Case Study: The Yango–ZRST “Safe School Zones” Sponsorship Project in Lusaka, 2025

1. Introduction

1.1 Background

Road traffic injuries remain a critical public health issue globally, with a disproportionate impact on vulnerable road users in low- and middle-income countries (World Health Organization, 2023). In urban centers like Lusaka, Zambia, rapid motorization coupled with inadequate pedestrian infrastructure creates a high-risk environment, particularly for children traveling to and from school. The Zambia Road Traffic Safety Agency (RTSA) has noted that pedestrian-vehicle collisions are a leading cause of injury and mortality among school-aged children in the capital (RTSA, 2024).

1.2 The Problem Statement

Many primary and secondary schools in Lusaka are situated along arterial roads characterized by high traffic volumes and excessive vehicle speeds. The absence of designated safe crossing points, traffic calming measures, and clear school zone demarcation exposes thousands of students to daily risks. A preliminary assessment conducted by the Zambia Road Safety Trust (ZRST) identified that vehicle speeds at the frontages of numerous schools frequently exceeded 50-60 km/h, far above the 30 km/h threshold considered safe for areas with high pedestrian activity (Peden & Hyder, 2017). This hazardous environment necessitated an urgent, targeted intervention to protect child pedestrians.

1.3 Project Rationale and Objectives

In response to this challenge, ZRST partnered with Yango, a prominent ride-hailing service, to develop and fund the “Safe School Zones” project. The initiative was founded on the principle that a combination of engineering, education, and community engagement is essential for creating lasting safety improvements. The project's overarching goal was to create a safer, more forgiving road environment for students. This was translated into three specific, measurable objectives (Mwamba, 2025):

1. To reduce the mean speed of vehicles to 30 km/h or less within the designated school zones through the implementation of traffic calming infrastructure.
2. To improve safe crossing behaviors and road safety knowledge among students through targeted educational programs.
3. To foster long-term community ownership and sustainability of the safety interventions through the establishment of school-based committees and clubs.

2. Methodology

2.1 Partnership Framework and Funding

The project was formally established under Sponsorship Agreement №11212577, signed between RideTechnology Global FZ-LLC (Sponsor) and ZRST (Sponsored Entity) (Isaev & Mwamba, 2025). This agreement designated Yango as the exclusive corporate sponsor, providing total funding of USD 19,998.40. The funding was disbursed in two tranches: an initial USD 9,999.20 at the project's commencement on June 3, 2025, and a final payment of USD 9,999.20 upon the completion of all infrastructure works on August 29, 2025. In return for the financial support, the agreement granted Yango significant brand visibility across all project assets and activities (Mwamba, 2025).

2.2 Site Selection

Five schools in Lusaka were selected based on a multi-criteria risk assessment. The selection criteria included: high student population, location on a high-traffic road, a documented history of near-misses or accidents (as reported by school administration), and a complete lack of existing traffic calming infrastructure. The selected institutions were: Twatasha Primary School, New Mandevu Primary School, Mumuni Primary School, Arthur Wina Primary School, and Chilenje South Secondary School (Mwamba, 2025).

2.3 Infrastructure Implementation

A standardized package of evidence-based infrastructure treatments was installed at each of the five schools. The implementation, completed over a one-month period, was managed by ZRST in coordination with the Lusaka City Council and the Road Development Agency to ensure compliance with local standards. The package included (Mwamba, 2025):

• Two Raised Zebra Crossings: Constructed with high-visibility thermoplastic paint and located at key student crossing points.
• Two Speed Humps: Asphaltic concrete speed humps designed to physically reduce vehicle speeds, installed on the approach to each crossing.
• Comprehensive Signage: Installation of regulatory "30km/h" speed limit signs, "School Zone" warning signs, and "Speed Bump Ahead" advisory signs.
• Visible Road Markings: Application of durable paint to delineate the school zone and guide drivers.

2.4 Educational and Behavioral Intervention

ZRST's education team delivered a structured, five-day road safety program at each school, reaching a total of over 8,000 students. The curriculum was designed to be interactive and age-appropriate, covering topics such as hazard identification, the "stop, look, listen, think" crossing drill, understanding traffic signs, and visibility. To measure the program's efficacy, standardized pre- and post-intervention questionnaires were administered to a sample of students to assess changes in road safety knowledge (Mwamba, 2025).

2.5 Community Engagement and Sustainability Strategy

To ensure the project's long-term impact, a two-pronged community ownership strategy was implemented. First, active "Road Safety Clubs" were established in each school, facilitated by ZRST. These clubs, led by trained teacher patrons and 20 student "Road Safety Champions," were tasked with conducting ongoing peer-to-peer education and awareness campaigns. Second, a local "Safety Committee" was formed for each school, comprising teachers, parent representatives, and community leaders. These committees were empowered to monitor the condition of the new infrastructure, report any damage or fading to ZRST and local authorities, and lead community-led maintenance checks (Mwamba, 2025).

2.6 Data Collection and Analysis

A baseline-endline evaluation design was used to measure project outcomes. Vehicle speeds were measured using covert, calibrated speed measurement devices at peak school travel times before the intervention and one month after the completion of infrastructure. Unsafe pedestrian behaviors (e.g., crossing without looking, running across the road) were quantified through structured observational surveys at the same intervals. Knowledge improvement was assessed via the aforementioned pre/post questionnaires. Community engagement was quantified by tracking participation rates in committee meetings and maintenance activities (Mwamba, 2025).

3. Results

3.1 Implementation Fidelity and Infrastructure Completion

The project was executed in full accordance with the agreed-upon timeline and contractual obligations. All planned infrastructure installations were completed at 100% of the five target schools within the designated project period. All educational materials were delivered, and community structures were established as planned (Mwamba, 2025).

3.2 Impact on Vehicle Speeds

The infrastructure interventions yielded a significant and immediate impact on driver behavior. Post-intervention traffic surveys revealed a mean reduction of 30% in average vehicle speeds across all five school frontages during peak hours. This successfully brought average speeds closer to the 30 km/h safety target. The results are summarized in Table 1.

Table 1: Comparison of Mean Vehicle Speeds (km/h) Before and After Intervention

School Name	Pre-Intervention Mean Speed (km/h)	Post-Intervention Mean Speed (km/h)	Percentage Reduction
Twatasha Primary School	52.5	35.8	31.8%
New Mandevu Primary School	49.8	34.1	31.5%
Mumuni Primary School	55.1	39.0	29.2%
Arthur Wina Primary School	48.0	33.6	30.0%
Chilenje South Secondary School	51.2	36.4	28.9%
Average	51.3	35.8	30.2%

3.3 Educational and Behavioral Outcomes

The educational component of the project produced substantial improvements. Analysis of pre- and post-intervention questionnaires demonstrated an 80% average improvement in road safety knowledge among students. Furthermore, structured observations recorded a 20% reduction in unsafe road crossing behaviors by students at the treated sites, indicating a successful translation of knowledge into practice (Mwamba, 2025).

3.4 Community Engagement and Ownership

The sustainability framework was successfully embedded within the school communities. Five active Safety Committees (one per school) were established and operational by the end of the project. A community engagement rate of 60% was achieved, measured by the active participation of parents and community members in awareness campaigns and scheduled infrastructure maintenance checks during the three-month follow-up period (Mwamba, 2025).

4. Discussion

4.1 Analysis of the Corporate-NGO Partnership Model

The Yango-ZRST partnership exemplifies a highly effective model for corporate social responsibility (CSR) in the public health domain. The exclusive sponsorship structure provided ZRST with the necessary financial resources and autonomy to implement a proven, evidence-based program without compromise. For Yango, the partnership delivered tangible and highly visible brand association with a critical community safety issue. The direct link between Yango's core business (transportation) and the project's focus (road safety) created an authentic and powerful CSR narrative. The clear contractual obligations and success indicators outlined in the sponsorship agreement were instrumental in ensuring accountability and timely delivery (Isaev & Mwamba, 2025).

4.2 Branding and Public Engagement Efficacy

As per the agreement, Yango's branding was prominently featured on project infrastructure, including speed hump and school zone signage. This constant visibility served not only as brand reinforcement but also as a continuous reminder to the public of the corporate investment in community safety. The provision of additional visibility assets, such as banners, flags, and reflective items for students, amplified the campaign's reach during public events and educational sessions. The inclusion of QR-code stickers to download the Yango app was a strategic integration of marketing with the CSR initiative, creating a symbiotic relationship between commercial and social objectives (Mwamba, 2025).

4.3 Long-term Sustainability and Scalability

A key strength of this project lies in its robust sustainability plan. By training 20 student "Road Safety Champions" and establishing teacher-led clubs, the project created an internal mechanism for continuous peer education that extends far beyond the initial intervention period. The formation of local Safety Committees, which institutionalize the process of infrastructure monitoring and maintenance, transfers ownership from the implementing NGO to the community itself. Furthermore, the proactive engagement with governmental bodies like the Ministry of Education, RTSA, and the Lusaka City Council from the outset ensures that the new infrastructure is integrated into official city asset management plans. This multi-stakeholder model is not only sustainable but also highly scalable, providing a clear blueprint for replication in other high-risk school zones across Lusaka and other Zambian cities.

4.4 Limitations of the Study

While the results are overwhelmingly positive, this case study has several limitations. The six-month project duration, including a three-month follow-up, is relatively short for assessing the long-term persistence of behavioral change and the durability of community engagement. A longer-term evaluation at the one- or two-year mark would provide more definitive insights. Additionally, the study employed a pre-post design without a parallel control group of untreated schools. While the observed changes are substantial, the absence of a control group makes it more difficult to definitively attribute all changes solely to the intervention, as other external factors could have played a minor role. Future projects should consider incorporating a randomized controlled trial design for more rigorous impact evaluation.

5. Conclusion

The Yango–ZRST “Safe School Zones” project successfully demonstrated that a targeted, well-funded, and multi-component intervention can produce significant and measurable improvements in road safety for vulnerable child pedestrians. By combining physical engineering solutions with education and community empowerment, the project not only reduced vehicle speeds and improved student behavior but also created a sustainable, community-owned framework for ongoing safety management. The partnership between Yango and ZRST serves as a compelling case study for how corporate sponsorship, when strategically aligned with the expertise of a local NGO, can effectively address pressing public health challenges. This model offers a visible, measurable, and replicable blueprint for creating safer journeys to school for thousands of children and strengthening public-private collaboration for social good.