestrian crash locations inside town/city


Town



Mariental Public Area Sunday 5 Female Slight

Mariental Public Area Saturday 32 Female Slight

Mariental Public Area Saturday 30 Female Serious

Mariental Public Area Wednesday 1 Male Killed

Mariental Public Area Sunday Missing Male Slight

Mariental Public Area Saturday 61 Female Serious

Okahandja Main Street Saturday Missing Missing Missing

Okahandja Public Area Monday 61 Female Serious

Okahandja Public Area Wednesday Missing Male Slight

Okahandja Public Area Wednesday Missing Missing Serious

Okahandja Public Area Thursday Missing Male Slight

Okahandja Public Area Sunday Missing Missing Slight

Okahandja Public Area Monday 4 Missing Slight

Okahandja Public Area Saturday Missing Missing Slight

Okahandja Public Area Tuesday Missing Missing Missing

Okahandja Public Area Monday Missing Missing Slight

Okahandja Public Area Tuesday 1 Missing Slight

Okahandja Public Area Friday 5 Missing Serious

Okahandja Public Area Sunday Missing Male Serious

Okahandja Public Area Monday Missing Missing Missing

Okahandja Voortrekker Street Sunday Missing Missing Killed

Okahandja Voortrekker Street Friday 19 Male Slight

Okakarara Public Area Tuesday 8 Female Serious

Omaruru Public Area Wednesday Missing Missing Slight

Omaruru Public Area Saturday 22 Missing Slight

Omaruru Public Area Sunday 2 Female Serious

Omaruru Public Area Thursday 17 Female Serious

Omaruru Public Area Thursday 14 . Slight

Omaruru Wilhelm Zeraua Road Monday Missing Missing Slight

Omaruru Wilhelm Zeraua Road Tuesday 36 Male Serious

Ondangwa Cul De Sac Sunday 24 Male Serious

Ondangwa Cul De Sac Thursday 28 Male Serious

73



Town



Ondangwa Odu Road 1 Thursday 17 Female Killed

Ondangwa Public Area Friday 66 Female Slight

Ondangwa Public Area Thursday 66 Female Slight

Ondangwa Public Area Tuesday 22 Male Killed

Ondangwa Public Area Saturday Missing Female Killed

Ondangwa Public Area Saturday 25 Male Serious

Ondangwa Public Area Wednesday 17 Female Killed

Ondangwa Public Area Monday 56 Male Serious

Ondangwa Public Area Sunday Missing Female Serious

Ondangwa Public Area Tuesday 35 Male Serious

Ondangwa Public Area Wednesday 22 Female Serious

Ondangwa Public Area Sunday 23 Missing Killed

Ondangwa Public Area Thursday 22 Female Slight

Ondangwa Public Area Thursday 9 Female Serious

OngwedivaDr Libertina Amathila Avenue Saturday 18 Female Slight

OngwedivaDr Libertina Amathila Avenue Saturday 20 Female Slight

OngwedivaMandume Ndemufayo Avenue Monday 22 Male Slight

OngwedivaMandume Ndemufayo Avenue Tuesday 20 Male Serious

OngwedivaMandume Ndemufayo Avenue Thursday 38 Male Serious

Ongwediva Public Area Thursday 75 Male Killed

Ongwediva Public Area Tuesday Missing Male Slight

Ongwediva Public Area Friday 37 Male Killed

Ongwediva Public Area Saturday 34 Female Slight

Ongwediva Public Area Wednesday Missing Missing Slight

Ongwediva Public Area Saturday 22 Male Slight

Ongwediva Public Area Thursday Missing Missing Slight

Ongwediva Public Area Thursday 6 Female Serious

Opuwo Public Area Wednesday Missing Missing Slight

Oshakati Public Area Sunday 26 Male Slight

74



Town



Oshakati Public Area Saturday 50 Female Slight

Oshakati Public Area Monday 4 Female Slight

Oshakati Public Area Friday Missing Male Slight

Oshakati Public Area Monday 28 Male Slight

Oshakati Public Area Saturday 60 Female Serious

Oshakati Public Area Wednesday 30 Male Killed

Oshakati Public Area Wednesday 23 Male Serious

Oshakati Public Area Monday 22 Male Slight

Oshakati Public Area Friday 9 Male Serious

Oshakati Public Area Thursday 43 Female Slight

Oshakati Public Area Tuesday 39 Male Slight

Oshakati Public Area Wednesday 7 Female Slight

Oshakati Public Area Saturday 75 Male Serious


Oshakati Public Area Friday 25 Male Killed

Oshakati Public Area Friday 35 Missing Serious


OtjiwarongoDr Libertina Amathila Avenue Friday Missing Missing Slight

Otjiwarongo Hage Geingob Street Thursday Missing Missing Slight

Outjo Jack Francis Street Saturday 8 Male Slight

Outjo Kerk Street Saturday 5 Female Serious

Outjo Public Area Thursday 18 Male Slight

Outjo Public Area Tuesday 61 Missing Slight

Rehoboth Bahnhof Street Friday Missing Missing Slight

Rehoboth Bahnhof Street Sunday Missing Missing Slight

Rehoboth Public Area Wednesday Missing Missing Slight

Rehoboth Public Area Tuesday Missing Missing Slight

Rehoboth Public Area Saturday Missing Missing Serious

Rehoboth Public Area Friday Missing Missing Serious

Rehoboth Public Area Saturday 54 Male Serious

Rehoboth Public Area Wednesday Missing Missing Slight

75



Town



Rehoboth Public Area Thursday Missing Missing Slight

Rehoboth Public Area Saturday Missing Missing Serious

Rundu Eugen Kakukuru Street Monday 11 Female Slight

Rundu Public Area Sunday 12 Male Slight

Rundu Public Area Saturday 23 Missing Slight

Rundu Public Area Friday 13 Male Slight

Rundu Public Area Thursday 3 Male Slight

Swakopmund Drc Close 1n Friday Missing Male Slight

Swakopmund Independence Tuesday 7 Female Slight

SwakopmundMandume Ya Ndemufayo Street Monday 10 Male Slight

SwakopmundMandume Ya Ndemufayo Street Monday Missing Missing Slight

SwakopmundMandume Ya Ndemufayo Street Monday 4 Female Slight

SwakopmundMandume Ya Ndemufayo Street Saturday Missing Missing Serious

SwakopmundMandume Ya Ndemufayo Street Saturday 21 Male Serious

SwakopmundMandume Ya Ndemufayo Street Friday Missing Female Slight

SwakopmundMandume Ya Ndemufayo Street Wednesday 69 Female Slight

Swakopmund Moses Garoeb Friday Missing Missing Slight

SwakopmundNathanael Maxuilili Street Wednesday Missing Missing Serious

Swakopmund Public Area Monday Missing Missing Slight

Swakopmund Public Area Friday Missing Missing Slight

Swakopmund Public Area Friday Missing Missing Slight

Swakopmund Public Area Friday 6 Male Killed

Swakopmund Sam Nujoma Thursday 59 Male Slight

Swakopmund Sam Nujoma Wednesday Missing Missing Missing

Swakopmund Schlachter Street Wednesday 7 Male Serious

Swakopmund Tobias Hainyeko Street Monday 61 Female Slight

Swakopmund Vrede Rede Street Sunday Missing Missing Slight

76



Town



Tsumeb Public Area Thursday 59 Female Serious

Walvis Bay 11th Avenue Saturday Missing Female Slight

Walvis Bay 17th Road Saturday 34 Female Serious

Walvis Bay 18th Road Friday 39 Female Slight

Walvis Bay 20th Avenue Sunday 54 Male Slight

Walvis Bay Agaat Street Thursday Missing Missing Slight

Walvis Bay Ametist Crescent Sunday 24 Female Serious

Walvis Bay Brandberg Street Thursday 1 Female Serious

Walvis Bay Cable Beach Road Saturday 4 Female Slight

Walvis Bay Coris Street Tuesday 5 Male Slight

Walvis Bay Fisant Street Wednesday 35 Male Slight

Walvis Bay Fiskaal Street Monday 29 Male Slight

Walvis Bay Fiskaal Street Friday 30 Male Slight

Walvis Bay Fiskaal Street Monday Missing Missing Slight

Walvis Bay Hage Geingob Street Saturday Missing Female Slight

Walvis Bay Hage Geingob Street Wednesday 6 Female Slight

Walvis Bay Hematiet Street Monday Missing Missing Serious

Walvis Bay Hunes Street Tuesday 2 Female Serious

Walvis BayJohannes Nampala Avenue Saturday 25 Male Slight

Walvis BayJohannes Nampala Avenue Saturday Missing Male Slight

Walvis Bay Kabeljou Street Saturday 3 Male Slight

Walvis Bay Kabeljou Street Monday Missing Missing Slight

Walvis BayKhomashochland Street Friday 5 Female Serious

Walvis BayKhomashochland Street Friday 43 Male Serious

Walvis BayKhomashochland Street Sunday 53 Female Slight

Walvis BayKhomashochland Street Saturday Missing Missing Slight

Walvis Bay Korhaan Street Thursday Missing Male Serious

Walvis Bay Korhaan Street Thursday Missing Male Serious

77



Town



Walvis Bay Kuiseb Sunday Missing Missing Slight

Walvis Bay Likaka Street Saturday Missing Missing Slight

Walvis Bay Mermaid Street Friday 12 Female Slight

Walvis Bay Mermaid Street Friday Missing Missing Slight

Walvis BayNathaniel Maxuilili Avenue Wednesday 28 Female Serious

Walvis BayNathaniel Maxuilili Avenue Thursday 25 Female Serious

Walvis BayNathaniel Maxuilili Avenue Monday 47 Female Slight

Walvis BayNathaniel Maxuilili Avenue Tuesday 8 Male Serious

Walvis BayNathaniel Maxuilili Avenue Friday 36 Male Slight

Walvis Bay Plein Street Friday 12 Male Slight

Walvis Bay Pluto Street Sunday 10 Missing Slight

Walvis Bay Public Area Wednesday 1 Male Serious

Walvis Bay Public Area Sunday Missing Missing Serious

Walvis Bay Public Area Tuesday Missing Missing Slight

Walvis Bay Public Area Thursday 37 Female Serious

Walvis Bay Public Area Monday 35 Male Serious

Walvis Bay Public Area Wednesday 39 Male Slight

Walvis Bay Public Area Monday 25 Male Slight

Walvis Bay Riethaan Sunday 2 Female Killed

Walvis Bay Rikumbi Kaindongo Monday 41 Female Serious

Walvis Bay Sam Nujoma Thursday Missing Female Slight

Walvis Bay Sam Nujoma Saturday 3 Male Slight

Walvis Bay Sam Nujoma Friday 19 Male Slight

Walvis Bay Sam Nujoma Saturday 22 Female Serious

Walvis Bay Sandwich Street Monday Missing Missing Missing

Walvis Bay Seemeeu Street Monday 7 Female Serious

Walvis Bay Springbuck Street Monday 29 Female Slight

Walvis Bay Tormalyn Crescent Sunday Missing Male Slight

Walvis Bay Tunacor Street Saturday 3 Female Slight

78



Town



Walvis Bay Volstruis Street Saturday 4 Male Slight

Walvis Bay Volstruis Street Friday 3 Male Slight

Windhoek Abraham Mashego Friday 15 Male Slight

Windhoek Abraham Mashego Saturday Missing Missing Slight

Windhoek Abraham Mashego Saturday Missing Female Slight

Windhoek Abraham Mashego Thursday 8 Male Serious

Windhoek Andrew Kloppers Friday Missing Female Slight

Windhoek Andrew Kloppers Tuesday Missing Missing Slight

Windhoek Anemone Saturday Missing Missing Slight

Windhoek Bahnhof Street Friday 26 Male Serious

Windhoek Bahnhof Street Monday Missing Missing Slight

Windhoek Bahnhof Street Tuesday 21 Female Slight

Windhoek Begonia Friday Missing Male Missing

Windhoek Beijing Saturday 40 Male Serious

Windhoek Ben Apollus Sunday Missing Male Serious

Windhoek Blohm Monday Missing Male Slight

Windhoek Caesar Thursday 8 Male Slight

Windhoek Caesar Sunday Missing Female Slight

Windhoek Claud Kandovazu Slip Saturday 5 Male Slight

Windhoek Claudius Kandovazu Sunday 36 Male Killed

Windhoek Claudius Kandovazu Tuesday 19 Female Serious

Windhoek Claudius Kandovazu Thursday Missing Male Slight

Windhoek Claudius Kandovazu Saturday Missing Missing Slight

Windhoek Claudius Kandovazu Tuesday 9 Male Slight

Windhoek Claudius Kandovazu Sunday Missing Missing Slight

Windhoek Claudius Kandovazu Wednesday Missing Missing Serious

Windhoek Clemence Kapuuo Friday 22 Male Serious

Windhoek Clemence Kapuuo Tuesday 22 Male Slight

Windhoek Clemence Kapuuo Saturday Missing Female Slight

Windhoek Coetzee Tuesday 51 Missing Killed

Windhoek Dawid Goreseb Saturday Missing Female Slight

Windhoek Dawid Goreseb Thursday 51 Missing Killed

79



Town



Windhoek Dekapolis Thursday 3 Male Serious

Windhoek Dortmund Thursday 24 Female Slight

Windhoek Dortmund Tuesday Missing Missing Missing

Windhoek Dr Frans Idongo Saturday 2 Missing Slight

Windhoek Dr Frans Idongo Saturday Missing Missing Slight

Windhoek Dr Frans Idongo Wednesday 18 Male Slight

Windhoek Dr Frans Idongo Friday 49 Male Slight

Windhoek Dr Frans Idongo Wednesday Missing Missing Slight

Windhoek Elizabeth Wednesday Missing Missing Slight

Windhoek Epandulo Saturday 22 Male Serious

Windhoek Etetewe Street Wednesday 6 Male Slight

Windhoek Etetewe Street Friday Missing Missing Slight

Windhoek Etetewe Street Tuesday Missing Missing Slight

Windhoek Etetewe Street Saturday Missing Male Serious

Windhoek Etetewe Street Sunday Missing Missing Missing

Windhoek Eveline Street Friday Missing Male Slight

Windhoek Eveline Street Monday Missing Female Serious

Windhoek Eveline Street Saturday Missing Missing Slight

Windhoek Eveline Street Thursday 15 Female Slight

Windhoek Eveline Street Saturday Missing Missing Slight

Windhoek Eveline Street Tuesday 8 Male Slight

Windhoek Eveline Street Sunday Missing Missing Slight

Windhoek Eveline Street Friday 39 Female Serious

Windhoek Eveline Street Saturday Missing Male Serious

Windhoek Eveline Street Saturday 23 Male Slight

Windhoek Exodus Tuesday 7 Female Slight

Windhoek F Nightingale Thursday Missing Male Slight

Windhoek F Nightingale Tuesday Missing Missing Slight



Windhoek Filemon Eichab Saturday Missing Male Slight

80



Town



Windhoek Fillistyne Tuesday 8 Male Serious

Windhoek Frankfurt Saturday 18 Female Serious

Windhoek Frankie Fredericks Monday 36 Male Slight

Windhoek Frankie Fredericks Saturday 44 Male Slight

Windhoek Gladiola Tuesday Missing Male Slight

Windhoek Gladiola Saturday Missing Male Serious

Windhoek Golgota Monday Missing Missing Slight

Windhoek Goshawk Friday Missing Missing Slight

Windhoek Gotland Saturday Missing Missing Killed

Windhoek Green Mountain Dam Saturday 4 Female Slight

Windhoek Hans Uirab Sunday Missing Missing Slight

Windhoek Hawaii Sunday 12 Male Slight

Windhoek HD Genscher Friday Missing Male Serious

Windhoek HD Genscher Wednesday Missing Male Missing

Windhoek HD Genscher Friday 12 Female Serious

Windhoek Hendrik Witbooi Friday Missing Missing Slight

Windhoek Hendrik Witbooi Thursday 19 Male Slight

Windhoek Hendrik Witbooi Sunday Missing Male Slight

Windhoek Hereford Tuesday 17 Male Serious

Windhoek Hereford Saturday Missing Missing Slight

Windhoek Hintrager Monday Missing Male Slight

Windhoek Hochland Thursday Missing Male Slight

Windhoek Hochland Monday 38 Male Slight

Windhoek Hochland Ext Friday 12 Male Slight

Windhoek Hosea Kutako Thursday 21 Male Slight

Windhoek Hosea Kutako Thursday 25 Male Serious

Windhoek Hosea Kutako Monday Missing Missing Slight

Windhoek Hosea Kutako Tuesday Missing Missing Slight

Windhoek Hosea Kutako Tuesday Missing Male Killed

Windhoek Independence Tuesday Missing Missing Slight

Windhoek Independence Thursday 32 Male Slight

81



Town



Windhoek Independence Friday Missing Missing Missing

Windhoek Independence Saturday 2 Female Slight

Windhoek Independence Thursday Missing Missing Missing

Windhoek Independence Tuesday Missing Missing Missing

Windhoek Independence Thursday 22 Male Slight

Windhoek Independence Friday Missing Missing Slight

Windhoek Independence Tuesday Missing Male Slight

Windhoek Independence Saturday Missing Male Slight

Windhoek Independence Thursday 31 Missing Slight

Windhoek Independence Saturday Missing Male Slight

Windhoek Independence Saturday 25 Male Serious

Windhoek Independence Sunday Missing Missing Serious

Windhoek Independence Thursday Missing Missing Slight

Windhoek Independence Monday 8 Male Serious

Windhoek Independence Sunday 4 Missing Serious

Windhoek Independence Thursday 11 Male Serious

Windhoek Independence Friday Missing Missing Serious

Windhoek Independence Thursday Missing Missing Missing

Windhoek Independence Saturday Missing Missing Slight

Windhoek Independence Sunday Missing Missing Serious

Windhoek Independence Tuesday 14 Male Killed

Windhoek Independence Tuesday 7 Male Serious

Windhoek Independence Monday 22 Female Serious

Windhoek Isak Kazongari Thursday Missing Missing Serious

Windhoek Jan Jonker Friday Missing Missing Slight

Windhoek Jan Jonker Saturday Missing Missing Slight

Windhoek Jan Jonker Thursday Missing Missing Slight

Windhoek Jerusalem Sunday Missing Missing Slight

Windhoek John Jjomainja Friday Missing Male Slight

Windhoek John Meinert Thursday 23 Male Slight

82



Town



Windhoek John Meinert Tuesday Missing Missing Missing

Windhoek John Meinert Tuesday 25 Female Slight

Windhoek Kamberipa Wednesday Missing Missing Slight

Windhoek Karmel Tuesday 5 Missing Serious

Windhoek Kingsley Thursday Missing Missing Serious

Windhoek Lazarett Tuesday Missing Female Serious

Windhoek Mahatma Gandhi Monday Missing Male Serious

Windhoek Mahatma Gandhi Wednesday 10 Male Slight

Windhoek Mahatma Gandhi Tuesday 18 Missing Serious

Windhoek Mahatma Gandhi Tuesday 18 Missing Slight

Windhoek Mahatma Gandhi Thursday Missing Missing Slight

Windhoek Mahatma Gandhi Thursday Missing Missing Slight

Windhoek Mahatma Gandhi Tuesday Missing Missing Missing

Windhoek Mandume Ndemafuyo Tuesday Missing Male Slight

Windhoek Mandume Ndemafuyo Wednesday Missing Missing Slight

Windhoek Mandume Ndemafuyo Monday 70 Male Slight

Windhoek Matshitshi Wednesday Missing Missing Slight

Windhoek Matshitshi Friday Missing Male Slight

Windhoek Mercedes Thursday Missing Missing Slight

Windhoek Monte Christo Monday Missing Missing Slight

Windhoek Monte Christo Friday Missing Missing Slight

Windhoek Monte Christo Wednesday 29 Male Slight

Windhoek Monte Christo Wednesday Missing Missing Slight

Windhoek Monte Christo Friday 20 Male Slight

Windhoek Monte Christo Monday 23 Male Slight

Windhoek Monte Christo Sunday Missing Missing Slight

Windhoek Monte Christo Wednesday 8 Female Slight


Windhoek Monte Christo Thursday 6 Male Serious

Windhoek Monte Christo Friday 8 Male Serious

Windhoek Monte Christo Tuesday 6 Missing Slight

83



Town



Windhoek Monte Christo Sunday Missing Male Serious

Windhoek Monte Christo Friday 17 Male Missing

Windhoek Monte Christo Wednesday Missing Missing Slight


Windhoek Moses Garoeb Friday Missing Male Slight

Windhoek Moses Garoeb Sunday Missing Missing Serious

Windhoek Moses Garoeb Friday Missing Missing Slight

Windhoek Mungunda Saturday Missing Missing Slight

Windhoek Mungunda Sunday Missing Missing Slight

Windhoek Mungunda Sunday Missing Missing Slight

Windhoek Mungunda Saturday Missing Missing Missing

Windhoek Mungunda Sunday 26 Male Killed

WindhoekNelson Mandela Avenue Tuesday Missing Missing Slight

WindhoekNelson Mandela Avenue Saturday Missing Male Serious

WindhoekNelson Mandela Avenue Friday 24 Female Serious

Windhoek New Castle Thursday Missing Missing Slight

Windhoek Okuvare Friday 7 Male Serious

Windhoek Ombakata Monday Missing Missing Slight

Windhoek Ombakata Friday 4 Male Slight

Windhoek Ombakata Thursday 39 Male Serious

Windhoek Omeva Friday Missing Missing Slight

Windhoek Omukongo Saturday 22 Male Serious

Windhoek Omulunga Friday 6 Male Serious

Windhoek Omulunga Monday 2 Male Serious

Windhoek Omulunga Wednesday 2 Male Slight

Windhoek Omuryambambi Friday Missing Male Slight

Windhoek Omutula Tuesday 33 Female Slight

Windhoek Omuvapu Thursday 4 Male Slight

Windhoek Omuvapu Saturday Missing Missing Slight

84



Town



Windhoek Omuvapu Saturday 24 Male Slight

Windhoek Ondjima Thursday Missing Missing Slight

Windhoek Ondoto Wednesday 30 Male Serious

Windhoek Ongava Wednesday 21 Female Slight

Windhoek Ongava Sunday 8 Missing Slight

Windhoek Ongava Sunday Missing Male Slight

Windhoek Ongava Sunday 36 Female Serious

Windhoek Ongava Thursday Missing Male Serious

Windhoek Ongava Thursday 14 Female Serious

Windhoek Ongava Saturday 6 Female Serious

Windhoek Orupapa Thursday 25 Male Serious

Windhoek Otjomuise Thursday Missing Male Slight

Windhoek Otjomuise Tuesday 30 Male Slight

Windhoek Otjomuise Saturday 55 Male Slight

Windhoek Otjomuise Saturday Missing Missing Slight

Windhoek Penelope Thursday 8 Male Serious

Windhoek Penning Tuesday 5 Male Serious

Windhoek Penning Friday 16 Female Slight

Windhoek Petunia Wednesday Missing Missing Slight

Windhoek Psalm Saturday Missing Missing Slight

Windhoek Public Area Thursday 40 Male Slight

Windhoek Public Area Sunday Missing Missing Serious

Windhoek Public Area Monday Missing Missing Serious

Windhoek Public Area Monday Missing Male Serious

Windhoek Public Area Friday Missing Missing Slight

Windhoek Public Area Monday Missing Male Slight

Windhoek Public Area Friday 55 Female Slight

Windhoek Public Area Monday Missing Missing Slight

Windhoek Public Area Sunday 8 Male Serious

Windhoek Public Area Thursday Missing Missing Slight

Windhoek Public Area Friday 41 Female Slight

85



Town



Windhoek Public Area Monday Missing Male Serious

Windhoek Public Area Tuesday 14 Male Serious

Windhoek Public Area Tuesday Missing Missing Serious

Windhoek Public Area Wednesday 6 Male Slight

Windhoek Public Area Monday 35 Female Serious

Windhoek Public Area Thursday 10 Female Slight

Windhoek Public Area Sunday Missing Missing Slight

Windhoek Public Area Saturday 4 Male Slight


Windhoek Public Area Saturday 18 Female Slight

Windhoek Public Area Sunday Missing Male Slight

Windhoek Public Area Sunday Missing Missing Slight

Windhoek Public Area Sunday 11 Missing Slight

Windhoek Public Area Tuesday 7 Male Slight

Windhoek Public Area Monday Missing Missing Serious

Windhoek Public Area Saturday Missing Missing Serious

Windhoek Public Area Friday Missing Missing Slight

Windhoek Public Area Friday 22 Male Slight

Windhoek Public Area Sunday 14 Male Slight

Windhoek Public Area Saturday Missing Male Serious







Windhoek Public Area Saturday 4 Female Serious

Windhoek Public Area Saturday Missing Missing Slight


Windhoek Rabbi Sunday 18 Male Slight

Windhoek Rand Thursday 8 Male Slight

86



Town



Windhoek Ranonkel Sunday 40 Male Serious

Windhoek Rehoboth Tuesday 37 Female Serious

Windhoek Rehoboth Saturday Missing Missing Slight

Windhoek Reinard Maekopo Sunday 17 Missing Killed

Windhoek Richard Kahiko Monday 9 Male Slight

Windhoek Richard Kahiko Monday Missing Missing Slight

Windhoek Robert Mugabe Sunday 28 Male Serious

Windhoek Sam Nujoma Tuesday 24 Female Serious

Windhoek Samuel Shikomba Thursday Missing Female Slight

Windhoek Shanghai Thursday Missing Missing Slight

Windhoek Shanghai Tuesday 7 Missing Slight

Windhoek Shanghai Thursday 7 Missing Killed

Windhoek Shanghai Tuesday 8 Female Slight

Windhoek Shanghai Thursday Missing Missing Serious

Windhoek Shanghai Saturday 52 Missing Serious

Windhoek Shanghai Saturday Missing Missing Serious

Windhoek Shanghai Sunday Missing Missing Slight

Windhoek Sukkot Wednesday Missing Male Slight

Windhoek Tauben Saturday 14 Male Serious

Windhoek Visarend Sunday Missing Missing Missing

Windhoek Vulture Sunday Missing Missing Serious

Windhoek W Bypass SB Off ramp Monday 18 Male Killed

Windhoek Washington Friday Missing Missing Slight

Windhoek Western Bypass Saturday 25 Male Serious

Windhoek Western Bypass Monday Missing Missing Slight

Windhoek Western Bypass Wednesday Missing Missing Killed

Windhoek Willibald Kapuenene Tuesday Missing Missing Slight



Windhoek Willibald Kapuenene Monday 19 Male Serious

Windhoek Missing Tuesday Missing Missing Serious

Windhoek Missing Wednesday Missing Female Serious

87



Pedestrian crash locations outside town/city

Road No. (if outside Town)

Day of the week Age Gender

Injury Severity

D0503 Friday 47 Male Serious

D0701 Sunday 33 Male Slight

D3605 Sunday 44 Female Slight

D3615 Monday 7 Male Slight

D3803 Saturday 34 Male Serious

M0029 Friday 6 Male Killed

M0092 Monday 30 Female Serious

M0092 Sunday 11 Male Slight

M0092 Thursday Missing Missing Serious

M0092 Wednesday 8 Male Slight

M0092 Friday 58 Male Slight

M0092 Friday 38 Female Slight

M0092 Friday 23 Female Slight

M0092 Tuesday 40 Male Slight

M0092 Monday 15 Male Slight

M0092 Monday 30 Missing Slight

M0092 Monday 9 Female Slight

M0092 Monday Missing Missing Slight

M0092 Thursday 48 Male Serious

M0092 Thursday 25 Female Slight

M0092 Friday 10 Male Slight

M0092 Sunday 20 Male Killed


M0092 Saturday 45 Male Serious



M0092 Sunday 39 Male Serious


M0092 Monday 72 Male Killed

M0092 Tuesday Missing Missing Killed

M0092 Sunday 65 Female Killed


88





Injury Severity

M0092 Friday 0 Male Serious

M0092 Tuesday 84 Female Serious

M0111 Tuesday 5 Female Serious

M0111 Saturday 18 Female Serious

M0111 Monday 33 Male Slight

M0111 Friday 55 Male Serious

M0111 Tuesday 15 Male Serious

M0118 Sunday Missing Missing Serious

M0120 Monday Missing Male Slight

T0103 Tuesday 18 Male Slight

T0103 Sunday 37 Female Killed

T0103 Tuesday 24 Male Serious

T0105 Friday Missing Male Serious

T0105 Sunday Missing Missing Slight

T0105 Sunday Missing Female Serious

T0106 Friday Missing Missing Killed

T0106 Wednesday 32 Female Killed

T0110 Monday Missing Male Slight

T0110 Tuesday Missing Missing Killed

T0110 Saturday 23 Male Serious

T0111 Monday 47 Male Killed

T0111 Saturday 25 Male Killed

T0111 Wednesday 35 Female Killed

T0111 Thursday 26 Female Serious

T0111 Friday 28 Female Serious

T0111 Sunday 4 Female Killed

T0111 Sunday 35 Female Serious

T0111 Friday Missing Male Serious

T0111 Thursday 61 Male Slight

T0111 Sunday 56 Female Serious

T0111 Monday 39 Female Killed

T0112 Sunday 23 Male Slight

89





Injury Severity

T0112 Wednesday 35 Male Serious

T0112 Wednesday 72 Male Killed

T0112 Tuesday 44 Female Killed

T0112 Monday 27 Male Serious

T0112 Monday 23 Female Slight


T0201 Friday 10 Female Slight


T0202 Friday Missing Female Serious

T0202 Friday 31 Male Killed

T0203 Saturday Missing Missing Slight

T0203 Sunday 33 Male Killed



T0301 Monday Missing Missing Slight

T0301 Monday 20 Missing Slight



T0601 Thursday Missing Missing Slight

T0701 Sunday Missing Missing Killed

T0801 Monday Missing Missing Slight

T0803 Wednesday 36 Male Slight

T0803 Wednesday 7 Female Serious

T0803 Wednesday Missing Missing Slight

T0803 Sunday Missing Missing Serious

T0803 Tuesday 50 Male Killed

T0804 Friday Missing Female Serious

T0804 Monday Missing Missing Killed


T0807 Sunday 23 Male Serious

T0807 Sunday Missing Male Slight

T0807 Sunday Missing Male Slight

90





Injury Severity

T1001 Sunday Missing Male Serious

T1001 Sunday Missing Female Serious

T1002 Wednesday 27 Male Killed


91


Pedestrian crash locations unknown

Town Street Road No. (if outside Town)

Day of the week


Missing Missing Missing Monday Missing Female Slight

Missing Missing Missing Sunday Missing Male Killed

Missing Missing Missing Wednesday 33 Male Slight

Missing Missing Missing Monday Missing Missing Slight

Missing Missing Missing Saturday 13 Female Serious

Missing Missing Missing Thursday Missing Male Serious

Missing Missing Missing Thursday Missing Missing Killed

Missing Missing Missing Thursday Missing Missing Slight

Missing Missing Missing Saturday Missing Missing Slight


Missing Missing Missing Tuesday 6 Female Slight

Missing Missing Missing Saturday 1 Missing Slight

Missing Missing Missing Tuesday 7 Female Serious

Missing Missing Missing Thursday Missing Missing Slight

Missing Missing Missing Sunday 26 Female Serious

Missing Missing Missing Sunday 26 Female Serious

Missing Missing Missing Monday 16 Male Serious

Missing Missing Missing Thursday 37 Female Serious


Missing Missing Missing Friday 35 Male Serious

Missing Missing Missing Tuesday Missing Female Slight

Missing Missing Missing Wednesday 41 Missing Serious

Missing Missing Missing Saturday 25 Missing Slight

Missing Missing Missing Wednesday 8 Female Slight


Missing Missing Missing Sunday 23 Male Serious

Missing Missing Missing Wednesday 34 Male Killed

Missing Missing Missing Wednesday 11 Male Serious


Missing Missing Missing Friday Missing Missing Slight

Missing Missing Missing Saturday 55 Male Slight

Missing Missing Missing Thursday 19 Male Killed

92




Day of the week


Missing Missing Missing Thursday Missing Missing Serious


Missing Missing Missing Wednesday Missing Missing Serious

Missing Missing Missing Tuesday 50 Male Slight

Missing Missing Missing Sunday 24 Male Slight

Missing Missing Missing Friday Missing Male Serious

Missing Missing Missing Saturday Missing Female Slight

Missing Missing Missing Friday 64 Male Slight

Missing Missing Missing Friday 42 Male Slight

Missing Missing Missing Monday 16 Male Killed



Missing Missing Missing Tuesday 29 Male Serious

Missing Missing Missing Monday 1 Male Killed


Missing Missing Missing Wednesday 17 Male Serious


Missing Missing Missing Tuesday Missing Missing Slight

Missing Missing Missing Wednesday 26 Missing Serious

Missing Missing Missing Saturday 3 Male Killed

Missing Missing Missing Wednesday 59 Female Serious

Missing Missing Missing Monday 22 Female Serious

Missing Missing Missing Saturday Missing Missing Slight


Missing Missing Missing Wednesday 27 Female Serious

Missing Missing Missing Thursday 18 Female Slight


Missing Missing Missing Monday 21 Male Slight

Missing Missing Missing Monday Missing Missing Killed

Missing Missing Missing Tuesday Missing Male Slight

Missing Missing Missing Wednesday Missing Female Slight


93




Day of the week


Missing Missing Missing Monday 33 Female Serious

Missing Missing Missing Tuesday 48 Female Serious

Missing Missing Missing Thursday 55 Male Slight




Missing Missing Missing Thursday 30 Male Serious


Missing Missing Missing Tuesday 18 Male Slight



Missing Missing Missing Wednesday Missing Female Slight





Missing Missing Missing Saturday 30 Female Killed


Missing Missing Missing Saturday 56 Female Killed


Missing Missing Missing Sunday 25 Female Slight

Missing Missing Missing Wednesday Missing Missing Killed

Missing Missing Missing Saturday Missing Female Slight


Missing Missing Missing Thursday 33 Female Slight

Missing Missing Missing Sunday Missing Missing Killed

Missing Missing Missing Monday 49 Male Slight

Missing Missing Missing Thursday Missing Missing Killed


Missing Missing Missing Friday Missing Female Serious

Missing Missing Missing Saturday Missing Male Killed


94




Day of the week



Missing Missing Missing Thursday 44 Missing Killed

Missing Missing Missing Sunday Missing Missing Killed

Missing Missing Missing Friday 4 Male Killed


Missing Missing Missing Wednesday Missing Missing Slight

Missing Missing Missing Friday 8 Female Slight





Missing Missing Missing Saturday 16 Female Slight

95


Road No. (if outside town)

Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

D0201 0 0 0 1 0 1

D0203 1 2 2 14 3 10

D0205 0 4 5 35 7 16

D0208 0 3 1 8 2 5

D0276 0 0 1 0 1 0

D0316 0 0 1 7 1 6

D0407 0 0 0 1 0 1

D0463 0 0 0 2 0 1

D0503 0 1 1 6 2 3

D0701 0 0 1 2 1 0

D0702 0 0 0 1 0 1

D0827 0 0 1 1 1 0

D0854 0 1 1 2 1 0

D1016 0 0 0 1 0 1

D1228 0 3 1 0 1 0

D1319 0 0 0 1 0 1

D1819 0 0 0 1 0 1

D1914 0 0 0 2 0 1

D1918 0 2 1 9 2 6

D1935 0 1 1 2 1 1

D1953 0 2 0 3 2 1

D1958 0 0 0 1 0 1

D1967 0 0 1 1 1 0

D2110 0 0 0 1 0 1

D2116 0 3 3 24 2 20

D2188 0 0 0 2 0 1

D2301 0 1 2 1 1 1

D2302 0 3 0 0 1 0

D2306 0 2 3 1 2 1

96

Appendix III: Crash location and injury severity (outside town/city)



Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

D2315 0 0 0 3 0 3

D2329 1 1 1 5 2 4

D2403 0 0 0 6 0 6

D2430 0 0 4 0 1 0

D2694 0 0 0 2 0 2

D2804 0 0 1 0 1 0

D2809 0 0 0 1 0 1

D2820 0 0 3 1 1 1

D3001 0 6 1 1 3 1

D3016 0 0 0 3 0 2

D3025 0 0 0 2 0 1

D3028 0 0 0 1 0 1

D3214 0 0 0 2 0 1

D3425 0 0 0 4 0 2

D3501 0 0 0 5 0 1

D3508 0 0 3 0 2 0

D3512 0 0 0 2 0 1

D3602 0 0 3 6 1 3

D3603 0 2 3 5 1 1

D3605 2 0 2 13 3 5

D3606 0 0 0 4 0 2

D3607 0 1 0 1 1 0

D3608 0 0 1 1 1 1

D3609 0 3 10 30 6 10

D3611 0 3 1 27 4 11

D3615 1 1 2 1 2 0

D3616 1 4 0 0 1 0

D3618 0 0 1 2 1 0

D3619 0 1 0 0 1 0

D3626 0 0 3 5 1 2

D3628 0 4 4 1 2 0

D3629 0 0 0 1 0 1

D3631 0 0 1 0 1 0

97



Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

D3637 0 0 0 8 0 3

D3641 0 0 1 5 1 3

D3644 0 0 2 2 1 1

D3700 0 0 1 3 1 1

D3703 0 2 2 1 1 0

D3707 0 0 0 3 0 1

D3720 1 4 1 10 2 3

D3803 0 4 6 14 5 6

D3805 0 0 0 4 0 2

D3826 0 0 0 1 0 1

D3915 0 0 2 0 1 0

M0021 0 0 0 1 0 1

M0023 0 0 0 1 0 1

M0026 0 0 0 3 0 1

M0027 1 5 8 6 10 2

M0029 1 1 5 23 6 5

M0030 0 0 0 3 0 3

M0031 3 3 3 8 3 2

M0033 0 0 5 9 3 6

M0034 0 0 6 11 2 6

M0036 1 0 3 17 3 11

M0039 0 4 3 9 2 7

M0040 0 0 0 5 0 4

M0041 0 0 0 2 0 1

M0044 4 11 6 31 10 21

M0047 0 0 1 5 1 5

M0049 0 1 0 0 1 0

M0052 0 0 3 5 3 3

M0057 0 0 6 5 2 3

M0059 0 11 8 16 10 8

M0060 1 0 0 3 1 3

M0061 0 0 1 7 1 3

M0063 0 2 0 2 1 1

98



Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

M0064 0 1 2 7 2 5

M0065 1 10 12 93 14 60

M0067 0 0 1 54 1 33

M0068 0 2 2 56 4 28

M0069 0 6 4 12 5 7

M0070 0 0 1 6 1 4

M0071 0 0 0 3 0 2

M0072 0 4 1 17 2 14

M0074 0 6 15 26 9 14

M0075 0 0 1 6 1 4

M0076 0 8 14 35 13 15

M0077 0 0 0 2 0 2

M0080 0 1 1 5 2 4

M0084 0 0 0 5 0 4

M0085 0 0 0 1 0 1

M0087 0 3 1 3 1 1

M0091 1 1 0 11 2 2

M0092 11 52 102 495 89 210

M0100 1 10 4 31 6 11

M0101 0 0 1 9 1 8

M0111 2 9 17 94 21 50

M0113 1 2 2 13 3 6

M0116 0 0 2 6 1 2

M0117 0 0 0 2 0 1

M0118 0 1 0 3 1 2

M0120 0 3 3 10 3 6

M0121 0 1 0 8 1 2

M0122 0 1 1 4 2 2

M0123 2 9 1 44 7 18

M0124 1 1 3 10 2 3

99



Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

M0125 0 0 3 3 2 2

M0126 0 3 0 5 1 4

M0128 0 3 0 5 1 2

M0131 0 5 13 14 7 9

T0101 0 3 0 7 1 7

T0102 0 0 2 11 1 10

T0103 1 4 8 66 9 48

T0104 7 16 24 92 21 40

T0105 4 30 27 157 33 111

T0106 4 8 37 272 29 200

T0107 4 12 51 238 36 182

T0108 7 22 29 125 26 78

T0109 2 11 14 38 10 19

T0110 4 18 12 114 17 39

T0111 15 40 41 198 53 78

T0112 12 25 21 83 30 46

T0201 2 7 17 70 16 31

T0202 5 32 59 178 46 78

T0203 2 6 6 29 7 17

T0204 0 4 4 54 5 46

T0205 0 1 2 31 3 21

T0301 0 2 3 15 2 7

T0401 0 3 1 17 4 8

T0402 2 5 3 20 4 13

T0501 0 0 1 7 1 5

T0601 13 28 24 147 30 99

T0602 1 9 2 25 6 19

T0701 10 24 34 196 41 135

T0801 0 2 6 42 6 25

T0802 1 7 2 31 3 25

T0803 3 12 11 49 13 32

T0804 1 6 11 26 7 14

100



Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

T0805 1 1 5 12 3 5

T0806 0 5 5 36 6 15

T0807 2 8 4 18 9 6

T1001 1 3 4 38 5 21

T1002 1 1 2 10 3 3

T1402 0 5 14 17 6 6

T1501 0 4 1 2 1 0

Total 143 608 837 4057 837 2289

101


Town Street Persons killed

Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Arandis Acacia Road 0 0 0 2 0 1

Arandis Geel Hout Road 0 2 0 3 2 1

Arandis Goll Street 0 0 0 2 0 2

Arandis Horn Bill Street 0 0 0 1 0 1

Arandis Hospital Road 0 0 4 0 1 0

Arandis Keurboom Road 0 0 0 3 0 2

Arandis Kokerboom Street 0 0 0 3 0 2

Arandis Protea Road 0 0 0 2 0 1

Arandis Public Area 0 0 0 3 0 3

Arandis Rial Street 0 0 0 1 0 1

Aranos Arr Road 1 0 0 0 2 0 2

Aranos Public Area 0 0 0 2 0 1

Aroab Public Area 0 0 0 4 0 1

Bethanie Public Area 1 2 3 3 3 2

Eenhana Mbunyana Street 0 0 0 2 0 1

Eenhana Public Area 0 5 4 31 5 8

Gibeon Public Area 0 0 2 5 2 2

Gobabis Church Street 1 1 1 30 2 15

Gobabis Dr. Mbuende Street 0 0 0 2 0 1

Gobabis Golf Street 0 0 0 1 0 1

Gobabis Hage Geingob Street 0 0 0 2 0 1

Gobabis Heroes Lane 0 0 0 1 0 1

Gobabis Hoogenhout Street 0 0 0 2 0 1

Gobabis Kalahari Street 0 0 0 4 0 1

Gobabis Main Road 0 0 0 2 0 2

Gobabis Park Street 0 0 0 3 0 2

Gobabis Public Area 2 4 10 58 11 40

Gobabis Reivilo Street 0 0 2 0 1 0

Gochas Public Area 0 0 0 1 0 1

Grootfontein Dolfhout 0 0 0 1 0 1

102

Appendix IV: Street location and injury severity



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Grootfontein Dr Nickey Iyambo 0 0 0 1 0 1

Grootfontein Ericson 0 0 0 1 0 1

Grootfontein Hage Geingob Street 0 0 0 6 0 3

Grootfontein Moltke 0 0 1 5 1 3

Grootfontein Okavango 0 1 0 8 1 5

Grootfontein President 0 1 0 2 1 0

Grootfontein Public Area 0 0 3 63 3 37

Grootfontein Queen Elizabeth 0 0 0 1 0 1

Grootfontein Sam Nujoma 0 0 3 26 3 13

Grootfontein Weigel 0 0 0 1 0 1

Hentiesbaai Cul De Sac 0 0 0 2 0 1

Hentiesbaai Het Road 1 Close 5 0 0 0 2 0 1

Hentiesbaai Public Area 1 0 1 7 2 4

Kalkrand Public Area 0 0 1 9 1 4

Kamanjab Public Area 0 0 0 9 0 3

Karasburg Main Street 0 0 3 3 2 0

Karasburg Public Area 0 1 8 22 6 15

Karibib Karibib Road 1 0 1 0 10 1 2

Karibib Public Area 0 1 1 13 1 8

Karibib School Street 0 0 1 2 1 1

Katima Mulilo Mazambala Road 0 0 0 1 0 1

Katima Mulilo Public Area 3 5 12 172 15 117

Keetmanshoop 17th Avenue 0 0 0 1 0 1

Keetmanshoop 23rd Avenue 0 0 1 11 1 6

Keetmanshoop 5th Street 0 1 1 2 1 0

Keetmanshoop Aroab Road 0 0 0 1 0 1

Keetmanshoop Buitekant Street 0 0 0 2 0 1

Keetmanshoop Central Park 0 0 0 2 0 1

Keetmanshoop Commercial Street 0 0 0 3 0 2

Keetmanshoop Harmonie Street 0 0 0 4 0 2

Keetmanshoop Keetman Avenue 0 0 0 4 0 2

Keetmanshoop Klip Street 0 2 0 1 1 0

Keetmanshoop Luchtenstein Street 0 0 0 2 0 1

103



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Keetmanshoop Mark Street 0 0 0 1 0 1

Keetmanshoop Mittel Street 0 0 0 1 0 1

Keetmanshoop Public Area 0 12 17 200 19 124

Keetmanshoop Rencia Street 0 0 1 2 1 0

Keetmanshoop Sam Nujoma 0 0 0 2 0 1

Keetmanshoop Tsieb Avenue 0 0 0 3 0 2

Keetmanshoop Werk Street 0 0 0 1 0 1

Khorixas Public Area 0 0 1 16 1 6

Luderitz Agste Lane 0 0 0 1 0 1

Luderitz Bahnhof Street 0 0 0 2 0 1

Luderitz Bismarck Street 0 0 0 10 0 4

Luderitz Bremer Street 0 0 0 1 0 1

Luderitz Diazschool Street 0 0 0 2 0 1

Luderitz Hafen Street 0 0 0 9 0 5

Luderitz Industrial Street 0 0 0 2 0 1

Luderitz Kreplin Street 0 0 0 1 0 1

Luderitz Noah Street 0 0 0 1 0 1

Luderitz Public Area 1 4 5 38 7 20

Luderitz Stauch Street 0 0 0 3 0 1

Luderitz Tal Street 0 0 3 3 2 0

Maltahohe Main Street 0 0 0 3 0 1

Maltahohe Public Area 0 5 5 15 4 8

Maltahohe Schul Street 0 0 0 3 0 2

Mariental 9th Road 0 0 0 2 0 1

Mariental Buitekant Street 0 0 0 3 0 2

Mariental Drieboom Road 0 0 0 2 0 1

Mariental Ernst Stumpfe Road 0 0 0 4 0 3

MarientalHendrik Witbooi Avenue 0 1 0 2 1 0

Mariental Hoogenhout Street 0 0 0 2 0 1

Mariental Koicahs Road 0 0 0 4 0 2

Mariental Leonard Street 0 0 1 1 1 0

Mariental Long 0 0 0 1 0 1

104



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Mariental Marie Brand Road 0 0 0 2 0 1

Mariental Park Street 0 0 0 3 0 1

Mariental Prosopis Road 0 2 0 2 2 1

Mariental Public Area 4 8 15 94 14 55

Mariental River Street 0 0 0 1 0 1

Okahandja Ackermann Road 0 0 0 2 0 1

Okahandja Bahnhof Street 0 0 0 1 0 1

Okahandja Main Street 0 1 0 7 1 4

Okahandja Okj Road 1 0 0 0 2 0 1

Okahandja Public Area 1 8 24 171 24 97

Okahandja Riebeek Road 0 0 0 2 0 1

Okahandja Voigt Road 0 0 0 2 0 1

Okahandja Voortrekker Street 1 0 2 19 3 12

Okakarara Public Area 0 1 1 11 2 4

Omaruru Agaat Street 0 0 0 1 0 1

Omaruru Hospital Street 0 0 0 1 0 1

Omaruru Kerk Street 0 0 0 2 0 1

Omaruru Public Area 0 3 4 23 5 16

Omaruru Wilhelm Zeraua Road 0 4 3 11 5 7

Ondangwa Cul De Sac 1 10 4 43 9 21

Ondangwa Main Road 0 0 0 3 0 1

Ondangwa Odu Road 1 1 0 5 41 5 16

Ondangwa Odu Road 10 0 0 0 2 0 1

Ondangwa Public Area 5 21 20 214 35 85

Ongwediva Cul De Sac 0 0 2 12 2 4

OngwedivaDr Libertina Amathila Avenue 0 0 2 5 1 2

OngwedivaKahumba Kandola Street 0 0 0 2 0 1

OngwedivaKalomo Kautondokua Street 0 0 0 3 0 1

OngwedivaMandume Ndemufayo Avenue 0 2 2 7 3 2

105



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Ongwediva Omuve Road 1 0 0 0 5 0 2

Ongwediva Public Area 3 4 13 118 16 52

Opuwo Cul De Sac 0 0 0 7 0 4

Opuwo Opuwo Road 1 0 0 0 1 0 1

Opuwo Public Area 0 0 1 19 1 11

Oshakati Cul De Sac 0 0 1 7 1 3

Oshakati Otavi Road 1 0 0 2 6 1 4

Oshakati Post Office 0 2 6 3 1 0

Oshakati Public Area 6 15 35 314 36 154

Otavi Ikoaeb 0 0 0 2 0 1

Otavi Public Area 0 0 0 9 0 6

Otavi Republiek 0 0 0 1 0 1

Otjiwarongo Acacia Avenue 0 0 0 6 0 5

OtjiwarongoAnanias Nangoro Avenue 0 0 0 3 0 2

Otjiwarongo Bahnhof Street 0 0 0 8 0 5

Otjiwarongo Belladonna 0 0 0 1 0 1

Otjiwarongo Blumen Street 0 0 0 1 0 1

OtjiwarongoDr Libertina Amathila Avenue 0 2 8 27 5 16

Otjiwarongo Georges Street 0 0 0 4 0 4

Otjiwarongo Grens Street 0 0 0 1 0 1

Otjiwarongo Hage Geingob Street 0 0 1 59 1 30

Otjiwarongo Industrial Street 0 0 0 1 0 1

Otjiwarongo Lang Street 0 0 0 3 0 2

Otjiwarongo Le Grange Street 0 0 0 1 0 1

Otjiwarongo Panorama Street 0 0 0 2 0 1

Otjiwarongo Public Area 0 0 4 103 3 63

Otjiwarongo Ramblers Road 0 0 0 1 0 1

Otjiwarongo School Street 0 0 0 1 0 1

Otjiwarongo Sonn Road 0 0 0 2 0 1

Otjiwarongo Tuin Road 0 0 0 1 0 1

106



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Otjiwarongo Van Tonder Street 0 0 0 4 0 1

Outapi Public Area 0 0 0 4 0 1

Outjo Buitekant Street 0 1 0 0 1 0

Outjo Church Street 0 0 0 2 0 1

Outjo Hage Geingob Street 0 0 0 2 0 1

Outjo Jack Francis Street 0 0 2 7 1 3

Outjo Kerk Street 0 2 0 0 1 0

Outjo Lambert Street 0 0 0 1 0 1

Outjo Lategan Street 0 0 0 1 0 1

Outjo Long 0 0 0 2 0 1

Outjo President Avenue 0 0 2 0 1 0

Outjo Public Area 0 1 13 36 6 14

Outjo Salpeter Street 0 0 0 1 0 1

Outjo Sam Nujoma 0 0 0 1 0 1

Rehoboth A 2 0 0 0 1 0 1

Rehoboth Bahnhof Street 1 2 9 44 6 24

Rehoboth Public Area 0 13 11 179 16 107

Rundu Cul De Sac 0 0 0 1 0 1

RunduEugen Kakukuru Close 0 0 0 5 0 2

RunduEugen Kakukuru Street 0 0 1 14 1 7

Rundu Independence 0 0 0 3 0 2

RunduMaria Mwengere Street 0 0 0 7 0 5

Rundu Public Area 1 4 11 67 11 41

Rundu Run Road 99 0 0 0 1 0 1

Stampriet Cul De Sac 0 0 1 4 1 0

Stampriet Public Area 0 0 3 4 3 2

Swakopmund 11th Avenue 0 0 1 5 1 3

Swakopmund 17th Street 0 0 1 5 1 1

Swakopmund 1st Avenue 0 0 0 1 0 1

Swakopmund Agaat Street 0 0 0 2 0 1

Swakopmund Albatros Street 0 0 0 1 0 1

107



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Swakopmund Aldridge Street 0 0 0 2 0 2

Swakopmund Am Zoll Street 0 0 0 2 0 2

SwakopmundAnton Lubowski Avenue 0 0 0 6 0 4

Swakopmund Backer Street 0 0 0 1 0 1

SwakopmundDaniel Tjongarero Avenue 0 0 0 14 0 8

Swakopmund Diamond Street 0 0 0 1 0 1

SwakopmundDr Eugen Muller Street 0 0 0 2 0 1

SwakopmundDr Libertina Amathi-la Avenue 0 0 0 6 0 3

SwakopmundDr Schwietering Street 0 0 2 5 1 4

Swakopmund Drc Close 1n 0 0 2 1 1 0

Swakopmund Düsh Street 0 0 2 0 1 0

Swakopmund Ebony Street 0 0 0 1 0 1

Swakopmund Festus Gonteb Street 0 0 0 1 0 1

Swakopmund Fischreiher Street 0 0 0 3 0 2

Swakopmund Flamingo Street 0 0 0 3 0 2

Swakopmund Francois Street 0 0 0 1 0 1

Swakopmund Franke Street 0 1 0 3 1 1

Swakopmund Garnet Street 0 0 0 2 0 1

Swakopmund Hendrik Witbooi 0 0 0 3 0 3

Swakopmund Hidipo Hamutenya 0 0 2 6 2 4

108

SwakopmundImmanual Kamho Street 0 0 0 2 0 1

Swakopmund Independence 0 0 2 11 1 6

Swakopmund Kambweshe Street 0 0 0 2 0 1

Swakopmund Khan Street 0 0 0 2 0 1

SwakopmundLibertina Amathila Avenue 0 0 0 2 0 1

SwakopmundMandume Ya Ndemufayo 0 1 0 7 1 2

SwakopmundMandume Ya Ndemufayo 0 3 9 35 10 13

Swakopmund Masilo Street 0 0 1 4 1 2



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

SwakopmundMatadi Matheis Street 0 0 0 2 0 1

Swakopmund Mc Hugh Street 0 0 0 8 0 4

Swakopmund Moses Garoeb 0 1 7 59 4 23

Swakopmund Mossie Laan 0 0 0 2 0 1

Swakopmund Mowe 0 0 0 1 0 1

SwakopmundNangolo Mbumba Avenue 0 0 0 2 0 1

SwakopmundNathanael Maxuilili Street 0 1 0 27 1 14

SwakopmundNelson Mandela Avenue 0 0 0 2 0 2

Swakopmund Newton 0 0 0 2 0 1

Swakopmund Nonidas Street 0 0 0 2 0 1

Swakopmund Nord Strand 0 0 0 2 0 1

Swakopmund Ocks Laan 0 0 0 1 0 1

Swakopmund Omeg Street 0 0 0 2 0 2

Swakopmund Otavi Street 0 0 0 4 0 2

Swakopmund Plaath Laan 0 0 0 3 0 1

Swakopmund Plover Street 0 0 0 1 0 1

Swakopmund Public Area 1 1 17 270 12 162

Swakopmund Reguit Street 0 0 2 4 1 2

Swakopmund Rhode Allee Street 0 0 0 2 0 1

Swakopmund Riesle Street 0 0 0 1 0 1

Swakopmund Sam Nujoma 0 2 4 136 4 66

Swakopmund Schlachter Street 0 1 0 2 1 1

SwakopmundSchwester Frieda Street 0 0 0 1 0 1

Swakopmund Silver Laan 0 0 0 2 0 1

Swakopmund Sindin Laan 0 0 0 2 0 1

Swakopmund Standlopertjie Street 0 0 0 3 0 1

Swakopmund Strand Street 0 1 0 4 1 2

Swakopmund Swakop Street 0 0 0 2 0 1

Swakopmund Swk Road 2 0 0 0 4 0 3

SwakopmundTobias Hainyeko Street 0 2 5 80 4 41

Swakopmund Turmaline Street 0 0 0 1 0 1

109



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Swakopmund Twikonjela Close 1n 0 0 2 2 1 0

Swakopmund Vrede Rede Street 0 3 3 35 4 18

Swakopmund Watt Street 0 0 0 3 0 1

Swakopmund Welwitchia Street 0 0 2 5 1 3

Swakopmund Windhuker Street 0 0 1 16 1 5

Swakopmund Woermann Street 0 0 0 26 0 12

Tses Public Area 0 1 4 1 2

Tsumeb 3rd Road 0 0 0 1 0 1

Tsumeb 15th Road 0 0 0 1 0 1

Tsumeb 16th Road 0 0 0 1 0 1

Tsumeb 1st Avenue 0 0 0 1 0 1

Tsumeb Hage Geingob Street 0 0 0 9 0 5

Tsumeb Jordaan 0 0 1 1 1 0

Tsumeb Leevi Muashekele 0 0 0 3 0 2

Tsumeb Main Road 83 0 0 0 4 0 2

Tsumeb Namutoni 0 0 0 1 0 1

Tsumeb Omeg Allee 0 0 0 3 0 2

Tsumeb Public Area 0 2 5 59 5 26

Tsumeb Reinhold Shilongo 0 0 0 5 0 3

Tsumeb Sam Nujoma 0 0 0 2 0 1

Usakos De Wilt Street 0 0 0 1 0 1

Usakos Public Area 0 0 3 22 2 13

Usakos Toerien Street 0 0 1 0 1 0

Walvis Bay 10th Road 0 0 2 4 1 4

Walvis Bay 10th Street East 0 0 2 1 1 0

Walvis Bay 11th Avenue 0 0 3 10 2 4




Walvis Bay 14th Street 0 0 0 2 0 1





110



Serious injury

Slight injury

Not injured

Injury crashes

Damage only





Walvis Bay 2nd Avenue 0 0 2 8 1 3

Walvis Bay 3rd Street 0 0 1 1 1 0

Walvis Bay 3rd Street West 0 0 0 2 0 1




Walvis Bay 6th Road West 0 0 0 2 0 1

Walvis Bay 6th Street South 0 0 0 8 0 4


Walvis Bay 8th Street 0 0 1 2 1 0

Walvis Bay Agaat Street 0 0 4 38 3 19

Walvis Bay Albatros Street 0 0 1 1 1 0

Walvis Bay Ametist Crescent 0 1 0 1 1 0

Walvis Bay Anchovy Crescent 0 0 0 2 0 1

Walvis Bay Ashrafi Street 0 0 0 2 0 1

Walvis Bay Atlantic Street 0 0 0 4 0 2

Walvis Bay Ben Amathila Street 1 0 0 21 1 11

Walvis Bay Brandberg Street 0 1 0 2 1 0

Walvis Bay Cable Beach Road 0 0 1 2 1 1

Walvis BayCaesar Martin Close 1 0 0 0 1 0 1

Walvis Bay Christiaan Eiman Ave 0 0 0 5 0 4

Walvis Bay Circle Street 0 0 1 0 1 0

Walvis Bay Circumferential Road 0 0 3 3 2 2

Walvis Bay Coris Street 0 0 1 10 1 5

Walvis Bay Diamond Street 0 0 0 1 0 1

Walvis Bay Dolfyn Crescent 0 0 0 1 0 1

Walvis Bay Duin Street 0 0 0 4 0 2

Walvis Bay Esplanade Street 0 0 0 1 0 1

Walvis Bay Evergreen Street 0 0 0 1 0 1

Walvis Bay Firefish Street 0 0 0 1 0 1

111



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Walvis Bay Fisant Street 0 0 1 1 1 0

Walvis Bay Fiskaal Street 0 0 3 8 3 3

Walvis Bay Flamingo Street 0 0 0 1 0 1

Walvis Bay Gold Street 0 0 0 2 0 1

Walvis Bay Granaat Close 0 0 1 1 1 0

Walvis Bay Hage Geingob Street 0 0 8 29 5 9

Walvis Bay Hanna Mupetami 0 0 0 2 0 1

Walvis BayHansina Doeses Crescent 0 0 0 4 0 2

Walvis Bay Hematiet Street 0 1 1 2 1 1

Walvis Bay Hidipo Hamutenya 0 0 3 8 1 3

Walvis Bay Hunes Street 0 1 0 1 1 0

Walvis BayJames Brown Crescent 0 0 0 1 0 1

Walvis BayJohannes Nampala Avenue 0 1 4 6 3 1

Walvis Bay Kabeljou Street 0 0 2 15 2 7

Walvis BayKhomashochland Street 0 2 3 16 4 9

Walvis Bay Korhaan Street 0 2 1 1 1 0

Walvis Bay Kristiansand Street 0 0 3 10 3 6

Walvis Bay Kruis Street 0 0 0 15 0 5

Walvis Bay Kuiseb 0 1 1 4 1 2

Walvis Bay Lagoon Street 0 0 0 2 0 1

Walvis Bay Lepelaar Street 0 1 0 0 1 0

Walvis Bay Likaka Street 0 0 1 1 1 0

Walvis Bay Main Road 0 0 2 0 1 0

Walvis Bay Makriel Street 0 0 0 2 0 1

Walvis BayMandume Ndemafuyo 0 0 0 1 0 1

Walvis Bay Maraboe Street 0 0 0 1 0 1

Walvis Bay Mars Street 0 0 0 2 0 2

Walvis Bay Marsbanker Street 0 0 0 1 0 1

Walvis Bay Martin Billy Street 0 0 0 2 0 1

Walvis Bay Mermaid Street 0 0 2 2 2 0

Walvis Bay Mica Street 0 0 0 4 0 1

112



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Walvis Bay Mossie Street 0 0 1 1 1 0

Walvis Bay Namib Street 0 0 1 7 1 3

Walvis BayNangolo Mbumba Drive 0 3 2 59 4 23

Walvis Bay Narra Street 0 0 0 2 0 1

Walvis BayNathaniel Maxuilili Avenue 0 5 9 80 9 37

Walvis Bay Neptune Street 0 0 0 4 0 1

Walvis BayOmugulu Gombashe Circle 0 0 0 1 0 1

Walvis Bay Pelican 0 0 0 1 0 1

Walvis Bay Pelser Road 0 0 0 4 0 2

Walvis Bay Plein Close 0 0 0 1 0 1

Walvis Bay Plein Street 0 0 1 5 1 2

Walvis Bay Pluto Street 0 0 1 4 1 1

Walvis Bay Public Area 2 14 32 299 32 160

Walvis Bay Railway Street 0 0 0 4 0 2

Walvis Bay Riethaan 2 0 0 1 1 0

Walvis Bay Rikumbi Kaindongo 0 1 0 1 1 0

Walvis Bay Rooibank Avenue 0 0 3 1 1 1

Walvis Bay Sam Nujoma 2 5 15 223 15 99

Walvis Bay Sandfontein Street 0 0 0 5 0 3

Walvis Bay Sandwich Street 0 0 0 3 0 2

Walvis Bay Sardyn Street 0 0 0 4 0 2

Walvis Bay Second Road 0 0 3 0 1 0

Walvis Bay Seemeeu Street 0 1 0 1 1 0

Walvis Bay Sitrien Street 0 0 2 2 1 1

Walvis Bay Springbuck Street 0 0 1 1 1 0

Walvis Bay Stonefish Street 0 0 0 4 0 2

Walvis Bay Swakop Street 0 0 0 3 0 2

Walvis Bay Tern Street 0 0 0 1 0 1

Walvis BayTheo-ben Gurirab Street 0 0 3 33 3 15

Walvis Bay Tormalyn Crescent 0 0 1 3 1 1

Walvis Bay Tuna Street 0 0 0 3 0 2

Walvis Bay Tunacor Street 0 0 2 2 1 1

113



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Walvis Bay Twahangana Street 0 0 2 8 2 4

Walvis Bay Union Street 0 0 3 7 2 4

Walvis Bay Venus Street 0 0 0 2 0 1

Walvis Bay Viringa Street 0 0 0 2 0 1

Walvis Bay Volstruis Street 0 0 3 5 2 1

Windhoek Aandblom 0 0 0 2 0 1

Windhoek Abraham Mashego 0 2 5 120 6 57

Windhoek Abt 0 0 0 6 0 3

Windhoek Academia School 0 0 0 5 0 4

Windhoek Adler 0 0 0 2 0 2

Windhoek Ahrens 0 0 0 1 0 1

Windhoek Akwamaryn 0 0 0 2 0 1

Windhoek Allan 0 0 0 1 0 1

Windhoek Alpha 0 0 0 1 0 1

Windhoek Amsterdam 0 0 0 2 0 1

Windhoek Anderson 0 0 0 12 0 9

Windhoek Andreas Kahaati 0 0 0 7 0 2

Windhoek Andrew Kloppers 0 0 3 47 2 23

Windhoek Andrew Mogalie 0 0 0 10 0 5

Windhoek Andries de Wet 0 0 0 7 0 4

Windhoek Andromeda 0 0 0 7 0 3

Windhoek Anemone 0 0 1 1 1 0

Windhoek Antilia 0 0 0 2 0 1

Windhoek Antiochie 0 0 0 3 0 2

Windhoek Ara 0 0 0 10 0 6

Windhoek Ararat 0 0 0 3 0 1

Windhoek Arebush 0 0 0 2 0 1

Windhoek Aries 0 0 0 6 0 5

Windhoek Aristoteles 0 0 0 1 0 1

Windhoek Armstrong 0 0 0 3 0 2

Windhoek Attie Potgieter 0 0 0 4 0 2

Windhoek Auas Road 0 2 5 93 5 51

Windhoek Auasblick 1 0 0 0 2 0 1

Windhoek August Tjaapo 0 0 1 4 1 0

114



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Ausspann Circle 0 2 0 12 1 6

Windhoek Austin 0 0 0 2 0 1

Windhoek Auswarts 0 0 0 1 0 1

Windhoek Aviation 0 0 0 4 0 2

Windhoek Avis 0 0 1 2 1 1

Windhoek Axali Doeseb 0 0 0 2 0 1

Windhoek Babs 0 0 0 3 0 1

Windhoek Bach 0 0 1 135 1 66

Windhoek Bahama 0 0 0 1 0 1

Windhoek Bahnhof Street 0 1 3 85 4 43

Windhoek Barbet 0 0 0 2 0 1

Windhoek Barella 0 0 1 3 1 1

Windhoek Barug 0 0 1 4 1 1

Windhoek Beethoven 0 0 3 23 3 10

Windhoek Begonia 0 0 1 29 1 15

Windhoek Beijing 0 1 0 19 1 9

Windhoek Bell 0 0 0 11 0 8

Windhoek Ben Apollus 0 2 0 2 2 0

Windhoek Benjamin 0 0 0 1 0 1

Windhoek Benz 0 0 0 2 0 1

Windhoek Berg 0 0 0 26 0 14

Windhoek Bernt Carlsson 0 0 0 9 0 5

Windhoek Bessemer 0 0 0 2 0 1

Windhoek Betsaida 0 0 0 1 0 1

Windhoek Billy Phillips 0 0 0 2 0 1

Windhoek Bismarck Street 0 0 1 87 1 47

Windhoek Black Rock 0 0 1 8 1 5

Windhoek Blackthorn 0 0 0 1 0 1

Windhoek Blackwood 0 0 0 7 0 3

Windhoek Bloekom 0 0 0 7 0 2

Windhoek Blohm 0 0 1 4 1 1

Windhoek Bondel 0 0 1 1 1 0

Windhoek Bonn 0 3 5 24 2 9

Windhoek Bonsmara 0 0 0 2 0 1

115



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Boston 0 0 0 3 0 1

Windhoek Bowker 0 0 0 4 0 3

Windhoek Boysen 0 0 0 1 0 1

Windhoek Brahman 0 0 0 5 0 3

Windhoek Brahms 0 0 0 9 0 5

Windhoek Brakwater 0 1 0 2 1 0

Windhoek Brava Island 0 0 1 1 1 0

Windhoek Brits 0 0 0 2 0 1

Windhoek Brug 0 0 1 5 1 2

Windhoek Bruhn 0 0 2 1 1 1

Windhoek Bulow 0 0 1 9 1 4

Windhoek Burg 0 0 0 2 0 1

Windhoek Cacaopalm 0 0 0 2 0 1

Windhoek Caesar 0 0 9 51 5 25

Windhoek Calcium 0 0 0 6 0 3

Windhoek Calvyn 0 0 0 1 0 1

Windhoek Campbell 0 0 0 1 0 1

Windhoek Centaurus 0 0 0 62 0 34

Windhoek Cesarea 0 0 0 2 0 1

Windhoek Chalsedoon 0 0 0 1 0 1

Windhoek Charles Cathrall 0 0 0 2 0 1

Windhoek Charlie Sande 0 0 0 2 0 1

Windhoek Chasie 0 0 0 2 0 2

Windhoek Christa Davids 0 0 0 1 0 1

Windhoek Chrysler 0 0 0 2 0 1

Windhoek Church Street 0 0 0 14 0 8

Windhoek Clarinet 0 0 0 2 0 2

Windhoek Claud Kandovazu Slip 0 0 1 3 1 2

Windhoek Claudius Kandovazu 1 5 9 119 13 58

Windhoek Clemence Kapuuo 0 1 4 57 5 26

Windhoek Cleopatra 0 0 0 2 0 1

Windhoek Cobalt 0 0 0 6 0 3

Windhoek Coetzee 1 0 4 16 3 10

Windhoek Copper 0 0 0 4 0 2

116



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Corvus 0 0 0 1 0 1

Windhoek Crater 0 0 0 1 0 1

Windhoek D Bezuidenhout 0 0 0 2 0 2

Windhoek Daffodil 0 0 0 4 0 2

Windhoek Daimler 0 0 0 18 0 8

Windhoek Dalia 0 0 0 1 0 1

Windhoek Danie Strydom 0 3 0 0 1 0

Windhoek Daniel Munamava 0 0 0 15 0 8

Windhoek Dans 0 0 0 2 0 1

Windhoek Dar Es Salaam 1 0 0 1 1 0

Windhoek Dassie 0 0 0 2 0 1

Windhoek Davey 0 0 0 2 0 1

Windhoek David Melolo 0 0 0 1 0 1

Windhoek Dawid Goeieman 0 0 0 3 0 1

Windhoek Dawid Goreseb 1 0 3 5 3 2

Windhoek De Witt 0 0 0 2 0 1

Windhoek Deimling 0 0 1 2 1 1

Windhoek Dekapolis 0 1 0 1 1 0

Windhoek Delhi 0 0 0 3 0 2

Windhoek Delhi Square 0 0 0 4 0 2

Windhoek Delta 0 0 0 2 0 1

Windhoek Descartes 0 0 0 1 0 1

Windhoek Diamant 0 0 0 1 0 1

Windhoek Diaz 0 0 1 7 1 3

Windhoek Dinier 0 0 0 1 0 1

Windhoek Dorado 0 0 0 2 0 1

Windhoek Dorothy 0 0 0 2 0 1

Windhoek Dorp 0 0 0 3 0 1

Windhoek Dortmund 0 0 2 20 2 6

Windhoek Dr A B May Slip 0 0 0 19 0 10

Windhoek Dr A Bernard May 0 0 0 12 0 7

Windhoek Dr Agosthino Neto 0 0 0 6 0 3

Windhoek Dr Frans Idongo 0 0 6 109 4 56

Windhoek Dr Michael de Kock 0 0 0 5 0 2

117



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Drakensberg 0 0 0 1 0 1

Windhoek Dusseldorf 0 0 0 2 0 1

Windhoek Eddy Menzah 0 0 1 0 1 0

Windhoek Edelvalk 0 0 0 2 0 1

Windhoek Edison 0 0 1 30 1 15

Windhoek Egret 0 0 0 4 0 2

Windhoek Ehonga 0 0 0 1 0 1

Windhoek Eider 0 0 0 2 0 1

Windhoek Einstein 0 0 0 3 0 2

Windhoek Ekundi 0 0 0 6 0 3

Windhoek Eland 0 0 0 2 0 1

Windhoek Elias Horeseb 0 0 0 2 0 1

Windhoek Elizabeth 0 0 2 0 1 0

Windhoek Emmaus 0 1 0 3 1 1

Windhoek Enana 0 0 0 2 0 1

Windhoek Epandulo 0 2 0 0 1 0

Windhoek Erindi 0 0 0 3 0 1

Windhoek Ernst Weiste 0 0 0 2 0 1

Windhoek Eros 0 0 0 9 0 5

Windhoek Essen 0 0 0 2 0 1

Windhoek Ester Brand 0 1 0 3 1 2

Windhoek Etetewe Street 0 1 6 61 7 27

Windhoek Etienne Rosseau 0 0 0 1 0 1

Windhoek Etna 0 0 1 17 1 9

Windhoek Eveline Street 0 6 15 109 19 45

Windhoek Ewa Schamacher St 0 0 0 2 0 1

Windhoek Exodus 0 0 2 2 1 2

Windhoek F Nightingale 0 5 14 285 14 129

Windhoek Faraday 0 0 0 6 0 3

Windhoek Feld 0 0 0 4 0 3

Windhoek Fidel Castro 0 1 1 102 2 51

Windhoek Field 0 0 0 2 0 1

Windhoek Filemon Eichab 0 1 2 2 3 0

Windhoek Fillistyne 0 2 0 0 1 0

118



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Flamink 0 0 0 2 0 1

Windhoek Floryn 0 0 0 2 0 1

Windhoek Forbes 0 0 0 5 0 2

Windhoek Frankfurt 0 1 0 3 1 1

Windhoek Frankie Fredericks 2 0 4 28 5 12

Windhoek Frans Hamsjendje 0 0 0 1 0 1

Windhoek Franz 0 0 0 2 0 1

Windhoek Freesia 0 0 0 1 0 1

Windhoek Friedrich Giese 0 0 0 2 0 1

Windhoek Friedrich Maharero 0 0 0 2 0 1

Windhoek Fritsche 0 0 1 24 1 12

Windhoek Galasiers 0 0 0 3 0 2

Windhoek Galilei 0 0 0 4 0 2

Windhoek Gamma 0 0 0 3 0 3

Windhoek Garnet Street 0 0 0 1 0 1

Windhoek Garten 0 0 0 16 0 9

Windhoek Geelsysie 0 0 0 1 0 1

Windhoek Genesis 0 0 0 1 0 1

Windhoek Gevers 0 0 0 10 0 5

Windhoek Gihon 0 0 0 3 0 2

Windhoek Gladiola 0 1 3 28 3 13

Windhoek Gloudina 0 0 0 7 0 5

Windhoek Goethe 0 0 1 16 1 8

Windhoek Gold Street 0 0 0 1 0 1

Windhoek Golgota 0 0 1 3 1 1

Windhoek Gorten 0 0 0 3 0 1

Windhoek Goshawk 0 0 1 39 1 18

Windhoek Gotland 1 0 0 1 1 0

Windhoek Gough Island 0 0 0 1 0 1

Windhoek Gous 0 0 0 2 0 1

Windhoek Gramowski 0 0 0 1 0 1

Windhoek Granet 0 0 0 1 0 1

Windhoek Grant Webster 0 0 0 2 0 1

119



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

WindhoekGreen Mountain Dam 0 0 1 19 1 9

Windhoek Greenwell Matongo 0 1 0 1 1 0

Windhoek Gregor Mandel 0 0 0 2 0 1

Windhoek Grimm 0 0 0 8 0 4

Windhoek Groenkwarts 0 0 0 5 0 3

Windhoek Guinas 0 0 0 4 0 2

Windhoek Gutenberg 0 0 0 7 0 4

Windhoek H Kutako NB Loop 0 0 0 1 0 1

Windhoek Hanekam 0 0 0 2 0 1

WindhoekHanganee K Kaveze-rie 0 0 0 1 0 1

Windhoek Hans Tjongonjoro 0 0 0 11 0 5

Windhoek Hans Uirab 0 0 1 17 1 7

Windhoek Harvey 0 0 0 21 0 10

Windhoek Hawaii 0 0 2 0 1 0

Windhoek HD Genscher 0 2 0 162 2 74

Windhoek Hebenstreit 0 0 0 7 0 3

Windhoek Hegel 0 0 0 4 0 2

Windhoek Heidrich 0 0 0 2 0 1

Windhoek Heinitzburg 0 0 0 13 0 8

Windhoek Helena 0 0 0 2 0 1

Windhoek Heliodoor 0 0 1 11 1 5

Windhoek Hendrick Isaacks 0 0 1 1 1 0

Windhoek Hendrik Isaak 0 1 0 10 1 5

Windhoek Hendrik Witbooi 1 5 12 174 15 80

WindhoekHendrik Witbooi Drive 0 0 0 1 0 1

Windhoek Henry Kaltenbrun 0 0 0 4 0 2

Windhoek Henry van Eck 0 0 0 1 0 1

Windhoek Herb 0 0 0 2 0 1

Windhoek Hercules 0 0 0 2 0 2

Windhoek Hereford 0 5 1 15 4 7

Windhoek Herman Kaundje 0 0 0 5 0 2

Windhoek Hintrager 0 0 1 13 1 5

120



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Hochland 0 1 8 119 7 58

Windhoek Hochland Ext 0 2 1 4 2 1

Windhoek Hofsanger 0 0 0 2 0 1

Windhoek Holstein 0 0 0 2 0 1

Windhoek Hooglied 0 0 0 4 0 2

Windhoek Horeb 0 0 0 6 0 3

Windhoek Hosea Kutako 1 5 26 429 23 213

Windhoek Huber 0 0 0 1 0 1

Windhoek Hugel 0 0 0 1 0 1

Windhoek Hugo Hahn 0 0 1 3 1 1

Windhoek Hydra 0 0 0 9 0 5

Windhoek Ichaboe 0 0 0 1 0 1

Windhoek Indep Busloop 0 0 0 2 0 1

Windhoek Indepen N/E Park 0 0 0 1 0 1

Windhoek Independence 2 32 49 1103 56 559

Windhoek Invokavit 0 0 0 2 0 1

Windhoek Iota 0 0 0 4 0 2

Windhoek Iris 0 0 0 1 0 1

Windhoek Irle 0 0 0 1 0 1

Windhoek Isak Kazongari 0 2 0 2 1 1

Windhoek Iscor 0 0 0 14 0 7

Windhoek Isebel 0 0 0 2 0 1

Windhoek Itaipu 0 0 0 2 0 1

Windhoek Jade 0 0 0 3 0 1

Windhoek Jan Jonker 0 1 14 247 12 130

Windhoek Jan Marais 0 0 0 1 0 1

Windhoek Jaspers 0 0 0 5 0 3

Windhoek Jeanette 0 0 0 1 0 1

Windhoek Jenner 0 0 0 3 0 1

Windhoek Jeppe 0 0 0 2 0 2

Windhoek Jerusalem 0 0 1 5 1 3

Windhoek Jinja Dam 0 0 0 2 0 1

Windhoek Johann Albrecht 0 0 1 87 1 42

Windhoek Johann Herbert 0 0 0 1 0 1

121



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Johanna 0 0 0 12 0 6

Windhoek Johannes Huss 0 0 0 1 0 1

Windhoek Johannes Tuejijama 0 0 0 3 0 1

Windhoek John Jjomainja 0 0 1 2 1 0

Windhoek John Ludwig 0 0 0 2 0 1

Windhoek John Meinert 0 2 11 223 10 109

Windhoek John Simms 0 0 0 2 0 1

Windhoek John Wycliff 0 0 0 1 0 1

Windhoek John Ya Otto 0 0 0 1 0 1

Windhoek Jordan 0 0 3 49 1 26

Windhoek Josef Gariseb 0 0 0 4 0 1

Windhoek Joseph Wood 0 0 0 4 0 3

Windhoek Joule 0 0 0 4 0 2

Windhoek Judika 0 0 0 3 0 2

Windhoek Judt 0 0 0 2 0 1

Windhoek Julius Nyere 0 0 9 2 1 1

Windhoek Justine 0 0 0 2 0 1

Windhoek Kallie Roodt 0 0 0 16 0 9

Windhoek Kamberipa 0 0 1 17 1 8

Windhoek Kampala 0 0 0 2 0 1

Windhoek Kanaan 0 0 0 2 0 1

Windhoek Kanna 0 0 0 6 0 3

Windhoek Kariba 0 0 0 2 0 1

Windhoek Karl Dove 0 0 0 4 0 2

Windhoek Karlien 0 2 0 2 1 0

Windhoek Karmel 0 1 0 1 1 0

Windhoek Kasch 0 0 0 6 0 3

Windhoek Kasikili 0 0 0 2 0 1

Windhoek Kasino 0 0 0 4 0 2

Windhoek Kasteel 0 0 0 2 0 2

Windhoek Kelvin 0 0 0 3 0 3

Windhoek Kepler 0 0 0 1 0 1

Windhoek Khan Street 0 0 1 2 1 0

Windhoek Kiekebusch 0 0 0 1 0 1

122



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Kindergarten 0 0 0 1 0 1

Windhoek Kingfisher 0 0 2 31 2 17

Windhoek Kingpalm 0 0 0 2 0 1

Windhoek Kingsley 0 1 0 4 1 2

Windhoek Kitaar 0 0 0 7 0 3

Windhoek Kitchen 0 0 0 2 0 1

Windhoek Kitchener 0 0 0 4 0 2

Windhoek Klaagliedere 0 0 0 1 0 1

Windhoek Kleine Kuppe 0 0 0 4 0 3

Windhoek Koch 0 0 0 4 0 2

Windhoek Koe Koe 0 0 0 1 0 1

Windhoek Koinseb 0 0 1 2 1 1

Windhoek Kolbe 0 0 0 2 0 1

Windhoek Kolossense 0 0 0 2 0 1

Windhoek Konkiep 0 0 0 2 0 1

Windhoek Konrad 0 0 1 0 1 0

Windhoek Kores 0 0 0 2 0 1

Windhoek Kornalyn 0 0 1 17 1 8

Windhoek Korner 0 0 0 6 0 4

Windhoek Kransswael 0 0 0 2 0 2

Windhoek Krisant 0 0 0 3 0 2

Windhoek Kroon 0 0 2 5 1 2

Windhoek Krupp 0 0 0 26 0 14

Windhoek Kuiseb 0 0 0 12 0 8

Windhoek Kunene 0 0 0 1 0 1

Windhoek Kupferberg 0 1 1 1 1 0

Windhoek Lanzarote 0 0 0 2 0 1

Windhoek Lardner Burke 0 0 0 5 0 1

Windhoek Lasuriet 0 0 0 1 0 1

Windhoek Laurent D Kabila 0 1 3 14 2 6

Windhoek Lazarett 1 3 2 79 5 39

Windhoek Lazarus 0 1 1 1 1 1

Windhoek Leonard Auala 0 0 0 14 0 6

Windhoek Liberty Island 0 0 1 2 1 1

123



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Liliencron 0 0 0 4 0 2

Windhoek Lindequist 0 0 0 2 0 1

Windhoek List 0 0 1 1 1 0

Windhoek Lister 0 0 0 2 0 1

Windhoek Long Island 0 0 1 24 1 14

Windhoek Lorenz 0 0 0 1 0 1

Windhoek Lossen 0 0 1 1 1 0

Windhoek Lotz 0 0 0 1 0 1

Windhoek Louis Hendricks 0 0 0 3 0 2

Windhoek Louis Raymond 0 0 0 2 0 1

Windhoek Love 0 0 0 5 0 3

Windhoek Luderitz 0 0 0 27 0 17

Windhoek Lukin 0 0 0 3 0 2

Windhoek Luther 0 0 0 21 0 12

WindhoekM Ndemufayo NB Slip 0 0 0 3 0 2

Windhoek Magnolia 0 0 0 1 0 1

Windhoek Mahatma Gandhi 0 2 5 92 5 47

Windhoek Malaka Drive 0 0 0 1 0 1

WindhoekMandume Ndemafuyo 5 10 20 613 23 313

Windhoek Marconi 0 0 0 3 0 2

Windhoek Maritz 0 0 0 1 0 1

Windhoek Marshall Rock 0 0 0 1 0 1

Windhoek Martha 0 0 0 10 0 5

Windhoek Mary 0 0 0 1 0 1

Windhoek Mataman 0 0 0 1 0 1

Windhoek Matshitshi 0 0 2 20 2 10

Windhoek Maxwell 0 0 0 6 0 5

Windhoek Mayo 0 0 0 2 0 1

Windhoek Mbabane 0 0 0 2 0 1

Windhoek Mensa 0 0 0 1 0 1

Windhoek Mercedes 0 0 1 2 1 1

Windhoek Mercury 0 0 0 7 0 4

124



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Merensky 0 0 0 6 0 4

Windhoek Mersey 0 0 0 10 0 7

Windhoek Metje 0 0 0 8 0 4

Windhoek Michaelis 0 0 0 10 0 4

Windhoek Michelle McLean 0 0 2 18 2 8

Windhoek Middlewick 0 0 0 3 0 2

Windhoek Mika Shimbuli 0 0 1 6 1 3

Windhoek Mission 0 0 0 7 0 4

Windhoek Moltke 0 0 0 3 0 2

Windhoek Monte Christo 0 15 33 305 34 138

Windhoek Moria 0 0 0 2 0 1

Windhoek Moses Garoeb 0 2 10 125 9 56

Windhoek Mostert 0 0 0 2 0 1

Windhoek Mozart 0 0 0 5 0 3

Windhoek MU Greef 0 0 0 4 0 2

Windhoek Mungunda 1 0 11 84 7 44

Windhoek Munjuku Nguvauva 0 0 0 1 0 1

Windhoek Nachtigal 0 0 0 4 0 2

WindhoekNelson Mandela Avenue 0 3 5 176 7 93

Windhoek New Castle 0 0 1 42 1 24

Windhoek Newton 0 0 0 5 0 3

Windhoek Nickel 0 0 0 19 0 12

Windhoek Nikanor Shikuambi 0 0 0 2 0 1

Windhoek Nissen-Lass 0 0 0 6 0 3

Windhoek Numeri 0 0 0 1 0 1

Windhoek Obona 0 0 0 1 0 1

Windhoek Okahwe 0 0 0 2 0 1

Windhoek Okandondu 0 0 0 2 0 1

Windhoek Okarundu 0 0 0 11 0 6

Windhoek Okuvare 0 1 0 3 1 1

Windhoek Olivien 0 0 0 1 0 1

Windhoek Olof Palme 0 0 0 1 0 1

Windhoek Ombakata 0 2 2 6 3 1

125



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Ombandje 0 0 0 4 0 2

Windhoek Ombika 0 0 0 2 0 1

Windhoek Ombwindja 0 0 0 2 0 2

Windhoek Omeva 0 0 1 2 1 1

Windhoek Omongo 0 0 0 19 0 9

Windhoek Omukaru 0 0 0 2 0 1

Windhoek Omukongo 0 1 0 1 1 0

Windhoek Omukunda 0 0 0 1 0 1

Windhoek Omulunga 0 2 2 13 3 6

Windhoek Omumbonde 0 0 0 2 0 1

Windhoek Omungwindi 0 0 0 7 0 3

Windhoek Omupupo 0 0 0 7 0 4

Windhoek Omuryambambi 0 0 1 9 1 3

Windhoek Omuryangava 0 0 0 2 0 1

Windhoek Omutula 0 0 2 0 1 0

Windhoek Omuvapu 0 0 9 37 9 15

Windhoek Omuzeme 0 0 0 2 0 1

Windhoek Omwundi 0 0 0 1 0 1

Windhoek Ondjima 0 0 1 1 1 0

Windhoek Ondondu 0 0 0 3 0 2

Windhoek Ondoto 0 1 0 5 1 2

Windhoek Ongaka 0 0 0 4 0 2

Windhoek Onganga 0 0 0 1 0 1

Windhoek Ongava 0 5 7 69 9 34

Windhoek Ongete 0 0 0 5 0 2

Windhoek Onguya 0 0 0 4 0 2

Windhoek Ooievaar 0 0 0 19 0 7

Windhoek Orupapa 0 1 0 1 1 0

Windhoek Osprey 0 0 0 2 0 2

Windhoek Otjomuise 0 1 12 143 12 71

Windhoek Otto Nitzsche 0 0 0 4 0 2

Windhoek Outapi 0 0 0 1 0 1

Windhoek P Danilowitz 0 0 0 2 0 1

Windhoek Pabst 0 0 0 1 0 1

126



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Palladium 0 0 1 5 1 2

Windhoek Palm 0 0 0 4 0 3

Windhoek Palma 0 0 0 2 0 1

Windhoek Palmer 0 0 0 1 0 1

Windhoek Papagaien 0 0 2 2 1 1

Windhoek Papaja 0 0 1 1 1 0

Windhoek Parana 0 0 0 5 0 2

Windhoek Parking West 0 0 0 2 0 1

Windhoek Parsons 0 0 0 13 0 6

Windhoek Pasteur 0 0 0 46 0 24

Windhoek Patrick Lunganda 0 2 0 2 1 0

Windhoek Patterson 0 0 3 7 1 3

Windhoek Paul Mogagabe 0 0 1 1 1 0

Windhoek Paul van Hartes 0 0 0 4 0 2

Windhoek Pelican 0 0 0 7 0 4

Windhoek Penelope 0 1 0 1 1 0

Windhoek Penning 0 2 1 10 2 5

Windhoek Perkin 0 0 0 2 0 1

Windhoek Peter Muller 0 0 0 2 0 2

Windhoek Pettenkofer 0 1 0 1 1 0

Windhoek Petunia 0 0 1 6 1 3

Windhoek Phillip Turima 0 0 0 1 0 1

Windhoek Pienaar 0 0 0 1 0 1

Windhoek Pinguin 0 0 0 2 0 2

Windhoek Plaatjies 0 0 0 2 0 1

Windhoek Planck 0 0 0 1 0 1

Windhoek Plato 0 0 0 16 0 8

Windhoek Potgieter 0 0 0 3 0 3

Windhoek Prinz Hubertus 0 0 0 2 0 1

Windhoek Pronkertjie 0 0 0 1 0 1

Windhoek Protea 0 0 0 3 0 2

Windhoek Protea Street 0 0 0 1 0 1

Windhoek Psalm 0 0 2 1 1 0

Windhoek Public Area 2 31 65 1722 72 1068

127



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Puccini 0 0 0 5 0 2

Windhoek Pullman 0 0 0 2 0 1

Windhoek Purcell 0 0 0 3 0 1

Windhoek R Mugabe NB Slip 3 0 0 0 6 0 2

Windhoek R Mugabe SB Slip 1 0 0 0 2 0 1

Windhoek Rabbi 0 0 1 3 1 1

Windhoek Raben 0 0 0 2 0 1

Windhoek Rand 0 0 3 39 3 19

Windhoek Range 0 0 0 5 0 1

Windhoek Ranonkel 0 1 0 16 1 7

Windhoek Rehoboth 0 4 2 84 5 40

Windhoek Reinard Maekopo 1 0 0 1 1 0

Windhoek Rendsburger 0 0 1 8 1 2

WindhoekRev M Scott (P Muller) 0 0 0 2 0 1

Windhoek Rev Michael Scott 0 0 0 6 0 3

Windhoek Rhino 0 0 2 15 2 8

Windhoek Rhone 0 0 0 1 0 1

Windhoek Richard Kahiko 0 0 2 6 2 2

Windhoek Richard Kamuhuka 0 0 0 1 0 1

Windhoek Richardine Kloppers 0 0 0 1 0 1

Windhoek Richter 0 0 0 4 0 2

Windhoek Rieckmann 0 0 0 1 0 1

Windhoek Riethaan 0 0 0 5 0 2

Windhoek Robert Mugabe 0 6 13 413 17 216

Windhoek Robin 0 0 0 2 0 1

Windhoek Robyn 0 0 0 1 0 1

Windhoek Roentgen 0 0 0 1 0 1

Windhoek Roland Hercules 0 0 0 2 0 1

Windhoek Romeine 0 0 0 5 0 3

Windhoek Rooivalk 0 0 0 2 0 1

Windhoek Roos 0 0 0 1 0 1

Windhoek Ross 0 0 0 2 0 1

Windhoek Rossing 0 0 0 2 0 1

128



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Rossini 0 0 0 1 0 1

Windhoek Rugby 0 0 0 2 0 1

Windhoek Ruth 0 0 0 3 0 2

Windhoek Sabie 0 0 0 2 0 1

Windhoek Sagitta 0 0 0 1 0 1

Windhoek Salem 0 0 0 1 0 1

Windhoek Salk 0 0 1 7 1 4

Windhoek Salt Springs 0 0 0 2 0 1

Windhoek Sam Nujoma 0 4 16 479 15 243

Windhoek Samaria 0 0 0 3 0 2

Windhoek Samuel Shikomba 0 0 2 0 1 0

Windhoek Sanderberg 0 0 0 2 0 1

Windhoek Sando 0 0 1 3 1 2

Windhoek Sandpiper 0 0 0 6 0 3

Windhoek Sard 0 0 0 3 0 2

Windhoek Sauer 0 0 0 3 0 2

Windhoek Schanze 0 0 0 6 0 3

Windhoek Schanzen 0 0 1 9 1 5

Windhoek Scheppmann 0 0 1 8 1 5

Windhoek Schiller 0 0 0 1 0 1

Windhoek Schinz 0 0 0 7 0 3

Windhoek Schlettwein 0 0 0 1 0 1

Windhoek Schonlein 0 0 2 15 1 10

Windhoek Schubert 0 0 0 2 0 1

Windhoek Schuckmann 0 0 0 2 0 1

Windhoek Schuster 0 0 0 5 0 2

Windhoek Schutzen 0 0 0 1 0 1

Windhoek Schweitzer 0 0 1 6 1 2

Windhoek Schwerinsburg 0 0 0 3 0 1

Windhoek Scorpio 0 0 0 1 0 1

Windhoek Sean MacBride 0 1 2 22 2 9

Windhoek Seder 0 0 0 1 0 1

Windhoek Sesriem 0 0 0 2 0 2

Windhoek Shanghai 1 5 8 118 11 56

129



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Sharon 0 0 0 1 0 1

Windhoek Sheffield 0 0 0 1 0 1

Windhoek Shilunga 0 0 0 3 0 2

Windhoek Shire 0 0 0 7 0 3

Windhoek Sigma 0 0 0 1 0 1

Windhoek Silver 0 0 0 2 0 1

Windhoek Simmentaler 0 0 0 4 0 2

Windhoek Simpson 0 0 0 8 0 3

Windhoek Sin 0 0 0 1 0 1

Windhoek Smit 0 0 0 2 0 1

Windhoek Snyman Circle 0 0 0 19 0 11

Windhoek Socrates 0 0 0 5 0 2

Windhoek Spencer 0 0 0 1 0 1

Windhoek Spreuke 0 0 1 1 1 0

Windhoek Springbok 0 0 0 3 0 2

Windhoek Stark 0 0 0 1 0 1

Windhoek Starling 0 0 0 3 0 2

Windhoek Steenbra 0 0 0 2 0 1

Windhoek Stein 0 0 0 8 0 4

Windhoek Stockholm 0 0 0 3 0 2

Windhoek Stokes 0 0 0 4 0 2

Windhoek Stonechat 0 0 0 3 0 2

Windhoek Storch 0 0 0 7 0 4

Windhoek Sukkot 0 0 2 20 2 12

Windhoek Sussex 0 0 0 2 0 1

Windhoek Sydney Atkinson 0 0 0 4 0 2

Windhoek Tacoma 0 0 0 38 0 20

Windhoek Tal Street 0 2 0 88 2 43

Windhoek Tauben 0 1 1 2 2 0

Windhoek Taurus 0 0 0 4 0 2

Windhoek Teinert 0 0 0 2 0 1

Windhoek Tennis 0 0 1 3 1 1

Windhoek Theo Wyngaardt 0 0 0 2 0 1



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Thorer 0 0 1 6 1 2

Windhoek Tienie Louw 0 0 0 2 0 1

Windhoek Tiptol 0 0 0 2 0 1

Windhoek Titanium 0 0 0 6 0 2

Windhoek Titus Namueja 0 0 0 2 0 2

Windhoek Tjikati 0 0 0 1 0 1

Windhoek Tommie Muller 0 0 0 8 0 3

Windhoek Topaas 0 0 0 1 0 1

Windhoek Trfit 0 0 0 1 0 1

Windhoek Trinidad 0 0 0 2 0 1

Windhoek Troas 0 0 0 1 0 1

Windhoek Trompet 0 0 0 1 0 1

Windhoek Tsondab 0 0 0 2 0 1

Windhoek Tucana 0 0 0 1 0 1

Windhoek Tugela 0 0 2 18 2 11

Windhoek Tuin Road 0 0 0 2 0 1

Windhoek Tunschel 0 0 0 8 0 5

Windhoek Uhland 0 1 1 37 2 19

Windhoek Uruguay 0 0 0 1 0 1

Windhoek Uutapi 0 0 0 1 0 1

Windhoek Van Coller 0 0 0 2 0 1

Windhoek Van den Heever 0 0 0 1 0 1

Windhoek Van der Bijl 0 0 0 1 0 1

Windhoek Van der Merwe 0 0 1 1 1 0

Windhoek Van Rhijn 0 0 0 5 0 3

Windhoek Van Zyl 0 0 0 4 0 2

Windhoek Venning 0 0 0 4 0 2

Windhoek Verdi 0 0 0 2 0 1

Windhoek Vesta 0 0 0 2 0 1

Windhoek Victor Nkandi 0 0 0 3 0 2

Windhoek Vienna 0 0 0 1 0 1

Windhoek Virgin Island 0 0 0 3 0 2

Windhoek Virgo 0 0 0 1 0 1



Serious injury

Slight injury

Not injured

Injury crashes

Damage only

Windhoek Visarend 0 1 3 54 4 27

Windhoek Voights 0 0 0 15 0 8

Windhoek Voigts 0 0 0 8 0 4

Winhoek Voigt 0 0 0 1 1

Windhoek Von Bodenhausen 0 0 0 2 0 1

Windhoek Von Eckenbrecher 0 0 0 2 0 1

Windhoek Vulture 0 1 0 1 1 0

WindhoekW Bypass NB Off ramp 0 0 1 4 1 2

WindhoekW Bypass SB Off ramp 1 0 0 6 1 3

Windhoek Walvis Bay 0 0 0 4 0 1

Windhoek Ward 0 0 0 1 0 1

Windhoek Warm 0 0 0 1 0 1

Windhoek Washington 0 0 2 0 1 0

Windhoek Wecke 0 0 0 11 0 6

Windhoek Wendy 0 0 2 7 1 3

Windhoek Werner List 0 0 2 107 1 53

Windhoek Western Bypass 2 5 7 79 10 48

WindhoekWestern Bypass NB Off ramp 0 0 0 11 0 7

Windhoek Wewer 0 0 0 2 0 1

Windhoek Willan 0 0 0 6 0 3

Windhoek Willemien 0 0 0 1 0 1

Windhoek Willibald Kapuenene 0 1 3 13 3 4

Windhoek Willie Gulubane 0 0 0 1 0 1

Windhoek Windswael 0 0 0 1 0 1

Windhoek Wipstert 0 0 0 1 0 1

Windhoek Witvalk 0 0 0 1 0 1

Windhoek Wright 0 0 0 2 0 1

Windhoek Zageus Mbaha 0 0 0 1 0 1

Windhoek Zambesi 0 0 0 6 0 4

Windhoek Zeus 0 0 0 1 0 1

Windhoek Ziegler 0 0 0 1 0 1

Total 66 450 1132 16699 1187 8714


Region Police Station Fatal injuries

Serious injury

Slight injury

Damage only

Caprivi Katima Mulilo 7 15 24 141

Omega 0 0 2 9

Kongola 0 0 3 10

Ngoma 3 7 6 7

Subtotal 10 22 35 167Erongo Swakopmund 2 31 84 553

Kuisebmond 2 22 62 188

Walvisbay 10 37 125 424

Narraville 2 2 6 38

Arandis 4 27 30 54

Omaruru 2 20 23 86

Hentiesbay 5 14 10 24

Karibib 7 24 33 79

Uis 0 2 6 15

Usakos 3 11 37 46

Subtotal 37 190 416 1507Hardap Mariental 4 17 28 113

Maltahohe 0 16 25 32

Stampriet 0 1 7 6

Gibeon 1 3 7 11

Kalkrand 8 8 7 22

Derm 0 1 3 6

Gochas 0 0 4 7

Aranos 0 7 2 15

Subtotal 13 53 83 212

Appendix V: Number of casualties by police station and regions



Serious injury

Slight injury

Damage only

Karas Keetmanshoop 2 30 44 243

Luderitz 3 7 16 71

Karasburg 1 12 19 39

Oranjemund 1 1 8 37

Bethanie 5 15 9 15

Noordoewer 1 1 1 13

Aus 0 1 4 6

Tses 2 7 5 6

Ariamsvlei 0 4 6 13

Koes 0 1 3 2

Aroab 0 3 1 1

Warmbad 0 0 0 2

Rosh Pinah 0 4 0 6

Subtotal 15 86 116 454Kavango Rundu 3 9 36 178

Mukwe 4 10 17 33

Kahenge 2 3 7 10

Mururani 3 6 5 10

(NO) Ndiyona 2 1 2 5

Subtotal 14 29 67 236Khomas Windhoek 20 122 348 5028

Katutura 6 57 136 983

Wanaheda 2 90 187 945

Hosea Kutako 1 15 13 68

Dordabis 0 3 3 10

Rehoboth 4 38 42 223

Okahandja 14 48 117 432

Nauchas 0 1 1 6

Subtotal 47 374 847 7695



Serious injury

Slight injury

Damage only

Kunene Opuwo 2 15 8 63

Kamanjab 1 12 16 37

Khorixas 1 10 16 46

Sesfontein 1 5 4 5

Werda 0 0 0 14

Ruacana 3 12 17 25

Okangwati 0 5 3 5

Subtotal 8 59 64 195Ohangwena Eenhana 4 12 18 34

Ohangwena 6 22 25 98

Okongo 0 0 7 10

Omungwelume 1 8 18 19

Omundaungilo 0 0 0 1

Ongha 1 3 4 4

Subtotal 12 45 72 166Omaheke Gobabis 7 46 39 157

Trans-Kalahari 1 1 10 4

Tallismanus 1 4 7 4

Leonardville 0 2 2 9

Witvlei 11 7 12 28

Du Plessis 0 10 9 6

Epukiro 0 3 12 7

Otjinene 0 5 7 6

Omitara 0 1 9 2

Subtotal 20 79 107 223Omusati Okahao 3 10 9 22

Onandjaba 0 0 0 1

Outapi 4 26 25 80

Onesi 0 0 2 4

Ogongo 0 0 0 2

Tsandi 1 8 6 18

Subtotal 8 44 42 127



Serious injury

Slight injury

Damage only

Oshana Oshakati 16 53 140 418

Ondangwa 28 80 99 292

Okatope 14 70 45 78

Ongwediva 4 23 68 181

Subtotal 62 226 352 969Oshikoto Tsumeb 0 5 13 86

Oshivello 10 41 40 112

Subtotal 10 46 53 198Otjozondjupa Otjiwarongo 1 13 37 372

Grootfontein 4 23 27 136

Otavi 9 47 44 88

Kombat 0 2 7 3

Hochfeld 4 8 16 14

Tsumkwe 1 8 17 25

Outjo 0 16 28 135

Kalkfeld 1 10 3 19

Osire 0 2 1 3

Maroelaboom 0 2 7 11

Okakarara 2 19 42 45

Subtotal 22 150 229 851

Total 278 1403 2483 13000

136


National Road Safety CouncilCnr Independence Avenue and Pupkewitz Street, Windhoek

P.O. Box 113 Windhoek, NamibiaTel: 061-231717Fax: 061-239745

Email: [email protected]© 2013


Documents

Road Accidents in Namibia - NRSC Road Accident...bers who become disabled as a result of injuries sustained in road traffic accidents. In 2009, Namibia records In 2009, Namibia records