Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020

Analysis of spatio-temporal variations and at-risk populations of road insecurity; case study of road traffic accidents in Algeria Nasreddine AISSAOUI Associate Professor Faculty of Economics, Business and Management Sciences, OEB University / Algeria [email protected]

ABSTRACT : Our analysis focuses on the spatio-temporal characteristics of traffic accidents in Algeria, we record annually peaks of road accidents on sections of highway, national roads, etc. as we record peaks during months of the year, a few days a month or during hours of the day. Thus, our goal is to identify where and when that record the most significant statistics, and understand the trend in claims, to fully redeploy the resources to mitigate the hecatomb on our roads. To achieve this, we opted for a descriptive analytical study, based on the description of the scourge "road insecurity" at the national level, as well as the analysis of the causes and consequences of this scourge in space and time. We pointed out several results, among them: the road traffic accidents always preferred the period of the holidays, so 32% of the accidents are recorded during the month of July and August, the most deadly month of the year is that of Ramadan, the days of departure and the weekend return are the most significant, and the most sober part of the day is during the evening between 18:00 and midnight; regarding the accident site, the RN1 road and the East- West highway are the deadliest, the wilayas of the center of the country are at the head of the pack in terms of traffic accidents, and the wilaya of Msila in matters killed in traffic accidents; Young drivers are the most involved in traffic accidents that occurred in 2017 and 2018. KEYWORDS : Road insecurity; temporal evolution of traffic accidents; spatial evolution of traffic accidents; the populations at risk; roads of Algeria. Introduction The “Accidentology” as a science or science of accidents is relatively young; it was created in 1968 by French researchers of the ONSER [www.ceesar.fr ], like the policy of road safety which did not really start in France for example that in 1972. Since then, research in this field has continued to evolve, in this case technological development to prevent the disaster [Carnis, 2017 ]. Thus, we are switched from the fatality of the accident to the diagnosis of the phenomenon, the understanding of risk factors and finally the evaluation of alternative prevention. So, all researchers agree that accident is the combination of multiple factors that act on each other imposing a multidisciplinary approach, involving epidemiologists, engineers, psychologists, biomechanics, lawyers, insurers, educators and economists. Concerning the followers of this discipline, recognizing that there is a constraint of resources in road safety militates then in favor of the development of an economic approach of the stakes of road safety, in short an economy of the road safety. It would be particularly inappropriate to deprive oneself of such an approach, in other words to give up a tool to grasp these dimensions and the associated stakes [Carnis et Mignot, 2010 ]. In science of accidents; the analysis of accidents is the most developed, and we can distinguish a little bit like in economics: a “micro” approach of studying the mechanism of the individual accidents, and a “macro” approach to study all accidents with methods directly inspired by epidemiology. However, psychological or sociological approaches to public

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020 health are less developed, while recent initiatives have sought to counter this [Chapelon, 2008 ]. Road insecurity is a global phenomenon, which causes more than 1.35 million people killed each year in traffic accidents. The risk of death from road traffic remains three times higher in low-income countries than in high-income countries, with rates being the highest in Africa at 26.6 per 100,000, and the lowest in Europe with 9.3 per 100,000 inhabitants [OMS, 2018 ]. Road insecurity is a real public health issue that needs to be studied in order to prevent road accidents, to reduce their consequences and contribute to the sustainable development of the safety of road users [Brenac, 2004 ]. Indicators of road insecurity in Algeria have declined significantly in recent years. It should be said that the 22991 accidents recorded during the year 2018 are the lowest threshold ever recorded since the year 1995, during which time there were 20127 traffic accidents. A situation that has had a positive impact on other road safety indicators at the national level: - 9.4% in number of people killed and - 10.24% in the number of people injured compared to 2017 [CNPSR , 2018a]. The road insecurity in Algeria is characterized by spatio-temporal variations; a possible analysis of these variations can guide us to elaborate possible actions that bring together all the stakeholders, in order to mitigate the disaster on our roads. Thus a short, medium and long-term comparison of road insecurity statistics, and others on the scene of the disaster on our national territory, could effectively reconstruct a puzzle, which includes periods, places and the population at risk. Make a cartography of the road accident and a calendar of the periods at risk, is only one step to constitute a barometer, in order to provide an assessment from one period to another, and to underline the priorities to redirect the efforts on these two shutters: preventive and repressive, in order to counter traffic accidents, and thus save life for high-risk populations: young drivers, pitons, schoolchildren, etc. In order to take fairly targeted measures and correct the situation, we will first have to answer the following questions: What are the places and periods known to be accident-prone.? And what are the populations at risk of road insecurity? 1. Characteristics of the "road insecurity" equation in Algeria Algeria is a country that covers a vast area of 2381741km 2. Thus, this country has one of the densest road networks in Africa thanks to its 124107 km of roads. Road transport is the most dominant form of transport [Bakour, 2016 ]. 1.1. The evolution of road traffic accidents in Algeria Indicators of road insecurity have declined slightly and steadily in recent years. Thus, 22991 people injured were recorded during the year 2018, so 2047 less accidents than in the same period of 2017, a situation that positively influenced the other road insecurity indicators at the national level. In fact, traffic accidents dropped by 9.4% compared to 2017, saving 329 lives. The number of people injured on our roads has decreased by 10.24%: 32570 people during the year 2018, against 36287 during the year 2017, so 3717 less people injured [CNPSR, 2019 ]. It should be said that 22991 traffic accidents was recorded during the year 2018, this number constitute the lowest threshold ever recorded since 1995. During the same year, there were 20127 road traffic injuries [Gendarmerie nationale, 2018 ]. From 1970 to 2018, we can distinguish four phases of road insecurity in Algeria. (see fig.1).

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020

Fig.1: The evolution of road safety on Algerian roads during the period 1970-2018

80000 Accidents 70000 Injured 60000 Killed 50000 40000 30000 20000 10000 0 1960 1970 1980 1990 2000 2010 2020 2030 Source: CNPSR (2019) From the early 70s to the mid of 80s, we recorded an increase in the number of accidents that did not drop below 23000 traffic accidents, it was in 1985 that the number of accidents crossed the bar of 35000 accidents. Ditto for the evolution of the number of people injured, where we recorded in 1970 the number of 19730 people injured, a peak was recorded in 1986 with 38548 people injured. It is the same for the evolution of the number of people killed, so we recorded in 1970 the number of 1374 people killed, this number soared to reach 4134 people killed recorded in 1985, so the number of deaths has practically tripled in 15 years [www.ons.dz ]. So the evolution of the number of traffic accidents, people injured and people killed followed the same trend during this period, and it is still rising, so we recorded respectively evolution rates during this period: + 44.48% , + 95.38% and + 201%. The main cause of this evolution is probably due to the increase in the national transportation fleet during this period. We distinguish a second period from the mid-80s to mid-90s, which saw a negative evolution in the number of traffic accidents: from 34899 accidents in 1986 to 20197 accidents in 1995. Ditto for the number of people injured, where we counted in 1987 the number of 38012 people injured, a few years later the number of injured down to 26768 case in 1995 [www.ons.dz ]. As for the number of killed, this period is characterized by a fluctuation of the number of deaths on the different roads of the country, but the average tends resolutely to the rise. Thus, we recorded in 1986 the number of 3948 people killed, a few years later this number has exceeded the bar of 4000 people killed annually, and it is precisely in 1994 that a peak was recorded with 4022 people killed on the different roads of the country. So, if the first two variables had followed the same trend to fall, while the number of killed, unfortunately, had continued its slight increase. Thus in 10 years we recorded respectively evolution rates of accidents, people injured and people killed: -42.12%, -29.58% and + 1.87%. We can admit that this regression of the road insecurity is mainly due to the application of the law 87-09 of February 10, 1987 [JORADP, 1987 ] relating to the organization, the security and the police of the road traffic. We also distinguish a third period that extends from the mid-90s to the middle of the second decade of the 21 st century, a period that stands out with a fluctuation in the number of traffic accidents, with an upward trend. Thus, we recorded 23949 traffic accidents in 1996 at the beginning of this period; 19 years after we recorded almost double of this number, so 43777 traffic accidents in 2004. The last year that marks the end of this period, which stands out for a peak never registered so far. As for the number of people injured, the evolution of this

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020 variable is characterized by a significant increase. Since we recorded 31952 people injured in 1996, then this number has more than doubled in 17 years, a peak was recorded in 2013, unprecedented in this country, with 69582 people injured. Regarding the evolution of the number of deaths, the evolution has fluctuated with an upward trend, since we counted the number of 3381 people killed in 1996, after a stagnation that lasted almost 10 years; we distinguish a near-continuous progression since 2006 until 2014. In this period, a peak was observed during this there, never seen, with 4812 people killed. During this third period, the evolution of the number of road accidents, injuries and deaths followed the same upward trend, so we recorded respectively evolution rates during this period: + 82.79%, + 117.77% and + 42.32%. This further increase in road insecurity is probably due to the following decisions that have led to an increase in the number of road users during this period: the decision to liberalize public transport and the transport of goods, a strong growth of the national transport fleet, and the opening of more and more highway road to traffic. Finally, we distinguish a fourth period from 2015 to 2018, which has seen a negative evolution in the number of traffic accidents, and in a remarkable way. After the number of traffic accidents did not drop below 40000 traffic accidents, as of the year 2015 we recorded 35199 traffic accidents, this number which has continued to fall further, since we recorded 22991 traffic accidents in 2018. Ditto for the number of people injured, we recorded a significant decrease. Thus, after we recorded 65263 people injured in 2014, this number melted like snow in the sun, recording some 32570 people injured in 2018. Regarding the third variable, this period stands out by a fairly significant decrease in the number of people killed in traffic accidents. So, in 2015 we recorded the number of 4610 people killed, this number gradually decreased during the next three years to reach 3310 people killed in 2018 [CNPSR, 2019 ]; so all three variables followed the same downward trend. So, the evolution rates of the three variables are respectively: -34.68%, -50.09% and -28.20%. This reduction in the number of the three variables of road insecurity is mainly due to the reform of the Highway Code, in this case the hardening of penalties [ JORADP, 2009 ; JORADP, 2011 ]. 1.2. Variables affect road insecurity on Algerian roads Apart from the evolution of the Highway Code and the legislative framework that regulates the movement of vehicles in Algeria, we can cite four main variables: the population, the Gross Domestic Product per capita (GDP / inhabitant), the national park transport and the road network. Estimated at 10.2 million in 1962, the Algerian population increased to 14.5 million in 1970, to 19.3 million in 1980, then 25.9 million in 1990. The security situation has had a negative and considerable impact on the evolution of the population. More than a decade, so we count 31.1 million in 2000, after a black decade, Algeria experienced a new baby boom after that of the 60s and 70s, the result is there: since in 2015 the Algerian population reached 40 million (see fig.2). Today, the Algerian population is estimated at 42.1 million inhabitants. It is estimated to reach 53 million in the year 2025. It is a relatively young population with 28.8% under 15 years old, 62.5% between 15 and 59 years old, and 8.7% more than 60 years old [Banque Mondiale, 2019 ].

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 202 0

Fig.2: Evolution of the Algerian population and GDP per capita during the period 1970 -2018

6000 Inhabitants ×10000 5000 PIB/inhabitants 4000

3000

2000

1000

0

Source: Banque Mondiale (2019) All the experts agree on the direct relation between the evolution of the GDP of Algeria and the evolution of the prices of oil on the international markets. In addition to the price of oil, GDP per capita is influenced by ch anges in the number of people from one year to another. According to (fig.2), we can distinguish three periods of evolution of GDP per capita : A first period from 1970 to 1985, which experienced a positive evolution of the annual GDP slowed by a galloping population; A second period from 1986 to 1994, which experienced a negative evolution of GDP per capita, partly because of the continuing fall in oil prices up to 8USD/barrel, and partly because of record births during the baby boom period, and that continued until the early 90s. A third period from 1995 to 2018, post baby boom period, which saw an improvement in oil prices, with year-to-year fl uctuations, with an annual average peak, never seen, recorded in 2012 of 109.45 USD / barrel. Despite the drop in oil prices again from 2014, but little serious damage recorded compared to those of 1986. Regarding the evolution of national transport park, it is from the decision of liberalization of the public transport and the transport of the goods in 1996, which knew a real substantial increase. Since in 1996, the national transport fleet represented only 2786257 vehicles, this number almost doubled in 2 014, recording 5425556 vehicles. Over the last few years, the national transport fleet has more than 6 million vehicles, with 6162542 units at the end of 2017 (see fig.3) [Ministère des Travaux publics et des Transports, 2017 ]. Fig.3: The evolution of the national transport fleet during the period 1996 -2017

2016 6162542 5986181 2014 5683156 5425556 2010 4812555 4310607 2004 3985958 3107526 2818681 1996 2786257 0 1000000 2000000 3000000 4000000 5000000 6000000 7000000

Source: Ministère des Travaux publics et des Transports (2017)

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020

The road network was realized over two periods: A first period from 1962 to 1999, which saw the road network reach 104000 km, after this network did not exceed 67000 km in 1962, so the road network has gained more than 55% of its length in only 37 years; A second period from 2000 to 2016, which saw the road network reach 124107 km, with great achievements: 1096 km East-West highway, 4050 km of other types of road, 742 structures, 4 bypasses to the wilayas of the interior of the country of more than 1200 km, the completion of the Trans- Saharan road (Nigerian branch), etc. [Rabah, 2017 ]. 2. Spatio-temporal evolutions of traffic accidents in Algeria 2.1. Temporal evolution of traffic accidents in Algerian Before beginning our analysis on the temporal evolution of the traffic accidents in Algeria, we preferred highlight the weight of the road insecurity daily (see tab.1). Through this table, we can clearly see that death on our roads leaves us no respite, so to counter the phenomenon and its fallout; we will have to determine the short-term cycles (the months of the year), and the moments of the day that are considered accident-prone, in order to properly target our actions. Tab.1: Average daily number of traffic accidents on Algerian roads Years Accidents Deaths Injured 2009 113 13 178 2010 90 10 144 2011 114 13 182 2012 116 12 189 2013 117 12 191 2014 110 13 179 2015 96 13 153 2016 79 11 121 2017 69 10 100 2018 63 9 89 Source: CNPSR (2019) We chose the case of the East-West highway traffic road as an example to analyze the monthly variations of road insecurity (see fig.4). According to this figure we can see that road insecurity follows a seasonal variation. So we can appreciate the existence of this seasonality with regard to the monthly series of the number of traffic accidents, the number of people injured and those killed. It is during the summer season that the hecatomb resumes its infernal rhythm, since what is recorded during July and August, theses two months represent almost a third of what is recorded annually. Things have not changed in the last two years, since more than 32% of the traffic accidents that occurred in the year 2017 are during the months of July and August, the same thing for the year 2018. Peaks were recorded during these two months: 168 and 165 traffic accidents were recorded respectively in July 2011 and August 2012, 417 people injured were recorded in August 2013 and 43 people killed in July 2011 [CNPSR, 2018a ; Gendarmerie nationale, 2018 ]. We can explain this seasonality by the high mobility of summer visitors: local population, immigrants and tourists.

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020

Fig.4: The monthly evolution of road insecurity on the East-West highway traffic road during the period January 2011- December 2016

450 Accidents 400 Deaths Injured 350 300 250 200 150 100 50 0 … … … … … … … … … … … … ------July July July July July July May May May May May May 2011 2012 2013 2014 2015 2016 March March March March March March Septem Septem Septem Septem Septem Septem

November November November November November November Source: CNPSR (2017) The first and last working days of the week (Sunday and Thursday), which correspond to weekend returns and departures, account for 7607 traffic accidents, or 30.38% of all traffic accidents recorded in 2017, because of the high mobility observed during these two days. However, Friday is characterized by a drop in travel, is placed as the least accident-free day of the week, with 3065 recorded accidents. In addition, the most accident-free time slot; is between 18h00 and midnight with 6801 traffic accidents recorded, which represent 27.16% of traffic accidents in 24 hours [ CNPSR, 2018a]. The month of Ramadan, each year, is marked by a recrudescence of the road traffic accidents. The number of traffic accidents rise significantly during Ramadan every year compared to the other months of the year, which represents a rate of between 12% and 15%. Remember that road accidents during the holy month caused the deaths of 400 people in 2013, 416 in 2014, 523 in 2015 and 494 in 2016. Remember that road accidents in Ramadan 2017 had caused 352 people killed and 3215 people injured [CNPSR, 2017 ]. Statistics show that the daily peak of accidents occurs during the hour before or just after The time for breaking the fast. It is at this time that the motorist must redouble vigilance because the body is tested, the risk of drowsiness omnipresent and reflexes much less lively than usual. 2.2. Spatial evolution of traffic accidents on Algerian roads The East-West Highway traffic road and the National road N o1, because of the length and the dangerousness of some of their sections, have always recorded the highest number of accidents [CNPSR , 2018b]. With its 1096 km, and because of its free services, the East-West highway is a habitual road for transport in Algeria. The density of the motorway traffic increases the probability of loss and the number of victims (see fig.5).

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 202 0

Fig.5: The evolution of road insecurity on the East-West highway during the period 2011 - 2018

3000 2500 2000 1500 1000 500 0 2011 2012 2013 2014 2015 2016 2017 2018 Accidents 1255 1474 1415 1345 1238 942 709 548 Killed 219 204 208 227 342 215 198 172 Injured 2468 2719 2719 2438 2196 1705 1504 1331

Source: CNPSR (2019); Gendarmerie Nationale (2018) Despite a noticeable decline in road insecurity since 2014, the East-West highway traffic road is considered since its opening to service among the most accident -free roads, so we recorded in 2018 that the highway counts for itself: 2.38% of traffic accidents, 4.08% of people injured and 5.19% of people killed , for only 1096km of length compared to 124107 km of the totality of Algeria roads. The highway traffic road axes in the center of the country were more accident -prone than those in the East and West of the country [www.ons.dz ]. Thus, the motorway axes of the central wilayas, in this case those of Blida, Ain Defla, Buira, Boumerdes, BBA and Chlef account for themselves alone almost 50% of the road ins ecurity on the East -West highway (see fig.6). Fig.6: The accident-prone highway axes during the period 2011-2018

Accidents Injured Killed 242 164 238 2685 2092 2001 108 155 84 1230 70 58 98 1224 766 750 738 28 1123 1261 1176 679 43461 430 294205 637 361 419 398 629 244

Source: CNPSR (2018) Regarding the most accidental wilayas on the various Algerian roads: Algiers, Blida, Ain Defla , come in first, while those with the highest number of deaths are Msila, Setif, Batna, Ain Defla, Relizane and Algiers. The road of Msila recorded the highest death number in 2017, with 175 people killed , followed by Algiers with 135 people killed and Setif with 129 people killed [ CNPSR , 2018 a]. The Msila, Setif and Biskra axes is a major crossroads serving the Center, East and South regions of the country, which accounts for 2729 traffic accidents,

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 202 0 so 10.90% of all traffic accidents recorded at the na tional level [Gendarmerie Nationale, 2018 ]. 3. Risk factors and populations at risk of road insecurity 3.1. Risk factors of road insecurity There are three main risk factors that are considered to be the causes of road accidents: human-related causes, vehicle -related causes, and environmental causes or road conditions. At the global level, human-related causes far outweigh the environmental / weather related causes or those related to vehicle / techniques. Most of the time, it is a combination of causes that we are witnessing , a combination that involves both purely human causes (the driver and other users), meteorological causes, and so on. At the local level, the average of human - related causes have always exceeded 90%, the remaining 10% are shared bet ween the other two causes; the vehicle and the environment / state of the road (see fig.7). Road safety has been on a downward trend since 2014, while the human factor remains the main cause of traffic accidents in Algeria (see fig.8). Fig.7: The average r isk factors of road Fig.8: The evolution of the risk factors of road accidents in Algeria during the period 2011 - accidents in Algeria during the period 2011 - 2018 2018

Human -related causes Environmental causes 4% 3% Vehicle -related causes 2018 Vehicle-related causes Human-related causes Environmental causes 2017 2016 2015 2014 93% 2013 2012 2011

0 10000 20000 30000 40000

Source : CNPSR (2018) Source : CNPSR (2018) Speeding was responsible for 4528 traffic accidents , which accounted for 19.69% of traffic accidents in 2018, while the decline in driver vigilance was cited as the cause of 3778 traffic accidents, while dangerous overtaking are involved in 1361 traffic accident s. These three factors were the cause of more than 40% of the road accidents recorded on the various roads in the last three years (see tab.2) [Hamani, 2017 ; CNPSR, 2018a]. Tab.2: The main causes of traffic accidents in Algeria during the period 2016 -2018 Causes 2016 2017 2018 Speeding 25.05 % 21.76 % 19.69 % Decline in driver vigilance 10.16 % 13.63 % 16.42 % dangerous overtaking 7.77 % 6.33 % 5.91 % Total 42.98 % 41.72 % 42.02 % Source: Hamani (2017); CNPSR ( 2018a) In the same way , there are four main types of vehicles involved for road insecurity. It is during the period 2016-2018 that we recorded the average involvement of these vehicles in traffic accidents in Algeria (see figure 9). 44

Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 202 0

Fig.9: Vehicles involved in traffic accidents during the period 2016-2018

3% 4% Light vehicles 9% motorcycles Heavy vehicles 11% Passenger transport vehicles other

73%

Source: Hamani (2017); CNPSR ( 2018a) This confirms that more and more motorcyclists are responsible of traffic accidents resulting in the death of several road users. Speeding, non-compliance with the Highway Code, drunk driving, lack of experience, negligence and non -use of helmets as an essential means of protection, etc. are all factors that have caused the multiplication of road accidents by way of motorcycles. It must be said that in the meantime, the motorcycle fleet in Algeria has more than quadrupled during the period from the year 2000 to 2018 [Hamani, 2017 ; CNPSR , 2018a]. 3.2. Populations at risk of road insecurity After we have determined the factor responsible for most road accidents, and in order to target prevention or repression actions with a view to mitigating the carnage, we should rather determine the different people responsible for the human factor. With regard to the causes of road accidents in 2017, speeding, loss of vigilance and dangerous overtak ing are the main ones. These three factors account for nearly 42% of the causes of accidents recorded in 2017 [Direction générale de la sûreté nationale, 2019 ]. In 2018 these three factors continued to cause road accidents and make more victims, Thus , the speeding was at the origin of 4528 traffic accidents, that is 19.69% of the causes of the loss ratio. While the decline in driver vigilance is given to be the cause of 3778 traffic accidents, in this case the use of mobile phones which was the cause o f 2282 traffic accidents recorded on the East - West highway road , these accidents have unfortunately caused 39 people killed, in this way dangerous overtaking are involved in 1361 traffic accidents. As for those responsible for road accidents, among the hum an factor, we can mention:
83.43% of people killed are male, or 3036 victim; while 16.57% are female, or 603 victim;
79.20% of people injured on the roads were male, or 28739 people ; while 20,80% are female, or 7548 people ;
Among the 726 deaths recorded in urban areas, 366 were pedestrians, or 50.41% of the total number of deaths in urban areas . It should be added, that among the 18112 persons injured in urban areas, 8544 were pedestrians, or 47.17 %;
Young drivers are the most involved in traffic accidents that occurred in 2017. Thus the age group between 18 and 29 years old was involved in 8804 traffic accidents , or 35.16% of the total number of road accidents. This age group is also overrepresented in traffic accidents for the year 2018;

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020

Children and young people under 29 years old represent more victims on the roads. Thus 1620 young people under 29 years old lost their lives on the roads during the year 2017, so 44.52% of the total number of deaths;
No less than 19784 young people under 29 years old were injured during the same period, so 54.53% of the total number of victims [ CNPSR, 2018a] ;
Drivers holding a driving license of less than two years (probationary license) were involved in 6894 road traffic accidents in 2017, that is to say nearly 28% of all the drivers involved [ CNPSR , 2018a] ;
Motorcycles also are involved in a growing way. Motorcyclists were responsible for 3429 accidents in 2018, or 14.9% of the overall number of accidents, and + 11% compared to 2017 [ CNPSR, 2019 ] . In the chapter on the victims of the road, we find that:
Children and young people under 29 years old are also at the top of the road accident scene: 1413 young people under 29 years old lost their lives on our roads in 2018, or 42.69 % of the total number of deaths. 18138 young people under 29 years old were injured during the same period, or 55.69% of the total number of injured;
Pedestrians remain the most vulnerable users in urban areas. Among the 726 deaths recorded in urban areas in 2017, 366 were pedestrians. They account for more than half the number of urban road traffic accidents, or 50.41%. Ditto for the injured in urban areas, they where 8544 people injured out of 18112 were pedestrians, or 47.17%;
Schoolchildren are not spared by the carnage, so 392 children under 14 years old were killed and 5189 others injured during the period from September 2017 to June 2018, declaring that most of the victims were deplored on the roads of different educational establishments [ CNPSR, 2018c]. Conclusion We can consider this article as a retrospective of road insecurity in Algeria in recent years. This retrospective is an opportunity to take stock of the causes and consequences of traffic accidents on our roads. In order to determine the causes of road insecurity and to evaluate the impact of the policies implemented, we should study scientifically and methodically the spatio-temporal variations that characterize the road loss, and determine the risk factors on our roads and the at-risk populations involved (responsible or victims) in the hecatomb. Road insecurity is an international scourge, while it is indeed present in low-income countries, among these countries Algeria. Despite the statistics demonstrating the decline of this scourge in Algeria since 2015, we can do better by analyzing the factors of road insecurity at a more limited level of administrative division, since the characteristics and specificities of each wilaya or region require fairly targeted and adequate interventions. Accidents are very common in wilayas and are not in other wilayas! This confirms, from near or far, the thesis that states that the human factor is primarily responsible for road insecurity; Children and young people under 29 years old represent more victims on the roads; the East- West highway traffic road and the National road N o1, because of the length and the dangerousness of some of their sections, have always recorded the highest number of accidents are considered as the deadliest roads in this country; the summer vacation period,

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Journal d’Economie, de Management, d’Environnement et de Droit (JEMED) ISSN 2605-6461 Vol 3. N°2, mai 2020 the departure and return days of the weekend and the return-to-work hours at the end of the day are the most accident-prone periods and times on the Algerian roads. We opted for an analysis of the space and time of the accident, in order to locate the roads and the most accident-prone areas, as well as the hours, days and months that record more victims. In addition, drawing a map and creating an accident calendar will make it possible to better deal with the various causes of the accident for professionals such as: civil protection, the police, the national gendarmerie or only for users of the Algerian roads. References • Bakour M. (2016). La mobilité urbaine et la planification des réseaux de transport dans un contexte de projet de renouvellement urbain : cas d’Alger , Thèse de doctorat, EPAU, Alger 306 p • Banque Mondiale. (2019). Perspective monde, accessible depuis l’adresse : perspective.usherbrooke.ca/bilan/tend/DZA/fr/SP.POP.TOTL.html • Brenac T. (2004). Insécurité routière : un point de vue critique sur les stratégies de prévention. Espaces et sociétés, no 118(3) ; 113-132. Accessible sur l’adresse : www.cairn.info/revue-espaces-et-societes-2004-3-page-113.htm • Carnis L. (2017). Économie de la sécurité routière : quelques perspectives issues de la recherché, Chapitre d’ouvrage « Sécurité Routière : un défi à l’aube du XXIe siècle », L’Harmattan. • Carnis L. ; Mignot D. (2010). Économie de la sécurité routière : définition, connaissance et enjeux », les Cahiers Scientifiques du Transport N° 57/2010, accessible sur l’adresse: afitl.ish- lyon.cnrs.fr/tl_files/documents/CST/N57/IntroDossier57.pdf • Centre Européen d’Etudes de Sécurité et d’Analyse des Risques/CEESAR. (2016). Accidentologie, Département épidémiologique et sciences des accidents/DESA, accessible sur l’adresse: https://www.ceesar.fr/nos-activites/accidentologie/ • Centre National de Prévention et de Sécurité routière/CNPSR. (2019). Transport, route, prévention et sécurité routière, accessible sur l’adresse : infotraficalgerie.dz/.../forum-del-moudjahid-directeur-centre-national-de-prévention • Centre National de Prévention et de Sécurité routière/CNPSR. (2018a). Rapport sur les accidents de la route: baisse sensible du nombre de morts et de blessés en 2017, accessible sur l’adresse : www.aps.dz/algerie/69192 • Centre National de Prévention et de Sécurité routière/CNPSR. (2018b). Sécurité Routière : L’autoroute Est-Ouest comptabilise le plus grand nombre d’accidents en 2017, accessible sur l’adresse : https://www.elwatan.com/.../securite-routiere- lautoroute-est-ouest • Centre National de Prévention et de Sécurité routière/CNPSR. (2018c). Transport, infos’ divers, infos’ divers 2018, accessible sur l’adresse : https://www.algeriatoday.info/.../accidents-de-la-route-deces-de-392-enfants-durant-la • Centre National de Prévention et de Sécurité routière/CNPSR. (2017). Les accidents de la route en Algérie : un coût financier annuel de quelque 100 milliards de dinars, accessible sur l’adresse : www.radioalgerie.dz/news/fr/article/20170528/113265.html • Chapelon L. (2008). L’interface : contribution à l’analyse de l’espace géographique. L’Espace géographique, tome 37(3), 193-207, accessible sur l’adresse: https://www.cairn.info/revue-espace-geographique-2008-3-page-193.htm • Direction générale de la sûreté nationale. (2019). Etat comparatif des accidents corporels de la circulation routière enregistrés durant les années 2017 et 2018 en zones urbaines, accessible sur l’adresse : https://www.dgsn.dz/?-Statistiques 47

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