Saint Lucia Road Usage KAP Survey Report
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About This Presentation
The Saint Lucia Road Usage KAP Survey Report (Knowledge, Attitudes, and Practices) established essential baseline data for the MHWCRRP Road Safety Campaign.
Key Findings of the Road Usage KAP Survey
• Knowledge vs. Compliance Gap: While road safety knowledge is high—with 97% awareness of seatbel...
Slide Content
A SOCIALLY-INCLUSIVE AND GENDER
RESPONSIVE ROAD SAFETY AWARENESS
COMMUNICATION CAMPAIGN
Contract n. 73599-C-34
Situation Analysis Report and Pre-KAP
Survey Results
February 2025 | v00
www.fredeng.eu
RESPONSIVE ROAD SAFETY AWARENESS
COMMUNICATION CAMPAIGN
Contract n. 73599-C-34
Situation Analysis Report and Pre-KAP
Survey Results
February 2025 | v00
www.fredeng.eu
Situation Analysis Report and Pre-KAP Survey Results | v00 1
Authors
FRED ENGINEERING
www.fredeng.eu
Paolo Perego
Anne Harewood George
Shannon Lebourne
Ref. FRED 24-17 LCA
Ref. Client 73599-C-34
Version Date Prepared by Revised by Approved by
v00 2025/02/24 PP, SL, & AH SJ SJ
Authors
FRED ENGINEERING
www.fredeng.eu
Paolo Perego
Anne Harewood George
Shannon Lebourne
Ref. FRED 24-17 LCA
Ref. Client 73599-C-34
Version Date Prepared by Revised by Approved by
v00 2025/02/24 PP, SL, & AH SJ SJ
Situation Analysis Report and Pre-KAP Survey Results | v00 2
List of
Abbreviations & Acronyms
Acronyms Meaning
KAP Knowledge, Attitudes, and Practices
MHWCR Millennium Highway and West Coast Road
MIPTPDUR
Ministry of Infrastructure, Ports, Transport,
Physical Development and Urban Renewal
NCPD National Council for Persons with Disabilities
PWDs People with Disabilities
STS School Travel Survey
List of
Abbreviations & Acronyms
Acronyms Meaning
KAP Knowledge, Attitudes, and Practices
MHWCR Millennium Highway and West Coast Road
MIPTPDUR
Ministry of Infrastructure, Ports, Transport,
Physical Development and Urban Renewal
NCPD National Council for Persons with Disabilities
PWDs People with Disabilities
STS School Travel Survey
Situation Analysis Report and Pre-KAP Survey Results | v00 3
Table of
Contents
1 Background ............................................................. 9
1.1 Introduction ........................................................ 9
1.2 Chapter Overview ................................................ 9
2 Stakeholder consultations ........................................ 11
2.1 Stakeholder consultations methodology ................. 11
2.2 Key Stakeholder Perspectives on Road Safety ........ 11
2.2.1 Interview with Police Findings ..................... 11
2.2.2 Interview with Local Principals Findings ........ 12
2.2.3 Interview with Fire Service Findings ............. 12
2.2.4 Interview with National Council of and For People
with Disabilities (NCPD) Findings ................. 12
2.2.5 Interview with Youth Non -Governmental
Organizations Findings ............................... 13
2.2.6 Interview with Women’s Non -Governmental
Organizations (Donation Foundation and Inspire)
Findings .................................................. 13
2.2.7 Interview with United and Strong Findings .... 13
2.2.8 Interview with Eastern Caribbean Alliance for
Diversity and Equality Findings .................... 14
2.2.9 Interview with St. Lucia Motor Sports Association
Findings .................................................. 14
2.2.10 Key Points from Interviews: ..................... 15
3 School Travel Survey (STS) ...................................... 16
3.1 Methodology ..................................................... 16
3.2 Data collected ................................................... 17
3.2.1 Demographic Data .................................... 17
3.2.2 Analysis of Travel Modes ............................ 18
3.2.3 Perception of Safety .................................. 21
3.2.4 Safety Awareness ..................................... 22
3.2.5 Feedback on Infrastructure ......................... 23
3.3 Conclusion and Key Findings................................ 25
4 Naturalistic observation ........................................... 26
4.1 Methodology ..................................................... 26
4.2 Data Collected................................................... 27
Seatbelt Use: .................................................... 27
Table of
Contents
1 Background ............................................................. 9
1.1 Introduction ........................................................ 9
1.2 Chapter Overview ................................................ 9
2 Stakeholder consultations ........................................ 11
2.1 Stakeholder consultations methodology ................. 11
2.2 Key Stakeholder Perspectives on Road Safety ........ 11
2.2.1 Interview with Police Findings ..................... 11
2.2.2 Interview with Local Principals Findings ........ 12
2.2.3 Interview with Fire Service Findings ............. 12
2.2.4 Interview with National Council of and For People
with Disabilities (NCPD) Findings ................. 12
2.2.5 Interview with Youth Non -Governmental
Organizations Findings ............................... 13
2.2.6 Interview with Women’s Non -Governmental
Organizations (Donation Foundation and Inspire)
Findings .................................................. 13
2.2.7 Interview with United and Strong Findings .... 13
2.2.8 Interview with Eastern Caribbean Alliance for
Diversity and Equality Findings .................... 14
2.2.9 Interview with St. Lucia Motor Sports Association
Findings .................................................. 14
2.2.10 Key Points from Interviews: ..................... 15
3 School Travel Survey (STS) ...................................... 16
3.1 Methodology ..................................................... 16
3.2 Data collected ................................................... 17
3.2.1 Demographic Data .................................... 17
3.2.2 Analysis of Travel Modes ............................ 18
3.2.3 Perception of Safety .................................. 21
3.2.4 Safety Awareness ..................................... 22
3.2.5 Feedback on Infrastructure ......................... 23
3.3 Conclusion and Key Findings................................ 25
4 Naturalistic observation ........................................... 26
4.1 Methodology ..................................................... 26
4.2 Data Collected................................................... 27
Seatbelt Use: .................................................... 27
Situation Analysis Report and Pre-KAP Survey Results | v00 4
Cell Phone Use: ................................................. 28
4.2.1 Day-by-Day Analysis: ................................ 29
4.3 Conclusion and Key Findings................................ 29
5 Pre-KAP Survey Findings .......................................... 31
5.1 Methodology ..................................................... 31
5.2 Data Collected................................................... 33
5.2.1 Demographic data ..................................... 33
5.2.2 Road Safety Knowledge ............................. 40
5.2.3 Road Safety Attitudes ................................ 42
5.2.4 Perceptions of Risk and Responsibility in Road
Crashes ................................................... 47
5.2.5 Perception of Traffic Calming and Speed
Enforcement ............................................ 49
5.2.6 Public Perception of Traffic Law Enforcement in
Saint Lucia ............................................... 53
5.2.7 Road Safety Practices ................................ 54
5.2.8 Crash or Near Crash Situation Experience ..... 57
5.2.9 Statistical Significance of Crash or Near-Crash
Experiences Across Demographics ............... 59
5.2.10 Main Causes of Crashes and Near-Crashes in
Saint Lucia ............................................... 59
5.2.11 Road Safety and Mobility Challenges for
Disabled Respondents in Saint Lucia ............ 61
5.3 Conclusion and Key Findings................................ 62
5.3.1 Key Findings ............................................ 62
5.3.2 Conclusion ............................................... 63
6 Situation Analysis ................................................... 65
6.1 Understanding Road User Behavior through
Psychological Theories ........................................ 65
6.2 Risk-Taking Behavior and Social Norms: Insights from
the Data .......................................................... 65
6.3 Implications for Campaign Design: Using Behavioral
Data as Leverage............................................... 66
6.3.1 Cognitive and Psychological Drivers of Risky
Behavior .................................................. 66
6.3.2 Targeting Social Norms and Group-Specific Risks
.............................................................. 67
6.3.3 Leveraging Multi-Source Data for a Behaviorally-
Informed Campaign ................................... 67
6.4 Conclusion ........................................................ 67
7 Conclusion ............................................................. 69
Cell Phone Use: ................................................. 28
4.2.1 Day-by-Day Analysis: ................................ 29
4.3 Conclusion and Key Findings................................ 29
5 Pre-KAP Survey Findings .......................................... 31
5.1 Methodology ..................................................... 31
5.2 Data Collected................................................... 33
5.2.1 Demographic data ..................................... 33
5.2.2 Road Safety Knowledge ............................. 40
5.2.3 Road Safety Attitudes ................................ 42
5.2.4 Perceptions of Risk and Responsibility in Road
Crashes ................................................... 47
5.2.5 Perception of Traffic Calming and Speed
Enforcement ............................................ 49
5.2.6 Public Perception of Traffic Law Enforcement in
Saint Lucia ............................................... 53
5.2.7 Road Safety Practices ................................ 54
5.2.8 Crash or Near Crash Situation Experience ..... 57
5.2.9 Statistical Significance of Crash or Near-Crash
Experiences Across Demographics ............... 59
5.2.10 Main Causes of Crashes and Near-Crashes in
Saint Lucia ............................................... 59
5.2.11 Road Safety and Mobility Challenges for
Disabled Respondents in Saint Lucia ............ 61
5.3 Conclusion and Key Findings................................ 62
5.3.1 Key Findings ............................................ 62
5.3.2 Conclusion ............................................... 63
6 Situation Analysis ................................................... 65
6.1 Understanding Road User Behavior through
Psychological Theories ........................................ 65
6.2 Risk-Taking Behavior and Social Norms: Insights from
the Data .......................................................... 65
6.3 Implications for Campaign Design: Using Behavioral
Data as Leverage............................................... 66
6.3.1 Cognitive and Psychological Drivers of Risky
Behavior .................................................. 66
6.3.2 Targeting Social Norms and Group-Specific Risks
.............................................................. 67
6.3.3 Leveraging Multi-Source Data for a Behaviorally-
Informed Campaign ................................... 67
6.4 Conclusion ........................................................ 67
7 Conclusion ............................................................. 69
Situation Analysis Report and Pre-KAP Survey Results | v00 5
7.1 Key Recommendations ....................................... 69
7.2 Final Thoughts .................................................. 69
Annex 1 – List of Engaged Stakeholders ......................... 70
Annex 2 – Questions Presented to Stakeholders .............. 74
Annex 3 – Training Presentation ................................... 76
7.1 Key Recommendations ....................................... 69
7.2 Final Thoughts .................................................. 69
Annex 1 – List of Engaged Stakeholders ......................... 70
Annex 2 – Questions Presented to Stakeholders .............. 74
Annex 3 – Training Presentation ................................... 76
Situation Analysis Report and Pre-KAP Survey Results | v00 6
List of
Figures
Figure 1 – School travel duration for students ................. 20
Figure 2 - School travel companions for students ............. 20
Figure 3 - Student arrival times at school ....................... 20
Figure 4 - Seatbelt usage reported by students ............... 21
Figure 5 - Presence of crossing guards reported by students
........................................................................... 23
Figure 6 - Request for sidewalk improvement reported by
students ................................................................ 24
Figure 7 - Request for crossing guards reported by students
........................................................................... 24
Figure 8 - Location of the Naturalist Observation ............. 26
Figure 9 - Reported driver seatbelt usage ....................... 27
Figure 10 - Reported front-seat passenger seatbelt usage . 28
Figure 11 - Reported rear-seat passenger seatbelt usage .. 28
Figure 12 - Reported driver cell phone usage .................. 29
Figure 13 - QR code for the online questionnaire ............. 32
Figure 14 - KAP Survey enumerator identification badge ... 32
Figure 15 – What is your gender? ................................. 33
Figure 16 - What is your age? ...................................... 34
Figure 17 – Which community do you live in? .................. 35
Figure 18 - What is the highest level of education you have
completed? ............................................................ 36
Figure 19 - Are you a licensed driver? ............................ 37
Figure 20 - Are you a licensed motorcyclist? ................... 37
Figure 21 – How often do you drive on the Millenium
Highway or West Coast Road? ................................... 38
Figure 22 - As a passenger, how often do you ride on the
Millenium Highway or West Coast Road? ..................... 39
Figure 23 - As a pedestrian, how often do you walk near the
Millenium Highway or West Coast Road? ..................... 39
List of
Figures
Figure 1 – School travel duration for students ................. 20
Figure 2 - School travel companions for students ............. 20
Figure 3 - Student arrival times at school ....................... 20
Figure 4 - Seatbelt usage reported by students ............... 21
Figure 5 - Presence of crossing guards reported by students
........................................................................... 23
Figure 6 - Request for sidewalk improvement reported by
students ................................................................ 24
Figure 7 - Request for crossing guards reported by students
........................................................................... 24
Figure 8 - Location of the Naturalist Observation ............. 26
Figure 9 - Reported driver seatbelt usage ....................... 27
Figure 10 - Reported front-seat passenger seatbelt usage . 28
Figure 11 - Reported rear-seat passenger seatbelt usage .. 28
Figure 12 - Reported driver cell phone usage .................. 29
Figure 13 - QR code for the online questionnaire ............. 32
Figure 14 - KAP Survey enumerator identification badge ... 32
Figure 15 – What is your gender? ................................. 33
Figure 16 - What is your age? ...................................... 34
Figure 17 – Which community do you live in? .................. 35
Figure 18 - What is the highest level of education you have
completed? ............................................................ 36
Figure 19 - Are you a licensed driver? ............................ 37
Figure 20 - Are you a licensed motorcyclist? ................... 37
Figure 21 – How often do you drive on the Millenium
Highway or West Coast Road? ................................... 38
Figure 22 - As a passenger, how often do you ride on the
Millenium Highway or West Coast Road? ..................... 39
Figure 23 - As a pedestrian, how often do you walk near the
Millenium Highway or West Coast Road? ..................... 39
Situation Analysis Report and Pre-KAP Survey Results | v00 7
Figure 24 - Road Safety Knowledge Results .................... 41
Figure 25 - Road Safety Attitude Results ........................ 43
Figure 26 - Gender-Comparison Do you agree that obeying
traffic rules makes a difference in preventing crashes? .. 44
Figure 27 – Gender-Comparison: Do you agree that
pedestrians should always have the right of way on
pedestrian crossings? .............................................. 45
Figure 28 – Age Comparison: Do you agree that men are
more likely to engage in risky driving? ....................... 46
Figure 29 - Identify the group or groups most at risk of
being killed on roads in St. Lucia? .............................. 48
Figure 30 – Which one of the following groups do you think
is most often responsible for causing road traffic crashes?
........................................................................... 49
Figure 31 - How supportive are you of introducing more
traffic calming measures? ......................................... 50
Figure 32 - How effective do you think current speed
enforcement measures are in reducing speeding? ........ 50
Figure 33 - How effective do you consider police patrols to
be in managing speed? ............................................ 51
Figure 34 - How supportive are you of introducing more
traffic calming measures in your area? ....................... 51
Figure 35 - How effective do you think current speed
enforcement measures are in reducing speeding? ........ 52
Figure 36 - How effective do you consider police patrols to
be in managing speed? ............................................ 52
Figure 37 - Do you think there is enough enforcement of
speed limits in your community? ............................... 53
Figure 38 - Do you think there is enough enforcement of
seatbelt laws in your community? .............................. 54
Figure 39 - Road Safety Practice Results ........................ 56
Figure 40 - Have you ever been in a crash or near-crash
situation? .............................................................. 57
Figure 41 - Gender-Comparison: Have you ever been in a
crash or near-crash situation? ................................... 58
Figure 42 - Age-Comparison: Have you ever been in a crash
or near-crash situation? ........................................... 58
Figure 24 - Road Safety Knowledge Results .................... 41
Figure 25 - Road Safety Attitude Results ........................ 43
Figure 26 - Gender-Comparison Do you agree that obeying
traffic rules makes a difference in preventing crashes? .. 44
Figure 27 – Gender-Comparison: Do you agree that
pedestrians should always have the right of way on
pedestrian crossings? .............................................. 45
Figure 28 – Age Comparison: Do you agree that men are
more likely to engage in risky driving? ....................... 46
Figure 29 - Identify the group or groups most at risk of
being killed on roads in St. Lucia? .............................. 48
Figure 30 – Which one of the following groups do you think
is most often responsible for causing road traffic crashes?
........................................................................... 49
Figure 31 - How supportive are you of introducing more
traffic calming measures? ......................................... 50
Figure 32 - How effective do you think current speed
enforcement measures are in reducing speeding? ........ 50
Figure 33 - How effective do you consider police patrols to
be in managing speed? ............................................ 51
Figure 34 - How supportive are you of introducing more
traffic calming measures in your area? ....................... 51
Figure 35 - How effective do you think current speed
enforcement measures are in reducing speeding? ........ 52
Figure 36 - How effective do you consider police patrols to
be in managing speed? ............................................ 52
Figure 37 - Do you think there is enough enforcement of
speed limits in your community? ............................... 53
Figure 38 - Do you think there is enough enforcement of
seatbelt laws in your community? .............................. 54
Figure 39 - Road Safety Practice Results ........................ 56
Figure 40 - Have you ever been in a crash or near-crash
situation? .............................................................. 57
Figure 41 - Gender-Comparison: Have you ever been in a
crash or near-crash situation? ................................... 58
Figure 42 - Age-Comparison: Have you ever been in a crash
or near-crash situation? ........................................... 58
Situation Analysis Report and Pre-KAP Survey Results | v00 8
Figure 43 - If you have been or almost been in a crash, what
was the main cause? ............................................... 60
Figure 44 – Gender-Comparison: If you have been or almost
been in a crash, what was the main cause? ................. 61
List of
Tables
Table 1 - Stakeholder engagement information ............... 70
Figure 43 - If you have been or almost been in a crash, what
was the main cause? ............................................... 60
Figure 44 – Gender-Comparison: If you have been or almost
been in a crash, what was the main cause? ................. 61
List of
Tables
Table 1 - Stakeholder engagement information ............... 70
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 9
1 Background
1.1 Introduction
The "Situation Analysis Report and Pre-KAP Survey Results" are a cornerstone of the
Socially Inclusive and Gender-Responsive Road Safety Awareness Communication
Campaign in Saint Lucia. This campaign is intrinsically linked to the Millennium Highway
and West Coast Road (MHWCR) upgrade project, which aims to address systemic road
safety challenges while fostering a culture of responsible and inclusive road usage.
Road traffic injuries are a critical public health issue globally, and Saint Lucia is no
exception. Vulnerable road users—including children, women, older people, and persons
with disabilities—bear a disproportionate burden of these incidents. Through a
combination of data-driven insights and stakeholder engagement, this report provides
a detailed roadmap for implementing targeted interventions to reduce crashes and
promote equitable access to safer roads nationwide.
This document consolidates findings from diverse methodologies, including stakeholder
consultations, surveys, and observational studies, ensuring a holistic understanding of
the current road safety landscape. Prioritizing inclusivity and gender responsiveness
aligns with global best practices while addressing the unique socio -economic and
cultural context of Saint Lucia.
1.2 Chapter Overview
This report is structured into the following chapters to guide the reader through an in-
depth analysis of road safety challenges and the proposed solutions:
Chapter 1: Background
This chapter introduces the socio-economic and infrastructural context of road safety in
Saint Lucia. It outlines the objectives of the MHWCR upgrade and the strategic
importance of integrating socially inclusive and gender-responsive approaches into road
safety interventions.
Chapter 2: Stakeholder Consultations
This chapter draws on discussions with governmental bodies, NGOs, private sector
actors, and community leaders to highlight the collective insights and priorities
identified during the consultation phase. It underscores the critical role of collaboration
in addressing road safety challenges.
Chapter 3: School Travel Survey
This chapter explores the commuting experiences of primary and secondary school
students, shedding light on their modes of transport, safety perceptions, and
infrastructural barriers. These form the foundation for interventions targeting younger
road users.
Chapter 4: Naturalistic Observation
Through real-world observation driver and passenger behaviors, such as seatbelt use
and mobile phone usage. These insights are crucial, through real-world observations for
identifying areas where enforcement and public awareness can be strengthened.
Chapter 5: Pre-KAP Survey Findings
Situation Analysis Report and Pre-KAP Survey Results | v00 9
1 Background
1.1 Introduction
The "Situation Analysis Report and Pre-KAP Survey Results" are a cornerstone of the
Socially Inclusive and Gender-Responsive Road Safety Awareness Communication
Campaign in Saint Lucia. This campaign is intrinsically linked to the Millennium Highway
and West Coast Road (MHWCR) upgrade project, which aims to address systemic road
safety challenges while fostering a culture of responsible and inclusive road usage.
Road traffic injuries are a critical public health issue globally, and Saint Lucia is no
exception. Vulnerable road users—including children, women, older people, and persons
with disabilities—bear a disproportionate burden of these incidents. Through a
combination of data-driven insights and stakeholder engagement, this report provides
a detailed roadmap for implementing targeted interventions to reduce crashes and
promote equitable access to safer roads nationwide.
This document consolidates findings from diverse methodologies, including stakeholder
consultations, surveys, and observational studies, ensuring a holistic understanding of
the current road safety landscape. Prioritizing inclusivity and gender responsiveness
aligns with global best practices while addressing the unique socio -economic and
cultural context of Saint Lucia.
1.2 Chapter Overview
This report is structured into the following chapters to guide the reader through an in-
depth analysis of road safety challenges and the proposed solutions:
Chapter 1: Background
This chapter introduces the socio-economic and infrastructural context of road safety in
Saint Lucia. It outlines the objectives of the MHWCR upgrade and the strategic
importance of integrating socially inclusive and gender-responsive approaches into road
safety interventions.
Chapter 2: Stakeholder Consultations
This chapter draws on discussions with governmental bodies, NGOs, private sector
actors, and community leaders to highlight the collective insights and priorities
identified during the consultation phase. It underscores the critical role of collaboration
in addressing road safety challenges.
Chapter 3: School Travel Survey
This chapter explores the commuting experiences of primary and secondary school
students, shedding light on their modes of transport, safety perceptions, and
infrastructural barriers. These form the foundation for interventions targeting younger
road users.
Chapter 4: Naturalistic Observation
Through real-world observation driver and passenger behaviors, such as seatbelt use
and mobile phone usage. These insights are crucial, through real-world observations for
identifying areas where enforcement and public awareness can be strengthened.
Chapter 5: Pre-KAP Survey Findings
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 10
This section examines the knowledge, attitudes, and practices related to road safety
among different demographic groups. It identifies key behavioral gaps and opportunities
for designing impactful awareness campaigns.
Chapter 6: Situation Analysis
Integrating data from previous chapters, this section comprehensively analyzes road
safety challenges in Saint Lucia. It highlights priority areas for intervention and offers
actionable recommendations to guide the campaign.
Chapter 7: Conclusion
The final chapter synthesizes the report's findings and sets the stage for the next steps.
It reinforces the importance of adopting a data-driven, inclusive, and gender-responsive
approach to achieving lasting improvements in road safety.
By weaving together quantitative data and qualitative insights, this report highlights
the road safety challenges in Saint Lucia and charts a clear course for mitigating them.
Its emphasis on inclusivity ensures that all road users, particularly the most vulnerable,
are considered in developing safer, more sustainable mobility solutions.
Situation Analysis Report and Pre-KAP Survey Results | v00 10
This section examines the knowledge, attitudes, and practices related to road safety
among different demographic groups. It identifies key behavioral gaps and opportunities
for designing impactful awareness campaigns.
Chapter 6: Situation Analysis
Integrating data from previous chapters, this section comprehensively analyzes road
safety challenges in Saint Lucia. It highlights priority areas for intervention and offers
actionable recommendations to guide the campaign.
Chapter 7: Conclusion
The final chapter synthesizes the report's findings and sets the stage for the next steps.
It reinforces the importance of adopting a data-driven, inclusive, and gender-responsive
approach to achieving lasting improvements in road safety.
By weaving together quantitative data and qualitative insights, this report highlights
the road safety challenges in Saint Lucia and charts a clear course for mitigating them.
Its emphasis on inclusivity ensures that all road users, particularly the most vulnerable,
are considered in developing safer, more sustainable mobility solutions.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 11
2 Stakeholder consultations
2.1 Stakeholder consultations methodolo gy
A strategic approach was taken with respect to the consultative process to ensure that
a cross section of government agencies, private sector entities and civil society
organizations provided their feedback and input about the road safety situation in Saint
Lucia. An effort was also made to include members of the public with the understanding
that the views of residents and citizens were equally important.
The methodology used combined qualitative (e.g. key informant interviews, focus
groups) and quantitative (naturalistic observations, KAP surveys, school travel surveys)
research methods to collect data with the aim of gathering evidence to inform the
development and implementation of a robust road safety campaign.
Face-to-face and virtual meetings were conducted with key government and civil society
stakeholders involved in Saint Lucia’s road safety ecosystem (Annex 1 for complete list
of stakeholders engaged). Consultations focused on agencies and individuals who could
provide insights into the current road safety landscape, communication strategies, and
potential partnerships for campaign development and implementation. While a
combination of interviews and focus groups was initially planned, key informant
interviews became the primary method due to the limited number of representatives
from most stakeholder agencies, except for the Saint Lucia Fire Service. Discussions
were guided by a set of semi-structured questions (see Annex 2), ensuring consistency
in data collection while allowing for structured dialogue.
2.2 Key Stakeholder Perspectives on Road Safety
The interviews with key stakeholders revealed several critical insights into road safety
challenges, enforcement gaps, and opportunities for improvement in Saint Lucia. These
findings are summarized as follows:
2.2.1 Interview with Police Findings
The main causes of crashes were speeding, driver inattention, drunk driving, and
fatigue. Enforcement challenges include a lack of speed guns, limited breathalyzer use,
insufficient manpower, and outdated mechanisms. Risky behaviors like mobile phone
use, low seatbelt compliance, and unsafe driving by young drivers and motorcyclists
were also noted. Critical roads like Millennium Highway and West Coast Road lack proper
signage and guardrails. The police called for enhanced road safety education,
particularly for school children, young drivers, and motorcyclists, as well as legislative
updates for rear-seat belt laws and child restraints. Proposed actions include improving
enforcement capacity and infrastructure, along with launching educational campaigns.
Stakeholder leaders such as the Deputy Chief Education Officer and others noted road
safety challenges, including infrastructural issues like the lack of sidewalks and visibility
on rural roads. They pointed out that road safety education is only taught at the infant
level, with no continuity in higher education levels, contributing to a lack of awareness
among older students. Data collection efforts, including surveys on school travel
methods, were proposed to inform targeted interventions. Communication s trategies
suggested using social media platforms for younger audiences and traditional media for
adults, and incorporating road safety into the school curriculum. Proposed actions
included creating thematic road safety clubs in schools, involving students in campaign
design, collaborating with local stakeholders, and partnering with private companies for
sponsorships.
Situation Analysis Report and Pre-KAP Survey Results | v00 11
2 Stakeholder consultations
2.1 Stakeholder consultations methodolo gy
A strategic approach was taken with respect to the consultative process to ensure that
a cross section of government agencies, private sector entities and civil society
organizations provided their feedback and input about the road safety situation in Saint
Lucia. An effort was also made to include members of the public with the understanding
that the views of residents and citizens were equally important.
The methodology used combined qualitative (e.g. key informant interviews, focus
groups) and quantitative (naturalistic observations, KAP surveys, school travel surveys)
research methods to collect data with the aim of gathering evidence to inform the
development and implementation of a robust road safety campaign.
Face-to-face and virtual meetings were conducted with key government and civil society
stakeholders involved in Saint Lucia’s road safety ecosystem (Annex 1 for complete list
of stakeholders engaged). Consultations focused on agencies and individuals who could
provide insights into the current road safety landscape, communication strategies, and
potential partnerships for campaign development and implementation. While a
combination of interviews and focus groups was initially planned, key informant
interviews became the primary method due to the limited number of representatives
from most stakeholder agencies, except for the Saint Lucia Fire Service. Discussions
were guided by a set of semi-structured questions (see Annex 2), ensuring consistency
in data collection while allowing for structured dialogue.
2.2 Key Stakeholder Perspectives on Road Safety
The interviews with key stakeholders revealed several critical insights into road safety
challenges, enforcement gaps, and opportunities for improvement in Saint Lucia. These
findings are summarized as follows:
2.2.1 Interview with Police Findings
The main causes of crashes were speeding, driver inattention, drunk driving, and
fatigue. Enforcement challenges include a lack of speed guns, limited breathalyzer use,
insufficient manpower, and outdated mechanisms. Risky behaviors like mobile phone
use, low seatbelt compliance, and unsafe driving by young drivers and motorcyclists
were also noted. Critical roads like Millennium Highway and West Coast Road lack proper
signage and guardrails. The police called for enhanced road safety education,
particularly for school children, young drivers, and motorcyclists, as well as legislative
updates for rear-seat belt laws and child restraints. Proposed actions include improving
enforcement capacity and infrastructure, along with launching educational campaigns.
Stakeholder leaders such as the Deputy Chief Education Officer and others noted road
safety challenges, including infrastructural issues like the lack of sidewalks and visibility
on rural roads. They pointed out that road safety education is only taught at the infant
level, with no continuity in higher education levels, contributing to a lack of awareness
among older students. Data collection efforts, including surveys on school travel
methods, were proposed to inform targeted interventions. Communication s trategies
suggested using social media platforms for younger audiences and traditional media for
adults, and incorporating road safety into the school curriculum. Proposed actions
included creating thematic road safety clubs in schools, involving students in campaign
design, collaborating with local stakeholders, and partnering with private companies for
sponsorships.
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Situation Analysis Report and Pre-KAP Survey Results | v00 12
2.2.2 Interview with Local Principals Findings
School principals raised concerns about infrastructure issues near schools, such as the
lack of sidewalks and safe drop-off zones. They noted risky behaviors among students
and the frequent occurrence of bus drivers stopping at unsafe locations. Some schools
lacked crossing guards, further increasing risks for students. Principals recommended
interactive initiatives like jingles, competitions, and collaborations with musicians to
engage students in road safety. They also emphasized using humor and Creole language
to make the messages more relatable. Proposed actions included student engagement
through jingles and competitions, advocating for improved infrastructure, and involving
private sector partners to fund initiatives like traffic wardens near schools.
2.2.3 Interview with Fire Service Findings
The St. Lucia Fire Service highlighted several critical factors contributing to road
crashes. Primary causes include speeding, poor road conditions (such as potholes, lack
of lighting, and signage), and distracted driving. Cultural habits, such as a lack of
defensive driving, also contribute significantly to crashes. Notably, the Millennium
Highway and West Coast Road were observed to lack shoulders, adequate lighting, and
pull-over areas for emergencies. These roads are prone to frequent tire changes and
crashes, particularly in narrow or poorly designed sections. Additionally, young male
drivers were identified as a particularly vulnerable group, with their risky driving
behaviors contributing to a higher incidence of road crashes. Elderly drivers may also
struggle to adapt to modern driving standards, and women and pedestrians often face
bullying or disregard on the roads. Public messaging needs to address these stereotypes
and promote equitable road use.
2.2.4 Interview with National Council of and For People with Disabilities (NCPD)
Findings
The National Council for Persons with Disabilities (NCPD) identified several challenges
that people with disabilities (PWDs) face in road safety. These challenges primarily stem
from a lack of accessible infrastructure, such as ramps and proper pathways, w hich
severely restricts mobility for PWDs. Additionally, the absence of Braille on road signs
poses difficulties for the visually impaired. The lack of consideration for pedestrian
crossings, where drivers often fail to prioritize them, adds to the issue. Public
transportation for PWDs is also insufficient, as hydraulic buses for wheelchair users are
scarce, and the high cost of transportation is another barrier. While the government has
discussed improving infrastructure for PWDs, these discussions have not yet resulted in
any significant changes, and there is no public transportation system specifically
designed for PWDs. The NCPD does organize mobility clinics to provide aid, but there is
a need for systemic changes to create a more inclusive environment. The campaign’s
main objective is to increase awareness about these challenges and promote the
creation of accessible infrastructure and transportation systems for PWDs. This includes
educating bus drivers and the public about disability inclusion and customer service,
with a focus on using community networks and cultural icons for messaging. The
campaign will utilize both traditional and modern media channels such as social media
platforms, radio, and advocacy media. Partnerships with organizations like the Blind
Welfare Association will help disseminate the message more widely. Success will be
measured by social media engagement, feedback from PWDs, and stakeholder
participation. Sustainability of the campaign will rely on recruiting volunteers through
networks like Volunteer St. Lucia, with incentives such as stipends to maintain
engagement. Proposed actions include creating jingles with local artists and holding
competitions in schools to raise awareness about road safety for PWDs.
Situation Analysis Report and Pre-KAP Survey Results | v00 12
2.2.2 Interview with Local Principals Findings
School principals raised concerns about infrastructure issues near schools, such as the
lack of sidewalks and safe drop-off zones. They noted risky behaviors among students
and the frequent occurrence of bus drivers stopping at unsafe locations. Some schools
lacked crossing guards, further increasing risks for students. Principals recommended
interactive initiatives like jingles, competitions, and collaborations with musicians to
engage students in road safety. They also emphasized using humor and Creole language
to make the messages more relatable. Proposed actions included student engagement
through jingles and competitions, advocating for improved infrastructure, and involving
private sector partners to fund initiatives like traffic wardens near schools.
2.2.3 Interview with Fire Service Findings
The St. Lucia Fire Service highlighted several critical factors contributing to road
crashes. Primary causes include speeding, poor road conditions (such as potholes, lack
of lighting, and signage), and distracted driving. Cultural habits, such as a lack of
defensive driving, also contribute significantly to crashes. Notably, the Millennium
Highway and West Coast Road were observed to lack shoulders, adequate lighting, and
pull-over areas for emergencies. These roads are prone to frequent tire changes and
crashes, particularly in narrow or poorly designed sections. Additionally, young male
drivers were identified as a particularly vulnerable group, with their risky driving
behaviors contributing to a higher incidence of road crashes. Elderly drivers may also
struggle to adapt to modern driving standards, and women and pedestrians often face
bullying or disregard on the roads. Public messaging needs to address these stereotypes
and promote equitable road use.
2.2.4 Interview with National Council of and For People with Disabilities (NCPD)
Findings
The National Council for Persons with Disabilities (NCPD) identified several challenges
that people with disabilities (PWDs) face in road safety. These challenges primarily stem
from a lack of accessible infrastructure, such as ramps and proper pathways, w hich
severely restricts mobility for PWDs. Additionally, the absence of Braille on road signs
poses difficulties for the visually impaired. The lack of consideration for pedestrian
crossings, where drivers often fail to prioritize them, adds to the issue. Public
transportation for PWDs is also insufficient, as hydraulic buses for wheelchair users are
scarce, and the high cost of transportation is another barrier. While the government has
discussed improving infrastructure for PWDs, these discussions have not yet resulted in
any significant changes, and there is no public transportation system specifically
designed for PWDs. The NCPD does organize mobility clinics to provide aid, but there is
a need for systemic changes to create a more inclusive environment. The campaign’s
main objective is to increase awareness about these challenges and promote the
creation of accessible infrastructure and transportation systems for PWDs. This includes
educating bus drivers and the public about disability inclusion and customer service,
with a focus on using community networks and cultural icons for messaging. The
campaign will utilize both traditional and modern media channels such as social media
platforms, radio, and advocacy media. Partnerships with organizations like the Blind
Welfare Association will help disseminate the message more widely. Success will be
measured by social media engagement, feedback from PWDs, and stakeholder
participation. Sustainability of the campaign will rely on recruiting volunteers through
networks like Volunteer St. Lucia, with incentives such as stipends to maintain
engagement. Proposed actions include creating jingles with local artists and holding
competitions in schools to raise awareness about road safety for PWDs.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 13
2.2.5 Interview with Youth Non-Governmental Organizations Findings
Youth organizations identified significant road safety issues in Saint Lucia, including
infrastructure problems like potholes and inadequate guardrails, particularly on the
West Coast Road. Reckless driving behaviors, such as overtaking on corners and
ignoring road signs, were highlighted as common problems. The lack of awareness
among pedestrians, who often cross streets without ensuring vehicles have stopped,
further exacerbates safety risks. Additionally, unsafe practices among cyclists and
motorcyclists contribute to the overall road safety concerns. Despite these challenges,
participants expressed optimism that the road safety campaign could improve driving
habits and foster a stronger road safety culture in Saint Lucia. Defensive driving
programs and refresher courses were suggested as effective tools to raise awareness,
particularly for young drivers. Vulnerable groups like children, the elderly, and the
differently-abled were noted as particularly at risk on the roads, and participants agreed
that the campaign should target these groups with specific messaging. Effective
messaging ideas included emphasizing caution and consequences, with suggestions for
dark humor to grab attention, such as a message about "Drive safe —we’ve got your
size [coffin]." Youth organizations pledged to assist in distributing materials through
their networks and conducting focus groups and surveys to gather data on public
attitudes and behaviors regarding road safety. There was also recognition of the
gendered perceptions around driving, with the campaign aiming to address stereotypes
about female drivers being less competent. Creating memorable jingles and slogans
was proposed to leave a lasting impression.
2.2.6 Interview with Women’s Non-Governmental Organizations (Donation Foundation
and Inspire) Findings
Women’s organizations identified reckless driving as a major issue in road safety,
particularly among bus and public transport drivers. Participants emphasized the need
for more police presence, especially in school zones, and suggested that more sidewalks
and barriers should be constructed along roads to prevent fatal accidents. They also
noted that delivering road safety messages in both English and Creole would increase
the campaign’s effectiveness. Graphic images and jingles were seen as the most
effective means of catching attention, as many people do not read billboards. Messaging
focused on seatbelt use and speeding was suggested, with a preference for visual
campaigns. Radio and social media platforms were considered the most effective
channels for reaching diverse populations. The community’s feedback collection was
seen as essential, with a suggestion to use "street theater" as a way to visually
demonstrate the consequences of road accidents. Potential partnerships with private
sector companies like Sandals Resorts International and Massey Supermarkets were
discussed, and the possibility of collaborating with individuals like Jackie Williams, who
advocates for road safety after the tragic loss of her daughter, was explored. Proposed
actions included establishing a volunteer network to support the campaign, and using
social media and traditional media to spread information.
2.2.7 Interview with United and Strong Findings
United and Strong identified key road safety issues, including lawlessness and a lack of
adherence to traffic rules by both drivers and pedestrians. Common problems include
drivers ignoring traffic signs and signals, as well as insufficient caution when using the
roads. Poor road conditions and the lack of accessible infrastructure for disabled
individuals, such as ramps and pedestrian signals, were also noted as significant
challenges. Regarding gender dynamics, there is a perception that women are less
capable drivers, leading to gendered criticism of their driving skills, while men,
particularly bus drivers, are seen as dominating the roads with aggressive driving
Situation Analysis Report and Pre-KAP Survey Results | v00 13
2.2.5 Interview with Youth Non-Governmental Organizations Findings
Youth organizations identified significant road safety issues in Saint Lucia, including
infrastructure problems like potholes and inadequate guardrails, particularly on the
West Coast Road. Reckless driving behaviors, such as overtaking on corners and
ignoring road signs, were highlighted as common problems. The lack of awareness
among pedestrians, who often cross streets without ensuring vehicles have stopped,
further exacerbates safety risks. Additionally, unsafe practices among cyclists and
motorcyclists contribute to the overall road safety concerns. Despite these challenges,
participants expressed optimism that the road safety campaign could improve driving
habits and foster a stronger road safety culture in Saint Lucia. Defensive driving
programs and refresher courses were suggested as effective tools to raise awareness,
particularly for young drivers. Vulnerable groups like children, the elderly, and the
differently-abled were noted as particularly at risk on the roads, and participants agreed
that the campaign should target these groups with specific messaging. Effective
messaging ideas included emphasizing caution and consequences, with suggestions for
dark humor to grab attention, such as a message about "Drive safe —we’ve got your
size [coffin]." Youth organizations pledged to assist in distributing materials through
their networks and conducting focus groups and surveys to gather data on public
attitudes and behaviors regarding road safety. There was also recognition of the
gendered perceptions around driving, with the campaign aiming to address stereotypes
about female drivers being less competent. Creating memorable jingles and slogans
was proposed to leave a lasting impression.
2.2.6 Interview with Women’s Non-Governmental Organizations (Donation Foundation
and Inspire) Findings
Women’s organizations identified reckless driving as a major issue in road safety,
particularly among bus and public transport drivers. Participants emphasized the need
for more police presence, especially in school zones, and suggested that more sidewalks
and barriers should be constructed along roads to prevent fatal accidents. They also
noted that delivering road safety messages in both English and Creole would increase
the campaign’s effectiveness. Graphic images and jingles were seen as the most
effective means of catching attention, as many people do not read billboards. Messaging
focused on seatbelt use and speeding was suggested, with a preference for visual
campaigns. Radio and social media platforms were considered the most effective
channels for reaching diverse populations. The community’s feedback collection was
seen as essential, with a suggestion to use "street theater" as a way to visually
demonstrate the consequences of road accidents. Potential partnerships with private
sector companies like Sandals Resorts International and Massey Supermarkets were
discussed, and the possibility of collaborating with individuals like Jackie Williams, who
advocates for road safety after the tragic loss of her daughter, was explored. Proposed
actions included establishing a volunteer network to support the campaign, and using
social media and traditional media to spread information.
2.2.7 Interview with United and Strong Findings
United and Strong identified key road safety issues, including lawlessness and a lack of
adherence to traffic rules by both drivers and pedestrians. Common problems include
drivers ignoring traffic signs and signals, as well as insufficient caution when using the
roads. Poor road conditions and the lack of accessible infrastructure for disabled
individuals, such as ramps and pedestrian signals, were also noted as significant
challenges. Regarding gender dynamics, there is a perception that women are less
capable drivers, leading to gendered criticism of their driving skills, while men,
particularly bus drivers, are seen as dominating the roads with aggressive driving
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 14
behaviors. The lack of representation of women in operating heavy equipment is also a
gendered social norm that needs to be addressed. Messaging for the road safety
campaign should focus on promoting caution and attentiveness, respecting traffic signs,
and considering the needs of vulnerable road users. The campaign should also target
both English and Creole-speaking audiences, using cultural icons like bus drivers’
association representatives, youth leaders, and disability advocates. Social media
platforms like TikTok, Instagram, and Facebook will be effective for engaging younger
audiences, while traditional media such as radio and television will reach rural and older
populations. United and Strong can play a key role in spreading road safety messages
through their social media platforms and offer capacity-building support. In terms of
volunteer engagement, incentives such as stipends should be provided to maintain
active participation. Proposed actions include creating Creole and culturally relevant
messaging, partnering with advocacy groups and influencers, collaborating with driving
schools, and building a volunteer network with clear incentives to ensure consistent
engagement. The private sector should also be explored for potential partnerships,
particularly with the Chamber of Commerce.
2.2.8 Interview with Eastern Caribbean Alliance for Diversity and Equality Findings
The Eastern Caribbean Alliance for Diversity and Equality highlighted several road safety
challenges in Saint Lucia, including poor road conditions and inadequate infrastructure
such as a lack of sidewalks, signage, and cycling lanes. Unsafe driving practi ces,
including speeding and failure to adhere to traffic rules, were also noted. The low level
of awareness among pedestrians, drivers, and motorcyclists about road safety further
compounds the problem. The campaign should focus on raising awareness of the se
issues and addressing the lack of education on new infrastructure, such as roundabouts.
Targeted messaging for different demographics, such as younger drivers and Creole -
speaking older populations, is essential. There is also a need to engage local influencers,
community leaders, and driving schools to spread the road safety message. Social
media platforms will be effective for disseminating information, while traditional media
such as radio and television will help reach rural populations. The campaign should
highlight the dangers of speeding and unsafe driving, with visually compelling
messaging to grab attention. Key advocates for the campaign should include public
figures like bus drivers' representatives and youth leaders, as well as organizations such
as the Blind Welfare Association. Proposed actions include collaborating with influencers
and driving schools to educate drivers, and using both traditional and social media to
spread the message. The campaign should focus on clear, impactful messaging and
leverage the support of all stakeholders to ensure its success.
2.2.9 Interview with St. Lucia Motor Sports Association Findings
The interview with the Motor Sports Association emphasized that some of the key road
infrastructural issues included narrow roads, poorly placed pedestrian crossings, and a
lack of essential infrastructure like overhead walkways and amber lights near schools.
Unsafe road user behavior, such as jaywalking, improper merging, and minibus drivers
misusing bus stops, further exacerbates risks. The increase of used cars being utilized
on the roadways with questionable quality, unregulated tire standards, and overloaded
trucks contribute to hazardous road conditions. Enforcement is weakened by limited
police resources, outdated or unenforced traffic laws, and inadequate regulation of
public transport vehicles. Cultural and communication barriers also hinder road safety
efforts, with irregular public messaging, limited use of Creole, and political affiliations
affecting advocacy. To address these issues, awareness campaigns should target
different road users, incorporate local influencers, and use Creole messaging.
Enforcement improvements should include increased police patrols, innovative
Situation Analysis Report and Pre-KAP Survey Results | v00 14
behaviors. The lack of representation of women in operating heavy equipment is also a
gendered social norm that needs to be addressed. Messaging for the road safety
campaign should focus on promoting caution and attentiveness, respecting traffic signs,
and considering the needs of vulnerable road users. The campaign should also target
both English and Creole-speaking audiences, using cultural icons like bus drivers’
association representatives, youth leaders, and disability advocates. Social media
platforms like TikTok, Instagram, and Facebook will be effective for engaging younger
audiences, while traditional media such as radio and television will reach rural and older
populations. United and Strong can play a key role in spreading road safety messages
through their social media platforms and offer capacity-building support. In terms of
volunteer engagement, incentives such as stipends should be provided to maintain
active participation. Proposed actions include creating Creole and culturally relevant
messaging, partnering with advocacy groups and influencers, collaborating with driving
schools, and building a volunteer network with clear incentives to ensure consistent
engagement. The private sector should also be explored for potential partnerships,
particularly with the Chamber of Commerce.
2.2.8 Interview with Eastern Caribbean Alliance for Diversity and Equality Findings
The Eastern Caribbean Alliance for Diversity and Equality highlighted several road safety
challenges in Saint Lucia, including poor road conditions and inadequate infrastructure
such as a lack of sidewalks, signage, and cycling lanes. Unsafe driving practi ces,
including speeding and failure to adhere to traffic rules, were also noted. The low level
of awareness among pedestrians, drivers, and motorcyclists about road safety further
compounds the problem. The campaign should focus on raising awareness of the se
issues and addressing the lack of education on new infrastructure, such as roundabouts.
Targeted messaging for different demographics, such as younger drivers and Creole -
speaking older populations, is essential. There is also a need to engage local influencers,
community leaders, and driving schools to spread the road safety message. Social
media platforms will be effective for disseminating information, while traditional media
such as radio and television will help reach rural populations. The campaign should
highlight the dangers of speeding and unsafe driving, with visually compelling
messaging to grab attention. Key advocates for the campaign should include public
figures like bus drivers' representatives and youth leaders, as well as organizations such
as the Blind Welfare Association. Proposed actions include collaborating with influencers
and driving schools to educate drivers, and using both traditional and social media to
spread the message. The campaign should focus on clear, impactful messaging and
leverage the support of all stakeholders to ensure its success.
2.2.9 Interview with St. Lucia Motor Sports Association Findings
The interview with the Motor Sports Association emphasized that some of the key road
infrastructural issues included narrow roads, poorly placed pedestrian crossings, and a
lack of essential infrastructure like overhead walkways and amber lights near schools.
Unsafe road user behavior, such as jaywalking, improper merging, and minibus drivers
misusing bus stops, further exacerbates risks. The increase of used cars being utilized
on the roadways with questionable quality, unregulated tire standards, and overloaded
trucks contribute to hazardous road conditions. Enforcement is weakened by limited
police resources, outdated or unenforced traffic laws, and inadequate regulation of
public transport vehicles. Cultural and communication barriers also hinder road safety
efforts, with irregular public messaging, limited use of Creole, and political affiliations
affecting advocacy. To address these issues, awareness campaigns should target
different road users, incorporate local influencers, and use Creole messaging.
Enforcement improvements should include increased police patrols, innovative
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 15
compliance measures like parked patrol cars, and stricter regulations for public
transport operators. Infrastructure enhancements, such as better signage, redesigned
bus stops, and long-term investments in overpasses and road expansions, are also
necessary.
2.2.10 Key Points from Interviews:
▪ Speeding, distracted driving, drunk driving, and fatigue are the main causes of
crashes.
▪ Enforcement challenges include a lack of speed guns, limited use of
breathalyzers, manpower shortages, and outdated traffic laws.
▪ Poor road conditions, lack of sidewalks, inadequate signage, and unsafe crossings
are significant infrastructure issues, particularly on Millennium Highway and West
Coast Road.
▪ Public transportation for PWDs is limited, with no hydraulic buses for wheelchair
users, and transportation is expensive.
▪ Road safety education is minimal in schools, and there are proposals to integrate
it into the curriculum.
▪ Gender stereotypes around driving, aggressive road behavior, and low seatbelt
compliance are cultural barriers to road safety.
▪ Communication strategies should include English and Creole messaging, using
social media for younger audiences and traditional media like radio and TV for
broader reach.
Situation Analysis Report and Pre-KAP Survey Results | v00 15
compliance measures like parked patrol cars, and stricter regulations for public
transport operators. Infrastructure enhancements, such as better signage, redesigned
bus stops, and long-term investments in overpasses and road expansions, are also
necessary.
2.2.10 Key Points from Interviews:
▪ Speeding, distracted driving, drunk driving, and fatigue are the main causes of
crashes.
▪ Enforcement challenges include a lack of speed guns, limited use of
breathalyzers, manpower shortages, and outdated traffic laws.
▪ Poor road conditions, lack of sidewalks, inadequate signage, and unsafe crossings
are significant infrastructure issues, particularly on Millennium Highway and West
Coast Road.
▪ Public transportation for PWDs is limited, with no hydraulic buses for wheelchair
users, and transportation is expensive.
▪ Road safety education is minimal in schools, and there are proposals to integrate
it into the curriculum.
▪ Gender stereotypes around driving, aggressive road behavior, and low seatbelt
compliance are cultural barriers to road safety.
▪ Communication strategies should include English and Creole messaging, using
social media for younger audiences and traditional media like radio and TV for
broader reach.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 16
3 School Travel Survey (STS)
3.1 Methodology
Understanding how students commute to school is essential for designing effective
transportation policies and ensuring road safety. The mode of travel influences various
facets of daily life, from traffic congestion to environmental sustainability and even
students' well-being. Students who walk or cycle to school often experience health
benefits. At the same time, those reliant on buses or private cars face challenges like
delays due to congestion or risks associated with unsafe roads. Insights from the School
Travel Survey provide a valuable foundation for addressing these challenges. This
survey highlights current commuting patterns and uncovers critical issues related to
safety, accessibility, and sustainability. The findings aim to inform targeted
interventions that can create safer and more equitable mobility systems for students.
The School Travel Survey was carefully designed to capture a holistic and realistic
picture of travel habits and road safety awareness among students. It was structured
into five comprehensive sections, each targeting specific aspects of the school commute
experience:
▪ Demographics: The first section collected essential information about
respondents, such as age, gender, grade level, and school location. This data
provided the demographic context needed to analyze travel trends and correlate
findings with specific groups, ensuring a nuanced understanding of the issues.
▪ Travel Details: This section delved into how students typically travel to school,
recording modes of transport (e.g., walking, cycling, buses, private cars) and
factors like travel time and distance. Including questions about travel
companionship (whether students commuted alone, with friends, or with family)
added depth to the analysis, offering insights into social dynamics during the
journey.
▪ Safety Concerns: This section's questions explored students’ perceptions of
safety while commuting. Respondents were asked to identify specific hazards,
such as speeding vehicles, a lack of pedestrian crossings, or dangerous
intersections. These details helped paint a clear picture of the risks students
encounter daily.
▪ Safety Awareness: This part assessed students' familiarity with road safety rules
and practices, highlighting gaps in knowledge or exposure to education programs.
Questions also examined the presence of traffic officers or crossing guards near
schools, which is often a critical factor in improving road safety for students.
▪ Feedback on Infrastructure: Finally, students were invited to share their thoughts
on improving infrastructure to enhance safety. Suggestions ranged from more
pedestrian crossings to better signage and sidewalks, providing actionable
insights for policymakers.
The balance of closed and open-ended questions ensured that the survey captured
quantifiable data and qualitative feedback, offering a robust foundation for analysis.
The survey was administered via paper-based questionnaires to ensure accessibility and
inclusion across different socioeconomic backgrounds. Field visits were strategically
planned to maximize response rates and engage directly with students:
▪ Monday, 25 November: The team visited Ciceron Primary and Secondary Schools,
distributing surveys and providing guidance on completing them.
Situation Analysis Report and Pre-KAP Survey Results | v00 16
3 School Travel Survey (STS)
3.1 Methodology
Understanding how students commute to school is essential for designing effective
transportation policies and ensuring road safety. The mode of travel influences various
facets of daily life, from traffic congestion to environmental sustainability and even
students' well-being. Students who walk or cycle to school often experience health
benefits. At the same time, those reliant on buses or private cars face challenges like
delays due to congestion or risks associated with unsafe roads. Insights from the School
Travel Survey provide a valuable foundation for addressing these challenges. This
survey highlights current commuting patterns and uncovers critical issues related to
safety, accessibility, and sustainability. The findings aim to inform targeted
interventions that can create safer and more equitable mobility systems for students.
The School Travel Survey was carefully designed to capture a holistic and realistic
picture of travel habits and road safety awareness among students. It was structured
into five comprehensive sections, each targeting specific aspects of the school commute
experience:
▪ Demographics: The first section collected essential information about
respondents, such as age, gender, grade level, and school location. This data
provided the demographic context needed to analyze travel trends and correlate
findings with specific groups, ensuring a nuanced understanding of the issues.
▪ Travel Details: This section delved into how students typically travel to school,
recording modes of transport (e.g., walking, cycling, buses, private cars) and
factors like travel time and distance. Including questions about travel
companionship (whether students commuted alone, with friends, or with family)
added depth to the analysis, offering insights into social dynamics during the
journey.
▪ Safety Concerns: This section's questions explored students’ perceptions of
safety while commuting. Respondents were asked to identify specific hazards,
such as speeding vehicles, a lack of pedestrian crossings, or dangerous
intersections. These details helped paint a clear picture of the risks students
encounter daily.
▪ Safety Awareness: This part assessed students' familiarity with road safety rules
and practices, highlighting gaps in knowledge or exposure to education programs.
Questions also examined the presence of traffic officers or crossing guards near
schools, which is often a critical factor in improving road safety for students.
▪ Feedback on Infrastructure: Finally, students were invited to share their thoughts
on improving infrastructure to enhance safety. Suggestions ranged from more
pedestrian crossings to better signage and sidewalks, providing actionable
insights for policymakers.
The balance of closed and open-ended questions ensured that the survey captured
quantifiable data and qualitative feedback, offering a robust foundation for analysis.
The survey was administered via paper-based questionnaires to ensure accessibility and
inclusion across different socioeconomic backgrounds. Field visits were strategically
planned to maximize response rates and engage directly with students:
▪ Monday, 25 November: The team visited Ciceron Primary and Secondary Schools,
distributing surveys and providing guidance on completing them.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 17
▪ Tuesday, 26 November: Surveys were conducted at Soufriere Primary and
Secondary Schools, ensuring a representative sample from diverse geographic
areas.
This hands-on approach allowed the survey team to clarify questions and encourage
honest responses, particularly on sensitive topics like road safety concerns. These
measures fostered trust and ensured the integrity of the survey.
3.2 Data collected
3.2.1 Demographic Data
The demographic composition of the survey participants provides critical context for
understanding school travel patterns and perceptions of safety. By examining gender,
age, and educational level, the data offers insights into how these factors influence
commuting behaviors and road safety awareness.
Gender Distribution
The survey captured responses from a diverse and balanced group of students across
both primary and secondary schools:
Primary Schools:
Male students: 37 students accounted for 48% of the primary school respondents.
Female students: 40 students represented 52% of the primary school sample.
Total primary school respondents: 77 students.
The data shows a nearly even distribution between boys and girls, ensuring that both
genders are adequately represented.
Secondary Schools:
Male students: 36 students made up 44% of secondary school respondents.
Female students: 44 students constituted the majority at 54%.
Two students (2%) preferred not to disclose their gender.
Total secondary school respondents: 82 students.
Overall Totals:
Male students: 73 students, representing 46% of the total sample.
Female students: 84 students, making up 53% of the total sample.
Students who preferred not to say: 2 students, comprising 1% of the total.
Total: 159 respondents
The balance in gender representation between primary and secondary schools ensures
that the data can be analyzed confidently, capturing diverse experiences and
perspectives.
Age Breakdown
The average ages of the students reflect their educational levels, with clear differences
between primary and secondary school respondents:
Situation Analysis Report and Pre-KAP Survey Results | v00 17
▪ Tuesday, 26 November: Surveys were conducted at Soufriere Primary and
Secondary Schools, ensuring a representative sample from diverse geographic
areas.
This hands-on approach allowed the survey team to clarify questions and encourage
honest responses, particularly on sensitive topics like road safety concerns. These
measures fostered trust and ensured the integrity of the survey.
3.2 Data collected
3.2.1 Demographic Data
The demographic composition of the survey participants provides critical context for
understanding school travel patterns and perceptions of safety. By examining gender,
age, and educational level, the data offers insights into how these factors influence
commuting behaviors and road safety awareness.
Gender Distribution
The survey captured responses from a diverse and balanced group of students across
both primary and secondary schools:
Primary Schools:
Male students: 37 students accounted for 48% of the primary school respondents.
Female students: 40 students represented 52% of the primary school sample.
Total primary school respondents: 77 students.
The data shows a nearly even distribution between boys and girls, ensuring that both
genders are adequately represented.
Secondary Schools:
Male students: 36 students made up 44% of secondary school respondents.
Female students: 44 students constituted the majority at 54%.
Two students (2%) preferred not to disclose their gender.
Total secondary school respondents: 82 students.
Overall Totals:
Male students: 73 students, representing 46% of the total sample.
Female students: 84 students, making up 53% of the total sample.
Students who preferred not to say: 2 students, comprising 1% of the total.
Total: 159 respondents
The balance in gender representation between primary and secondary schools ensures
that the data can be analyzed confidently, capturing diverse experiences and
perspectives.
Age Breakdown
The average ages of the students reflect their educational levels, with clear differences
between primary and secondary school respondents:
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Primary Schools:
Male students had an average age of 11.4 years, while female students averaged
slightly younger at 10.9 years.
The overall average age for primary school respondents was 11.2 years.
This aligns with the expected age range for students in primary education, typically
between 6 and 12 years.
Secondary Schools:
Male students had an average age of 14.9 years, with female students slightly older
at 15.1 years.
The overall average age for secondary school respondents was 15.1 years.
These figures fall within the typical range for secondary education, which generally
includes students aged 13 to 18.
The data represents a balanced mix of students from both primary and secondary
schools:
Primary school students accounted for 48% of the sample.
Secondary school students made up 52% of the total respondents.
This near-equal representation allows for a comparative analysis of travel patterns and
safety perceptions between younger and older students, highlighting the evolving needs
as children grow older.
3.2.2 Analysis of Travel Modes
The survey revealed diverse student travel patterns, reflecting varying access to
resources, infrastructure, and parental preferences. The following breakdown highlights
the frequency and characteristics of each mode of transport.
Modes of Transport
Walking
Walking was the most common mode of transport, with 60 students (approximately
38% of the total sample) reporting it as their primary means of commuting to school.
This mode was especially prevalent among primary school students, accounting for 25
walkers compared to 29 from secondary schools.
Walking is favored for its accessibility and zero cost, particularly in urban areas where
schools are located near residential zones. However, safety concerns were frequently
cited due to high traffic volumes, lack of pedestrian crossings, and unsafe sidewalks.
Public Transport
Public buses served as a vital mode for 35 students (22% of the sample), with secondary
school students (24 users) relying more heavily on this option compared to primary
school students (11 users). The preference for public transport was largely driven by
the greater distances traveled by secondary school students, especially in rural areas.
Challenges such as overcrowding, inconsistent schedules, and safety concerns related
to driver behavior were prominent issues.
Private Cars
Situation Analysis Report and Pre-KAP Survey Results | v00 18
Primary Schools:
Male students had an average age of 11.4 years, while female students averaged
slightly younger at 10.9 years.
The overall average age for primary school respondents was 11.2 years.
This aligns with the expected age range for students in primary education, typically
between 6 and 12 years.
Secondary Schools:
Male students had an average age of 14.9 years, with female students slightly older
at 15.1 years.
The overall average age for secondary school respondents was 15.1 years.
These figures fall within the typical range for secondary education, which generally
includes students aged 13 to 18.
The data represents a balanced mix of students from both primary and secondary
schools:
Primary school students accounted for 48% of the sample.
Secondary school students made up 52% of the total respondents.
This near-equal representation allows for a comparative analysis of travel patterns and
safety perceptions between younger and older students, highlighting the evolving needs
as children grow older.
3.2.2 Analysis of Travel Modes
The survey revealed diverse student travel patterns, reflecting varying access to
resources, infrastructure, and parental preferences. The following breakdown highlights
the frequency and characteristics of each mode of transport.
Modes of Transport
Walking
Walking was the most common mode of transport, with 60 students (approximately
38% of the total sample) reporting it as their primary means of commuting to school.
This mode was especially prevalent among primary school students, accounting for 25
walkers compared to 29 from secondary schools.
Walking is favored for its accessibility and zero cost, particularly in urban areas where
schools are located near residential zones. However, safety concerns were frequently
cited due to high traffic volumes, lack of pedestrian crossings, and unsafe sidewalks.
Public Transport
Public buses served as a vital mode for 35 students (22% of the sample), with secondary
school students (24 users) relying more heavily on this option compared to primary
school students (11 users). The preference for public transport was largely driven by
the greater distances traveled by secondary school students, especially in rural areas.
Challenges such as overcrowding, inconsistent schedules, and safety concerns related
to driver behavior were prominent issues.
Private Cars
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A total of 46 students (29%) commuted by private cars, making it the second most
popular mode of transport. Secondary students (21 users) and primary school students
(25) showed similar usage rates. This mode was primarily associated with higher -
income families prioritizing convenience and perceived safety. However, heavy reliance
on private cars has exacerbated congestion near schools, leading to additional safety
risks for pedestrians and cyclists.
School Buses
Fifty-six students used school buses (35% of secondary school students and a minimal
number of primary school students). This mode's popularity among older students
reflects its structured schedules and affordability. Secondary students cited convenience
and reliability as the primary advantages, though some concerns were raised about
overcrowding and the condition of the buses.
Cycling
Only two students (both from primary schools) reported cycling to school. Despite being
a sustainable and cost-effective option, cycling remains underutilized due to the
absence of dedicated bike lanes, lack of secure storage facilities, and safety concerns.
Motorcycles
Six students used motorcycles, predominantly in secondary schools. This rare model
reflects accessibility challenges in rural areas where public transport is less reliable.
Other Modes
A small number (4 students) reported using alternative modes of transport, such as
carpooling or nonmotorized vehicles.
Additional Travel Factors
Travel Duration (Figure 1)
▪ Less than 10 minutes: 49 students (31%)
▪ 10-20 minutes: 55 students (35%)
▪ 20-30 minutes: 35 students (22%)
▪ More than 30 minutes: 20 students (12%)
Students who travel more than 30 minutes typically live in rural areas.
31%
35%
22%
12%
Less than 10 minutes
10-20 minutes
20-30 minutes
More than 30 minutes
Situation Analysis Report and Pre-KAP Survey Results | v00 19
A total of 46 students (29%) commuted by private cars, making it the second most
popular mode of transport. Secondary students (21 users) and primary school students
(25) showed similar usage rates. This mode was primarily associated with higher -
income families prioritizing convenience and perceived safety. However, heavy reliance
on private cars has exacerbated congestion near schools, leading to additional safety
risks for pedestrians and cyclists.
School Buses
Fifty-six students used school buses (35% of secondary school students and a minimal
number of primary school students). This mode's popularity among older students
reflects its structured schedules and affordability. Secondary students cited convenience
and reliability as the primary advantages, though some concerns were raised about
overcrowding and the condition of the buses.
Cycling
Only two students (both from primary schools) reported cycling to school. Despite being
a sustainable and cost-effective option, cycling remains underutilized due to the
absence of dedicated bike lanes, lack of secure storage facilities, and safety concerns.
Motorcycles
Six students used motorcycles, predominantly in secondary schools. This rare model
reflects accessibility challenges in rural areas where public transport is less reliable.
Other Modes
A small number (4 students) reported using alternative modes of transport, such as
carpooling or nonmotorized vehicles.
Additional Travel Factors
Travel Duration (Figure 1)
▪ Less than 10 minutes: 49 students (31%)
▪ 10-20 minutes: 55 students (35%)
▪ 20-30 minutes: 35 students (22%)
▪ More than 30 minutes: 20 students (12%)
Students who travel more than 30 minutes typically live in rural areas.
31%
35%
22%
12%
Less than 10 minutes
10-20 minutes
20-30 minutes
More than 30 minutes
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Figure 1 – School travel duration for students
Travel Companions (Figure 2)
▪ With friends: 51 students (38%)
▪ Alone: 48 students (35%)
▪ With family: 37 students (27%)
Traveling with family is more common among younger primary school students .
Figure 2 - School travel companions for students
Travel Timing (Figure 3)
▪ 7:00–8:00 AM: 94 students (59%)
▪ Before 7:00 AM: 35 students (22%)
▪ After 8:00 AM: 30 students (19%)
Students arriving after 8:00 AM may indicate flexible schedules or late arrivals.
Figure 3 - Student arrival times at school
38%
35%
27%
With friends
Alone
With family
59%
22%
19%
7:00–8:00 AM
Before 7:00 AM
After 8:00 AM
Situation Analysis Report and Pre-KAP Survey Results | v00 20
Figure 1 – School travel duration for students
Travel Companions (Figure 2)
▪ With friends: 51 students (38%)
▪ Alone: 48 students (35%)
▪ With family: 37 students (27%)
Traveling with family is more common among younger primary school students .
Figure 2 - School travel companions for students
Travel Timing (Figure 3)
▪ 7:00–8:00 AM: 94 students (59%)
▪ Before 7:00 AM: 35 students (22%)
▪ After 8:00 AM: 30 students (19%)
Students arriving after 8:00 AM may indicate flexible schedules or late arrivals.
Figure 3 - Student arrival times at school
38%
35%
27%
With friends
Alone
With family
59%
22%
19%
7:00–8:00 AM
Before 7:00 AM
After 8:00 AM
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Seatbelt Usage (Figure 4)
For students traveling by car:
▪ Average seatbelt usage score: 2. 9/5 (indicating frequent but inconsistent
adherence)
▪ Driver seatbelt usage score: 3.9/5 (suggesting room for improved safety
compliance)
Figure 4 - Seatbelt usage reported by students
3.2.3 Perception of Safety
The survey revealed that respondents' perceptions of safety during the commute to
school varied significantly, influenced by factors such as gender, mode of transport, and
road conditions. Safety concerns emerged as a pivotal theme, highlighting areas that
require targeted interventions.
General Safety Levels
On a scale from 1 ("Never") to 5 ("Always"), students’ average safety perception score
was 3.7, indicating that many students feel moderately safe but not entirely secure
during their school commutes. Primary school students reported slightly higher safety
scores (3.9) than secondary school students (3. 5), reflecting differences in their
commuting patterns. Younger students often walk shorter distances or travel with family
members, which might explain their slightly higher sense of safety. Female students
consistently reported lower safety scores compare d to males, particularly when
commuting alone or using public transport, underlining gendered concerns related to
personal safety and vulnerability.
Specific Hazards
Respondents identified a range of hazards experienced during their daily commutes:
Lack of Sidewalks: This was the most frequently cited challenge, reported by 90
students, highlighting a critical gap in pedestrian infrastructure. Due to longer walking
routes, Secondary school students (51 respondents) were more affected than primary
school students (39 respondents).
Lack of Pedestrian Crossings: 52 respondents cited this issue as particularly acute in
areas with high traffic volumes and poorly planned intersections.
2.9
3.9
0 1 2 3 4 5
Average seatbelt usage
Driver seatbelt usage
Situation Analysis Report and Pre-KAP Survey Results | v00 21
Seatbelt Usage (Figure 4)
For students traveling by car:
▪ Average seatbelt usage score: 2. 9/5 (indicating frequent but inconsistent
adherence)
▪ Driver seatbelt usage score: 3.9/5 (suggesting room for improved safety
compliance)
Figure 4 - Seatbelt usage reported by students
3.2.3 Perception of Safety
The survey revealed that respondents' perceptions of safety during the commute to
school varied significantly, influenced by factors such as gender, mode of transport, and
road conditions. Safety concerns emerged as a pivotal theme, highlighting areas that
require targeted interventions.
General Safety Levels
On a scale from 1 ("Never") to 5 ("Always"), students’ average safety perception score
was 3.7, indicating that many students feel moderately safe but not entirely secure
during their school commutes. Primary school students reported slightly higher safety
scores (3.9) than secondary school students (3. 5), reflecting differences in their
commuting patterns. Younger students often walk shorter distances or travel with family
members, which might explain their slightly higher sense of safety. Female students
consistently reported lower safety scores compare d to males, particularly when
commuting alone or using public transport, underlining gendered concerns related to
personal safety and vulnerability.
Specific Hazards
Respondents identified a range of hazards experienced during their daily commutes:
Lack of Sidewalks: This was the most frequently cited challenge, reported by 90
students, highlighting a critical gap in pedestrian infrastructure. Due to longer walking
routes, Secondary school students (51 respondents) were more affected than primary
school students (39 respondents).
Lack of Pedestrian Crossings: 52 respondents cited this issue as particularly acute in
areas with high traffic volumes and poorly planned intersections.
2.9
3.9
0 1 2 3 4 5
Average seatbelt usage
Driver seatbelt usage
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Fast Traffic: 36 students reported speeding, making it the second most common hazard.
The issue was more pronounced in rural areas with fewer traffic calming measures.
Lack of Road Signs: Identified by 69 students, the absence of clear signage created
confusion and increased the risk of crashes, particularly near schools.
Dangerous Intersections: 42 respondents noted that these areas were frequently
mentioned as hotspots for crashes due to poor visibility and inadequate traffic
management.
Other hazards, such as the absence of pedestrian traffic lights and insufficient crossing
guards, were reported to a lesser extent.
Crash Incidents
Thirty-six students (23% of the sample) reported witnessing or being involved in a crash
during their commute. Primary school students accounted for 20 incidents, while
secondary school students reported 16 incidents. This is an alarming statistic that
highlights the urgent need for improved road safety measures around schools. Most
crashes were attributed to fast-moving vehicles, poorly designed intersections, and a
lack of pedestrian-friendly infrastructure. Female students expressed higher levels of
fear regarding crash sites than male students, which influenced their travel preferences
and choices.
Gender Differences
Male students were likelier to report feeling safe, especially when walking or cycling.
This confidence may stem from perceived physical resilience or familiarity with their
routes. Female students, however, were more likely to highlight concerns about
personal safety, particularly when commuting alone or in public transport settings.
External factors such as harassment and poor lighting conditions on certain routes
exacerbated these concerns.
3.2.4 Safety Awareness
The survey highlighted varying levels of safety awareness among students, shedding
light on gaps in knowledge, educational exposure, and the presence of traffic officers
near schools. These findings underscore the need for targeted interventions to improve
safety education and enforcement.
Road Safety Knowledge
Most respondents (100 students, 63%) reported knowing basic road safety rules for
pedestrians and cyclists. However, 35 students (22%) indicated partial knowledge
("Somewhat"), while 24 students (15%) admitted they were unaware of these rules.
Primary school students showed slightly higher awareness levels (58 students) than
secondary school students (42 students), reflecting efforts to introduce basic road
safety principles at younger ages. The disparity in knowledge highlights a need for
consistent and formalized safety education programs, especially as students transition
to secondary school and begin traveling more independently.
Formal Road Safety Education
When asked whether they had learned about road safety at school, 104 students (65%)
reported receiving formal education. However, this leaves a substantial proportion of
respondents—32 students (20%)—who had never participated in road safety programs
and 23 (15%) who were unsure. Secondary school students (50) reported slightly
higher participation in formal education programs than primary school students (54).
Situation Analysis Report and Pre-KAP Survey Results | v00 22
Fast Traffic: 36 students reported speeding, making it the second most common hazard.
The issue was more pronounced in rural areas with fewer traffic calming measures.
Lack of Road Signs: Identified by 69 students, the absence of clear signage created
confusion and increased the risk of crashes, particularly near schools.
Dangerous Intersections: 42 respondents noted that these areas were frequently
mentioned as hotspots for crashes due to poor visibility and inadequate traffic
management.
Other hazards, such as the absence of pedestrian traffic lights and insufficient crossing
guards, were reported to a lesser extent.
Crash Incidents
Thirty-six students (23% of the sample) reported witnessing or being involved in a crash
during their commute. Primary school students accounted for 20 incidents, while
secondary school students reported 16 incidents. This is an alarming statistic that
highlights the urgent need for improved road safety measures around schools. Most
crashes were attributed to fast-moving vehicles, poorly designed intersections, and a
lack of pedestrian-friendly infrastructure. Female students expressed higher levels of
fear regarding crash sites than male students, which influenced their travel preferences
and choices.
Gender Differences
Male students were likelier to report feeling safe, especially when walking or cycling.
This confidence may stem from perceived physical resilience or familiarity with their
routes. Female students, however, were more likely to highlight concerns about
personal safety, particularly when commuting alone or in public transport settings.
External factors such as harassment and poor lighting conditions on certain routes
exacerbated these concerns.
3.2.4 Safety Awareness
The survey highlighted varying levels of safety awareness among students, shedding
light on gaps in knowledge, educational exposure, and the presence of traffic officers
near schools. These findings underscore the need for targeted interventions to improve
safety education and enforcement.
Road Safety Knowledge
Most respondents (100 students, 63%) reported knowing basic road safety rules for
pedestrians and cyclists. However, 35 students (22%) indicated partial knowledge
("Somewhat"), while 24 students (15%) admitted they were unaware of these rules.
Primary school students showed slightly higher awareness levels (58 students) than
secondary school students (42 students), reflecting efforts to introduce basic road
safety principles at younger ages. The disparity in knowledge highlights a need for
consistent and formalized safety education programs, especially as students transition
to secondary school and begin traveling more independently.
Formal Road Safety Education
When asked whether they had learned about road safety at school, 104 students (65%)
reported receiving formal education. However, this leaves a substantial proportion of
respondents—32 students (20%)—who had never participated in road safety programs
and 23 (15%) who were unsure. Secondary school students (50) reported slightly
higher participation in formal education programs than primary school students (54).
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This trend reflects ongoing but inconsistent efforts to integrate road safety into school
curricula.
Presence of Traffic Officers or Crossing Guards
The perceived presence of traffic officers or crossing guards near schools was rated
poorly, with an average score of 1.6, shown in Figure 5, on a scale from 1 ("Never") to
5 ("Always"). This score reflects a widespread absence of enforcement personnel,
contributing to students' heightened risk perceptions. Primary school students rated
their exposure to traffic officers slightly higher (1.8) than secondary school students
(1.5), possibly due to greater parental involvement in younger students’ commutes or
better-targeted interventions near primary schools. This lack of oversight was
particularly concerning in high-traffic areas, where the absence of crossing guards and
traffic enforcement amplifies the risks students face traveling to and from school.
Figure 5 - Presence of crossing guards reported by students
3.2.5 Feedback on Infrastructure
The survey gathered valuable insights from students about the infrastructural
improvements needed to enhance safety during their school commutes. The responses
indicate clear priorities, reflecting the recurring challenges students face daily.
Sidewalks: Sidewalks were the most frequently requested improvement as displayed in
Figure 6, with 86 students (54% of respondents) identifying them as critical for safer
commutes. The demand was particularly high among secondary school students (52
respondents), who often traverse longer and busier routes than primary school students
(34 respondents). The absence of sidewalks forces students to share roads with
vehicles, significantly increasing their vulnerability to crashes. Students emphasized the
importance of well-maintained, continuous pedestrian pathways near schools and major
routes.
1.6
1.8
1.5
00.511.522.533.544.55
Average presences of traffic officers
Primary school student rating
Secondary school student rating
Rating from Never (1) to Always (5)
Situation Analysis Report and Pre-KAP Survey Results | v00 23
This trend reflects ongoing but inconsistent efforts to integrate road safety into school
curricula.
Presence of Traffic Officers or Crossing Guards
The perceived presence of traffic officers or crossing guards near schools was rated
poorly, with an average score of 1.6, shown in Figure 5, on a scale from 1 ("Never") to
5 ("Always"). This score reflects a widespread absence of enforcement personnel,
contributing to students' heightened risk perceptions. Primary school students rated
their exposure to traffic officers slightly higher (1.8) than secondary school students
(1.5), possibly due to greater parental involvement in younger students’ commutes or
better-targeted interventions near primary schools. This lack of oversight was
particularly concerning in high-traffic areas, where the absence of crossing guards and
traffic enforcement amplifies the risks students face traveling to and from school.
Figure 5 - Presence of crossing guards reported by students
3.2.5 Feedback on Infrastructure
The survey gathered valuable insights from students about the infrastructural
improvements needed to enhance safety during their school commutes. The responses
indicate clear priorities, reflecting the recurring challenges students face daily.
Sidewalks: Sidewalks were the most frequently requested improvement as displayed in
Figure 6, with 86 students (54% of respondents) identifying them as critical for safer
commutes. The demand was particularly high among secondary school students (52
respondents), who often traverse longer and busier routes than primary school students
(34 respondents). The absence of sidewalks forces students to share roads with
vehicles, significantly increasing their vulnerability to crashes. Students emphasized the
importance of well-maintained, continuous pedestrian pathways near schools and major
routes.
1.6
1.8
1.5
00.511.522.533.544.55
Average presences of traffic officers
Primary school student rating
Secondary school student rating
Rating from Never (1) to Always (5)
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Figure 6 - Request for sidewalk improvement reported by students
More Crossing Guards: 66 students (42%) highlighted the need for crossing guards to
assist children in safely navigating busy roads, as shown in Figure 7. The responses
were evenly distributed between primary (34 students) and secondary (32 students)
schools, suggesting that supervised crossings are a universal concern. Crossing guards
are an immediate and practical solution to mitigate risks at high-traffic intersections
and near school entrances.
Figure 7 - Request for crossing guards reported by students
Speed Bumps and Speed Limit Signs: Sixty-two students (39%) suggested Measures
to control speeding, such as speed bumps and signage. These interventions were
particularly important to secondary school students (39 respondents), who face higher
exposure to fast-moving traffic than their prim ary school counterparts (23
respondents). Students emphasized that speeding vehicles, especially near schools,
pose a significant threat, and traffic calming measures are essential to address this
issue.
Pedestrian Traffic Lights: Forty-two students (26%), evenly split between primary and
secondary school respondents (21), recommended installing pedestrian traffic lights.
Traffic lights are crucial for ensuring safe crossings at intersections and highspeed
54%
46%
Support for Sidewalk
Improvements
Do Not Support
Sidewalk
Improvements
42%
58%
Need for crossing
guards
No need for crossing
guards
Situation Analysis Report and Pre-KAP Survey Results | v00 24
Figure 6 - Request for sidewalk improvement reported by students
More Crossing Guards: 66 students (42%) highlighted the need for crossing guards to
assist children in safely navigating busy roads, as shown in Figure 7. The responses
were evenly distributed between primary (34 students) and secondary (32 students)
schools, suggesting that supervised crossings are a universal concern. Crossing guards
are an immediate and practical solution to mitigate risks at high-traffic intersections
and near school entrances.
Figure 7 - Request for crossing guards reported by students
Speed Bumps and Speed Limit Signs: Sixty-two students (39%) suggested Measures
to control speeding, such as speed bumps and signage. These interventions were
particularly important to secondary school students (39 respondents), who face higher
exposure to fast-moving traffic than their prim ary school counterparts (23
respondents). Students emphasized that speeding vehicles, especially near schools,
pose a significant threat, and traffic calming measures are essential to address this
issue.
Pedestrian Traffic Lights: Forty-two students (26%), evenly split between primary and
secondary school respondents (21), recommended installing pedestrian traffic lights.
Traffic lights are crucial for ensuring safe crossings at intersections and highspeed
54%
46%
Support for Sidewalk
Improvements
Do Not Support
Sidewalk
Improvements
42%
58%
Need for crossing
guards
No need for crossing
guards
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Situation Analysis Report and Pre-KAP Survey Results | v00 25
roadways. Respondents noted that existing infrastructure often prioritizes vehicle flow
over pedestrian safety, making traffic lights a necessary addition to school zones.
Traffic Signs Near Schools: Sixty-nine students (43%) highlighted enhanced signage
near schools as an effective way to alert drivers to the presence of children and
encourage safer driving behaviors. Secondary school students (39 respondents)
emphasized the need for better visibility and awareness around their institutions, while
primary school students (30 respondents) shared similar concerns.
Other Suggestions: A small number of respondents (10 students) proposed additional
safety measures, such as improved lighting and designated drop-off zones, to address
specific concerns not captured by the primary categories.
3.3 Conclusion and Key Findings
The STS Survey underlines the following key findings
Travel Behavior:
• Walking remains the dominant mode of transport, though hindered by inadequate
pedestrian infrastructure.
• Public transport plays a critical role, especially in rural areas, but operational
challenges reduce its reliability and safety.
Safety Concerns:
• Key hazards include a lack of sidewalks, speeding vehicles, and dangerous
intersections.
Female students reported heightened safety concerns, reflecting a need for
gender-sensitive safety measures.
Awareness and Enforcement:
• While most students know basic safety rules, gaps in formal education and
enforcement persist, highlighting areas for intervention.
Infrastructure Needs:
• Students consistently identified sidewalks, crossing guards, and speed-calming
measures as the top priorities for improving road safety and encouraging
sustainable travel modes.
Situation Analysis Report and Pre-KAP Survey Results | v00 25
roadways. Respondents noted that existing infrastructure often prioritizes vehicle flow
over pedestrian safety, making traffic lights a necessary addition to school zones.
Traffic Signs Near Schools: Sixty-nine students (43%) highlighted enhanced signage
near schools as an effective way to alert drivers to the presence of children and
encourage safer driving behaviors. Secondary school students (39 respondents)
emphasized the need for better visibility and awareness around their institutions, while
primary school students (30 respondents) shared similar concerns.
Other Suggestions: A small number of respondents (10 students) proposed additional
safety measures, such as improved lighting and designated drop-off zones, to address
specific concerns not captured by the primary categories.
3.3 Conclusion and Key Findings
The STS Survey underlines the following key findings
Travel Behavior:
• Walking remains the dominant mode of transport, though hindered by inadequate
pedestrian infrastructure.
• Public transport plays a critical role, especially in rural areas, but operational
challenges reduce its reliability and safety.
Safety Concerns:
• Key hazards include a lack of sidewalks, speeding vehicles, and dangerous
intersections.
Female students reported heightened safety concerns, reflecting a need for
gender-sensitive safety measures.
Awareness and Enforcement:
• While most students know basic safety rules, gaps in formal education and
enforcement persist, highlighting areas for intervention.
Infrastructure Needs:
• Students consistently identified sidewalks, crossing guards, and speed-calming
measures as the top priorities for improving road safety and encouraging
sustainable travel modes.
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4 Naturalistic observation
Understanding driver and passenger behaviors on the road is vital for developing
effective strategies to enhance road safety. This study employed a naturalistic
observation approach to capture authentic, real-world behaviors regarding seatbelt use
and phone use among drivers and passengers. By observing individuals in their natural
commuting environment, this method allows researchers to assess compliance with
safety measures without influencing participants' actions.
The observation was conducted at a single location over several days and time slots.
While the findings may not fully represent behaviors across the island, the consultants
believe that the observed trends will likely mirror those in other areas of Saint Lucia.
This assumption is supported by the consistency of behaviors observed across different
times and days of the week.
Additionally, there is a significant gap in the scientific literature and governmental data
regarding these specific behaviors on Saint Lucian roads. The lack of existing studies
highlights the importance of this research in providing foundational insights into seatbelt
and phone use behaviors. These findings offer a critical starting point for shaping road
safety initiatives and interventions to reduce risky behaviors and improve compliance
with safety regulations.
4.1 Methodology
The naturalistic observation occurred over four days at the roundabout Allan Bousquet
Highway at Castries, as shown in Figure 8. Observations were made during two daily
time slots, 7:50–8:05 AM and 4:45–5:00 PM, between Monday, November 18th, and
Tuesday, November 19th, and between Saturday, November 23rd, and Sunday,
November 24th, 2024, to capture behaviors during peak commuting hours of the week
and during the weekend.
Figure 8 - Location of the Naturalist Observation
Situation Analysis Report and Pre-KAP Survey Results | v00 26
4 Naturalistic observation
Understanding driver and passenger behaviors on the road is vital for developing
effective strategies to enhance road safety. This study employed a naturalistic
observation approach to capture authentic, real-world behaviors regarding seatbelt use
and phone use among drivers and passengers. By observing individuals in their natural
commuting environment, this method allows researchers to assess compliance with
safety measures without influencing participants' actions.
The observation was conducted at a single location over several days and time slots.
While the findings may not fully represent behaviors across the island, the consultants
believe that the observed trends will likely mirror those in other areas of Saint Lucia.
This assumption is supported by the consistency of behaviors observed across different
times and days of the week.
Additionally, there is a significant gap in the scientific literature and governmental data
regarding these specific behaviors on Saint Lucian roads. The lack of existing studies
highlights the importance of this research in providing foundational insights into seatbelt
and phone use behaviors. These findings offer a critical starting point for shaping road
safety initiatives and interventions to reduce risky behaviors and improve compliance
with safety regulations.
4.1 Methodology
The naturalistic observation occurred over four days at the roundabout Allan Bousquet
Highway at Castries, as shown in Figure 8. Observations were made during two daily
time slots, 7:50–8:05 AM and 4:45–5:00 PM, between Monday, November 18th, and
Tuesday, November 19th, and between Saturday, November 23rd, and Sunday,
November 24th, 2024, to capture behaviors during peak commuting hours of the week
and during the weekend.
Figure 8 - Location of the Naturalist Observation
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The study focused on the following key variables:
▪ Seatbelt Use: The use of seatbelts by drivers and front and rear passengers was
recorded.
▪ Phone Use: Drivers' instances of phone use were noted during the observation
period.
During the study period, 761 vehicles were observed, including cars, minibuses, and
trucks. The data was analyzed to identify trends based on the day of the week, time of
day, and compliance with safety measures.
4.2 Data Collected
The study revealed notable trends in seatbelt use and phone use among drivers and
passengers. This data is displayed from Figure 9 to Figure 12.
Seatbelt Use:
▪ Drivers wearing seatbelts: 422 (55%)
▪ Drivers without seatbelts: 349 (45%)
▪ Front-seat passengers wearing seatbelts: 96 (30%)
▪ Front-seat passengers without seatbelts: 226 (70%)
▪ Rear-seat passengers wearing seatbelts: 11 (11%)
▪ Rear-seat passengers without seatbelts: 93 (89%)
Figure 9 - Reported driver seatbelt usage
55%
45%
Drivers with seatbelts
Drivers without
seatbelts
Situation Analysis Report and Pre-KAP Survey Results | v00 27
The study focused on the following key variables:
▪ Seatbelt Use: The use of seatbelts by drivers and front and rear passengers was
recorded.
▪ Phone Use: Drivers' instances of phone use were noted during the observation
period.
During the study period, 761 vehicles were observed, including cars, minibuses, and
trucks. The data was analyzed to identify trends based on the day of the week, time of
day, and compliance with safety measures.
4.2 Data Collected
The study revealed notable trends in seatbelt use and phone use among drivers and
passengers. This data is displayed from Figure 9 to Figure 12.
Seatbelt Use:
▪ Drivers wearing seatbelts: 422 (55%)
▪ Drivers without seatbelts: 349 (45%)
▪ Front-seat passengers wearing seatbelts: 96 (30%)
▪ Front-seat passengers without seatbelts: 226 (70%)
▪ Rear-seat passengers wearing seatbelts: 11 (11%)
▪ Rear-seat passengers without seatbelts: 93 (89%)
Figure 9 - Reported driver seatbelt usage
55%
45%
Drivers with seatbelts
Drivers without
seatbelts
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 28
Figure 10 - Reported front-seat passenger seatbelt usage
Figure 11 - Reported rear-seat passenger seatbelt usage
Cell Phone Use:
▪ One hundred twenty-four drivers (16%) were observed using their cell phones
while driving.
30%
70%
Front-seat passenger
with seatbelt
Front-seat passenger
without seatbelt
11%
89%
Rear-seat passenger
with seatbelt
Rear-seat passenger
without seatbelt
Situation Analysis Report and Pre-KAP Survey Results | v00 28
Figure 10 - Reported front-seat passenger seatbelt usage
Figure 11 - Reported rear-seat passenger seatbelt usage
Cell Phone Use:
▪ One hundred twenty-four drivers (16%) were observed using their cell phones
while driving.
30%
70%
Front-seat passenger
with seatbelt
Front-seat passenger
without seatbelt
11%
89%
Rear-seat passenger
with seatbelt
Rear-seat passenger
without seatbelt
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 29
Figure 12 - Reported driver cell phone usage
4.2.1 Day-by-Day Analysis:
Monday, November 18, 2024 | 7:50 –8:05 AM & 4:45–5:00 PM
▪ Morning: 151 vehicles observed. High driver seatbelt use (88 drivers), though 15
drivers were seen using phones.
▪ Evening: 105 vehicles observed. Seatbelt use dropped slightly (56 drivers), with
19 instances of phone use.
Tuesday, November 19, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 162 vehicles observed. Driver seatbelt use improved (94 drivers), but
14 were seen using phones.
▪ Evening: 103 vehicles observed. Seatbelt use declined (52 drivers), while phone
use remained consistent (17 drivers).
Saturday, November 23, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 61 vehicles observed. Lower seatbelt use for drivers (32 drivers) and
passengers, with 16% phone use.
▪ Evening: 76 vehicles observed. Seatbelt use slightly increased (43 drivers), but
phone use remained concerning (19 drivers).
Sunday, November 24, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 39 vehicles observed. Lowest seatbelt use among drivers (18 drivers)
and passengers, with minimal phone use (5 drivers).
▪ Evening: 64 vehicles observed. Improved seatbelt use (39 drivers) but higher
phone use (19 drivers).
4.3 Conclusion and Key Findings
This naturalistic observation highlights patterns in seatbelt use and phone use among
drivers and passengers. While the study was conducted at a single location, the
consistency of results across multiple days and times suggests that these behaviors
likely represent broader trends across Saint Lucia. These findings emphasize the need
for targeted interventions to improve compliance and reduce risky behaviors on the
road. By addressing these issues through public awareness, enforcement, and
16%
84%
Using phone while
driving
Not using phone while
driving
Situation Analysis Report and Pre-KAP Survey Results | v00 29
Figure 12 - Reported driver cell phone usage
4.2.1 Day-by-Day Analysis:
Monday, November 18, 2024 | 7:50 –8:05 AM & 4:45–5:00 PM
▪ Morning: 151 vehicles observed. High driver seatbelt use (88 drivers), though 15
drivers were seen using phones.
▪ Evening: 105 vehicles observed. Seatbelt use dropped slightly (56 drivers), with
19 instances of phone use.
Tuesday, November 19, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 162 vehicles observed. Driver seatbelt use improved (94 drivers), but
14 were seen using phones.
▪ Evening: 103 vehicles observed. Seatbelt use declined (52 drivers), while phone
use remained consistent (17 drivers).
Saturday, November 23, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 61 vehicles observed. Lower seatbelt use for drivers (32 drivers) and
passengers, with 16% phone use.
▪ Evening: 76 vehicles observed. Seatbelt use slightly increased (43 drivers), but
phone use remained concerning (19 drivers).
Sunday, November 24, 2024 | 7:50–8:05 AM & 4:45–5:00 PM:
▪ Morning: 39 vehicles observed. Lowest seatbelt use among drivers (18 drivers)
and passengers, with minimal phone use (5 drivers).
▪ Evening: 64 vehicles observed. Improved seatbelt use (39 drivers) but higher
phone use (19 drivers).
4.3 Conclusion and Key Findings
This naturalistic observation highlights patterns in seatbelt use and phone use among
drivers and passengers. While the study was conducted at a single location, the
consistency of results across multiple days and times suggests that these behaviors
likely represent broader trends across Saint Lucia. These findings emphasize the need
for targeted interventions to improve compliance and reduce risky behaviors on the
road. By addressing these issues through public awareness, enforcement, and
16%
84%
Using phone while
driving
Not using phone while
driving
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 30
infrastructure improvements, Saint Lucia can create a safer environment for all road
users.
Seatbelt Use
Drivers demonstrated moderate compliance, with 55% using seatbelts during
observation. However, front-seat passengers were significantly less compliant (30%),
and rear-seat passengers exhibited extremely low compliance, with only 11% wearing
seatbelts. Seatbelt use was higher on weekdays, particularly during morning commutes,
but compliance dropped on weekends, especially among passengers.
Phone Use
Overall, 16% of drivers used their phones, with higher rates during evening time slots.
This behavior presents a distraction risk, particularly in congested traffic conditions.
Day of the Week Patterns
Seatbelt use and phone use varied significantly by the day. Weekday observations
revealed higher compliance with seatbelt laws, while weekend observations highlighted
more lax behaviors, especially among drivers and passengers during morning hours.
Situation Analysis Report and Pre-KAP Survey Results | v00 30
infrastructure improvements, Saint Lucia can create a safer environment for all road
users.
Seatbelt Use
Drivers demonstrated moderate compliance, with 55% using seatbelts during
observation. However, front-seat passengers were significantly less compliant (30%),
and rear-seat passengers exhibited extremely low compliance, with only 11% wearing
seatbelts. Seatbelt use was higher on weekdays, particularly during morning commutes,
but compliance dropped on weekends, especially among passengers.
Phone Use
Overall, 16% of drivers used their phones, with higher rates during evening time slots.
This behavior presents a distraction risk, particularly in congested traffic conditions.
Day of the Week Patterns
Seatbelt use and phone use varied significantly by the day. Weekday observations
revealed higher compliance with seatbelt laws, while weekend observations highlighted
more lax behaviors, especially among drivers and passengers during morning hours.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 31
5 Pre-KAP Survey Findings
Before launching an effective road safety awareness campaign, it is crucial to
understand how the people of Saint Lucia perceive road safety today. The Pre -
Knowledge, Attitudes, and Practices (Pre-KAP) Survey was conducted to gather insights
into what people know, believe, and do about road safety.
The pre-KAP survey was designed to capture a comprehensive and accurate picture of
road safety knowledge, perceptions, and behaviors in Saint Lucia. By using a mixed -
method approach and a representative sampling strategy, the survey ensured that the
voices of all road users, especially vulnerable groups, were included. Additionally, these
baseline results will facilitate future comparisons with post-campaign data to assess the
campaign's effectiveness in changing behaviors and perceptions.
The following sections describe the survey's methodology, including the selection of
participants, the methods of data collection, and the focus areas.
5.1 Methodology
To ensure a comprehensive and representative analysis, the pre-KAP survey was
carefully designed using a mixed-method approach, incorporating both quantitative and
qualitative data. The questionnaire was structured to explore knowledge of traffic laws,
perceptions of risk, and self-reported behaviors related to road safety.
One key factor in ensuring the survey’s accuracy was selecting a representative sample
of Saint Lucia’s population. This stratified random sampling method included people
from different age groups, geographic locations, and social backgrounds.
Particular attention was given to vulnerable road users, including pedestrians, cyclists,
motorcyclists, elderly individuals, and people with disabilities, to ensure their
perspectives were well represented. The final sample size , requiring at least 384
respondents, was calculated to maintain a 5% margin of error and a 95% confidence
level.
To reach as many people as possible, a hybrid data collection strategy was used:
▪ Online surveys were distributed via social media and institutional networks from
January 16, 2025, to February 15, 2025, in order to reach a wider audience. The
survey link was shared via email, WhatsApp, through a QR code (Figure 13), etc.
▪ Questionnaires were administered face-to-face by four local enumerators from
February 7, 2025 to February 9, 2025, at strategic locations such as markets,
schools, public transport hubs, and commercial areas.
Situation Analysis Report and Pre-KAP Survey Results | v00 31
5 Pre-KAP Survey Findings
Before launching an effective road safety awareness campaign, it is crucial to
understand how the people of Saint Lucia perceive road safety today. The Pre -
Knowledge, Attitudes, and Practices (Pre-KAP) Survey was conducted to gather insights
into what people know, believe, and do about road safety.
The pre-KAP survey was designed to capture a comprehensive and accurate picture of
road safety knowledge, perceptions, and behaviors in Saint Lucia. By using a mixed -
method approach and a representative sampling strategy, the survey ensured that the
voices of all road users, especially vulnerable groups, were included. Additionally, these
baseline results will facilitate future comparisons with post-campaign data to assess the
campaign's effectiveness in changing behaviors and perceptions.
The following sections describe the survey's methodology, including the selection of
participants, the methods of data collection, and the focus areas.
5.1 Methodology
To ensure a comprehensive and representative analysis, the pre-KAP survey was
carefully designed using a mixed-method approach, incorporating both quantitative and
qualitative data. The questionnaire was structured to explore knowledge of traffic laws,
perceptions of risk, and self-reported behaviors related to road safety.
One key factor in ensuring the survey’s accuracy was selecting a representative sample
of Saint Lucia’s population. This stratified random sampling method included people
from different age groups, geographic locations, and social backgrounds.
Particular attention was given to vulnerable road users, including pedestrians, cyclists,
motorcyclists, elderly individuals, and people with disabilities, to ensure their
perspectives were well represented. The final sample size , requiring at least 384
respondents, was calculated to maintain a 5% margin of error and a 95% confidence
level.
To reach as many people as possible, a hybrid data collection strategy was used:
▪ Online surveys were distributed via social media and institutional networks from
January 16, 2025, to February 15, 2025, in order to reach a wider audience. The
survey link was shared via email, WhatsApp, through a QR code (Figure 13), etc.
▪ Questionnaires were administered face-to-face by four local enumerators from
February 7, 2025 to February 9, 2025, at strategic locations such as markets,
schools, public transport hubs, and commercial areas.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 32
Figure 13 - QR code for the online questionnaire
All enumerators received specialized training (see Annex 3 for training presentation) to
ensure ethical data collection, particularly when addressing sensitive topics such as
gender-based safety concerns and mobility challenges for persons with disabilities. This
also helped to build the capacity of the enumerators who used their local knowledge
and expertise to administer the questionnaires in the project areas. In addition, an effort
was made to equip the enumerators with the requisite tools , including identification
badges (Figure 14) and a tablet, to administer the surveys in the field.
Figure 14 - KAP Survey enumerator identification badge
Situation Analysis Report and Pre-KAP Survey Results | v00 32
Figure 13 - QR code for the online questionnaire
All enumerators received specialized training (see Annex 3 for training presentation) to
ensure ethical data collection, particularly when addressing sensitive topics such as
gender-based safety concerns and mobility challenges for persons with disabilities. This
also helped to build the capacity of the enumerators who used their local knowledge
and expertise to administer the questionnaires in the project areas. In addition, an effort
was made to equip the enumerators with the requisite tools , including identification
badges (Figure 14) and a tablet, to administer the surveys in the field.
Figure 14 - KAP Survey enumerator identification badge
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 33
5.2 Data Collected
The following sections present the survey data in a descriptive format, providing a clear
overview of the key findings regarding respondents' knowledge, attitudes, and practices
regarding road safety. This approach allows for an intuitive understanding of the trends
and patterns emerging from the collected responses. Additionally, statistical analyses
will be conducted in areas deemed particularly significant by the consultants, ensuring
that key differences between demographic groups , such as age, gender, licensing
status, and education level, are thoroughly examined. These statistical insights will help
identify meaningful variations in perceptions, behaviors, and risk factors, supporting
the development of targeted road safety interventions.
The report balances descriptive reporting with focused statistical analysis to deliver a
comprehensive yet accessible interpretation of the data, ensuring the findings
are informative and actionable.
5.2.1 Demographic data
Gender
Understanding the demographic makeup of survey respondents is essential for
analyzing road safety perceptions and behaviors across different population groups. The
survey collected key demographic details to ensure a well-rounded representation of
Saint Lucia’s road users.
The gender distribution of the survey respondents is as follows (Figure 15):
▪ Male: 227 respondents (53%)
▪ Female: 199 respondents (46%)
▪ Prefer not to say: 4 respondents (1%)
This distribution shows a balanced participation between males and females, with a
slightly higher number of male respondents. The few individuals who preferred not to
disclose their gender suggests that most participants were comfortable identifying their
gender.
Figure 15 – What is your gender?
46%
53%
1%
Female
Male
Prefer not to say
Situation Analysis Report and Pre-KAP Survey Results | v00 33
5.2 Data Collected
The following sections present the survey data in a descriptive format, providing a clear
overview of the key findings regarding respondents' knowledge, attitudes, and practices
regarding road safety. This approach allows for an intuitive understanding of the trends
and patterns emerging from the collected responses. Additionally, statistical analyses
will be conducted in areas deemed particularly significant by the consultants, ensuring
that key differences between demographic groups , such as age, gender, licensing
status, and education level, are thoroughly examined. These statistical insights will help
identify meaningful variations in perceptions, behaviors, and risk factors, supporting
the development of targeted road safety interventions.
The report balances descriptive reporting with focused statistical analysis to deliver a
comprehensive yet accessible interpretation of the data, ensuring the findings
are informative and actionable.
5.2.1 Demographic data
Gender
Understanding the demographic makeup of survey respondents is essential for
analyzing road safety perceptions and behaviors across different population groups. The
survey collected key demographic details to ensure a well-rounded representation of
Saint Lucia’s road users.
The gender distribution of the survey respondents is as follows (Figure 15):
▪ Male: 227 respondents (53%)
▪ Female: 199 respondents (46%)
▪ Prefer not to say: 4 respondents (1%)
This distribution shows a balanced participation between males and females, with a
slightly higher number of male respondents. The few individuals who preferred not to
disclose their gender suggests that most participants were comfortable identifying their
gender.
Figure 15 – What is your gender?
46%
53%
1%
Female
Male
Prefer not to say
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 34
Age
In addition to gender, age distribution plays a crucial role in understanding road safety
perspectives across different life stages. By capturing responses from a diverse age
range, the survey ensures that the data reflects the experiences and behaviors of both
younger and older road users.
The age distribution of survey respondents is as follows (Figure 16):
▪ 18-25 years: 46 respondents (11%)
▪ 26-35 years: 91 respondents (21%)
▪ 36-45 years: 100 respondents (23%)
▪ 46-55 years: 97 respondents (23%)
▪ 56-65 years: 66 respondents (15%)
▪ 66 and above: 30 respondents (7%)
Most respondents fall within the 36-55 age range, accounting for nearly half of the
participants. Younger respondents (18-25) represent a smaller proportion, while older
individuals (56 and above) comprise about 22% of the sample.
Figure 16 - What is your age?
Community
The age distribution of respondents provides valuable insight into how road safety
perceptions vary across different life stages. However, geographic location also plays a
key role in shaping road users' experiences and concerns. To ensure diverse regional
representation, the survey gathered responses from individuals across multiple
communities. The following data highlights the areas with the highest participation, as
well as contributions from smaller communities.
The distribution of respondents by community shows participation from various
locations, with the highest representation from (Figure 17):
▪ Soufriere: 92 respondents,
▪ Anse La Raye: 49 respondents
▪ Canaries: 46 respondents
▪ Cul D Sac: 42 respondents
▪ Castries: 41 respondents
▪ Gros Islet: 35 respondents
11%
21%
23%
23%
15%
7%
18-25
26-35
36-45
46-55
56-65
66 and above
Situation Analysis Report and Pre-KAP Survey Results | v00 34
Age
In addition to gender, age distribution plays a crucial role in understanding road safety
perspectives across different life stages. By capturing responses from a diverse age
range, the survey ensures that the data reflects the experiences and behaviors of both
younger and older road users.
The age distribution of survey respondents is as follows (Figure 16):
▪ 18-25 years: 46 respondents (11%)
▪ 26-35 years: 91 respondents (21%)
▪ 36-45 years: 100 respondents (23%)
▪ 46-55 years: 97 respondents (23%)
▪ 56-65 years: 66 respondents (15%)
▪ 66 and above: 30 respondents (7%)
Most respondents fall within the 36-55 age range, accounting for nearly half of the
participants. Younger respondents (18-25) represent a smaller proportion, while older
individuals (56 and above) comprise about 22% of the sample.
Figure 16 - What is your age?
Community
The age distribution of respondents provides valuable insight into how road safety
perceptions vary across different life stages. However, geographic location also plays a
key role in shaping road users' experiences and concerns. To ensure diverse regional
representation, the survey gathered responses from individuals across multiple
communities. The following data highlights the areas with the highest participation, as
well as contributions from smaller communities.
The distribution of respondents by community shows participation from various
locations, with the highest representation from (Figure 17):
▪ Soufriere: 92 respondents,
▪ Anse La Raye: 49 respondents
▪ Canaries: 46 respondents
▪ Cul D Sac: 42 respondents
▪ Castries: 41 respondents
▪ Gros Islet: 35 respondents
11%
21%
23%
23%
15%
7%
18-25
26-35
36-45
46-55
56-65
66 and above
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 35
▪ La Toc: 36 respondents
▪ Ciceron: 33 respondents
▪ Marigot: 32 respondents
Smaller contributions come from communities such as Babonneau (5), Marisule
(3), Laborie (3), and Vieux Fort (2).
Figure 17 – Which community do you live in?
Education
The distribution of respondents by community reflects the diverse geographic spread of
participants. Equally important is understanding the educational background of the
respondents, as this can influence their knowledge and perceptions of road safety. The
following data outlines the educational distribution of survey participants, shedding light
on the various education levels represented in the sample.
The distribution of respondents by education level is as follows (Figure 18):
▪ Primary School: 90 respondents (21%)
▪ Secondary School: 195 respondents (45%)
▪ Post-Secondary (College or University): 85 respondents (20%)
▪ Tertiary Education: 60 respondents (14%)
Most respondents have completed secondary school, while a smaller proportion has
attained post-secondary or tertiary education. A notable portion of the sample also
includes individuals with only a primary school education.
92
49
46
42
41
36
35
33
32
5
3
3
3
2
2
2
2
2
0 20 40 60 80 100
Soufriere
Anse La Raye
Canaries
Cul D Sac
Castries
La Toc
Gros Islet
Ciceron
Marigot
Babonneau
Balata
Laborie
Marisule
Corinth
Dennery
Micoud
Mon Repos
Vieux Fort
Number of respondents
Community
Situation Analysis Report and Pre-KAP Survey Results | v00 35
▪ La Toc: 36 respondents
▪ Ciceron: 33 respondents
▪ Marigot: 32 respondents
Smaller contributions come from communities such as Babonneau (5), Marisule
(3), Laborie (3), and Vieux Fort (2).
Figure 17 – Which community do you live in?
Education
The distribution of respondents by community reflects the diverse geographic spread of
participants. Equally important is understanding the educational background of the
respondents, as this can influence their knowledge and perceptions of road safety. The
following data outlines the educational distribution of survey participants, shedding light
on the various education levels represented in the sample.
The distribution of respondents by education level is as follows (Figure 18):
▪ Primary School: 90 respondents (21%)
▪ Secondary School: 195 respondents (45%)
▪ Post-Secondary (College or University): 85 respondents (20%)
▪ Tertiary Education: 60 respondents (14%)
Most respondents have completed secondary school, while a smaller proportion has
attained post-secondary or tertiary education. A notable portion of the sample also
includes individuals with only a primary school education.
92
49
46
42
41
36
35
33
32
5
3
3
3
2
2
2
2
2
0 20 40 60 80 100
Soufriere
Anse La Raye
Canaries
Cul D Sac
Castries
La Toc
Gros Islet
Ciceron
Marigot
Babonneau
Balata
Laborie
Marisule
Corinth
Dennery
Micoud
Mon Repos
Vieux Fort
Number of respondents
Community
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 36
Figure 18 - What is the highest level of education you have completed?
Licensed Driver
The distribution of respondents by education level provides important context for
understanding their road safety knowledge. Another key factor in assessing road user
behavior is the presence of driving and motorcycling licenses, which can directly
influence individuals’ experiences on the road. The following data presents the
distribution of licensed car drivers and motorcyclists among survey respondents,
highlighting differences in licensing patterns across gender and age groups.
The distribution of licensed drivers and motorcyclists is as follows:
Licensed Car Drivers distribution (Figure 19):
▪ No: 65 respondents (15%)
▪ Yes: 365 respondents (85%)
Licensed Motorcyclists distribution (Figure 20):
▪ No: 307 respondents (73%)
▪ Yes: 112 respondents (27%)
Most respondents hold a car driver's license, but fewer are licensed motorcyclists. The
survey data reveals significant variations in licensing status across gender and age
groups. Regarding gender, a higher percentage of males hold a driver's license than
females, though both groups have the most licensed drivers. However, the disparity is
more pronounced regarding motorcycle licenses, with a significantly higher proportion
of males holding motorcycle licenses than females. This suggests that motorcycle usage
is more common among men, which may reflect cultural norms or accessibility factors.
Analyzing age-related trends, the likelihood of holding a driver's license increases with
age, peaking among respondents in the 36-55 age range, where most are licensed
drivers. In contrast, younger respondents (18-25) have a noticeably lower percentage
of licensed drivers, which is expected as many may still be obtaining a license.
For motorcycle licenses, an interesting pattern emerges. While motorcycle licensing is
generally lower across all age groups, the 26-35 and 56-65 groups show a relatively
higher percentage of licensed motorcyclists compared to others. This could indicate that
21%
45%
14%
20%
Primary School
Secondary School
Tertiary School
Post Secondary
(College or University)
Situation Analysis Report and Pre-KAP Survey Results | v00 36
Figure 18 - What is the highest level of education you have completed?
Licensed Driver
The distribution of respondents by education level provides important context for
understanding their road safety knowledge. Another key factor in assessing road user
behavior is the presence of driving and motorcycling licenses, which can directly
influence individuals’ experiences on the road. The following data presents the
distribution of licensed car drivers and motorcyclists among survey respondents,
highlighting differences in licensing patterns across gender and age groups.
The distribution of licensed drivers and motorcyclists is as follows:
Licensed Car Drivers distribution (Figure 19):
▪ No: 65 respondents (15%)
▪ Yes: 365 respondents (85%)
Licensed Motorcyclists distribution (Figure 20):
▪ No: 307 respondents (73%)
▪ Yes: 112 respondents (27%)
Most respondents hold a car driver's license, but fewer are licensed motorcyclists. The
survey data reveals significant variations in licensing status across gender and age
groups. Regarding gender, a higher percentage of males hold a driver's license than
females, though both groups have the most licensed drivers. However, the disparity is
more pronounced regarding motorcycle licenses, with a significantly higher proportion
of males holding motorcycle licenses than females. This suggests that motorcycle usage
is more common among men, which may reflect cultural norms or accessibility factors.
Analyzing age-related trends, the likelihood of holding a driver's license increases with
age, peaking among respondents in the 36-55 age range, where most are licensed
drivers. In contrast, younger respondents (18-25) have a noticeably lower percentage
of licensed drivers, which is expected as many may still be obtaining a license.
For motorcycle licenses, an interesting pattern emerges. While motorcycle licensing is
generally lower across all age groups, the 26-35 and 56-65 groups show a relatively
higher percentage of licensed motorcyclists compared to others. This could indicate that
21%
45%
14%
20%
Primary School
Secondary School
Tertiary School
Post Secondary
(College or University)
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Situation Analysis Report and Pre-KAP Survey Results | v00 37
individuals in these age brackets are likelier to ride motorcycles for practical commuting
reasons or lifestyle preferences.
Figure 19 - Are you a licensed driver?
Figure 20 - Are you a licensed motorcyclist?
Traveling on the Millennium Highway and/or West Coast Road
The distribution of licensed drivers and motorcyclists provides valuable insight into how
different road users interact with the transportation system. Another critical aspect of
travel behavior is the frequency of using key roadways, specifically the Millennium
Highway and West Coast Road, which are the focus of this project. The following data
examines how often respondents travel on these roads, whether as drivers, passengers,
or pedestrians, highlighting trends that can inform road safety strategies and
infrastructure improvements in the project area.
The analysis of respondents' frequency of traveling on the Millennium Highway and/or
West Coast Road reveals the following insights (Figure 21):
▪ Daily: 73 respondents (17%)
▪ Weekly: 89 respondents (21%)
15%
85%
No
Yes
73%
27%
No
Yes
Situation Analysis Report and Pre-KAP Survey Results | v00 37
individuals in these age brackets are likelier to ride motorcycles for practical commuting
reasons or lifestyle preferences.
Figure 19 - Are you a licensed driver?
Figure 20 - Are you a licensed motorcyclist?
Traveling on the Millennium Highway and/or West Coast Road
The distribution of licensed drivers and motorcyclists provides valuable insight into how
different road users interact with the transportation system. Another critical aspect of
travel behavior is the frequency of using key roadways, specifically the Millennium
Highway and West Coast Road, which are the focus of this project. The following data
examines how often respondents travel on these roads, whether as drivers, passengers,
or pedestrians, highlighting trends that can inform road safety strategies and
infrastructure improvements in the project area.
The analysis of respondents' frequency of traveling on the Millennium Highway and/or
West Coast Road reveals the following insights (Figure 21):
▪ Daily: 73 respondents (17%)
▪ Weekly: 89 respondents (21%)
15%
85%
No
Yes
73%
27%
No
Yes
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Situation Analysis Report and Pre-KAP Survey Results | v00 38
▪ 2-3 times per week: 59 respondents (14%)
▪ Monthly: 101 respondents (23%)
▪ Never: 108 respondents (25%)
The largest group of respondents (25%) reported never traveling on these roads, while
23% use them monthly. A notable 17% travel daily, and 21% do so weekly.
Figure 21 – How often do you drive on the Millenium Highway or West Coast Road?
Examining how often respondents travel as passengers on the Millennium Highway and
West Coast Road helps assess roadway usage and potential safety concerns. The
analysis of respondents' frequency of traveling as a car passenger on the Millennium
Highway and/or West Coast Road reveals the following insights (Figure 22):
▪ Daily: 43 respondents (10%)
▪ Weekly: 59 respondents (14%)
▪ 2-3 times per week: 60 respondents (14%)
▪ Monthly: 132 respondents (31%)
▪ Never: 136 respondents (31%)
The data shows that passenger travel on these roads varies significantly, with a notable
portion of respondents rarely using them. A combined 62% of respondents either never
travel as passengers on these roads or do so only monthly, indicating that they are not
a primary route for many. In contrast, only 10% of respondents are daily passengers,
making them the smallest group.
17%
21%
14%
23%
25%
Daily
Weekly
2-3 times/ week
Monthly
Never
Situation Analysis Report and Pre-KAP Survey Results | v00 38
▪ 2-3 times per week: 59 respondents (14%)
▪ Monthly: 101 respondents (23%)
▪ Never: 108 respondents (25%)
The largest group of respondents (25%) reported never traveling on these roads, while
23% use them monthly. A notable 17% travel daily, and 21% do so weekly.
Figure 21 – How often do you drive on the Millenium Highway or West Coast Road?
Examining how often respondents travel as passengers on the Millennium Highway and
West Coast Road helps assess roadway usage and potential safety concerns. The
analysis of respondents' frequency of traveling as a car passenger on the Millennium
Highway and/or West Coast Road reveals the following insights (Figure 22):
▪ Daily: 43 respondents (10%)
▪ Weekly: 59 respondents (14%)
▪ 2-3 times per week: 60 respondents (14%)
▪ Monthly: 132 respondents (31%)
▪ Never: 136 respondents (31%)
The data shows that passenger travel on these roads varies significantly, with a notable
portion of respondents rarely using them. A combined 62% of respondents either never
travel as passengers on these roads or do so only monthly, indicating that they are not
a primary route for many. In contrast, only 10% of respondents are daily passengers,
making them the smallest group.
17%
21%
14%
23%
25%
Daily
Weekly
2-3 times/ week
Monthly
Never
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 39
Figure 22 - As a passenger, how often do you ride on the Millenium Highway or West Coast
Road?
The frequency of walking near the Millennium Highway and West Coast Road provides
insight into pedestrian behavior and the potential need for infrastructure improvements.
The data shows that most respondents rarely walk near these roads, with a significant
portion never walking in these areas at all (Figure 23).
▪ Daily: 47 respondents (11%)
▪ Weekly: 44 respondents (10%)
▪ 2-3 times per week: 15 respondents (4%)
▪ Monthly: 99 respondents (23%)
▪ Never: 225 respondents (52%)
A majority of respondents (52%) reported never walking near the highway, while 23%
walk near it monthly. Only 11% walk daily, and 10% do so weekly.
Figure 23 - As a pedestrian, how often do you walk near the Millenium Highway or West Coast
Road?
10%
14%
14%
31%
31% Daily
Weekly
2-3 times/week
Monthly
Never
11%
10%
4%
23%
52%
Daily
Weekly
2-3 times/week
Monthly
Never
Situation Analysis Report and Pre-KAP Survey Results | v00 39
Figure 22 - As a passenger, how often do you ride on the Millenium Highway or West Coast
Road?
The frequency of walking near the Millennium Highway and West Coast Road provides
insight into pedestrian behavior and the potential need for infrastructure improvements.
The data shows that most respondents rarely walk near these roads, with a significant
portion never walking in these areas at all (Figure 23).
▪ Daily: 47 respondents (11%)
▪ Weekly: 44 respondents (10%)
▪ 2-3 times per week: 15 respondents (4%)
▪ Monthly: 99 respondents (23%)
▪ Never: 225 respondents (52%)
A majority of respondents (52%) reported never walking near the highway, while 23%
walk near it monthly. Only 11% walk daily, and 10% do so weekly.
Figure 23 - As a pedestrian, how often do you walk near the Millenium Highway or West Coast
Road?
10%
14%
14%
31%
31% Daily
Weekly
2-3 times/week
Monthly
Never
11%
10%
4%
23%
52%
Daily
Weekly
2-3 times/week
Monthly
Never
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 40
5.2.2 Road Safety Knowledge
This section examines the level of road safety knowledge among respondents, focusing
on their awareness of key traffic laws and safety measures. Respondents were asked
about various road safety topics, including drivers licensing, speed limits, pedestrian
safety, and regulations for cyclists. Understanding these aspects is crucial for promoting
safer road use and encouraging compliance with traffic laws to reduce accidents and
improve overall public safety. The data, as shown in Figure 24, reveals strong overall
knowledge of key road safety laws, with some variations across different topics.
The highest awareness is seen in areas related to seatbelt and helmet use:
▪ 97% of respondents correctly stated that the law requires seatbelt use while
driving.
▪ 94% recognized that front-seat passengers must also wear seatbelts.
▪ 95% acknowledged that motorcyclists are legally required to wear helmets.
This high level of awareness may be attributed to consistent public messaging,
enforcement efforts, and the visible consequences of not using these safety measures.
However, knowledge is somewhat lower in other areas, particularly regarding cyclist
helmet laws and mobile phone use while driving:
▪ Only 74% of respondents knew that cyclists are required to wear helmets.
▪ 78% were aware that using a handheld phone while driving is prohibited.
The lower awareness of cyclist helmet requirements indicates that road safety
campaigns may not adequately target non-motorized road users, creating gaps in public
understanding. Similarly, although laws regarding mobile phone use while driving are
generally well-known, nearly a quarter of respondents were unaware of them. This
suggests that enforcement and awareness efforts for mobile phone use may not be as
effective as those for seatbelt regulations.
Situation Analysis Report and Pre-KAP Survey Results | v00 40
5.2.2 Road Safety Knowledge
This section examines the level of road safety knowledge among respondents, focusing
on their awareness of key traffic laws and safety measures. Respondents were asked
about various road safety topics, including drivers licensing, speed limits, pedestrian
safety, and regulations for cyclists. Understanding these aspects is crucial for promoting
safer road use and encouraging compliance with traffic laws to reduce accidents and
improve overall public safety. The data, as shown in Figure 24, reveals strong overall
knowledge of key road safety laws, with some variations across different topics.
The highest awareness is seen in areas related to seatbelt and helmet use:
▪ 97% of respondents correctly stated that the law requires seatbelt use while
driving.
▪ 94% recognized that front-seat passengers must also wear seatbelts.
▪ 95% acknowledged that motorcyclists are legally required to wear helmets.
This high level of awareness may be attributed to consistent public messaging,
enforcement efforts, and the visible consequences of not using these safety measures.
However, knowledge is somewhat lower in other areas, particularly regarding cyclist
helmet laws and mobile phone use while driving:
▪ Only 74% of respondents knew that cyclists are required to wear helmets.
▪ 78% were aware that using a handheld phone while driving is prohibited.
The lower awareness of cyclist helmet requirements indicates that road safety
campaigns may not adequately target non-motorized road users, creating gaps in public
understanding. Similarly, although laws regarding mobile phone use while driving are
generally well-known, nearly a quarter of respondents were unaware of them. This
suggests that enforcement and awareness efforts for mobile phone use may not be as
effective as those for seatbelt regulations.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 41
Figure 24 - Road Safety Knowledge Results
The Chi-square test was conducted to assess whether there are statistically significant
differences in road safety knowledge between gender groups. This analysis helps
determine whether any observed differences are due to chance or represent a real
pattern. The results showed that there were no statistically significant differences (p >
0.05) in knowledge between male and female respondents. However, the analysis
revealed small but notable differences in specific areas of road safety knowledge, with
some variations in how men and women understood certain laws. These differences
suggest that while gender does not have a major impact on overall knowledge, targeted
interventions could address the subtle variations in understanding between genders
such as:
▪ Both genders show high awareness, with over 94% of both men and women
correctly identifying seatbelt and motorcycle helmet requirements. However,
we have slightly higher awareness than men in most of these areas.
▪ A more noticeable gender gap appears here, with 78% of women knowing that
cyclists must wear helmets compared to only 7 1% of men. This suggests
that women may be more aware of cyclist safety laws or that this topic resonates
more with them.
▪ Awareness is nearly identical between men (78%) and women (77%), indicating
that knowledge of distracted driving laws is relatively equal across genders.
▪ For women 93% correctly identified that speeding in urban areas is dangerous,
compared to 92% of men. A larger gap appears in knowledge about overtaking
rules: 87% of women knew overtaking is not allowed on a solid line, compared
98%
97%
94%
95%
74%
78%
92%
84%
91%
90%
86%
0% 20% 40% 60% 80%100%120%
A driver’s license is required/necessary for
driving a motorcycle/car
The law requires you to fasten your seat
belt while driving a car
The law requires you to fasten your seat
belt as the front seat passenger
The law requires motorcyclists to wear a
helmet
The law requires cyclists to wear a helmet
Using a hand-held cell phone while driving
is not allowed
It is dangerous to speed in an urban area
When driving, you are not allowed to
overtake when there is a solid line
It is illegal to be under the influence of
alcohol or other drugs while driving
The speed limit in residential areas is
20mph (32km/h)
The speed limit for the highway is 40mph
(64km/h)
Percentage of Respondents Answering 'Yes'
Situation Analysis Report and Pre-KAP Survey Results | v00 41
Figure 24 - Road Safety Knowledge Results
The Chi-square test was conducted to assess whether there are statistically significant
differences in road safety knowledge between gender groups. This analysis helps
determine whether any observed differences are due to chance or represent a real
pattern. The results showed that there were no statistically significant differences (p >
0.05) in knowledge between male and female respondents. However, the analysis
revealed small but notable differences in specific areas of road safety knowledge, with
some variations in how men and women understood certain laws. These differences
suggest that while gender does not have a major impact on overall knowledge, targeted
interventions could address the subtle variations in understanding between genders
such as:
▪ Both genders show high awareness, with over 94% of both men and women
correctly identifying seatbelt and motorcycle helmet requirements. However,
we have slightly higher awareness than men in most of these areas.
▪ A more noticeable gender gap appears here, with 78% of women knowing that
cyclists must wear helmets compared to only 7 1% of men. This suggests
that women may be more aware of cyclist safety laws or that this topic resonates
more with them.
▪ Awareness is nearly identical between men (78%) and women (77%), indicating
that knowledge of distracted driving laws is relatively equal across genders.
▪ For women 93% correctly identified that speeding in urban areas is dangerous,
compared to 92% of men. A larger gap appears in knowledge about overtaking
rules: 87% of women knew overtaking is not allowed on a solid line, compared
98%
97%
94%
95%
74%
78%
92%
84%
91%
90%
86%
0% 20% 40% 60% 80%100%120%
A driver’s license is required/necessary for
driving a motorcycle/car
The law requires you to fasten your seat
belt while driving a car
The law requires you to fasten your seat
belt as the front seat passenger
The law requires motorcyclists to wear a
helmet
The law requires cyclists to wear a helmet
Using a hand-held cell phone while driving
is not allowed
It is dangerous to speed in an urban area
When driving, you are not allowed to
overtake when there is a solid line
It is illegal to be under the influence of
alcohol or other drugs while driving
The speed limit in residential areas is
20mph (32km/h)
The speed limit for the highway is 40mph
(64km/h)
Percentage of Respondents Answering 'Yes'
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 42
to 82% of men. This suggests that women may be more attentive to road
regulations related to safety and risk management.
▪ For women 93% correctly identified driving while intoxicated as illegal, compared
to 89% of men. This difference might indicate that women are more cautious
about substance use and driving or have been more exposed to awareness
campaigns on this issue.
▪ Women showed slightly higher knowledge of residential and highway speed
limits (92% vs. 89% for residential limits and 88% vs. 84% for highway limits).
This suggests that women may be more familiar with legal speed regulations due
to different driving habits or a greater concern for compliance.
The Chi-square test was conducted to determine if knowledge differences across age
groups are statistically significant. The results show:
▪ Most knowledge areas do not show statistically significant differences based on
age (p > 0.05).
▪ The only significant difference (p = 0.0236) is in knowledge about cyclist helmet
laws, indicating that awareness of this law varies significantly across age groups.
These results suggest that, for the most part, age does not appear to be a significant
factor influencing knowledge in most areas (as indicated by p-values greater than 0.05).
However, the exception is the knowledge about cyclist helmet laws, where a statistically
significant difference was found (p = 0.0236). This indicates that awareness of the
cyclist helmet law varies meaningfully across different age groups, suggesting that
certain age groups may have more or less awareness of this law than others.
5.2.3 Road Safety Attitudes
Analyzing road attitudes among respondents in Saint Lucia , as shown in Figure 25,
reveals strong overall agreement with key safety measures but with some variations
across different topics. Using a Likert scale (1 = Strongly Disagree to 5 = Strongly
Agree) and percentages, the results show that:
▪ Speed limits should be strictly followed. The average score of 4.16 (79% stating
Agree or Strongly Agree) indicates that most respondents believe in the
importance of speed regulation.
▪ Motorcyclists must wear approved helmets, which had one of the highest
agreement levels, with a score of 4.22 (83% stating Agree or Strongly Agree),
showing strong support for protective measures among two -wheeler users.
▪ Alcohol should never be consumed before driving, which cored 4.21 (83% stating
Agree or Strongly Agree), suggesting widespread recognition of the dangers of
impaired driving.
▪ Wearing a seatbelt is essential for all car occupants. The high agreement score
of 4.04 (76% stating Agree or Strongly Agree) reinforces the general acceptance
of seatbelt use as a critical safety habit.
However, the attitude towards child safety restraints at 3.96 out of 5 (72% stating
Agree or Strongly Agree) was slightly lower than other measures. This suggests that
while seatbelt use is widely accepted, awareness and enforcement regarding child
passenger safety might require further reinforcement.
Situation Analysis Report and Pre-KAP Survey Results | v00 42
to 82% of men. This suggests that women may be more attentive to road
regulations related to safety and risk management.
▪ For women 93% correctly identified driving while intoxicated as illegal, compared
to 89% of men. This difference might indicate that women are more cautious
about substance use and driving or have been more exposed to awareness
campaigns on this issue.
▪ Women showed slightly higher knowledge of residential and highway speed
limits (92% vs. 89% for residential limits and 88% vs. 84% for highway limits).
This suggests that women may be more familiar with legal speed regulations due
to different driving habits or a greater concern for compliance.
The Chi-square test was conducted to determine if knowledge differences across age
groups are statistically significant. The results show:
▪ Most knowledge areas do not show statistically significant differences based on
age (p > 0.05).
▪ The only significant difference (p = 0.0236) is in knowledge about cyclist helmet
laws, indicating that awareness of this law varies significantly across age groups.
These results suggest that, for the most part, age does not appear to be a significant
factor influencing knowledge in most areas (as indicated by p-values greater than 0.05).
However, the exception is the knowledge about cyclist helmet laws, where a statistically
significant difference was found (p = 0.0236). This indicates that awareness of the
cyclist helmet law varies meaningfully across different age groups, suggesting that
certain age groups may have more or less awareness of this law than others.
5.2.3 Road Safety Attitudes
Analyzing road attitudes among respondents in Saint Lucia , as shown in Figure 25,
reveals strong overall agreement with key safety measures but with some variations
across different topics. Using a Likert scale (1 = Strongly Disagree to 5 = Strongly
Agree) and percentages, the results show that:
▪ Speed limits should be strictly followed. The average score of 4.16 (79% stating
Agree or Strongly Agree) indicates that most respondents believe in the
importance of speed regulation.
▪ Motorcyclists must wear approved helmets, which had one of the highest
agreement levels, with a score of 4.22 (83% stating Agree or Strongly Agree),
showing strong support for protective measures among two -wheeler users.
▪ Alcohol should never be consumed before driving, which cored 4.21 (83% stating
Agree or Strongly Agree), suggesting widespread recognition of the dangers of
impaired driving.
▪ Wearing a seatbelt is essential for all car occupants. The high agreement score
of 4.04 (76% stating Agree or Strongly Agree) reinforces the general acceptance
of seatbelt use as a critical safety habit.
However, the attitude towards child safety restraints at 3.96 out of 5 (72% stating
Agree or Strongly Agree) was slightly lower than other measures. This suggests that
while seatbelt use is widely accepted, awareness and enforcement regarding child
passenger safety might require further reinforcement.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 43
Figure 25 - Road Safety Attitude Results
Overall, the data indicates a positive road safety culture in Saint Lucia, with most drivers
expressing strong agreement with key safety behaviors. However, targeted awareness
campaigns on specific areas, such as child restraints, improve compliance and
protection for vulnerable road users.
Analyzing road safety attitudes among drivers in Saint Lucia reveals some interesting
trends based on gender, age, and licensing status. While general agreement exists on
the importance of safety measures, certain groups exhibit slightly different
perspectives on key issues.
Men and women share similar views on most road safety measures, strongly supporting
seatbelt use, helmet laws, and restrictions on alcohol consumption while driving.
However, women tend to show slightly stronger agreement on key safety topics.
For example, women are more likely to support the use of child restraints in vehicles
and recognize the importance of following traffic rules to prevent crashes (Figure 26).
On the other hand, men tend to be less supportive of pedestrian rights (shown in Figure
27), particularly when asked whether pedestrians should always have the right of way
on crossings. This could suggest a more vehicle-centric perspective among male
respondents, which may influence their driving behavior.
0% 20% 40% 60% 80% 100%
Speed limits should be strictly followed
Motorcyclists must wear helmets that
have been approved
Child rear seat passengers 9 years old and
under should be in child restraints (car…
Wearing a seatbelt is essential for the
safety of all car occupants
Alcohol should never be consumed before
driving
Pedestrians always have the right of way
on pedestrian crossings
Men are more likely to engage in risky
driving
Obeying traffic rules makes a difference in
preventing crashes
Pedestrians need to follow road rules
Cyclists need to follow road rules
Motorcyclists need to follow road rules
Strongly Agree Agree Neutral Disagree Strongly Disagree
Situation Analysis Report and Pre-KAP Survey Results | v00 43
Figure 25 - Road Safety Attitude Results
Overall, the data indicates a positive road safety culture in Saint Lucia, with most drivers
expressing strong agreement with key safety behaviors. However, targeted awareness
campaigns on specific areas, such as child restraints, improve compliance and
protection for vulnerable road users.
Analyzing road safety attitudes among drivers in Saint Lucia reveals some interesting
trends based on gender, age, and licensing status. While general agreement exists on
the importance of safety measures, certain groups exhibit slightly different
perspectives on key issues.
Men and women share similar views on most road safety measures, strongly supporting
seatbelt use, helmet laws, and restrictions on alcohol consumption while driving.
However, women tend to show slightly stronger agreement on key safety topics.
For example, women are more likely to support the use of child restraints in vehicles
and recognize the importance of following traffic rules to prevent crashes (Figure 26).
On the other hand, men tend to be less supportive of pedestrian rights (shown in Figure
27), particularly when asked whether pedestrians should always have the right of way
on crossings. This could suggest a more vehicle-centric perspective among male
respondents, which may influence their driving behavior.
0% 20% 40% 60% 80% 100%
Speed limits should be strictly followed
Motorcyclists must wear helmets that
have been approved
Child rear seat passengers 9 years old and
under should be in child restraints (car…
Wearing a seatbelt is essential for the
safety of all car occupants
Alcohol should never be consumed before
driving
Pedestrians always have the right of way
on pedestrian crossings
Men are more likely to engage in risky
driving
Obeying traffic rules makes a difference in
preventing crashes
Pedestrians need to follow road rules
Cyclists need to follow road rules
Motorcyclists need to follow road rules
Strongly Agree Agree Neutral Disagree Strongly Disagree
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 44
Figure 26 - Gender-Comparison Do you agree that obeying traffic rules makes a difference in preventing
crashes?
121
55
15
3
5
76
110
30
10
1
4
0 20 40 60 80 100 120 140
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Female
Male
Prefer not to
say
Number of responses
Situation Analysis Report and Pre-KAP Survey Results | v00 44
Figure 26 - Gender-Comparison Do you agree that obeying traffic rules makes a difference in preventing
crashes?
121
55
15
3
5
76
110
30
10
1
4
0 20 40 60 80 100 120 140
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Female
Male
Prefer not to
say
Number of responses
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 45
Figure 27 – Gender-Comparison: Do you agree that pedestrians should always have the right
of way on pedestrian crossings?
Age also plays a role in shaping road safety attitudes. Older respondents (36-65) tend
to be more cautious, showing stronger agreement with the need for seatbelt use, speed
limits, and alcohol restrictions. In contrast, younger respondents (18-25) are more
neutral or slightly less supportive of some safety measures, particularly
regarding speeding and overtaking laws.
Interestingly, older respondents are more likely to agree that "men are more likely to
engage in risky driving", as Figure 28 displays. This may reflect their lived
experiences or observations over time, where they have noticed more risk -taking
behavior among male drivers.
66
61
35
25
12
43
73
59
38
14
2
1
1
0 10 20 30 40 50 60 70 80
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Strongly Disagree
Female
Male
Prefer not to
say
Number of responses
Situation Analysis Report and Pre-KAP Survey Results | v00 45
Figure 27 – Gender-Comparison: Do you agree that pedestrians should always have the right
of way on pedestrian crossings?
Age also plays a role in shaping road safety attitudes. Older respondents (36-65) tend
to be more cautious, showing stronger agreement with the need for seatbelt use, speed
limits, and alcohol restrictions. In contrast, younger respondents (18-25) are more
neutral or slightly less supportive of some safety measures, particularly
regarding speeding and overtaking laws.
Interestingly, older respondents are more likely to agree that "men are more likely to
engage in risky driving", as Figure 28 displays. This may reflect their lived
experiences or observations over time, where they have noticed more risk -taking
behavior among male drivers.
66
61
35
25
12
43
73
59
38
14
2
1
1
0 10 20 30 40 50 60 70 80
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Strongly Agree
Agree
Strongly Disagree
Female
Male
Prefer not to
say
Number of responses
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 46
Figure 28 – Age Comparison: Do you agree that men are more likely to engage in risky
driving?
Some distinct patterns emerge when comparing attitudes based on whether someone
has a driver’s license, a motorcycle license, or neither:
▪ People without a license tend to agree strongly with most road safety measures.
This may be because they are more often passengers or pedestrians, who are
particularly vulnerable on the roads and therefore more concerned about safety
regulations.
▪ Drivers who only have a car license are the most safety -conscious group,
particularly regarding seatbelt use, child restraints, and following traffic laws.
▪ Motorcyclists (those with car and motorcycle licenses) show slightly lower
agreement on the importance of helmet use and seatbelts. This might suggest
that they perceive these protective measures as less necessary or believe their
drills compensate for the risk.
▪ Additionally, motorcyclists are less likely to support the idea that pedestrians
should always have the right of way, which may indicate a stronger focus on
vehicle mobility over pedestrian safety.
The analysis of road safety attitudes in Saint Lucia, conducted using a t-test, reveals
some statistically significant differences based on gender, age, and licensing status. A
t-test is a statistical method used to compare the mean differences between two groups
and determine whether those differences are statistically significant or simply due to
random variation. While most respondents support road safety regulations, the results
highlight key differences in how these groups perceive certain measures, with some
displaying more cautious attitudes while others appear less cautious.
One of the most notable findings is the difference between men and women, particularly
regarding speed limits, helmet use, and seatbelt laws. The t -test results indicate
that women are significantly more likely to support these safety measures, especially
regarding child restraints and the necessity of wearing seatbelts for all passengers. This
suggests that female respondents may emphasize protective measures and family
safety more, whereas male respondents appear slightly more lenient.
Age also plays a role in shaping attitudes toward road safety. The t-test shows that older
respondents are significantly more likely to support strict enforcement of traffic laws,
including helmet regulations, child seatbelt use, and speed limits. In contrast, younger
respondents, particularly those in the 18-25 age group, demonstrate a more neutral or
0
5
10
15
20
25
30
35
18-25 26-35 36-45 46-55 56-65 66 and
above
Number of responses
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Situation Analysis Report and Pre-KAP Survey Results | v00 46
Figure 28 – Age Comparison: Do you agree that men are more likely to engage in risky
driving?
Some distinct patterns emerge when comparing attitudes based on whether someone
has a driver’s license, a motorcycle license, or neither:
▪ People without a license tend to agree strongly with most road safety measures.
This may be because they are more often passengers or pedestrians, who are
particularly vulnerable on the roads and therefore more concerned about safety
regulations.
▪ Drivers who only have a car license are the most safety -conscious group,
particularly regarding seatbelt use, child restraints, and following traffic laws.
▪ Motorcyclists (those with car and motorcycle licenses) show slightly lower
agreement on the importance of helmet use and seatbelts. This might suggest
that they perceive these protective measures as less necessary or believe their
drills compensate for the risk.
▪ Additionally, motorcyclists are less likely to support the idea that pedestrians
should always have the right of way, which may indicate a stronger focus on
vehicle mobility over pedestrian safety.
The analysis of road safety attitudes in Saint Lucia, conducted using a t-test, reveals
some statistically significant differences based on gender, age, and licensing status. A
t-test is a statistical method used to compare the mean differences between two groups
and determine whether those differences are statistically significant or simply due to
random variation. While most respondents support road safety regulations, the results
highlight key differences in how these groups perceive certain measures, with some
displaying more cautious attitudes while others appear less cautious.
One of the most notable findings is the difference between men and women, particularly
regarding speed limits, helmet use, and seatbelt laws. The t -test results indicate
that women are significantly more likely to support these safety measures, especially
regarding child restraints and the necessity of wearing seatbelts for all passengers. This
suggests that female respondents may emphasize protective measures and family
safety more, whereas male respondents appear slightly more lenient.
Age also plays a role in shaping attitudes toward road safety. The t-test shows that older
respondents are significantly more likely to support strict enforcement of traffic laws,
including helmet regulations, child seatbelt use, and speed limits. In contrast, younger
respondents, particularly those in the 18-25 age group, demonstrate a more neutral or
0
5
10
15
20
25
30
35
18-25 26-35 36-45 46-55 56-65 66 and
above
Number of responses
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 47
less strict stance. This trend may indicate that road experience influences one’s
perception of risk, with older individuals becoming more aware of the importance of
safety measures over time.
Licensing status further differentiates road safety attitudes. The t-test results highlight
that respondents without licenses strongly agree with road safety regulations, likely
because they experience road risks as pedestrians or passengers rather than drivers.
Conversely, motorcycle riders with car and motorcycle licenses have lower
agreement with helmet use and protective equipment laws. This may reflect a greater
confidence in their riding abilities or a perception of reduced risk.
These findings suggest that while road safety awareness is generally high, targeted
efforts could reinforce messages for younger drivers and motorcyclists, who tend to
have more relaxed attitudes toward certain protective measures.
5.2.4 Perceptions of Risk and Responsibility in Road Crashes
The analysis of responses regarding which groups are most at risk of being killed on
roads in Saint Lucia highlights some key concerns among respondents (Figure 29):
▪ Pedestrians were identified as the most at -risk group (83 respondents),
reinforcing the perception that those walking near or crossing roads face a high
likelihood of being involved in fatal crashes.
▪ Young drivers and/or their passengers were the second most frequently
mentioned group (73 respondents), indicating widespread recognition of the
vulnerability of younger, less experienced drivers.
▪ Car drivers and/or their passengers (64 respondents) were also cited, showing
that even inside vehicles, road users still perceive significant risks, likely due to
speeding, crashes, or lack of seatbelt use.
▪ Motorcyclists and their passengers (54 respondents) were also identified as at
risk, suggesting concerns about the safety of two -wheeled vehicles and the
potential dangers riders face.
This data suggests that pedestrians, younger drivers, and vehicle occupants are
perceived as highly vulnerable, with a particular concern for road users who may engage
in risky behaviors or face infrastructure-related hazards.
Situation Analysis Report and Pre-KAP Survey Results | v00 47
less strict stance. This trend may indicate that road experience influences one’s
perception of risk, with older individuals becoming more aware of the importance of
safety measures over time.
Licensing status further differentiates road safety attitudes. The t-test results highlight
that respondents without licenses strongly agree with road safety regulations, likely
because they experience road risks as pedestrians or passengers rather than drivers.
Conversely, motorcycle riders with car and motorcycle licenses have lower
agreement with helmet use and protective equipment laws. This may reflect a greater
confidence in their riding abilities or a perception of reduced risk.
These findings suggest that while road safety awareness is generally high, targeted
efforts could reinforce messages for younger drivers and motorcyclists, who tend to
have more relaxed attitudes toward certain protective measures.
5.2.4 Perceptions of Risk and Responsibility in Road Crashes
The analysis of responses regarding which groups are most at risk of being killed on
roads in Saint Lucia highlights some key concerns among respondents (Figure 29):
▪ Pedestrians were identified as the most at -risk group (83 respondents),
reinforcing the perception that those walking near or crossing roads face a high
likelihood of being involved in fatal crashes.
▪ Young drivers and/or their passengers were the second most frequently
mentioned group (73 respondents), indicating widespread recognition of the
vulnerability of younger, less experienced drivers.
▪ Car drivers and/or their passengers (64 respondents) were also cited, showing
that even inside vehicles, road users still perceive significant risks, likely due to
speeding, crashes, or lack of seatbelt use.
▪ Motorcyclists and their passengers (54 respondents) were also identified as at
risk, suggesting concerns about the safety of two -wheeled vehicles and the
potential dangers riders face.
This data suggests that pedestrians, younger drivers, and vehicle occupants are
perceived as highly vulnerable, with a particular concern for road users who may engage
in risky behaviors or face infrastructure-related hazards.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 48
Figure 29 - Identify the group or groups most at risk of being killed on roads in St. Lucia?
The analysis of perceptions regarding who is most often responsible for causing road
traffic crashes in Saint Lucia highlights some clear trends in public opinion (Figure 30):
▪ Most respondents (167 people) believe that "drivers in general" are responsible
for most crashes, indicating a broad perception that dangerous driving behaviors
are widespread and not limited to any specific group.
▪ Young drivers (95 respondents) are seen as the second most responsible group,
reinforcing concerns that inexperience, overconfidence, or risk-taking behaviors
among younger drivers contribute to crashes.
▪ Inexperienced drivers (57 respondents) are also commonly cited, emphasizing
that a lack of skill and judgment is a key factor in road traffic incidents.
▪ Some respondents (39) identified as bus drivers, suggesting concerns about
public transport safety and the behavior of minibus operators.
▪ Motorcyclists (24 respondents) were the least frequently mentioned, indicating
that while motorcycles may be involved in crashes, they are not perceived as a
primary cause compared to other road users.
These results suggest that public perception focuses more on driver behavior and
experience than specific vehicle types.
83
73
64
54
43
43
39
34
30
7
0102030405060708090
Pedestrians
Young drivers and/or their passengers
Car drivers and/or their passengers
Motorcyclists and their passengers
School Children
Bicyclists
Elderly women, children, and people with
disabilities
Unlicensed drivers
Minibus occupants
Truck drivers
Situation Analysis Report and Pre-KAP Survey Results | v00 48
Figure 29 - Identify the group or groups most at risk of being killed on roads in St. Lucia?
The analysis of perceptions regarding who is most often responsible for causing road
traffic crashes in Saint Lucia highlights some clear trends in public opinion (Figure 30):
▪ Most respondents (167 people) believe that "drivers in general" are responsible
for most crashes, indicating a broad perception that dangerous driving behaviors
are widespread and not limited to any specific group.
▪ Young drivers (95 respondents) are seen as the second most responsible group,
reinforcing concerns that inexperience, overconfidence, or risk-taking behaviors
among younger drivers contribute to crashes.
▪ Inexperienced drivers (57 respondents) are also commonly cited, emphasizing
that a lack of skill and judgment is a key factor in road traffic incidents.
▪ Some respondents (39) identified as bus drivers, suggesting concerns about
public transport safety and the behavior of minibus operators.
▪ Motorcyclists (24 respondents) were the least frequently mentioned, indicating
that while motorcycles may be involved in crashes, they are not perceived as a
primary cause compared to other road users.
These results suggest that public perception focuses more on driver behavior and
experience than specific vehicle types.
83
73
64
54
43
43
39
34
30
7
0102030405060708090
Pedestrians
Young drivers and/or their passengers
Car drivers and/or their passengers
Motorcyclists and their passengers
School Children
Bicyclists
Elderly women, children, and people with
disabilities
Unlicensed drivers
Minibus occupants
Truck drivers
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 49
Figure 30 – Which one of the following groups do you think is most often responsible for
causing road traffic crashes?
5.2.5 Perception of Traffic Calming and Speed Enforcement
Public perception of traffic calming and speed enforcement plays a critical role in shaping
road safety strategies. Understanding how residents view these measures helps identify
areas for improvement and potential resistance to policy changes. The following section
explores public attitudes toward traffic-calming measures, such as speed bumps and
roundabouts.
The analysis of public perceptions regarding traffic calming measures and speed
enforcement in Saint Lucia reveals the following key insights:
▪ Support for traffic calming measures (e.g., speed bumps, roundabouts, raised
pedestrian crossings) is quite strong as shown in Figure 31, with an average
rating of 4.0 on a 5-point scale (184 Strongly Supportive, 125 Supportive). This
suggests that most respondents strongly support measures to slow down traffic
and improve road safety.
▪ Perceptions of current speed enforcement measures, such as speed cameras and
police patrols, are more mixed, with an average score of 3.4 (108 Effective and
119 Strongly Effective as shown in Figure 32). This indicates that while some
respondents find these measures effective, others remain neutral or perceive
them as ineffective (78 Neutral and 76 Ineffective).
▪ Police patrols are rated slightly higher than general speed enforcement efforts,
with an average score of 3.6 and 135 stating they believe the enforcement is
Strongly Effective and 111 stating it is Effective (Figure 33). This suggests
167
95
57
39
24
20
10
16
2
0 20 40 60 80 100 120 140 160 180
Drivers in general
Young drivers
Inexperienced drivers
Bus drivers
Motorcyclists
Unlicensed drivers
Truck drivers
Pedestrians
Cyclists
Situation Analysis Report and Pre-KAP Survey Results | v00 49
Figure 30 – Which one of the following groups do you think is most often responsible for
causing road traffic crashes?
5.2.5 Perception of Traffic Calming and Speed Enforcement
Public perception of traffic calming and speed enforcement plays a critical role in shaping
road safety strategies. Understanding how residents view these measures helps identify
areas for improvement and potential resistance to policy changes. The following section
explores public attitudes toward traffic-calming measures, such as speed bumps and
roundabouts.
The analysis of public perceptions regarding traffic calming measures and speed
enforcement in Saint Lucia reveals the following key insights:
▪ Support for traffic calming measures (e.g., speed bumps, roundabouts, raised
pedestrian crossings) is quite strong as shown in Figure 31, with an average
rating of 4.0 on a 5-point scale (184 Strongly Supportive, 125 Supportive). This
suggests that most respondents strongly support measures to slow down traffic
and improve road safety.
▪ Perceptions of current speed enforcement measures, such as speed cameras and
police patrols, are more mixed, with an average score of 3.4 (108 Effective and
119 Strongly Effective as shown in Figure 32). This indicates that while some
respondents find these measures effective, others remain neutral or perceive
them as ineffective (78 Neutral and 76 Ineffective).
▪ Police patrols are rated slightly higher than general speed enforcement efforts,
with an average score of 3.6 and 135 stating they believe the enforcement is
Strongly Effective and 111 stating it is Effective (Figure 33). This suggests
167
95
57
39
24
20
10
16
2
0 20 40 60 80 100 120 140 160 180
Drivers in general
Young drivers
Inexperienced drivers
Bus drivers
Motorcyclists
Unlicensed drivers
Truck drivers
Pedestrians
Cyclists
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 50
that while police presence is viewed somewhat positively, there is still room for
improvement in how speed enforcement is perceived and implemented.
These results indicate that residents generally support traffic-calming interventions but
have more divided opinions on the effectiveness of speed enforcement measures.
Figure 31 - How supportive are you of introducing more traffic calming measures?
Figure 32 - How effective do you think current speed enforcement measures are in reducing
speeding?
43%
29%
19%
6%
3%
Strongly Supportive
Supportive
Neutral
Unsupportive
Strongly Unsupportive
28%
26%
18%
18%
10%
Strongly Efffective
Effective
Neutral
Ineffective
Strongly Ineffective
Situation Analysis Report and Pre-KAP Survey Results | v00 50
that while police presence is viewed somewhat positively, there is still room for
improvement in how speed enforcement is perceived and implemented.
These results indicate that residents generally support traffic-calming interventions but
have more divided opinions on the effectiveness of speed enforcement measures.
Figure 31 - How supportive are you of introducing more traffic calming measures?
Figure 32 - How effective do you think current speed enforcement measures are in reducing
speeding?
43%
29%
19%
6%
3%
Strongly Supportive
Supportive
Neutral
Unsupportive
Strongly Unsupportive
28%
26%
18%
18%
10%
Strongly Efffective
Effective
Neutral
Ineffective
Strongly Ineffective
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 51
Figure 33 - How effective do you consider police patrols to be in managing speed?
Attitudes toward traffic calming and speed enforcement reveal some notable
demographic trends. While both men and women generally support traffic calming
measures, women tend to be slightly more in favor. However, regarding speed
enforcement methods like speed cameras and police patrols, gender differences are
minimal, suggesting a broadly shared perspective.
Age plays a more distinct role (Figure 34 through Figure 36): older individuals
(especially those over 46) strongly support traffic calming and perceive speed
enforcement as more effective, likely reflecting a greater concern for road safety with
experience. Younger respondents (18-25) are more neutral, possibly valuing mobility
over-regulation.
Figure 34 - How supportive are you of introducing more traffic calming measures in your area?
31%
26%
22%
14%
7%
Strongly Efffective
Effective
Neutral
Ineffective
Strongly Ineffective
0
10
20
30
40
50
60
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Supportive
Supportive
Neutral
Unsupportive
Strongly Unsupportive
Situation Analysis Report and Pre-KAP Survey Results | v00 51
Figure 33 - How effective do you consider police patrols to be in managing speed?
Attitudes toward traffic calming and speed enforcement reveal some notable
demographic trends. While both men and women generally support traffic calming
measures, women tend to be slightly more in favor. However, regarding speed
enforcement methods like speed cameras and police patrols, gender differences are
minimal, suggesting a broadly shared perspective.
Age plays a more distinct role (Figure 34 through Figure 36): older individuals
(especially those over 46) strongly support traffic calming and perceive speed
enforcement as more effective, likely reflecting a greater concern for road safety with
experience. Younger respondents (18-25) are more neutral, possibly valuing mobility
over-regulation.
Figure 34 - How supportive are you of introducing more traffic calming measures in your area?
31%
26%
22%
14%
7%
Strongly Efffective
Effective
Neutral
Ineffective
Strongly Ineffective
0
10
20
30
40
50
60
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Supportive
Supportive
Neutral
Unsupportive
Strongly Unsupportive
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 52
Figure 35 - How effective do you think current speed enforcement measures are in reducing
speeding?
Figure 36 - How effective do you consider police patrols to be in managing speed?
Licensing status also influences views. Unlicensed individuals, including pedestrians and
passengers, show the highest support for traffic calming, while motorcyclists are the
least supportive, likely seeing these measures as inconvenient. Regarding speed
enforcement, unlicensed individuals rate its effectiveness higher than car drivers, who
may see it as inadequate or overly restrictive.
Education level also shapes perceptions. Support for traffic calming is consistently
strong across all levels, with the highest approval from tertiary graduates. In contrast,
views on speed enforcement vary more: secondary school graduates rate it the most
effective, while those with post-secondary or primary education are more skeptical,
possibly perceiving enforcement as weaker or less impactful.
These trends suggest that support for traffic regulation is generally high, but personal
mobility habits, life experience, and education level shape individual perspectives.
0
5
10
15
20
25
30
35
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Effective
Effective
Neutral
Ineffective
Strongly Ineffective
0
5
10
15
20
25
30
35
40
45
50
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Effective
Effective
Neutral
Ineffective
Strongly Ineffective
Situation Analysis Report and Pre-KAP Survey Results | v00 52
Figure 35 - How effective do you think current speed enforcement measures are in reducing
speeding?
Figure 36 - How effective do you consider police patrols to be in managing speed?
Licensing status also influences views. Unlicensed individuals, including pedestrians and
passengers, show the highest support for traffic calming, while motorcyclists are the
least supportive, likely seeing these measures as inconvenient. Regarding speed
enforcement, unlicensed individuals rate its effectiveness higher than car drivers, who
may see it as inadequate or overly restrictive.
Education level also shapes perceptions. Support for traffic calming is consistently
strong across all levels, with the highest approval from tertiary graduates. In contrast,
views on speed enforcement vary more: secondary school graduates rate it the most
effective, while those with post-secondary or primary education are more skeptical,
possibly perceiving enforcement as weaker or less impactful.
These trends suggest that support for traffic regulation is generally high, but personal
mobility habits, life experience, and education level shape individual perspectives.
0
5
10
15
20
25
30
35
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Effective
Effective
Neutral
Ineffective
Strongly Ineffective
0
5
10
15
20
25
30
35
40
45
50
18-25 26-35 36-45 46-55 56-65 66 and
above
Strongly Effective
Effective
Neutral
Ineffective
Strongly Ineffective
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 53
5.2.6 Public Perception of Traffic Law Enforcement in Saint Lucia
The analysis of public opinion on speed limit and seatbelt law enforcement in local
communities reveals a general lack of confidence in enforcement efforts:
Speed Limit Enforcement (Figure 37):
▪ Two hundred sixty -four respondents (6 3%) believe there is insufficient
enforcement of speed limits in their community.
▪ Only 158 respondents (37%) feel that enforcement is adequate.
This suggests that many residents perceive speed violations as a common issue,
potentially due to a lack of visible enforcement measures or insufficient penalties for
speeding drivers.
Figure 37 - Do you think there is enough enforcement of speed limits in your community?
Seatbelt Law Enforcement (Figure 38):
▪ Two hundred thirty-nine respondents (56%) believe enforcing seatbelt laws
is insufficient.
▪ Only 189 respondents (44%) feel that enforcement is adequate.
While slightly better than speed limit enforcement, many still feel that laws are not
being effectively enforced, which could lead to lower compliance rates.
37%
63%
Yes
No
Situation Analysis Report and Pre-KAP Survey Results | v00 53
5.2.6 Public Perception of Traffic Law Enforcement in Saint Lucia
The analysis of public opinion on speed limit and seatbelt law enforcement in local
communities reveals a general lack of confidence in enforcement efforts:
Speed Limit Enforcement (Figure 37):
▪ Two hundred sixty -four respondents (6 3%) believe there is insufficient
enforcement of speed limits in their community.
▪ Only 158 respondents (37%) feel that enforcement is adequate.
This suggests that many residents perceive speed violations as a common issue,
potentially due to a lack of visible enforcement measures or insufficient penalties for
speeding drivers.
Figure 37 - Do you think there is enough enforcement of speed limits in your community?
Seatbelt Law Enforcement (Figure 38):
▪ Two hundred thirty-nine respondents (56%) believe enforcing seatbelt laws
is insufficient.
▪ Only 189 respondents (44%) feel that enforcement is adequate.
While slightly better than speed limit enforcement, many still feel that laws are not
being effectively enforced, which could lead to lower compliance rates.
37%
63%
Yes
No
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 54
Figure 38 - Do you think there is enough enforcement of seatbelt laws in your community?
These findings suggest that public confidence in road safety enforcement is relatively
low. More than half of respondents feel that speed limits and seatbelt laws are not
properly enforced.
Public perceptions of speed limit and seatbelt law enforcement vary significantly across
different demographic groups. Regarding gender, both men and women generally
express low confidence in enforcement measures. However, women tend to be slightly
more critical, with fewer believing that current enforcement is adequate.
Age also influences opinions. Younger respondents (18-25) show the least confidence
in speed limit enforcement, while older individuals (46-65) are slightly more positive.
This may be due to a greater awareness of enforcement efforts or different expectations
regarding traffic policing. Licensing status influences perceptions as well. Unlicensed
individuals have the lowest confidence in enforcement, with very few believing that
speed limits or seatbelt laws are effectively upheld. Car drivers and motorcyclists are
slightly more confident, but overall, skepticism about enforcement is widespread.
Education level further underscores these differences. Individuals with higher education
(post-secondary and tertiary graduates) tend to be the most skeptical, with a small
percentage believing that speed limits and seatbelt laws are adequately enforced. In
contrast, secondary school graduates show the highest confidence in enforcement,
while primary school respondents are positioned somewhere in between.
Overall, although perceptions of enforcement effectiveness generally remain low across
all groups, attitudes are influenced by factors such as experience, mobility habits, and
educational background.
5.2.7 Road Safety Practices
The analysis of self-reported road safety behaviors reveals significant variations in
compliance with key safety measures, as shown in Figure 39, including seatbelt use,
helmet-wearing, speed limits, phone usage, and alcohol consumption while driving.
Seatbelt use varies depending on seating position:
▪ Drivers wear seatbelts the most frequently, with an average score of 3.7 on a 5-
point scale, with meaning that 66% stated they ‘Often’ or ‘Always’ wear them.
44%
56%
Yes
No
Situation Analysis Report and Pre-KAP Survey Results | v00 54
Figure 38 - Do you think there is enough enforcement of seatbelt laws in your community?
These findings suggest that public confidence in road safety enforcement is relatively
low. More than half of respondents feel that speed limits and seatbelt laws are not
properly enforced.
Public perceptions of speed limit and seatbelt law enforcement vary significantly across
different demographic groups. Regarding gender, both men and women generally
express low confidence in enforcement measures. However, women tend to be slightly
more critical, with fewer believing that current enforcement is adequate.
Age also influences opinions. Younger respondents (18-25) show the least confidence
in speed limit enforcement, while older individuals (46-65) are slightly more positive.
This may be due to a greater awareness of enforcement efforts or different expectations
regarding traffic policing. Licensing status influences perceptions as well. Unlicensed
individuals have the lowest confidence in enforcement, with very few believing that
speed limits or seatbelt laws are effectively upheld. Car drivers and motorcyclists are
slightly more confident, but overall, skepticism about enforcement is widespread.
Education level further underscores these differences. Individuals with higher education
(post-secondary and tertiary graduates) tend to be the most skeptical, with a small
percentage believing that speed limits and seatbelt laws are adequately enforced. In
contrast, secondary school graduates show the highest confidence in enforcement,
while primary school respondents are positioned somewhere in between.
Overall, although perceptions of enforcement effectiveness generally remain low across
all groups, attitudes are influenced by factors such as experience, mobility habits, and
educational background.
5.2.7 Road Safety Practices
The analysis of self-reported road safety behaviors reveals significant variations in
compliance with key safety measures, as shown in Figure 39, including seatbelt use,
helmet-wearing, speed limits, phone usage, and alcohol consumption while driving.
Seatbelt use varies depending on seating position:
▪ Drivers wear seatbelts the most frequently, with an average score of 3.7 on a 5-
point scale, with meaning that 66% stated they ‘Often’ or ‘Always’ wear them.
44%
56%
Yes
No
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 55
▪ Front-seat passengers wear seatbelts less frequently (3.3), with a total of 42%
stating they ‘Often’ or ‘Always’ wear them.
▪ The few rear-seat passengers wear seatbelts (2.2), with only 19% of respondents
stating they ‘Often’ or ‘Always’ wear them.
Helmet use among motorcyclists is inconsistent:
▪ Riders report a moderate helmet-wearing habit (2.5), meaning 32% stated they
‘Often’ or ‘Always’ and that wearing them that helmet use is not universal, and
some riders only occasionally wear helmets.
▪ Helmet use among a pillion rider (passengers on motorcycles) is almost identical
at 2.5 out of 5 (only 28% stated they ‘Often’ or ‘Always’), suggesting
that passenger safety may be neglected even more than driver safety.
Alcohol consumption while driving is still a concern:
▪ The average score for driving without drinking alcohol is 3.9, meaning that while
53% respondents claim to ‘Often’ or ‘Always’ avoid drinking before driving, there
is still a concerning portion of drivers who do not consistently refrain from alcohol
consumption before getting behind the wheel.
This highlights the need for stronger enforcement and education on the dangers of
impaired driving.
Following the speed limit and avoiding distractions:
▪ Following the speed limit is inconsistent, with 51% of respondents answering
‘Often’ or ‘Always’ and average score that suggests some respondents only
sometimes follow speed regulations.
▪ Using a phone while driving or walking near traffic shows varied behaviors,
indicating that some respondents occasionally engage in distracted driving or
pedestrian behavior. A total of 22% stated ‘Often’ or ‘Always’ for using a phone
while driving while 31% stated ‘Often’ or ‘Always’ for using a phone while walking
near traffic.
This data suggests that while some safety measures are widely adopted, others, such
as using rear seatbelts, wearing helmets, and abstaining from alcohol before driving,
remain areas of concern.
Situation Analysis Report and Pre-KAP Survey Results | v00 55
▪ Front-seat passengers wear seatbelts less frequently (3.3), with a total of 42%
stating they ‘Often’ or ‘Always’ wear them.
▪ The few rear-seat passengers wear seatbelts (2.2), with only 19% of respondents
stating they ‘Often’ or ‘Always’ wear them.
Helmet use among motorcyclists is inconsistent:
▪ Riders report a moderate helmet-wearing habit (2.5), meaning 32% stated they
‘Often’ or ‘Always’ and that wearing them that helmet use is not universal, and
some riders only occasionally wear helmets.
▪ Helmet use among a pillion rider (passengers on motorcycles) is almost identical
at 2.5 out of 5 (only 28% stated they ‘Often’ or ‘Always’), suggesting
that passenger safety may be neglected even more than driver safety.
Alcohol consumption while driving is still a concern:
▪ The average score for driving without drinking alcohol is 3.9, meaning that while
53% respondents claim to ‘Often’ or ‘Always’ avoid drinking before driving, there
is still a concerning portion of drivers who do not consistently refrain from alcohol
consumption before getting behind the wheel.
This highlights the need for stronger enforcement and education on the dangers of
impaired driving.
Following the speed limit and avoiding distractions:
▪ Following the speed limit is inconsistent, with 51% of respondents answering
‘Often’ or ‘Always’ and average score that suggests some respondents only
sometimes follow speed regulations.
▪ Using a phone while driving or walking near traffic shows varied behaviors,
indicating that some respondents occasionally engage in distracted driving or
pedestrian behavior. A total of 22% stated ‘Often’ or ‘Always’ for using a phone
while driving while 31% stated ‘Often’ or ‘Always’ for using a phone while walking
near traffic.
This data suggests that while some safety measures are widely adopted, others, such
as using rear seatbelts, wearing helmets, and abstaining from alcohol before driving,
remain areas of concern.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 56
Figure 39 - Road Safety Practice Results
The self-reported road safety behaviors analysis highlights notable differences across
gender, age, licensing status, and education level. While some groups adopt safer
practices, others exhibit behaviors that could increase their risk on the road.
Gender plays a significant role in road safety habits. Women are more consistent in
wearing seatbelts, particularly in the rear seat, while men are less likely to buckle up
when not in the driver's seat. This suggests that women may be more safety-conscious
and able to follow seatbelt laws. A similar trend emerges with phone use while driving,
as men report using their phones more frequently behind the wheel, reinforcing
concerns about distracted driving. Helmet use also shows slight gender differences, with
women being somewhat more likely to wear a helmet while riding a motorcycle, though
overall compliance remains low.
Age is another key factor influencing road safety behavior. Younger individuals (18-25)
are the least likely to wear seatbelts, particularly in the rear seat, while older
respondents (46-65) report higher compliance. Similarly, younger drivers exceed speed
limits more often, whereas older drivers are more cautious and adhere more strictly to
regulations. A growing concern among younger pedestrians is their frequent phone use
near traffic, increasing the risk of road crashes due to distraction.
Licensing status also shapes safety habits. Unlicensed individuals are the least likely to
wear seatbelts, possibly due to a lack of formal education on road safety. Helmet use
remains a major concern, particularly among motorcyclists with car and motorcyc le
licenses, who report the lowest helmet-wearing frequency. However, licensed drivers—
both car-only and motorcycle riders—tend to be more compliant with speed limits,
suggesting that experience and exposure to traffic regulations encourage safer
behaviors.
Education level further influences road safety practices. Those with post-secondary or
tertiary education are the most likely to wear seatbelts, use helmets, and respect speed
0% 20% 40% 60% 80% 100%
Wearing a seatbelt in a car as a driver
Wearing a seatbelt in a car as a front seat
passenger
Wearing a seatbelt in the car as a rear
seat passenger
Wearing a helmet when riding a bike or
motorcycle
Wearing a helmet as a pillion rider
Following the speed limit
Using a phone while driving
Using a phone while walking near traffic
Driving without drinking alcohol
Always Often Sometimes Rarely Never
Situation Analysis Report and Pre-KAP Survey Results | v00 56
Figure 39 - Road Safety Practice Results
The self-reported road safety behaviors analysis highlights notable differences across
gender, age, licensing status, and education level. While some groups adopt safer
practices, others exhibit behaviors that could increase their risk on the road.
Gender plays a significant role in road safety habits. Women are more consistent in
wearing seatbelts, particularly in the rear seat, while men are less likely to buckle up
when not in the driver's seat. This suggests that women may be more safety-conscious
and able to follow seatbelt laws. A similar trend emerges with phone use while driving,
as men report using their phones more frequently behind the wheel, reinforcing
concerns about distracted driving. Helmet use also shows slight gender differences, with
women being somewhat more likely to wear a helmet while riding a motorcycle, though
overall compliance remains low.
Age is another key factor influencing road safety behavior. Younger individuals (18-25)
are the least likely to wear seatbelts, particularly in the rear seat, while older
respondents (46-65) report higher compliance. Similarly, younger drivers exceed speed
limits more often, whereas older drivers are more cautious and adhere more strictly to
regulations. A growing concern among younger pedestrians is their frequent phone use
near traffic, increasing the risk of road crashes due to distraction.
Licensing status also shapes safety habits. Unlicensed individuals are the least likely to
wear seatbelts, possibly due to a lack of formal education on road safety. Helmet use
remains a major concern, particularly among motorcyclists with car and motorcyc le
licenses, who report the lowest helmet-wearing frequency. However, licensed drivers—
both car-only and motorcycle riders—tend to be more compliant with speed limits,
suggesting that experience and exposure to traffic regulations encourage safer
behaviors.
Education level further influences road safety practices. Those with post-secondary or
tertiary education are the most likely to wear seatbelts, use helmets, and respect speed
0% 20% 40% 60% 80% 100%
Wearing a seatbelt in a car as a driver
Wearing a seatbelt in a car as a front seat
passenger
Wearing a seatbelt in the car as a rear
seat passenger
Wearing a helmet when riding a bike or
motorcycle
Wearing a helmet as a pillion rider
Following the speed limit
Using a phone while driving
Using a phone while walking near traffic
Driving without drinking alcohol
Always Often Sometimes Rarely Never
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 57
limits, indicating a stronger awareness of road safety. In contrast, individuals with only
primary or secondary education show lower compliance, particularly with seatbelt use
and helmet-wearing. A notable finding is that secondary school graduates report the
highest phone use while driving, while those with higher education are significantly less
likely to engage in distracted driving. Additionally, highly educated respondents are
more likely to avoid drinking before driving, reinforcing that education influences how
people assess and manage road risks.
Overall, these trends highlight how demographic factors shape road safety behaviors.
Experience, education, and mobility habits are crucial in adhering to safety measures.
5.2.8 Crash or Near Crash Situation Experience
The analysis of responses regarding crash or near-crash experiences shows that
a significant proportion of respondents have been involved in such incidents (Figure
40):
▪ Two hundred and twenty-four respondents (52%) reported experiencing a crash
or near-crash situation.
▪ Two hundred and six respondents (48%) stated they had never been in such a
situation.
This suggests that crash or near-miss experiences are relatively common among
respondents, which may reflect high levels of road risk exposure, unsafe driving
behaviors, or infrastructural challenges in Saint Lucia.
Figure 40 - Have you ever been in a crash or near-crash situation?
The data reveals notable differences in the likelihood of experiencing a crash or near-
crash situation based on gender, age, licensing status, and education level. While
a significant proportion of respondents (52%) have been involved in such incidents,
certain groups appear more at risk than others.
Men are slightly more likely than women to report being in a crash or near-crash
situation, displayed in Figure 41. This aligns with global research showing that men are
often more exposed to high -risk driving behaviors, such as speeding, overtaking
aggressively, or engaging in more frequent road use, which could contribute to their
increased involvement in traffic incidents. While the difference is not dramatic, it
suggests that risk-taking tendencies may affect crash exposure among male drivers.
48%
52%
No
Yes
Situation Analysis Report and Pre-KAP Survey Results | v00 57
limits, indicating a stronger awareness of road safety. In contrast, individuals with only
primary or secondary education show lower compliance, particularly with seatbelt use
and helmet-wearing. A notable finding is that secondary school graduates report the
highest phone use while driving, while those with higher education are significantly less
likely to engage in distracted driving. Additionally, highly educated respondents are
more likely to avoid drinking before driving, reinforcing that education influences how
people assess and manage road risks.
Overall, these trends highlight how demographic factors shape road safety behaviors.
Experience, education, and mobility habits are crucial in adhering to safety measures.
5.2.8 Crash or Near Crash Situation Experience
The analysis of responses regarding crash or near-crash experiences shows that
a significant proportion of respondents have been involved in such incidents (Figure
40):
▪ Two hundred and twenty-four respondents (52%) reported experiencing a crash
or near-crash situation.
▪ Two hundred and six respondents (48%) stated they had never been in such a
situation.
This suggests that crash or near-miss experiences are relatively common among
respondents, which may reflect high levels of road risk exposure, unsafe driving
behaviors, or infrastructural challenges in Saint Lucia.
Figure 40 - Have you ever been in a crash or near-crash situation?
The data reveals notable differences in the likelihood of experiencing a crash or near-
crash situation based on gender, age, licensing status, and education level. While
a significant proportion of respondents (52%) have been involved in such incidents,
certain groups appear more at risk than others.
Men are slightly more likely than women to report being in a crash or near-crash
situation, displayed in Figure 41. This aligns with global research showing that men are
often more exposed to high -risk driving behaviors, such as speeding, overtaking
aggressively, or engaging in more frequent road use, which could contribute to their
increased involvement in traffic incidents. While the difference is not dramatic, it
suggests that risk-taking tendencies may affect crash exposure among male drivers.
48%
52%
No
Yes
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Figure 41 - Gender-Comparison: Have you ever been in a crash or near-crash situation?
The data shown in Figure 42 indicates that individuals across all age groups have
experienced crashes or near-crash situations, with a higher frequency reported among
those aged 36-45, 46-55, and 56-65. Younger individuals (18-25) reported fewer
incidents overall, though some still experienced crashes. The 26-35 age group had a
mixed response, with a notable number of both "yes" and "no" responses. Older
individuals (66 and above) also reported experiencing crashes, though in lower numbers
compared to middle-aged groups. This suggests that middle-aged drivers, particularly
those between 36-55, may be at higher risk, potentially due to greater exposure to
driving or other risk factors.
Figure 42 - Age-Comparison: Have you ever been in a crash or near-crash situation?
The type of license a person holds is an important factor in determining crash
exposure. Motorcyclists (those with a car and motorcycle license) are the most likely to
report being involved in a crash or near -crash. This is likely due to the higher
vulnerability of motorcyclists on the road, combined with greater exposure to high-risk
scenarios, such as weaving through traffic or interacting with larger vehicles.
By contrast, people without a driver’s license report the lowest crash rates, which makes
sense as they are not regularly behind the wheel. Car drivers fall in between these two
108
96
2
91
131
2
0
20
40
60
80
100
120
140
Female Male Prefer not to
say
Female Male Prefer not to
say
No Yes
31
15
42
49
57
43
42
55
26
40
8
22
0
10
20
30
40
50
60
No Yes No Yes No Yes No Yes No Yes No Yes
18-25 26-35 36-45 46-55 56-65 66 and above
Situation Analysis Report and Pre-KAP Survey Results | v00 58
Figure 41 - Gender-Comparison: Have you ever been in a crash or near-crash situation?
The data shown in Figure 42 indicates that individuals across all age groups have
experienced crashes or near-crash situations, with a higher frequency reported among
those aged 36-45, 46-55, and 56-65. Younger individuals (18-25) reported fewer
incidents overall, though some still experienced crashes. The 26-35 age group had a
mixed response, with a notable number of both "yes" and "no" responses. Older
individuals (66 and above) also reported experiencing crashes, though in lower numbers
compared to middle-aged groups. This suggests that middle-aged drivers, particularly
those between 36-55, may be at higher risk, potentially due to greater exposure to
driving or other risk factors.
Figure 42 - Age-Comparison: Have you ever been in a crash or near-crash situation?
The type of license a person holds is an important factor in determining crash
exposure. Motorcyclists (those with a car and motorcycle license) are the most likely to
report being involved in a crash or near -crash. This is likely due to the higher
vulnerability of motorcyclists on the road, combined with greater exposure to high-risk
scenarios, such as weaving through traffic or interacting with larger vehicles.
By contrast, people without a driver’s license report the lowest crash rates, which makes
sense as they are not regularly behind the wheel. Car drivers fall in between these two
108
96
2
91
131
2
0
20
40
60
80
100
120
140
Female Male Prefer not to
say
Female Male Prefer not to
say
No Yes
31
15
42
49
57
43
42
55
26
40
8
22
0
10
20
30
40
50
60
No Yes No Yes No Yes No Yes No Yes No Yes
18-25 26-35 36-45 46-55 56-65 66 and above
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groups, with a moderate crash experience rate, suggesting that while they are exposed
to road risks, they may benefit from the protective features of a vehicle compared to
motorcyclists.
5.2.9 Statistical Significance of Crash or Near-Crash Experiences Across Demographics
The Chi-square test was conducted to determine whether differences in crash or near-
crash experiences across gender, age, licensing status, and education level are
statistically significant. The results show:
Gender (p = 0.0472) → Statistically Significant
This confirms that men and women experience crashes or near -crashes at different
rates, with men being more likely to report such incidents.
Age (p = 0.0023) → Statistically Significant
This means that crash experiences vary significantly by age, with younger respondents
more likely to have been involved in a crash or near-crash than older individuals.
Licensing Status (p < 0.00000002) → Statistically Significant
The strongest statistical significance was found here, confirming that motorcyclists, car
drivers, and unlicensed individuals experience crashes at significantly different rates.
Motorcyclists are the most at risk, while unlicensed individuals report the fewest crash
experiences due to lower road exposure.
Education Level (p = 0.0033) → Statistically Significant
Education level also plays a significant role, with higher-educated respondents reporting
more crash experiences, likely due to increased vehicle ownership and road exposure.
5.2.10 Main Causes of Crashes and Near-Crashes in Saint Lucia
Respondents cited a mix of environmental hazards and risky driving behaviors when
asked about the main cause of their crash or near-crash experience, shown in Figure
43. The most frequently cited reason was poor road conditions, with 56%, over 100
respondents highlighting issues such as potholes, lack of proper road maintenance, and
inadequate signage. This suggests that infrastructure plays a major role in road safety,
and improvements in road quality could significantly reduce crash risks.
Beyond road conditions, speeding emerged as the second most common cause, with
17% of respondents admitting that excessive speed contributed to their incident. This
reinforces the importance of speed enforcement and the need for continued education
on the dangers of speeding.
Situation Analysis Report and Pre-KAP Survey Results | v00 59
groups, with a moderate crash experience rate, suggesting that while they are exposed
to road risks, they may benefit from the protective features of a vehicle compared to
motorcyclists.
5.2.9 Statistical Significance of Crash or Near-Crash Experiences Across Demographics
The Chi-square test was conducted to determine whether differences in crash or near-
crash experiences across gender, age, licensing status, and education level are
statistically significant. The results show:
Gender (p = 0.0472) → Statistically Significant
This confirms that men and women experience crashes or near -crashes at different
rates, with men being more likely to report such incidents.
Age (p = 0.0023) → Statistically Significant
This means that crash experiences vary significantly by age, with younger respondents
more likely to have been involved in a crash or near-crash than older individuals.
Licensing Status (p < 0.00000002) → Statistically Significant
The strongest statistical significance was found here, confirming that motorcyclists, car
drivers, and unlicensed individuals experience crashes at significantly different rates.
Motorcyclists are the most at risk, while unlicensed individuals report the fewest crash
experiences due to lower road exposure.
Education Level (p = 0.0033) → Statistically Significant
Education level also plays a significant role, with higher-educated respondents reporting
more crash experiences, likely due to increased vehicle ownership and road exposure.
5.2.10 Main Causes of Crashes and Near-Crashes in Saint Lucia
Respondents cited a mix of environmental hazards and risky driving behaviors when
asked about the main cause of their crash or near-crash experience, shown in Figure
43. The most frequently cited reason was poor road conditions, with 56%, over 100
respondents highlighting issues such as potholes, lack of proper road maintenance, and
inadequate signage. This suggests that infrastructure plays a major role in road safety,
and improvements in road quality could significantly reduce crash risks.
Beyond road conditions, speeding emerged as the second most common cause, with
17% of respondents admitting that excessive speed contributed to their incident. This
reinforces the importance of speed enforcement and the need for continued education
on the dangers of speeding.
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Figure 43 - If you have been or almost been in a crash, what was the main cause?
Distracted driving, particularly phone use while driving, was another major concern.
Five percent of respondents acknowledged that momentary inattention—whether from
texting, talking, or using mobile devices—led to a dangerous situation on the road. The
increasing reliance on mobile phones highlights a growing need for stricter laws and
awareness campaigns to curb distracted driving.
These findings suggest that better road infrastructure, stronger enforcement of speed
and alcohol laws, and increased public awareness of distracted driving could help
prevent future crashes.
Perceptions of the main causes of crashes or near-crashes vary across gender, age,
licensing status, and education level, reflecting differences in driving behavior and risk
awareness.
Men are more likely to attribute crashes to speeding, aligning with their higher tendency
to engage in risky driving behaviors, as shown in Figure 44. Women, on the other hand,
more frequently cite distracted driving—such as phone use—and poor road conditions,
suggesting a stronger focus on external risk factors rather than their driving habits.
Alcohol use is mentioned slightly more by men, reflecting broader trends in drinking
and driving.
10%
1%
5%
9%
56%
17%
2%
Alcohol use
Animals
Distracted driving
Other driver
Poor road conditions
Speeding
Vehicles
Situation Analysis Report and Pre-KAP Survey Results | v00 60
Figure 43 - If you have been or almost been in a crash, what was the main cause?
Distracted driving, particularly phone use while driving, was another major concern.
Five percent of respondents acknowledged that momentary inattention—whether from
texting, talking, or using mobile devices—led to a dangerous situation on the road. The
increasing reliance on mobile phones highlights a growing need for stricter laws and
awareness campaigns to curb distracted driving.
These findings suggest that better road infrastructure, stronger enforcement of speed
and alcohol laws, and increased public awareness of distracted driving could help
prevent future crashes.
Perceptions of the main causes of crashes or near-crashes vary across gender, age,
licensing status, and education level, reflecting differences in driving behavior and risk
awareness.
Men are more likely to attribute crashes to speeding, aligning with their higher tendency
to engage in risky driving behaviors, as shown in Figure 44. Women, on the other hand,
more frequently cite distracted driving—such as phone use—and poor road conditions,
suggesting a stronger focus on external risk factors rather than their driving habits.
Alcohol use is mentioned slightly more by men, reflecting broader trends in drinking
and driving.
10%
1%
5%
9%
56%
17%
2%
Alcohol use
Animals
Distracted driving
Other driver
Poor road conditions
Speeding
Vehicles
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Figure 44 – Gender-Comparison: If you have been or almost been in a crash, what was the
main cause?
Age also influences how crashes are perceived. Younger drivers (18-25) are likely to
speed, reinforcing the association between youth and high-risk driving. They also report
higher rates of distracted driving, consistent with global trends in mobile phone use. In
contrast, older respondents (46+) are more likely to cite poor road conditions, indicating
a greater awareness of infrastructural issues that come with experience.
Education level further shapes these perceptions. Those with primary or secondary
education are more likely to blame poor road conditions, possibly seeing infrastructure
as a greater problem than driver behavior. In contrast, post-secondary and tertiary
graduates more often cite speeding, suggesting greater awareness of its dangers.
Distracted driving is reported more frequently among higher-educated individuals, likely
due to greater exposure to technology. At the same time, alcohol use is cited more
often by those with lower education levels, reflecting possible differences in drinking
and driving.
These patterns highlight how perceptions of crash causes are shaped by experience,
education, and driving habits, with different groups focusing on distinct risk factors.
5.2.11 Road Safety and Mobility Challenges for Disabled Respondents in Saint Lucia
The responses from individuals who self-identify as having a disability provide valuable
insight into their experiences, challenges, and perceptions of road safety. Their
responses suggest that people with disabilities face unique risks on the road, both in
terms of personal safety and their confidence in the enforcement of traffic laws.
One of the most concerning findings is that a significant number of disabled respondents
have been involved in a crash or near-crash situation. This suggests that people with
disabilities may be particularly vulnerable on the roads, whether as drivers, passengers,
or pedestrians. Several factors could contribute to this, including infrastructure
challenges, poor road conditions, difficulty avoiding high-risk environments, and the
lack of accessible transportation options.
When asked about traffic law enforcement, disabled respondents expressed low
confidence in enforcing speed limits and seatbelt laws. This lack of confidence may stem
from increased vulnerability, as people with disabilities may rely more on road
infrastructure, pedestrian crossings, and accessible transport systems to move safely.
0
10
20
30
40
50
60
70
80
Female
Male
Prefer not to say
Situation Analysis Report and Pre-KAP Survey Results | v00 61
Figure 44 – Gender-Comparison: If you have been or almost been in a crash, what was the
main cause?
Age also influences how crashes are perceived. Younger drivers (18-25) are likely to
speed, reinforcing the association between youth and high-risk driving. They also report
higher rates of distracted driving, consistent with global trends in mobile phone use. In
contrast, older respondents (46+) are more likely to cite poor road conditions, indicating
a greater awareness of infrastructural issues that come with experience.
Education level further shapes these perceptions. Those with primary or secondary
education are more likely to blame poor road conditions, possibly seeing infrastructure
as a greater problem than driver behavior. In contrast, post-secondary and tertiary
graduates more often cite speeding, suggesting greater awareness of its dangers.
Distracted driving is reported more frequently among higher-educated individuals, likely
due to greater exposure to technology. At the same time, alcohol use is cited more
often by those with lower education levels, reflecting possible differences in drinking
and driving.
These patterns highlight how perceptions of crash causes are shaped by experience,
education, and driving habits, with different groups focusing on distinct risk factors.
5.2.11 Road Safety and Mobility Challenges for Disabled Respondents in Saint Lucia
The responses from individuals who self-identify as having a disability provide valuable
insight into their experiences, challenges, and perceptions of road safety. Their
responses suggest that people with disabilities face unique risks on the road, both in
terms of personal safety and their confidence in the enforcement of traffic laws.
One of the most concerning findings is that a significant number of disabled respondents
have been involved in a crash or near-crash situation. This suggests that people with
disabilities may be particularly vulnerable on the roads, whether as drivers, passengers,
or pedestrians. Several factors could contribute to this, including infrastructure
challenges, poor road conditions, difficulty avoiding high-risk environments, and the
lack of accessible transportation options.
When asked about traffic law enforcement, disabled respondents expressed low
confidence in enforcing speed limits and seatbelt laws. This lack of confidence may stem
from increased vulnerability, as people with disabilities may rely more on road
infrastructure, pedestrian crossings, and accessible transport systems to move safely.
0
10
20
30
40
50
60
70
80
Female
Male
Prefer not to say
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If enforcement is perceived as weak, it may heighten their sense of insecurity when
navigating traffic environments.
In terms of road safety attitudes, disabled respondents tend to support stricter
enforcement of traffic laws and place a strong emphasis on pedestrian rights and
accessibility. Their firsthand experience of mobility challenges likely makes them more
aware of the risks vulnerable road users face, such as uneven sidewalks, poorly
maintained pedestrian crossings, or the lack of designated pathways for people with
mobility impairments.
Regarding actual road safety behaviors, disabled respondents generally report high
compliance with safety measures like wearing seatbelts and following speed limits.
However, they may still face barriers to safe mobility, especially as
pedestrians. Navigating streets, crossing busy intersections, and accessing safe
transport options may present greater difficulties for disabled individuals than non-
disabled road users.
5.3 Conclusion and Key Findings
The Pre-KAP Survey findings provide essential insights into road safety perceptions,
behaviors, and challenges in Saint Lucia. While the data highlights a strong awareness
of key road safety laws—such as seatbelt and helmet use—it also reveals inconsistencies
between knowledge, attitudes, and self-reported behaviors. Notably, a recurring theme
throughout the responses is the externalization of responsibility for road crashes,
suggesting that many road users exhibit an external locus of control
1
.
Several studies have shown that individuals with an external locus of control tend to
attribute outcomes to external forces—such as luck, road conditions, or the behavior of
others—rather than their own actions
2
. The Saint Lucia survey results align with this
pattern, as respondents frequently admitted to engaging in risky behaviors (e.g.,
speeding, not wearing seatbelts, using phones while driving) but attributed road crashes
primarily to poor infrastructure, reckless drivers, or general enforcement failures rather
than personal responsibility.
5.3.1 Key Findings
Knowledge of road safety laws is high, but personal compliance is lower:
▪ Most respondents are aware of legal requirements for seatbelts (9 7%) and
motorcycle helmets (95%).
▪ However, self-reported behaviors indicate lower compliance, particularly
regarding rear-seat seatbelt use and consistent helmet -wearing among
motorcyclists.
1
Rotter, 1966: Generalized expectancies for internal versus external control of reinforcement.
Psychological Monographs: General and Applied, 80(1), 1-28.
2
Lajunen & Summala, 1995; Özkan & Lajunen, 2005 : Why are there sex differences in risky
driving? The relationship between sex and gender-role on aggressive driving, traffic offences,
and accident involvement among young Turkish drivers. Aggressive Behavior, 31(6), 547-558.
https://doi.org/10.1002/ab.20062
Situation Analysis Report and Pre-KAP Survey Results | v00 62
If enforcement is perceived as weak, it may heighten their sense of insecurity when
navigating traffic environments.
In terms of road safety attitudes, disabled respondents tend to support stricter
enforcement of traffic laws and place a strong emphasis on pedestrian rights and
accessibility. Their firsthand experience of mobility challenges likely makes them more
aware of the risks vulnerable road users face, such as uneven sidewalks, poorly
maintained pedestrian crossings, or the lack of designated pathways for people with
mobility impairments.
Regarding actual road safety behaviors, disabled respondents generally report high
compliance with safety measures like wearing seatbelts and following speed limits.
However, they may still face barriers to safe mobility, especially as
pedestrians. Navigating streets, crossing busy intersections, and accessing safe
transport options may present greater difficulties for disabled individuals than non-
disabled road users.
5.3 Conclusion and Key Findings
The Pre-KAP Survey findings provide essential insights into road safety perceptions,
behaviors, and challenges in Saint Lucia. While the data highlights a strong awareness
of key road safety laws—such as seatbelt and helmet use—it also reveals inconsistencies
between knowledge, attitudes, and self-reported behaviors. Notably, a recurring theme
throughout the responses is the externalization of responsibility for road crashes,
suggesting that many road users exhibit an external locus of control
1
.
Several studies have shown that individuals with an external locus of control tend to
attribute outcomes to external forces—such as luck, road conditions, or the behavior of
others—rather than their own actions
2
. The Saint Lucia survey results align with this
pattern, as respondents frequently admitted to engaging in risky behaviors (e.g.,
speeding, not wearing seatbelts, using phones while driving) but attributed road crashes
primarily to poor infrastructure, reckless drivers, or general enforcement failures rather
than personal responsibility.
5.3.1 Key Findings
Knowledge of road safety laws is high, but personal compliance is lower:
▪ Most respondents are aware of legal requirements for seatbelts (9 7%) and
motorcycle helmets (95%).
▪ However, self-reported behaviors indicate lower compliance, particularly
regarding rear-seat seatbelt use and consistent helmet -wearing among
motorcyclists.
1
Rotter, 1966: Generalized expectancies for internal versus external control of reinforcement.
Psychological Monographs: General and Applied, 80(1), 1-28.
2
Lajunen & Summala, 1995; Özkan & Lajunen, 2005 : Why are there sex differences in risky
driving? The relationship between sex and gender-role on aggressive driving, traffic offences,
and accident involvement among young Turkish drivers. Aggressive Behavior, 31(6), 547-558.
https://doi.org/10.1002/ab.20062
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▪ This discrepancy suggests that while knowledge is not a barrier, behavioral
change remains a challenge, potentially influenced by the externalization of
responsibility.
Attitudes toward road safety show a preference for externalizing risk:
▪ Respondents broadly support safety measures such as speed limits (average
Likert score: 4.1) and helmet use (4.2), yet enforcement is perceived as
inadequate.
▪ Young drivers and pedestrians were identified as the most at -risk groups,
reinforcing a perception that vulnerability is imposed rather than influenced by
personal behaviors.
▪ When asked about responsibility for crashes, 167 respondents identified "drivers
in general" rather than specific risk behaviors, highlighting a tendency to
generalize blame.
Crashes are seen as consequences of external factors rather than driver behavior:
▪ Over half of respondents (52%) reported experiencing a crash or near-crash.
▪ The most frequently cited cause was poor road conditions, followed
by speeding and distracted driving. While the latter two reflect driver behavior,
they were often framed in responses as the actions of "other drivers" rather than
personal mistakes.
▪ This aligns with studies suggesting that drivers with an external locus of control
are less likely to see their own actions as contributing to crash risk.
Law enforcement is widely seen as ineffective, reinforcing external attributions:
▪ 63% of respondents believe that speed limits are not adequately enforced, and
56% think seatbelt laws are insufficiently policed.
▪ This reinforces the perception that road safety is the responsibility of authorities
rather than individual road users.
People with disabilities report higher road safety concerns:
▪ Respondents with disabilities expressed low confidence in traffic law enforcement
and greater difficulty navigating road environments safely.
▪ Their concerns often revolved around infrastructure and enforcement failures,
further supporting the pattern of attributing risk to external factors rather than
personal agency.
5.3.2 Conclusion
The Pre-KAP survey highlights a crucial challenge for road safety efforts in Saint
Lucia: bridging the gap between awareness and personal accountability. The
widespread external locus of control observed in responses suggests that many road
users perceive crashes as events beyond their control rather than outcomes shaped by
their behaviors. This psychological tendency can limit the effectiveness of traditional
safety messages, which emphasize rules and regulations but may not sufficiently
challenge the belief that risk is externally imposed.
Addressing this issue requires shifting the narrative from "the roads are
dangerous" to "safe driving is a personal responsibility". Future road safety initiatives
Situation Analysis Report and Pre-KAP Survey Results | v00 63
▪ This discrepancy suggests that while knowledge is not a barrier, behavioral
change remains a challenge, potentially influenced by the externalization of
responsibility.
Attitudes toward road safety show a preference for externalizing risk:
▪ Respondents broadly support safety measures such as speed limits (average
Likert score: 4.1) and helmet use (4.2), yet enforcement is perceived as
inadequate.
▪ Young drivers and pedestrians were identified as the most at -risk groups,
reinforcing a perception that vulnerability is imposed rather than influenced by
personal behaviors.
▪ When asked about responsibility for crashes, 167 respondents identified "drivers
in general" rather than specific risk behaviors, highlighting a tendency to
generalize blame.
Crashes are seen as consequences of external factors rather than driver behavior:
▪ Over half of respondents (52%) reported experiencing a crash or near-crash.
▪ The most frequently cited cause was poor road conditions, followed
by speeding and distracted driving. While the latter two reflect driver behavior,
they were often framed in responses as the actions of "other drivers" rather than
personal mistakes.
▪ This aligns with studies suggesting that drivers with an external locus of control
are less likely to see their own actions as contributing to crash risk.
Law enforcement is widely seen as ineffective, reinforcing external attributions:
▪ 63% of respondents believe that speed limits are not adequately enforced, and
56% think seatbelt laws are insufficiently policed.
▪ This reinforces the perception that road safety is the responsibility of authorities
rather than individual road users.
People with disabilities report higher road safety concerns:
▪ Respondents with disabilities expressed low confidence in traffic law enforcement
and greater difficulty navigating road environments safely.
▪ Their concerns often revolved around infrastructure and enforcement failures,
further supporting the pattern of attributing risk to external factors rather than
personal agency.
5.3.2 Conclusion
The Pre-KAP survey highlights a crucial challenge for road safety efforts in Saint
Lucia: bridging the gap between awareness and personal accountability. The
widespread external locus of control observed in responses suggests that many road
users perceive crashes as events beyond their control rather than outcomes shaped by
their behaviors. This psychological tendency can limit the effectiveness of traditional
safety messages, which emphasize rules and regulations but may not sufficiently
challenge the belief that risk is externally imposed.
Addressing this issue requires shifting the narrative from "the roads are
dangerous" to "safe driving is a personal responsibility". Future road safety initiatives
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Situation Analysis Report and Pre-KAP Survey Results | v00 64
should consider behavioral psychology approaches, encouraging individuals to
recognize their role in risk prevention rather than externalizing responsibility to
infrastructure, enforcement, or other drivers.
By understanding and addressing these psychological factors, road safety interventions
in Saint Lucia can become more effective in fostering real behavioral change and
reducing crashes.
Situation Analysis Report and Pre-KAP Survey Results | v00 64
should consider behavioral psychology approaches, encouraging individuals to
recognize their role in risk prevention rather than externalizing responsibility to
infrastructure, enforcement, or other drivers.
By understanding and addressing these psychological factors, road safety interventions
in Saint Lucia can become more effective in fostering real behavioral change and
reducing crashes.
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6 Situation Analysis
6.1 Understanding Road User Behavior through
Psychological Theories
Human behavior fundamentally shapes road safety, which is influenced by cognitive,
psychological, and social factors. The Knowledge, Attitudes, and Practices (KAP) Survey
conducted as part of this study has highlighted a prevalent external locus of control
among drivers in Saint Lucia. This concept, first introduced by Rotter (1966), explains
how individuals attribute outcomes to either personal actions (internal locus of control)
or external forces such as fate, luck, or the actions of others (external locus of control).
Research in traffic psychology
3
has demonstrated that drivers with an external locus of
control are likelier to engage in risky behaviors, as they perceive crashes as beyond
their control.
The survey data indicate that many Saint Lucian drivers tend to externalize blame,
attributing road crashes to poor infrastructure, reckless behavior by other drivers, or
bad luck. This perception significantly reduces self -accountability and makes
enforcement-based deterrents more effective than voluntary behavior change
initiatives. This finding aligns with research on road safety interventions in educational
contexts, where increasing personal responsibility has improved traffic behavior
4
.
Similarly, the Risk Homeostasis Theory
5
suggests that road users maintain a target level
of perceived risk, adapting their behavior accordingly. For instance, if road conditions
improve (e.g., newly paved roads), drivers may compensate by increasing speed,
maintaining the same level of risk-taking. While this phenomenon has been observed
in other contexts, our Naturalistic Observation, conducted at a single location, confirmed
that many drivers exhibit overconfidence in their ability to manage speed, particularly
in smoother road sections. These cognitive distortions must be addressed through a
campaign that challenges perceived invulnerability and highlights the unpredictability
of road environments.
6.2 Risk-Taking Behavior and Social Norms: Insights from
the Data
Social norms are crucial in shaping road user behavior, particularly among young males.
Data from the KAP Survey and Stakeholder Interviews indicate that men aged 15 –49
are disproportionately involved in road traffic crashes, which aligns with global trends
6
.
3
Özkan & Lajunen, 2005 : Why are there sex differences in risky driving? The relationship
between sex and gender-role on aggressive driving, traffic offences, and accident involvement
among young Turkish drivers. Aggressive Behavior, 31 (6), 547 -558.
https://doi.org/10.1002/ab.20062
4
Perego et al., 2021: Evaluating the impact of a road safety education project in Madagascar
schools. Injury Prevention. https://doi.org/10.1136/injuryprev-2021-safety.189
5
Wilde, 1998: Target Risk: Dealing with the Danger of Death, Disease, and Damage in Everyday
Decisions. Injury Prevention, 4(2), 162–163. PMCID: PMC1730344.
6
WHO, 2023: Global Status Report on Road Safety 2023. Geneva: WHO. Retrieved from
https://www.who.int/publications/i/item/9789240063584
Situation Analysis Report and Pre-KAP Survey Results | v00 65
6 Situation Analysis
6.1 Understanding Road User Behavior through
Psychological Theories
Human behavior fundamentally shapes road safety, which is influenced by cognitive,
psychological, and social factors. The Knowledge, Attitudes, and Practices (KAP) Survey
conducted as part of this study has highlighted a prevalent external locus of control
among drivers in Saint Lucia. This concept, first introduced by Rotter (1966), explains
how individuals attribute outcomes to either personal actions (internal locus of control)
or external forces such as fate, luck, or the actions of others (external locus of control).
Research in traffic psychology
3
has demonstrated that drivers with an external locus of
control are likelier to engage in risky behaviors, as they perceive crashes as beyond
their control.
The survey data indicate that many Saint Lucian drivers tend to externalize blame,
attributing road crashes to poor infrastructure, reckless behavior by other drivers, or
bad luck. This perception significantly reduces self -accountability and makes
enforcement-based deterrents more effective than voluntary behavior change
initiatives. This finding aligns with research on road safety interventions in educational
contexts, where increasing personal responsibility has improved traffic behavior
4
.
Similarly, the Risk Homeostasis Theory
5
suggests that road users maintain a target level
of perceived risk, adapting their behavior accordingly. For instance, if road conditions
improve (e.g., newly paved roads), drivers may compensate by increasing speed,
maintaining the same level of risk-taking. While this phenomenon has been observed
in other contexts, our Naturalistic Observation, conducted at a single location, confirmed
that many drivers exhibit overconfidence in their ability to manage speed, particularly
in smoother road sections. These cognitive distortions must be addressed through a
campaign that challenges perceived invulnerability and highlights the unpredictability
of road environments.
6.2 Risk-Taking Behavior and Social Norms: Insights from
the Data
Social norms are crucial in shaping road user behavior, particularly among young males.
Data from the KAP Survey and Stakeholder Interviews indicate that men aged 15 –49
are disproportionately involved in road traffic crashes, which aligns with global trends
6
.
3
Özkan & Lajunen, 2005 : Why are there sex differences in risky driving? The relationship
between sex and gender-role on aggressive driving, traffic offences, and accident involvement
among young Turkish drivers. Aggressive Behavior, 31 (6), 547 -558.
https://doi.org/10.1002/ab.20062
4
Perego et al., 2021: Evaluating the impact of a road safety education project in Madagascar
schools. Injury Prevention. https://doi.org/10.1136/injuryprev-2021-safety.189
5
Wilde, 1998: Target Risk: Dealing with the Danger of Death, Disease, and Damage in Everyday
Decisions. Injury Prevention, 4(2), 162–163. PMCID: PMC1730344.
6
WHO, 2023: Global Status Report on Road Safety 2023. Geneva: WHO. Retrieved from
https://www.who.int/publications/i/item/9789240063584
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 66
The link between masculinity and risk-taking has been extensively documented
7
, with
studies showing that men who adhere to traditional masculine norms are more likely to
engage in reckless behaviors such as speeding and driving under the influence. Our
interviews with law enforcement officers confirm that these behaviors are social ly
reinforced, making them difficult to deter through punitive measures alone.
The School Travel Survey further underscores these patterns, revealing that young male
students frequently engage in unsafe pedestrian behaviors, such as jaywalking and
using mobile phones while crossing streets. These findings align with research
demonstrating that young pedestrians often fail to perceive traffic hazards due to
underdeveloped risk assessment skills
8
. Moreover, evidence from Tanzania suggests
that road safety education significantly improves hazard perception among students
9
.
This suggests that incorporating behavioral-based educational interventions into the
campaign could yield long-term benefits in shaping safer habits from an early age.
The absence of comprehensive crash data is a significant limitation in understanding
the road safety challenges in Saint Lucia. The crash statistics were obtained from the
Castries police department and are confined to that district. These records are
incomplete, lack gender differentiation, and do not provide insights into the factors that
cause crashes. This gap in data collection underscores the need for enhanced data
collection mechanisms to inform the implementation of policies and intervention
strategies.
6.3 Implications for Campaign Design: Using Behavioral
Data as Leverage
The insights gathered in this analysis provide a strong foundation for developing a road
safety campaign tailored to the behavioral and psychological patterns identified in Saint
Lucia. However, to ensure the campaign's effectiveness, it is essential to translate these
insights into clear, actionable strategies that directly target different road user groups.
This section outlines how the findings will shape the campaign’s structure, messaging,
and implementation.
6.3.1 Cognitive and Psychological Drivers of Risky Behavior
• The prevalence of external locus of control necessitates a campaign that
personalizes accountability, using testimonials and case studies to highlight the
direct consequences of driver choices.
• The Risk Homeostasis Theory suggests that messaging should emphasize the
unpredictability of road environments rather than focusing solely on individual
skill or vehicle safety.
7
Courtenay, 2000: Constructions of masculinity and their influence on men’s well-being: A
theory of gender and health. Social Science & Medicine, 50 (10), 1385-1401.
https://doi.org/10.1016/S0277-9536(99)00390-1
8
Siebert et al., 2024: Gender disparities in observed motorcycle helmet use in Madagascar:
Female motorcyclists behave safer but have lower overall protection. Injury Prevention.
https://doi.org/10.1136/ip-2023-044995
9
Perego et al., 2020: Visual exploration and hazard search strategies in a simulated road
crossing task among primary and secondary school students in Tanzania. Elsevier Enhanced
Reader. https://doi.org/10.1016/j.trf.2020.10.005
Situation Analysis Report and Pre-KAP Survey Results | v00 66
The link between masculinity and risk-taking has been extensively documented
7
, with
studies showing that men who adhere to traditional masculine norms are more likely to
engage in reckless behaviors such as speeding and driving under the influence. Our
interviews with law enforcement officers confirm that these behaviors are social ly
reinforced, making them difficult to deter through punitive measures alone.
The School Travel Survey further underscores these patterns, revealing that young male
students frequently engage in unsafe pedestrian behaviors, such as jaywalking and
using mobile phones while crossing streets. These findings align with research
demonstrating that young pedestrians often fail to perceive traffic hazards due to
underdeveloped risk assessment skills
8
. Moreover, evidence from Tanzania suggests
that road safety education significantly improves hazard perception among students
9
.
This suggests that incorporating behavioral-based educational interventions into the
campaign could yield long-term benefits in shaping safer habits from an early age.
The absence of comprehensive crash data is a significant limitation in understanding
the road safety challenges in Saint Lucia. The crash statistics were obtained from the
Castries police department and are confined to that district. These records are
incomplete, lack gender differentiation, and do not provide insights into the factors that
cause crashes. This gap in data collection underscores the need for enhanced data
collection mechanisms to inform the implementation of policies and intervention
strategies.
6.3 Implications for Campaign Design: Using Behavioral
Data as Leverage
The insights gathered in this analysis provide a strong foundation for developing a road
safety campaign tailored to the behavioral and psychological patterns identified in Saint
Lucia. However, to ensure the campaign's effectiveness, it is essential to translate these
insights into clear, actionable strategies that directly target different road user groups.
This section outlines how the findings will shape the campaign’s structure, messaging,
and implementation.
6.3.1 Cognitive and Psychological Drivers of Risky Behavior
• The prevalence of external locus of control necessitates a campaign that
personalizes accountability, using testimonials and case studies to highlight the
direct consequences of driver choices.
• The Risk Homeostasis Theory suggests that messaging should emphasize the
unpredictability of road environments rather than focusing solely on individual
skill or vehicle safety.
7
Courtenay, 2000: Constructions of masculinity and their influence on men’s well-being: A
theory of gender and health. Social Science & Medicine, 50 (10), 1385-1401.
https://doi.org/10.1016/S0277-9536(99)00390-1
8
Siebert et al., 2024: Gender disparities in observed motorcycle helmet use in Madagascar:
Female motorcyclists behave safer but have lower overall protection. Injury Prevention.
https://doi.org/10.1136/ip-2023-044995
9
Perego et al., 2020: Visual exploration and hazard search strategies in a simulated road
crossing task among primary and secondary school students in Tanzania. Elsevier Enhanced
Reader. https://doi.org/10.1016/j.trf.2020.10.005
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 67
6.3.2 Targeting Social Norms and Group-Specific Risks
• The strong association between masculinity and risk -taking requires gender-
sensitive messaging that reshapes the perception of responsible driving as a sign
of skill and control rather than weakness.
• The influence of peer norms on young road users highlights the need for
interactive school campaigns that integrate peer-led discussions and gamification
strategies to reinforce safe behaviors.
6.3.3 Leveraging Multi-Source Data for a Behaviorally-Informed Campaign
• KAP Survey results will guide the segmentation of audiences, ensuring that
messages address the specific misconceptions and attitudes prevalent in different
demographic groups.
• School Travel Survey findings confirm that pedestrian risks must be addressed
through targeted interventions, such as school-based road safety education and
improved crossing infrastructure.
• Naturalistic Observation underscores the need for campaigns that address the
perception of speed control and the illusion of safety on well-maintained roads.
• Stakeholder Interviews emphasize the importance of engaging community
influencers, law enforcement, and educators to ensure and reinforce campaign
messages across different societal levels.
• The absence of comprehensive crash data highlights the importance of
advocating for improved data collection methods to monitor the impact of future
road safety measures.
6.4 Conclusion
Based on the insights gained through the qualitative and quantitative data collection
processes which were largely informed through the consultative process, the campaign
should adopt a multi-faceted approach that integrates evidence-based communication
strategies to maximize effectiveness. Personalized narratives, such as testimonials from
crash survivors or families affected by road crashes, can counteract the external locus
of control by illustrating the direct consequences of individual behavior. Additionally,
the campaign should employ social proof messaging
10
, showcasing real-world examples
of responsible drivers and the benefits of compliance with traffic laws.
Digital media, community workshops, and school-based interventions will be critical in
reaching diverse target audiences. School programs should incorporate behavioral
training, like successful models implemented in Madagascar, where structured
educational interventions have demonstrated measurable improveme nts in road safety
awareness
11
. In parallel, partnerships with law enforcement can ensure that campaign
messages align with traffic regulations and enforcement efforts, reinforcing behavioral
change.
Ultimately, this campaign can foster a cultural shift toward safer driving behaviors in
Saint Lucia by leveraging psychological principles and multi-source data. This approach
10
Goldstein et al., 2008: A room with a viewpoint: Using social norms to motivate hotel
environment. Journal of Consumer Research, 35(3), 472-482. https://doi.org/10.1086/586910
11
Perego et al., 2021: Evaluating the impact of a road safety education project in Madagascar
schools. Injury Prevention. https://doi.org/10.1136/injuryprev-2021-safety.189
Situation Analysis Report and Pre-KAP Survey Results | v00 67
6.3.2 Targeting Social Norms and Group-Specific Risks
• The strong association between masculinity and risk -taking requires gender-
sensitive messaging that reshapes the perception of responsible driving as a sign
of skill and control rather than weakness.
• The influence of peer norms on young road users highlights the need for
interactive school campaigns that integrate peer-led discussions and gamification
strategies to reinforce safe behaviors.
6.3.3 Leveraging Multi-Source Data for a Behaviorally-Informed Campaign
• KAP Survey results will guide the segmentation of audiences, ensuring that
messages address the specific misconceptions and attitudes prevalent in different
demographic groups.
• School Travel Survey findings confirm that pedestrian risks must be addressed
through targeted interventions, such as school-based road safety education and
improved crossing infrastructure.
• Naturalistic Observation underscores the need for campaigns that address the
perception of speed control and the illusion of safety on well-maintained roads.
• Stakeholder Interviews emphasize the importance of engaging community
influencers, law enforcement, and educators to ensure and reinforce campaign
messages across different societal levels.
• The absence of comprehensive crash data highlights the importance of
advocating for improved data collection methods to monitor the impact of future
road safety measures.
6.4 Conclusion
Based on the insights gained through the qualitative and quantitative data collection
processes which were largely informed through the consultative process, the campaign
should adopt a multi-faceted approach that integrates evidence-based communication
strategies to maximize effectiveness. Personalized narratives, such as testimonials from
crash survivors or families affected by road crashes, can counteract the external locus
of control by illustrating the direct consequences of individual behavior. Additionally,
the campaign should employ social proof messaging
10
, showcasing real-world examples
of responsible drivers and the benefits of compliance with traffic laws.
Digital media, community workshops, and school-based interventions will be critical in
reaching diverse target audiences. School programs should incorporate behavioral
training, like successful models implemented in Madagascar, where structured
educational interventions have demonstrated measurable improveme nts in road safety
awareness
11
. In parallel, partnerships with law enforcement can ensure that campaign
messages align with traffic regulations and enforcement efforts, reinforcing behavioral
change.
Ultimately, this campaign can foster a cultural shift toward safer driving behaviors in
Saint Lucia by leveraging psychological principles and multi-source data. This approach
10
Goldstein et al., 2008: A room with a viewpoint: Using social norms to motivate hotel
environment. Journal of Consumer Research, 35(3), 472-482. https://doi.org/10.1086/586910
11
Perego et al., 2021: Evaluating the impact of a road safety education project in Madagascar
schools. Injury Prevention. https://doi.org/10.1136/injuryprev-2021-safety.189
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 68
moves beyond traditional enforcement strategies, ensuring that road users internalize
the importance of responsible behavior, ultimately leading to sustained improvements
in road safety outcomes.
A successful road safety campaign in Saint Lucia must go beyond mere awareness -
raising and actively reshape behaviors using evidence-based strategies. By addressing
cognitive biases, social norms, and individual perceptions of risk, the campaign will
foster sustained behavioral change instead of temporary compliance. Furthermore,
linking communication efforts with infrastructure improvements, data collection, and
enforcement coordination will ensure that the campaign has a long -lasting and
measurable impact.
This integrated, multi-layered approach will transform road safety awareness into real-
world behavioral shifts, ultimately making Saint Lucia’s roads safer for all.
Situation Analysis Report and Pre-KAP Survey Results | v00 68
moves beyond traditional enforcement strategies, ensuring that road users internalize
the importance of responsible behavior, ultimately leading to sustained improvements
in road safety outcomes.
A successful road safety campaign in Saint Lucia must go beyond mere awareness -
raising and actively reshape behaviors using evidence-based strategies. By addressing
cognitive biases, social norms, and individual perceptions of risk, the campaign will
foster sustained behavioral change instead of temporary compliance. Furthermore,
linking communication efforts with infrastructure improvements, data collection, and
enforcement coordination will ensure that the campaign has a long -lasting and
measurable impact.
This integrated, multi-layered approach will transform road safety awareness into real-
world behavioral shifts, ultimately making Saint Lucia’s roads safer for all.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 69
7 Conclusion
This Situation Analysis Report highlights the key behavioral factors influencing road
safety in Saint Lucia, emphasizing the role of risk perception, social norms, and
cognitive biases in shaping road user behavior. The collected data reveal that road
safety challenges are not solely linked to infrastructure or enforcement gaps but are
deeply rooted in how individuals perceive and respond to risks.
A major finding is the widespread external locus of control among drivers, which reduces
personal accountability for road crashes. Many road users attribute incidents to external
factors rather than their own choices, limiting the effectiveness of conventional
awareness campaigns. Similarly, risk compensation behavior suggests that improved
road conditions do not always lead to safer outcomes, as drivers may offset perceived
safety gains by engaging in riskier behaviors, such as speeding.
Social norms also decisively influence masculinity's driving habits. Young male drivers
exhibit higher levels of risk-taking, mirroring global trends. Likewise, pedestrian
behaviors observed in schools indicate a normalization of unsafe practices, reinforcing
the need for early educational interventions.
The lack of comprehensive and gender-disaggregated crash data remains a significant
challenge for evidence-based policymaking. Available statistics, limited to the Castries
district, provide only a partial view of road safety trends. Strengthening data collection
systems will be essential for developing targeted interventions and evaluating progress
over time.
7.1 Key Recommendations
To address these challenges, the upcoming road safety campaign should do the
following:
• Shift the narrative from external blame to personal accountability, using real-life
testimonials and psychologically framed messaging to encourage safer behaviors.
• Challenge risk-related social norms, especially those reinforcing masculinity as a
driver of reckless behavior, by promoting responsible driving as a sign of control
and skill.
• Integrate behaviorally informed strategies, including peer-led school programs
and interactive learning, to reshape pedestrian and driver habits early on.
• Advocate for stronger crash data collection, ensuring that future policies and
interventions are based on reliable, disaggregated statistics.
• Adopt a multi-channel approach, leveraging digital media, community
engagement, and law enforcement partnerships to reinforce key messages across
different societal levels.
7.2 Final Thoughts
A successful road safety campaign in Saint Lucia must go beyond traditional awareness
efforts and embrace a behaviorally informed approach. By addressing cognitive biases,
social influences, and personal risk perceptions, this campaign can drive a meaningful
cultural shift toward safer road use. Ensuring that intervent ions are data-driven,
community-supported, and psychologically compelling will be key to achieving lasting
impact.
Situation Analysis Report and Pre-KAP Survey Results | v00 69
7 Conclusion
This Situation Analysis Report highlights the key behavioral factors influencing road
safety in Saint Lucia, emphasizing the role of risk perception, social norms, and
cognitive biases in shaping road user behavior. The collected data reveal that road
safety challenges are not solely linked to infrastructure or enforcement gaps but are
deeply rooted in how individuals perceive and respond to risks.
A major finding is the widespread external locus of control among drivers, which reduces
personal accountability for road crashes. Many road users attribute incidents to external
factors rather than their own choices, limiting the effectiveness of conventional
awareness campaigns. Similarly, risk compensation behavior suggests that improved
road conditions do not always lead to safer outcomes, as drivers may offset perceived
safety gains by engaging in riskier behaviors, such as speeding.
Social norms also decisively influence masculinity's driving habits. Young male drivers
exhibit higher levels of risk-taking, mirroring global trends. Likewise, pedestrian
behaviors observed in schools indicate a normalization of unsafe practices, reinforcing
the need for early educational interventions.
The lack of comprehensive and gender-disaggregated crash data remains a significant
challenge for evidence-based policymaking. Available statistics, limited to the Castries
district, provide only a partial view of road safety trends. Strengthening data collection
systems will be essential for developing targeted interventions and evaluating progress
over time.
7.1 Key Recommendations
To address these challenges, the upcoming road safety campaign should do the
following:
• Shift the narrative from external blame to personal accountability, using real-life
testimonials and psychologically framed messaging to encourage safer behaviors.
• Challenge risk-related social norms, especially those reinforcing masculinity as a
driver of reckless behavior, by promoting responsible driving as a sign of control
and skill.
• Integrate behaviorally informed strategies, including peer-led school programs
and interactive learning, to reshape pedestrian and driver habits early on.
• Advocate for stronger crash data collection, ensuring that future policies and
interventions are based on reliable, disaggregated statistics.
• Adopt a multi-channel approach, leveraging digital media, community
engagement, and law enforcement partnerships to reinforce key messages across
different societal levels.
7.2 Final Thoughts
A successful road safety campaign in Saint Lucia must go beyond traditional awareness
efforts and embrace a behaviorally informed approach. By addressing cognitive biases,
social influences, and personal risk perceptions, this campaign can drive a meaningful
cultural shift toward safer road use. Ensuring that intervent ions are data-driven,
community-supported, and psychologically compelling will be key to achieving lasting
impact.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 70
Annex 1 – List of Engaged Stakeholders
Below is a table listing the date, stakeholder agency, attendees, and the focus of each
meeting scheduled with stakeholders.
Table 1 - Stakeholder engagement information
Date Agency In Attendance Focus
11/19/2024
Royal Police
Force of St.
Lucia
▪ Inspector Miguel
Lansiqot, Head of Traffic
Department
To identify the primary causes
of road traffic incidents in St.
Lucia, discuss existing gaps in
enforcement and legislation,
define strategies for
behaviour change, awareness
campaigns and community
engagement and better
understand the role of
enforcement in changing
driver behaviour.
Request data
11/19/2024
Ministry of
Education,
Sustainable
Development,
Innovation,
Science,
Technology
and
Vocational
Training
▪ Cirus Cephal, Deputy
Chief Education Officer
Discuss role of road safety in
school curriculum, to better
understand the challenges
students face travelling to
school and to find ways of
getting primary and
secondary school students
involved in the development
and implementation of the
campaign
Request data
Get consent and support to
administer School Travel
Survey
11/20/2024
St. Lucia Fire
Service
▪ Genora Nicole George ,
Leading Firefighter
▪ Caroline Pierre Louis,
Human Resource Officer,
▪ Warn Augustin Station
Officer, St. Lucia Fire
Service
▪ Zaquin Mathurin, Station
Officer,
▪ Jermaine William
Divisional Officer,
To get the perspective of first
responders with respect to the
road safety situation in St.
Lucia and better understand
the role that they can play in
the development and
implementation of the
campaign.
Request data.
Situation Analysis Report and Pre-KAP Survey Results | v00 70
Annex 1 – List of Engaged Stakeholders
Below is a table listing the date, stakeholder agency, attendees, and the focus of each
meeting scheduled with stakeholders.
Table 1 - Stakeholder engagement information
Date Agency In Attendance Focus
11/19/2024
Royal Police
Force of St.
Lucia
▪ Inspector Miguel
Lansiqot, Head of Traffic
Department
To identify the primary causes
of road traffic incidents in St.
Lucia, discuss existing gaps in
enforcement and legislation,
define strategies for
behaviour change, awareness
campaigns and community
engagement and better
understand the role of
enforcement in changing
driver behaviour.
Request data
11/19/2024
Ministry of
Education,
Sustainable
Development,
Innovation,
Science,
Technology
and
Vocational
Training
▪ Cirus Cephal, Deputy
Chief Education Officer
Discuss role of road safety in
school curriculum, to better
understand the challenges
students face travelling to
school and to find ways of
getting primary and
secondary school students
involved in the development
and implementation of the
campaign
Request data
Get consent and support to
administer School Travel
Survey
11/20/2024
St. Lucia Fire
Service
▪ Genora Nicole George ,
Leading Firefighter
▪ Caroline Pierre Louis,
Human Resource Officer,
▪ Warn Augustin Station
Officer, St. Lucia Fire
Service
▪ Zaquin Mathurin, Station
Officer,
▪ Jermaine William
Divisional Officer,
To get the perspective of first
responders with respect to the
road safety situation in St.
Lucia and better understand
the role that they can play in
the development and
implementation of the
campaign.
Request data.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 71
11/21/2024
PRESS
CONFERENCE
Helen
Television
and Radio
Station
DBS TV
DBS TV
CHOICE TV
▪ Jeremiah Joseph,
journalist
▪ Kendal Burton, journalist
▪ Kysean Serius
▪ Launie Justin
To provide members of the
media with an overview of the
project, to explain the
methodology for data
collection and to highlight the
importance of the consultative
process while emphasizing the
media’s role in the
dissemination of information
throughout ca mpaign
development and
implementation.
11/22/2024
Do Nation
Foundation
Inspire Me
▪ Diane Felicien CEO
▪ Cafeita Ephraim,
Director,
To discuss how perceptions of
gender can impact road
safety, to consider methods
for disseminating information
to different communities in
the project area, to find ways
to involve local organizations
in the development and
implementation of the
campaign and to share ideas
about mobilizing volunteers to
support campaign efforts.
11/22/2024
National
Principals
Association
Secondary
School
Principals
Association
▪ Peter Daniel, Treasure
▪ Arthur Scott, President
Road safety challenges
around schools
Identify opportunities to
engage with students
throughout campain
Understand the role of the
principals' associations with
respect to championing road
safety and disseminating
project and campaign
information
Situation Analysis Report and Pre-KAP Survey Results | v00 71
11/21/2024
PRESS
CONFERENCE
Helen
Television
and Radio
Station
DBS TV
DBS TV
CHOICE TV
▪ Jeremiah Joseph,
journalist
▪ Kendal Burton, journalist
▪ Kysean Serius
▪ Launie Justin
To provide members of the
media with an overview of the
project, to explain the
methodology for data
collection and to highlight the
importance of the consultative
process while emphasizing the
media’s role in the
dissemination of information
throughout ca mpaign
development and
implementation.
11/22/2024
Do Nation
Foundation
Inspire Me
▪ Diane Felicien CEO
▪ Cafeita Ephraim,
Director,
To discuss how perceptions of
gender can impact road
safety, to consider methods
for disseminating information
to different communities in
the project area, to find ways
to involve local organizations
in the development and
implementation of the
campaign and to share ideas
about mobilizing volunteers to
support campaign efforts.
11/22/2024
National
Principals
Association
Secondary
School
Principals
Association
▪ Peter Daniel, Treasure
▪ Arthur Scott, President
Road safety challenges
around schools
Identify opportunities to
engage with students
throughout campain
Understand the role of the
principals' associations with
respect to championing road
safety and disseminating
project and campaign
information
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Situation Analysis Report and Pre-KAP Survey Results | v00 72
11/22/2024
Barons Drive
Youth
Organization
Saint Lucia
National
Youth Council
Saint Lucia
National
Youth
Council
▪ R’Montay Regis ,
President
▪ Allina Butcher, Member
▪ Dellan Emmanuel, Vice
President
To gain an understanding of
the youth perspective with
respect to road safety and find
ways to include and engage
youth throughout the
development and
implementation of the
campaign.
26/11/2024
St. Lucia
Motor Sports
Association
▪ Terroll Compton, Chair
To understand the road safety
challenges that members are
facing, to discuss the road
safety behaviours of
motorcyclists
Identify opportunities for
collaboration throughout the
development and
implementation of the
campaign
11/27/2024
United and
Strong
▪ Jessica St. Rose,
Director
Discuss opportunities for
collaboration and highlight
road safety issues especially
from the perspective of an
organization that represents
vulnerable groups who have
historically been excluded
from these types of
infrastructural initiatives in St.
Lucia
11/27/2024
National
Council of and
For People
with
Disabilities
▪ Kevin Jn. Baptiste, Public
Relations Officer
To get a better understanding
about the road safety issues
that people with disabilities in
St. Lucia face and discuss
opportunities for collaboration
throughout campaign
implementation.
Request data
Situation Analysis Report and Pre-KAP Survey Results | v00 72
11/22/2024
Barons Drive
Youth
Organization
Saint Lucia
National
Youth Council
Saint Lucia
National
Youth
Council
▪ R’Montay Regis ,
President
▪ Allina Butcher, Member
▪ Dellan Emmanuel, Vice
President
To gain an understanding of
the youth perspective with
respect to road safety and find
ways to include and engage
youth throughout the
development and
implementation of the
campaign.
26/11/2024
St. Lucia
Motor Sports
Association
▪ Terroll Compton, Chair
To understand the road safety
challenges that members are
facing, to discuss the road
safety behaviours of
motorcyclists
Identify opportunities for
collaboration throughout the
development and
implementation of the
campaign
11/27/2024
United and
Strong
▪ Jessica St. Rose,
Director
Discuss opportunities for
collaboration and highlight
road safety issues especially
from the perspective of an
organization that represents
vulnerable groups who have
historically been excluded
from these types of
infrastructural initiatives in St.
Lucia
11/27/2024
National
Council of and
For People
with
Disabilities
▪ Kevin Jn. Baptiste, Public
Relations Officer
To get a better understanding
about the road safety issues
that people with disabilities in
St. Lucia face and discuss
opportunities for collaboration
throughout campaign
implementation.
Request data
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Situation Analysis Report and Pre-KAP Survey Results | v00 73
11/27/2024
Eastern
Caribbean
Alliance for
Diversity and
Equality
▪ Kenita Placide, Executive
Director
▪ Randall Theodule,
Communications Officer
To discuss issues of social
inclusivity with respect to road
safety and better understand
the road safety challenges
that different groups face
To find strategic ways to
disseminate campaign
messages to a wide range of
people
To discuss the role of
masculinity and feminity in
shaping perceptions of road
safety and road user practices
11/28/2025
Ministry of
Youth
Development
and Sports
▪ Lavorne Verdant-Desir,
Youth Development
Officer
▪ Rohan Lubon, Acting
Deputy Permanent
Secretary
▪ Nyron Tayliam,
Programme
Development Officer
To gain a better
understanding of youth
involvement with respect to
road safety nationwide and to
find strategic ways for the
Ministry to support campaign
development and
implementation, especially
regarding the dissemination
of campaign messages
Situation Analysis Report and Pre-KAP Survey Results | v00 73
11/27/2024
Eastern
Caribbean
Alliance for
Diversity and
Equality
▪ Kenita Placide, Executive
Director
▪ Randall Theodule,
Communications Officer
To discuss issues of social
inclusivity with respect to road
safety and better understand
the road safety challenges
that different groups face
To find strategic ways to
disseminate campaign
messages to a wide range of
people
To discuss the role of
masculinity and feminity in
shaping perceptions of road
safety and road user practices
11/28/2025
Ministry of
Youth
Development
and Sports
▪ Lavorne Verdant-Desir,
Youth Development
Officer
▪ Rohan Lubon, Acting
Deputy Permanent
Secretary
▪ Nyron Tayliam,
Programme
Development Officer
To gain a better
understanding of youth
involvement with respect to
road safety nationwide and to
find strategic ways for the
Ministry to support campaign
development and
implementation, especially
regarding the dissemination
of campaign messages
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 74
Annex 2 – Questions Presented to Stakeholders
Below you can find general questions asked to Stakeholders in meetings to collect
beneficial information.
General Questions on Road Safety Perceptions
▪ What are the main causes of road traffic crashes in St. Lucia?
▪ Who are the main agencies in charge of road safety in St. Lucia?
▪ In your opinion, what are the main road safety issues in St. Lucia?
▪ In your opinion, what is the level of road safety awareness among road users
(e.g. drivers, pedestrians, cyclists)?
▪ What are the main road safety challenges that you have observed on the
Millennium Highway and West Coast Road?
▪ How do you think this project will impact driving habits in your community or
organization?
Questions on Social and Gender Responsiveness
▪ Are there groups of road users that you think are more vulnerable (e.g., youth,
elderly, women, persons with disabilities)?
▪ Are there groups who you think are less aware of road safety measures?
▪ How do you think perceptions about being male and being female (e.g.,
masculinity norms) influence driving behavior in Saint Lucia (speeding or
distracted driving)?
Questions on Communication and Campaign Design
▪ What communication channels (e.g., radio, social media, community meetings)
would most effectively reach diverse groups?
▪ Which road safety messages do you think the public would relate to most?
▪ What languages or cultural elements should be considered to make the campaign
more inclusive, relatable and effective?
Engagement and Community Involvement
▪ What role can community members and local organizations (including churches)
play in promoting road safety?
▪ How can schools, workplaces, and community centers be used to spread
awareness about road safety?
▪ Are there existing community groups or local leaders who you think would be
suitable spokespersons/advocates for road safety?
▪ What resources can your agency/organization provide to support the campaign
(ex: website, social media, distribution of campaign products, advertising, etc.)
Evaluating and Sustaining the Campaign
▪ How would you rate the success of this road safety campaign?
▪ What challenges could there be in maintaining the campaign's impact over time?
▪ How could partnerships with private sector entities or NGOs be used to support
and sustain these efforts?
Specific Feedback on Vulnerable Populations
▪ What road safety measures are essential to ensure the safety of specific
vulnerable groups, such as schoolchildren and elderly pedestrians, on newly
upgraded roads?
Situation Analysis Report and Pre-KAP Survey Results | v00 74
Annex 2 – Questions Presented to Stakeholders
Below you can find general questions asked to Stakeholders in meetings to collect
beneficial information.
General Questions on Road Safety Perceptions
▪ What are the main causes of road traffic crashes in St. Lucia?
▪ Who are the main agencies in charge of road safety in St. Lucia?
▪ In your opinion, what are the main road safety issues in St. Lucia?
▪ In your opinion, what is the level of road safety awareness among road users
(e.g. drivers, pedestrians, cyclists)?
▪ What are the main road safety challenges that you have observed on the
Millennium Highway and West Coast Road?
▪ How do you think this project will impact driving habits in your community or
organization?
Questions on Social and Gender Responsiveness
▪ Are there groups of road users that you think are more vulnerable (e.g., youth,
elderly, women, persons with disabilities)?
▪ Are there groups who you think are less aware of road safety measures?
▪ How do you think perceptions about being male and being female (e.g.,
masculinity norms) influence driving behavior in Saint Lucia (speeding or
distracted driving)?
Questions on Communication and Campaign Design
▪ What communication channels (e.g., radio, social media, community meetings)
would most effectively reach diverse groups?
▪ Which road safety messages do you think the public would relate to most?
▪ What languages or cultural elements should be considered to make the campaign
more inclusive, relatable and effective?
Engagement and Community Involvement
▪ What role can community members and local organizations (including churches)
play in promoting road safety?
▪ How can schools, workplaces, and community centers be used to spread
awareness about road safety?
▪ Are there existing community groups or local leaders who you think would be
suitable spokespersons/advocates for road safety?
▪ What resources can your agency/organization provide to support the campaign
(ex: website, social media, distribution of campaign products, advertising, etc.)
Evaluating and Sustaining the Campaign
▪ How would you rate the success of this road safety campaign?
▪ What challenges could there be in maintaining the campaign's impact over time?
▪ How could partnerships with private sector entities or NGOs be used to support
and sustain these efforts?
Specific Feedback on Vulnerable Populations
▪ What road safety measures are essential to ensure the safety of specific
vulnerable groups, such as schoolchildren and elderly pedestrians, on newly
upgraded roads?
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 75
▪ How do you feel about involving younger people or volunteers in campaign
activities?
Questions for Police
▪ Legislation & Enforcement (seat belt, speeding, drunk driving, child restraint,
helmets)
▪ Data storage and collection
▪ Road fatalities (disaggregated by sex, age, pedestrian, cyclists)
▪ How much revenue do they generate from enforcing traffic offences?
▪ Is there an appetite to increase penalties for non -compliance re: seatbelt
wearing, etc..
▪ Do they have a road safety education program in schools, etc….
▪ Have they done any major road safety campaigns in past 10 years?
Questions for Ministry of Education
▪ Can they assist in getting school travel surveys administered at a few of the
schools located in the road project areas (we want to target both secondary and
primary schools with big populations)
▪ How many schools are in the project area? (# of students, disaggregated by sex
if possible)
▪ Do schools include road safety in the curriculum? If yes, what subject covers this
topic?
▪ How do most kids get to school?
▪ How can we get primary and secondary students involved in the campaign? (ex:
poster competitions, educational activities, etc.)
▪ Has the MOE been involved in any major road safety campaigns in past 10 years?
▪ Does each school have a designated school drop off zone with suitable signage?
▪ Are there crossing guards near the schools to assist kids who walk to school?
▪ Are there traffic calming measures in school zones (ex.speed bumps, speed limit
signs, etc.)
Questions for Ministry of Public Service, Labour and Gender Affairs
▪ How big is the labour force in St. Lucia?
▪ What is the unemployment rate?
▪ Do men and women in St. Lucia use the road differently? If so, what are the
differences?
▪ Are there road safety issues that are particular to men/women/children? If so,
what are they?
▪ Has the Ministry of Public Service, Labour and Gender affairs been involved in
any major road safety campaigns in the past 10 years?
Situation Analysis Report and Pre-KAP Survey Results | v00 75
▪ How do you feel about involving younger people or volunteers in campaign
activities?
Questions for Police
▪ Legislation & Enforcement (seat belt, speeding, drunk driving, child restraint,
helmets)
▪ Data storage and collection
▪ Road fatalities (disaggregated by sex, age, pedestrian, cyclists)
▪ How much revenue do they generate from enforcing traffic offences?
▪ Is there an appetite to increase penalties for non -compliance re: seatbelt
wearing, etc..
▪ Do they have a road safety education program in schools, etc….
▪ Have they done any major road safety campaigns in past 10 years?
Questions for Ministry of Education
▪ Can they assist in getting school travel surveys administered at a few of the
schools located in the road project areas (we want to target both secondary and
primary schools with big populations)
▪ How many schools are in the project area? (# of students, disaggregated by sex
if possible)
▪ Do schools include road safety in the curriculum? If yes, what subject covers this
topic?
▪ How do most kids get to school?
▪ How can we get primary and secondary students involved in the campaign? (ex:
poster competitions, educational activities, etc.)
▪ Has the MOE been involved in any major road safety campaigns in past 10 years?
▪ Does each school have a designated school drop off zone with suitable signage?
▪ Are there crossing guards near the schools to assist kids who walk to school?
▪ Are there traffic calming measures in school zones (ex.speed bumps, speed limit
signs, etc.)
Questions for Ministry of Public Service, Labour and Gender Affairs
▪ How big is the labour force in St. Lucia?
▪ What is the unemployment rate?
▪ Do men and women in St. Lucia use the road differently? If so, what are the
differences?
▪ Are there road safety issues that are particular to men/women/children? If so,
what are they?
▪ Has the Ministry of Public Service, Labour and Gender affairs been involved in
any major road safety campaigns in the past 10 years?
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 76
Annex 3 – Training Presentation
Below you can find the slides shown to the enumerators to properly train them before
the in-person effort.
Situation Analysis Report and Pre-KAP Survey Results | v00 76
Annex 3 – Training Presentation
Below you can find the slides shown to the enumerators to properly train them before
the in-person effort.
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 77
Situation Analysis Report and Pre-KAP Survey Results | v00 77
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 78
Situation Analysis Report and Pre-KAP Survey Results | v00 78
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 79
Situation Analysis Report and Pre-KAP Survey Results | v00 79
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 80
Situation Analysis Report and Pre-KAP Survey Results | v00 80
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 81
Situation Analysis Report and Pre-KAP Survey Results | v00 81
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 82
Situation Analysis Report and Pre-KAP Survey Results | v00 82
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 83
Situation Analysis Report and Pre-KAP Survey Results | v00 83
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 84
Situation Analysis Report and Pre-KAP Survey Results | v00 84
FRED Engineering
Situation Analysis Report and Pre-KAP Survey Results | v00 85
Situation Analysis Report and Pre-KAP Survey Results | v00 85
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