table of contents - nra
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TABLE OF CONTENTS 1. ACCIDENT STATISTICS FOR THE R37 TUBATSE ......................................................... 1 1.1. ACCIDENT STATISTICS FOR JANUARY 2002-SEPTEMBER 2004 ............................... 1 1.2. ACCIDENT STATISTICS FOR PERIOD MAY 2005-MAY 2006........................................ 5 2. TUBATSE FOCUS GROUPS INTERVIEWS ..................................................................... 9 2.1. METHODOLOGY ............................................................................................................... 9 2.2. THEMES AND CONCERNS SURFACING FROM THE FOCUS GROUP DISCUSSIONS
AND INTERVIEWS........................................................................................................... 11 2.2.1 KNOWLEDGE OF SANRAL............................................................................................. 11 2.2.2 ROAD SAFETY SITUATION IN TUBATSE...................................................................... 11 2.2.3 COMMUNITY PERSPECTIVES ON WHAT IS CAUSING THE ROAD SAFETY
PROBLEMS...................................................................................................................... 12 2.2.4 COMMUNITY PERSPECTIVE ON WHEN THE ROAD IS THE BUSIEST OR MOST
DANGEROUS................................................................................................................... 14 2.2.5 PEDESTRIANS ................................................................................................................ 14 2.2.6 KNOWLEDGE .................................................................................................................. 14 2.2.7 HEALTH AND ROAD SAFETY ........................................................................................ 14 2.2.8 OFFICIALS ....................................................................................................................... 14 2.2.9 ROAD INFRASTRUCTURE ............................................................................................. 15 2.2.10 PEDESTRIAN PATHS...................................................................................................... 15 2.2.11 PUBLIC TRANSPORT ..................................................................................................... 16 2.2.12 BUSINESS/NGO’S INFLUENCING ROAD SAFETY IN THE AREA ............................... 16 2.2.13 PROPOSED SOLUTIONS ............................................................................................... 16 3. HIGH RISK SITES ON THE R37...................................................................................... 18 5.1 Bothashoek T-junction to Praktiseer ................................................................................ 18 3.1.1 PEDESTRIAN COUNTS AT DILOKONG HOSPITAL...................................................... 18 3.1.2 PEDESTRIAN COUNTS AT BATAU HIGH...................................................................... 22 3.2. VEHICLE VOLUMES........................................................................................................ 24 4. RECOMMEnDATIONS..................................................................................................... 27
LIST OF FIGURES
Figure 1: All accidents according to the day of the week ...................................................................................1 Figure 2: Accidents according to injuries and day of week ................................................................................2 Figure 3: Accidents according to injuries on the R37.........................................................................................3
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Figure 4: Type of accident in which injuries occurred ........................................................................................4 Figure 5: Accidents with and without injuries according to month......................................................................4 Figure 6: Number of accidents on the R37 for May 2005-April 2006 .................................................................5 Figure 7: Percentage of accidents per month between May 2005-April 2006 ...................................................6 Figure 8: Type of injuries in accidents on R37 May 2005-April 2006.................................................................6 Figure 9: Type of accidents on the R37 between May 2005-April 2006 ............................................................7 Figure 10: % Type of accidents R37 between May 2005-April 2006 .................................................................7 Figure 11: Hazardous locations on the R37 .......................................................................................................8 Figure 12: Road Safety Officials, Tubatse Transport Forum and SANRAL representatives ...........................10 Figure 13: Tubatse community members participating in the focus group discussions...................................10 Figure 14: SANRAL information board at the beginning of the 22km stretch on Burgersfort side...................11 Figure 15: Road safety problems experienced by the community on the R37 ................................................13 Figure 16: Pedestrian counts site (1) Dilokong hospital intersection 21 June 2006 ........................................18 Figure 17: Pedestrian counts (1) at Dilokong hospital intersection: hourly intervals........................................19 Figure 18: Public transport at the Dilokong hospital.........................................................................................19 Figure 19: Pedestrian counts (2) at Dilokong hospital intersection, 21 June 2006 ..........................................20 Figure 20: Pedestrian counts Dilokong hospital (2): hourly intervals ...............................................................20 Figure21: Pedestrian counts (3) at Dilokong hospital intersection, 21 June 2006 ...........................................21 Figure 22: Pedestrian counts Dilokong hospital (3): hourly intervals ...............................................................21 Figure 23: Pedestrian counts on the R37 at Batau High School (1), 21 June 2006 ........................................22 Figure 24: Pedestrian counts Batau High School (1): hourly intervals.............................................................22 Figure 25: Pedestrian counts on the R37 at Batau High School (2), 21 June 2006 ........................................23 Figure 26: Pedestrian counts at Batau High School (2): hourly intervals.........................................................23 Figure 27: Pedestrian counts the R37 and Batau High School (3), 21 June 2006 ..........................................24 Figure 28: Pedestrian counts at Batau High School: hourly intervals ..............................................................24 Figure 29: Vehicle volumes (2003) at the Steelpoort and Burgersfort crossing...............................................25 Figure 30: Vehicle volumes (2003) at the Bothashoek intersection .................................................................25 Figure 31: Vehicle volumes (2003) at the Polokwane/Burgersfort intersection ...............................................26 Figure 32: Vehicle volumes (2003) at the Modikwa mine ................................................................................26 Figure 33: Posted speed limits on the R37 ......................................................................................................32 Figure 34: Safe crossing places are needed in Tubatse..................................................................................32 Figure 35: Driver and pedestrian education is needed.....................................................................................33 Figure 36: Dilokong hospital pedestrian activity and informal public transport rank ........................................33 Figure 37: Stray animals on the R37................................................................................................................34
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LIST OF TABLES
Table 1: Focus group discussions and interviews..............................................................................................9 Table 2: Recommendations.............................................................................................................................27
Annexure1……………………………………………………………………………………………………………….35
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1. ACCIDENT STATISTICS FOR THE R37 TUBATSE
Crash statistics were obtained from the Tubatse South African Police Service station for the
period May 2005-May 2006. This statistics were used in conjunction with statistics obtained for
the R37, Riba Crossing and Driekop for the period 2002-2005 and 2005-2006. Statistics for the
year 2004-2005 could not be obtained.
The Tubatse Police Station is only a year old and is responsible for the R37 Dilokong hospital to
Polokwane from the Bridge (just outside Burgersfort) up to the Dilokong hospital. Praktiseer
SAPS is responsible for the rest of the R37 from the Bridge (just outside Burgersfort).
1.1. ACCIDENT STATISTICS FOR JANUARY 2002-SEPTEMBER 2004
Figure 1: All accidents according to the day of the week
Weekends had the most accidents contributing to almost 40% of the accidents on the R37.
Fridays contributed to 20% of the accidents on the R37. Statistics for Saturdays and Sundays
were equal (19%).
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Figure 2: Accidents according to injuries and day of week
In line with the information presented in Figure 2, weekends (January 2002-September 2004)
provided for most no-injury as well as injury accidents. Fridays contributed to 21% of no-injury
accidents and 18% of injury accidents. Saturdays constituted to 18% of accidents where there
were injuries and to 19% of accidents where no injuries were reported. Sundays had a bigger
difference in terms of the no-injuries and injury accidents that took place. On Sundays, in 23% of
the accidents serious or fatal injuries were recorded while in the no-injury category only 17%
happened on Sundays.
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Figure 3: Accidents according to injuries on the R37
According to the data, most accidents in which people were injured happened between 18:00 pm
and 20:00 pm in the evening. This finding is consistent with national trends, as this is the time of
the day (also between 5:00 am-6:00 am in the morning) when visibility is least due to the setting
of the sun. Drivers and pedestrians would probably have difficulty in seeing objects and persons
or vehicles on the road. Most accidents in which injuries (serious or fatal) were reported
happened between 17:00 pm-20:00 pm. Approximately 15% of all the serious or fatal accidents
happened between 18:00 pm-19:00 pm 10% between 17:00 pm-18:00 pm (dusk) and another
10% between 19:00 pm-20:00 pm. The mornings between 11:00 am–12:00 pm represented 8%
of the accidents and injuries.
Accidents with no injuries were also reported for the time 18:00 pm-19:00 pm (15%) and 19:00
pm-20:00 pm (11%). Mornings between 8:00 am-10:00 am constituted 14% of the total number of
accidents reported in which no one was injured. This finding could support the notion of traffic
congestion in the mornings on the R37, where people are involved in minor incidents such as
“bumper-bashings”.
Collisions represented 40% of the accidents in which no injuries were reported. Side-swipe
collisions were reported in 33% of accidents. Stray animals were responsible for 18% of the
accidents, collisions in which vehicles overturned in 5%, and pedestrians for 2% of the accidents.
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Figure 4: Type of accident in which injuries occurred
In 28% of the accidents the causes of the accidents were unknown. Collisions represented 26%
of the accidents and overturning vehicles 12%. Vehicles involved in side-swipe accidents
represented 6% and stray animals causing an accident and injury 3%. Pedestrians almost always
get hurt in accidents. On the R37, 25% of the pedestrians were injured.
Figure 5: Accidents with and without injuries according to month
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Most accidents in which serious injuries or fatalities were reported happened in September
(16%), followed by October (11%), March (11%) and February (11%). When one considers both
accidents in which injuries occurred as well as accidents in which no injuries occurred, the picture
looks a bit different. April has the highest number of accidents (14%), followed by May and
September (each 11%) and then March with 10% of the accidents. The rest of the accidents are
fairly evenly distributed between the other eight months of the year.
1.2. ACCIDENT STATISTICS FOR PERIOD MAY 2005-MAY 2006
Accident statistics for the R37 (between Dilokong hospital and the bridge outside Burgersfort)
were obtained from the Middelfontein, South African Police Service station for the period May
2005-May 2006.
Most of the accidents happened during the month of June followed by November. Reasons for
these trends could include less visibility on the road because the sun rises later and sets earlier in
the evening. November is normally the last month of the year for mining activities as mining
companies normally close over December, the high crash statistics during this month might be an
indication of the hype of activity taking place in this community during the festive seasons.
Figure 6: Number of accidents on the R37 for May 2005-April 2006
July 2005 had the most fatal accidents, followed by December 2005 and February 2006. Most
accidents (19%) happened in July 2005 and both December 2005 and February 2006 each
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represented 18% of the fatalities on the R37. Serious injuries occurred mostly in March 2006.
Slight injuries were most prevalent during November 2005 (23%), August 2005 (12%) and
February 2006 (17%). Crashes in which there were no injuries were fairly evenly distributed
during the months of the year.
Figure 7: Percentage of accidents per month between May 2005-April 2006
Figure 8: Type of injuries in accidents on R37 May 2005-April 2006
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Figure 9: Type of accidents on the R37 between May 2005-April 2006
Figure 10: % Type of accidents R37 between May 2005-April 2006
Most of the crashes (43%) during the year could be attributed to more than one vehicle that
collided or crashed into each other. Drivers, losing control over their vehicles, accounted for 26%
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of the accidents. Farm animals were the cause of 20% of the crashes. Pedestrians represented
11% of accidents between May 2005 and April 2006.
Figure 11: Hazardous locations on the R37
The total number of crashes on the Alverton road is 15, considering the other roads that Alverton
road crosses. The same applies for:
• Maboga-12
• Kgotlopong-4
• Penge-18
Bothashoek and Praktiseer account for 32% of all the crashes during the year, accidents in
Burgersfort for 46% (Burgersfort falls outside of the study area). Tubatse Township accounts for
3% of all crashes; Penge for 4%; Ga-Matodi for 4%; Alverton (not including crossings with other
roads) for 2%, and Maboga for 2%.
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2. TUBATSE FOCUS GROUPS INTERVIEWS
2.1. METHODOLOGY
Focus group discussions and interviews were conducted with the Tubatse community during the
week of 29 May 2006 to 1 June 2006 and then again on 7 and 8 June 2006. Thirteen focus
groups and 2 individual interviews were conducted within the community.
Table 1: Focus group discussions and interviews Date FG Place Ward M F Total 30/5/2006 1 Mashamotane, Driekop & Maroga 3,7,19 0 3 3 30/5/2006 2 Riba Crossing 19 4 0 4 30/5/2006 3 Great North Transport Bapedi 30 3 33 30/5/2006 4 Sebope Primary School 11 7 9 16 30/5/2006 5 Batau High School 5,31 30 30/5/2006 6 Sehlaku High- learners, educators and
traffic officials 8 6 14
30/5/2006 7 Mogolo High School -1educator 7 learners
4 8 8 16
30/5/2006 8 Sekakate Primary School 43 5 5 10 30/5/2006 9 Mohlarutse High School 7 9 16 30/5/2006 10 Burgersfort to Mooke 21 17 38 31/5/2006 11 Ga-Maroga tribal office 19 8 30 38 31/5/2006 12 Ga-Mashamthane (Batau-baga
mashifane village) Chief Malapane, 2 28 14 42
7/6/2006 13 Tubatse long-and short distance taxi organizations Mashamotlane, Riba, Driekop, Maroga
19, 2,7 8 8 16
A total number of 278 community members participated in the focus groups and interviews. The
interviews were held on 21 June 2006 with:
Councillor Malomane-Matlolo area
Mathumetja-EMS Dilokong hospital
Road safety officials from the Limpopo Road Safety Office underwent training to help with the
facilitation of the focus group discussions in the area. This was done under the supervision of
Frans Makhafola from ITS consulting engineers. All the focus groups and the interviews were
conducted in Sepedi.
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Figure 12: Road Safety Officials, Tubatse Transport Forum and SANRAL representatives
Figure 13: Tubatse community members participating in the focus group discussions
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2.2. THEMES AND CONCERNS SURFACING FROM THE FOCUS GROUP DISCUSSIONS AND INTERVIEWS
2.2.1 KNOWLEDGE OF SANRAL
Figure 14: SANRAL information board at the beginning of the 22km stretch on Burgersfort side
Ten of the 12 groups of participants had no knowledge regarding the South African National
Roads Agency. Only the chiefs in at Ga-Maroga and Malapane knew that SANRAL is a national
agency responsible for the maintenance and building of roads and highways.
2.2.2 ROAD SAFETY SITUATION IN TUBATSE
All the participants in all twelve focus groups indicated that road safety is a problem in Tubatse.
The focus group participants identified the following hazardous locations:
• Curve at the Post Office approximately 2 km from where Dilokong hospital is situated.
• Ga-Mathupe crossing.
• T-junction at, Lehlaba to Riba crossing (Post Office).
• Mashamatone.
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• Bothashoek amd Praktiseer (people do not obey road signs).
• Put traffic lights at Bothashoek crossing during peak times.
• Maroga/modikwa and Riba crossing.
• Modikwa crossing (mine).
• Mooihoek: Mashamohlame village near schools.
• Corner of Steelpoort and Riba crossing.
• Dilokong hospital and Ga-mashamohlawe (pedestrian bridge needed).
• Accidents where access roads meet R37.
• Accidents at Ga-Mathipa next to Badikwe bottle store (put pedestrian bridge).
• Tavern next to Driekop Post Office and Maandagshoek crossing.
• Dilokong hospital.
2.2.3 COMMUNITY PERSPECTIVES ON WHAT IS CAUSING THE ROAD SAFETY PROBLEMS
Two of the focus groups mentioned that children are often involved in road accidents on the R37.
Community members indicated that this is because the children have to cross the road to get to
school and back.
All twelve focus groups mentioned that stray animals on the R37 is causing a huge problem in
terms of the road safety situation
The community felt that pedestrians and drivers are also to blame for the road safety problems
they experience in Tubatse.
Pedestrians (including learners) who walk in the middle of the road, close to the shoulder of the
road or on the wrong side of the road are causing road safety problems.
Drunken pedestrians are a familiar sight and the community felt that some responsibility should
also be given to tavern owners. Drinking and driving occurs mostly in peak hours of morning or
late at night and during school holidays. One focus group also mentioned that reckless driving
and inexperienced drivers contribute to road accidents on the road.
Speeding was the next most referred to cause of road accidents on the R37. Focus group
participants especially pointed out:
Taxi drivers-who want to on-and off-load passengers as quickly as possible for the next trip
and more money.
Taxi drivers were also accused of driving reckless.
Mine workers in the area (Motorcycles and vehicles that speed through the area).
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Heavy vehicles passing through Tubatse.
Most of the focus groups felt that drivers driving without valid drivers' licenses were also
contributing to the accidents on the R37.
All of the focus groups said that the road is too narrow, which causes congestion and accidents.
They also indicated that there are too few pedestrian crossings or public transport facilities on the
road.
Road safety knowledge in general seems to be lacking and the issue of illiteracy also contributes
to accidents. Community members indicated that drivers and pedestrians ignore road signs. They
also said that most of the road signs do not mean anything to most of the community because
they cannot read and therefore cannot interpret the road signs.
Figure 15: Road safety problems experienced by the community on the R37
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2.2.4 COMMUNITY PERSPECTIVE DANGEROUS OR BUSY PERIODS
• Month-end traffic
• Peak times: morning and afternoon
• During school holidays
• Weekends and week days from 5 pm
• Pay dates (pension pay out days)
2.2.5 PEDESTRIANS
The focus group participants indicated that they have to walk along, or cross the R37 because:
• They do not have a clinic on their side of the road
• They need to engage in social activities such as to go to the shop, church, market
etc.
• They visit friends and family
• They go to work and school
• Water shortages force them to fetch water from alternative places
Other issues mentioned:
• Pedestrians do not wear visible clothing and then drivers cannot see them
• Drivers do not respect pedestrians
• Drivers speed
• There are no pedestrian crossings
• Drivers drive on the shoulder of the road
2.2.6 KNOWLEDGE
Most community members, felt that road safety knowledge and education are seriously lacking in
Tubatse. Most people cannot read so they do not obey road signs. Learners submit to peer
pressure even if they know what the correct behaviour is. They, for example, walk on the wrong
side or in the middle of the road.
2.2.7 HEALTH AND ROAD SAFETY
The majority of focus group participants said that the use of alcohol and drugs is a big problem in
Tubatse. The taverns next to the road contribute to a high number of pedestrians and drivers
walking and driving drunk.
2.2.8 OFFICIALS
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Most the participants felt that the South African Police Services, ambulances (EMS) and the
traffic officials, when called in an emergency, either did not show up or arrived a long time after
the emergency happened. The community acknowledges the fact that there are not enough
human resources and asked that these officials inform them regarding boundaries so that they
would know which officials to call in an emergency.
Most of the community members also indicated that traffic officials accept bribes. They felt that
traffic officials were not consistent in terms of their behaviour. They feel that traffic officials mostly
concentrate to do law enforcement on pedestrians or on one specific stretch of the road. It was
said that some officials favour some community members and these community members do not
get into trouble.
2.2.9 ROAD INFRASTRUCTURE
Speeding is a big problem on the R37. Drivers who are guilty of speeding include heavy vehicle,
taxi and mine worker drivers. The community felt that in some areas houses are built too close to
the road and that this contributes to road safety problems. Most of the community also said that
the R37 is too narrow and that it should be made broader in order to relieve the congestion on the
road.
Community members also indicated that the road is too sandy and that the sand is blocking
drainage pipes. Drainage of water from the R37, in general, is considered problematic.
All groups felt that there were not enough road signs. Most of them felt that the community needs
pedestrian crossings, pedestrian bridges or pedestrian tunnels in designated areas to cross the
road safely. There are also no road markings on the road. Public transport facilities are needed.
They do not have taxi or bus lay-byes. No infrastructure exists for disabled and elderly road
users.
No maintenance is done on the R37. When it rains the shoulder of the road becomes muddy and
people do not want to walk on it. The rain water does not always go away due to the blocked
drains. Community members indicated that even though a fence was put up next to the road,
community members stole it.
2.2.10 PEDESTRIAN PATHS
Pedestrian bridges according to the community should be erected in the following places:
At Batau School (Mashamothane)
Lehlaba + Mogolo Hihg Schools
Modikwa mine + Dilokong hospital.
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Overhead bridges might not be ideal - rather widen the road and put taxi and bus stops next to
these areas.
2.2.11 PUBLIC TRANSPORT
Most of the community make use of taxis to get to their destinations. The community indicated
that some of the buses and taxis was not road worthy. They also indicated that in some instances
they have to walk very far to board public transport. Previously use was made of light delivery
vehicles as a means of public transport but according to the community this practice has been
stopped.
2.2.12 BUSINESS/NGO’S INFLUENCING ROAD SAFETY IN THE AREA
Focus group participants are of the opinion that businesses such as the mines contribute to
providing employment in the area. Modikwa Platinum mine renovate schools such as Bachang
Primary School, Nakgwadi Secondary School, Makgemeng village, Magaka-Ntsha Primary
School. They also provide the Tubatse community with boreholes and water; bursaries for
education, and business training. Dilokong mine provides logistics, production, and supervision
education.
Negative consequences of the mines in the area include firstly that there is an influx of people
from other provinces and border countries that look for work. This has an impact on the crime
rate. At Bothashoek, for example, hijackings and robberies are becoming more frequent.
Secondly, it contributes to the burden on the environment. Thirdly, mineworkers speed, get drunk,
and contribute to the spreading of HIV AIDS and teen pregnancies.
Other businesses such as the Spaza shops and taverns should also be considered in road safety
programmes for the community.
2.2.13 PROPOSED SOLUTIONS
All of the participants felt that there is a definite need for road safety education in the community.
Road safety education programmes should consider adults, learners, disabled and elderly
people. These programmes should also keep in mind that many of the community members
cannot read and write and should make use of media that do not require literacy. Driver and
pedestrian education is important. Educational campaigns should also target truck drivers and
mine workers
Most of the focus groups felt that speed humps or rumble strips on the R37 would bring down
speeds or make drivers more aware of the community around them. Where there are gates next
to the R37 (access routes to farms) pedestrian warning signs should be erected. Pedestrian
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crossings should be constructed on the R37, especially near the schools where learners have to
cross. Road markings on the road and traffic lights or stop streets are needed at the intersections
and t-junctions. Some community members felt that a wall should be constructed next to the R37
or materials should be used that won’t be stolen by the community to be used for fences. Some
focus group participants identified pedestrian bridges and tunnels as the solution for road safety
problems in areas such as Dilokong hospital and near schools. A sidewalk might encourage
pedestrians, especially the learners, not to walk in the middle of the road.
The community indicated that they need public transport facilities such as taxi and bus lay-byes
as well as shelters.
Lastly it was felt that access routes into the smaller villages should be better structured in order
for taxis to drive into the village to pick people up.
Stricter law enforcement was also a popular response to curb the road safety problem in the area.
Law enforcement officials should stop taking bribes and they should be visible on the whole road.
The stray animal problem must be fixed by impounding the animals in proper storage facilities.
Another idea was to put reflective material around the necks of the animals - this way drivers will
see the animals.
Lastly, the community felt that toll free emergency numbers for traffic, SAPS and ambulances
could be displayed on big notice boards along with public telephones next to the R37.
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3. HIGH RISK SITES ON THE R37
5.1 Bothashoek T-junction to Praktiseer
The problems experience at this T-junction are:
Vehicles approaching from Burgersfort that wants to turn right have difficulty to do so due
to the oncoming vehicles travelling at speeds in excess of 60km/h (the spped limit at this
point). The absence of road signs indicating the speed limit contributes to this situation.
Taxis stop in the passing lane on the
3.1.1 PEDESTRIAN COUNTS AT DILOKONG HOSPITAL
Figure 16: Pedestrian counts site (1) Dilokong hospital intersection 21 June 2006
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Figure 17: Pedestrian counts (1) at Dilokong hospital intersection: hourly intervals
Figure 18: Public transport at the Dilokong hospital
Pedestrian activities around the hospital (site 1) are high early in the morning between 6:00 and
7:00, when community members go to work. People seem to board their public transport in this
area. 15:00 signals the afternoon pedestrian rush with people returning home.
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Figure 19: Pedestrian counts (2) at Dilokong hospital intersection, 21 June 2006
Figure 20: Pedestrian counts Dilokong hospital (2): hourly intervals
Pedestrians seem to be concentrated early in the morning. Peak times for this site are between
6:00 and 7:00, 10:00 -11:00 and then again between 17:00 and 18:00.
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Figure21: Pedestrian counts (3) at Dilokong hospital intersection, 21 June 2006
Figure 22: Pedestrian counts Dilokong hospital (3): hourly intervals
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3.1.2 PEDESTRIAN COUNTS AT BATAU HIGH
Figure 23: Pedestrian counts on the R37 at Batau High School (1), 21 June 2006
Figure 24: Pedestrian counts Batau High School (1): hourly intervals
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Figure 25: Pedestrian counts on the R37 at Batau High School (2), 21 June 2006
Figure 26: Pedestrian counts at Batau High School (2): hourly intervals
Pedestrian activities correlate with the school children arriving at and leaving from school in the
morning and afternoons. It should be kept in mind that the learners were writing exams and when
they finish they are allowed to go home. This might explain the 10:00 increase that is seen in the
graph above.
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Figure 27: Pedestrian counts the R37 and Batau High School (3), 21 June 2006
Figure 28: Pedestrian counts at Batau High School: hourly intervals
3.2. VEHICLE VOLUMES
The study conducted in 2003 by the Joint Development Trust falls mainly outside of the SANRAL
community empowerment project, but considering the accident data and hazardous locations as
they were identified by the community, it was thought useful to give an indication of the number
and volumes of traffic on the R37 as well as the access routes and intersections crossing or
joining the R37.
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Figure 29: Vehicle volumes (2003) at the Steelpoort and Burgersfort crossing
Traffic volumes start to escalate between 9:00 and 11:00 in the morning, and then decrease
again between 11:00 and 13:00. Vehicle volumes rise again between 15:00 and 18:00 with the
highest number of vehicles recorded between 17:00 and 18:00.
Figure 30: Vehicle volumes (2003) at the Bothashoek intersection
Vehicle counts were done only at peak times. One would therefore just assume that the rest of
the day is not as busy as the mornings and afternoons.
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Figure 31: Vehicle volumes (2003) at the Polokwane/Burgersfort intersection
Traffic volumes are the highest in the morning between 6:00 and 8:00 and further escalates
between 9:00 and 10:00, after which it decreases significantly. Afternoon traffic volumes restart
again between 14:00 and 15:00 and reach a peak between 15:00 and 16:00.
Figure 32: Vehicle volumes (2003) at the Modikwa mine
Traffic volumes are the highest at this intersection between 6:00 and 7:00 in the morning and
between 16:00 and 18:00 in the afternoon.
4. RECOMMENDATIONS
Table 2: Recommendations
PROBLEM DESCRIPTION RECOMMENDATIONS Traffic volumes • Put measures into place to monitor the annual growth
in traffic volumes • Use the traffic volume information to make
adjustments to the road environment as determined by the increased traffic flow
Speed The study has shown that the speed on the R37 is too high and should be lowered through either law enforcement, speed humps or rumble strips on the road. Law enforcers are concerned that speed humps increase the risk of being hi-jacked on the road. There are extreme differences in the speeds travelled on the road. The speed limits on the road vary between 60km/h, 80km/h and a 100km/h. The road is straight, making it easy for drivers to speed. Because the community is spread over a wide area, motorists passing through might not know where the boundaries of Tubatse start and where it ends.
• Lower the speed limit • Implement speed calming measures
Pedestrian crossings The following high risk sites were identified: • Bothashoek T-junction to Praktiseer • Ga-Mashamothane (Batau High School) • Hillside Liquor Store • Madisakeng (Mohlarutse High School) • Lehlaba T-junction – Mogolo High School and
Sekabate Primary School • T-junction at Riba crossing • Steelpoort T-junction –R36 • Mooihoek (Modikwe mine and Dilokong hospital
access road) • Curve at Driekop Post Office • Sehlaku High School
• Improve the infrastructure according to the needs of pedestrians and motorists with specific emphasis on facilities for public transport (taxis and buses)
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• Maroga / Dilokong mine access road • Ga-Mathipa (Motlolo access road)
Traffic law enforcement
Hardly any traffic law enforcement takes place on this section of the R37 which leads to lawlessness such as speeding, driving while intoxicated, overloading and driving without a drivers licence.
• Improve visible traffic policing • Increased law enforcement was identified as a
possible remedy at the high risk sites where people do not obey road signs.
Road signs Some of the pedestrian crossings have no signage, or the signage is too far from the crossing. In some places there are too many road signs competing for driver attention next to each other. Many of the drivers in the community are illiterate and might not understand the road signs. Accidents occur where access roads meet the R37.
• Replace road signs where necessary • Add additional appropriate road signs where
necessary • Focus on road sign education in the community
Traffic safety awareness
Intoxicated or uneducated pedestrians and drivers are a huge problem. The regular road users and community along the road is in need of road safety education and an comprehensive awareness programme.
• Implement a road safety communication and awareness programme
• Implement a school education programme • Mine workers, school children and drivers should
receive road safety education • Taxi drivers should be educated with regard to
overloading, speeding and general road safety • Taverns should be included in educational
programmes, because they contribute to the road safety problem (Hillside Liquor Store and tavern opposite Dilokong Hospital).
Road infrastructure The present road infrastructure conditions are not conducive to safe road usage for all categories of road users, viz. pedestrians, drivers and cyclists. Road R37 has already been identified as a critical project, for the following reasons:
• It forms part of the Dilokong corridor • There are numerous rural villages and a number
of platinum and chrome mines adjoining the R37. This situation implies a high level of movement of
• Erect barriers to prevent pedestrians from crossing the road at any point
• Provide pedestrian/cycle paths • Provide taxi/bus laybyes and shelters • Upgrade access roads • Provide appropriate pedestrian crossings • Should any part of the R37 be upgraded to 4 lanes,
then the implication for pedestrians who want to cross should be taken into consideration
29
public transport vehicles, pedestrians and cattle. • A greater number of vehicle trips are expected as
a result of increased mining activities • Road R37 is of national, provincial and local
importance. Public transport facilities
Public transport facilities are needed along the road. The number of pedestrians who make use of public transport at the Dilokong hospital was confirmed through the pedestrian counts. Pedestrian counts indicated that pedestrian activity increases between 6:00am - 9:00am, and between 17:00pm-19:00pm which correlates with the times people travel to and from work. Another important aspect influencing the number of people in this area is the bus rank for mine workers opposite the hospital. Mine workers have to walk up to here, in order to board a bus that takes them to the mine they work at. Informal traders next to the road add to the road safety problem. 4.1.1.1. On the R37 there are no public transport facilities. Public transport drivers stop and load passengers anywhere on the road due to the lack of facilities and perhaps the lack of road safety knowledge. The most important issue mentioned in the interim report on the “Development of Public Transport Transfer Facilities at mines on the Dilokong Corridor, November 2002” is that public transport should be an integral approach to the development of RoadR37 which implies that public transport transfer facilities should be provided strategically as close as possible to the R37.
• Access roads to and from the villages should be upgraded in order for taxis to pick people up in the villages, which will alleviate the congestion on the R37
• Provide shelters for pedestrians at dedicated public transport stops
Stray animals Stray animals are a cause of concern. Although several strategies have been tried to keep animals off the road, nothing thus far has been successful. The community remove the fences erected by the local government.
• Introduce a stray animal programme in cooperation with the community
Capacity building and skills development for
There are various police stations and all of them capture their data in different manners. Incorrect and incomplete
• SAPS officials should receive training to capture accident data
30
government officials and community members
data is a serious problem. Teachers do not know of all the ways in which road safety education can be integrated into the existing school syllabus. Road safety officials should draft a road safety education and communication action plan. Various relevant community role players need to be informed about the basic principles of road safety management.
• A road safety programme should be developed in cooperation with the Limpopo Road Safety officials.
• Tavern owners, as well as drivers in the area need to be educated on road safety issues.
• The mines in the area are very involved in this community. The Marula Development Trust and Joint Development Forum could be consulted on how to introduce a road safety programme for the mines and other businesses in the area
• This community is has a generally young population. It is the only Province in South Africa in which there are more females than males. Most of them are unemployed and not well educated. In line with the Limpopo Economic Development Strategy as well as the tourism development strategy, one could consider the development of a skills programme for these women. This programme will include road safety aspects. This programme should also focus on the development of the area for the 2010 soccer world cup. Two of the world cup matches will be played in Nelspruit and the other in Polokwane, which will mean that there will be an influx of people and tourists. The R37 is located between these places and tourists will most probably travel through Tubatse to reach the soccer World Cup matches.
Coalitions As this area has been identified as a Presidential
Development Node, it is essential that all stakeholders working in this area, or who have an influence on the area in one way or another should join forces to approach all social issues in an integrated manner.
• Ensure that all relevant stakeholders have been identified
• Develop a programme to assess the roles each of the stakeholders could play and identify opportunities for cooperation
• Incorporate the activities into the Greater Tubatse Integrated Transport Plan
• The mines should be consulted regarding the times
31
the heavy vehicles are on the road as well as the distribution of the mineworkers’ shift times
32
Figure 33: Posted speed limits on the R37
Figure 34: Safe crossing places are needed in Tubatse
33
Figure 35: Driver and pedestrian education is needed
Figure 36: Dilokong hospital pedestrian activity and informal public transport rank
34
Figure 37: Stray animals on the R37
35
ANNEXURE 1
SURVEY RESULTS: R37 DILOKONG HOSPITAL T- JUNCTION
1. INTRODUCTION
Previous pedestrian and vehicle counts as well physical observations established that
serious traffic conflicts exist between vehicles and pedestrians in the area between the
Dilokong Hospital entrance and the junction with the R37. In addition to limited parking
space for buses and taxis and the absence of pedestrian walkways, the informal hawker
stalls on the road shoulder also affects the flow of traffic negatively.
A taxi and bus drop-off and pick-up point as well as a formal market place on the vacant
land between the hospital and the R37 were identified as possible solutions to the traffic
congestion problem. In order to determine whether there is a need for such facilities it
was decided to conduct a survey amongst bus and taxi operators, commuters and
hawkers.
2. SURVEY METHODOLOGY
A team of fieldworkers recruited from the community with the assistance of the Tubatse
Transport Forum conducted the survey. The survey leader, Mr. Frans Makhafola,
acquainted them with the contents of the questionnaires as well as the survey process on
the day prior to the survey. The fieldworkers made use of questionnaires that were
compiled by ITS Engineers (Pty) Ltd and approved by SANRAL. Three sets of
questionnaires were used, viz. a questionnaire designed for bus and taxi operators, one
for commuters and one for hawkers.
The survey was conducted from 06:00 to 14:00 on 20 March 2007. This period covered
at least one peak traffic period as well as the period between the peak periods as well as
the mid-day lunchtime period. The respondents included 9 hawkers, 17 bus and taxi
drivers and 308 commuters.
36
Initially some of the respondents were reluctant to participate in the survey as they were
suspicious of the purpose of the survey, but once it was explained to them, they became
more cooperative.
3. SURVEY RESULTS
3.1 Hawker survey results
What do yo sell?
78
2211
22
4433
0102030405060708090
Vegetables/ fruit
Cold drinks Raw meat Groceries Cigarettes Cooked andtake-aw ay
food
%
How long have you been operating from this point?
11
22
67
0
10
20
30
40
50
60
70
6 to 12 months 1 to 2 years More than 2 years
%
37
From whom did you obtain permission?
11
78
11
0
10
20
30
40
50
60
70
80
90
Municipality Self Tavern ow ner
%
Do you pay any fees to operate from here?
22
78
0
10
20
30
40
50
60
70
80
90
Yes No
%
38
How much do you pay?
78
11 11
0102030405060708090
0 150 250
Rand
%
Who do you pay?
11
78
11
0
10
20
30
40
50
60
70
80
90
Municipality None Shack ow ner
%
39
Are there toilet facilities available for you to use?
33
67
0
10
20
30
40
50
60
70
Yes No
%
Do you need water in your stall?
56
44
0
10
20
30
40
50
60
Yes No
%
40
Where do you get water from?
56
33
11
0
10
20
30
40
50
60
Home Hospital Tavern
%
Who removes the refuse from your stall?
67
33
0
10
20
30
40
50
60
70
Self Municipality
%
41
At what time do you start selling in the morning?
89
11
010
20304050
607080
90100
06:00 to 06:59 07:00 to 08:00
%
What time do you stop selling in the afternoon?
44
56
0
10
20
30
40
50
60
17:00 to 17:59 18:00 to 18:59
%
42
Is this a 7-day week business?
78
22
0
10
20
30
40
50
60
70
80
90
Yes No
%
Where do you store your produce overnight?
100
0
20
40
60
80
100
120
Home
%
43
How far do you live from here?
22
11 11 11
44
0
510
15
2025
30
35
4045
50
Less then 1 km 1 to 2 km 3 to 4 km 4 to 5 km More than 5 km
%
How do you travel to your stall and back?
33
44
11 11
0
5
1015
20
25
30
3540
45
50
Walk Taxi Bicycle Ow n transport
%
44
Is a formal market place in the area needed?
67
33
0
10
20
30
40
50
60
70
Yes No
%
Will a formal stall improve your sales?
56
44
0
10
20
30
40
50
60
Yes No
%
45
Where should such market be situated?
44 44
0
5
10
15
20
25
30
35
40
45
50
Next to hospital Opposite corner
%
What facilities are needed at such market?
22
11 11 11 11 11
22
0
5
10
15
20
25
30
Stal
l with
secu
rity
Run
ning
wat
er in
stal
l
Com
mun
alw
ater
Elec
trici
tyin
sta
ll
Shel
ter f
orco
mm
uter
s
Toile
ts fr
eefo
rco
mm
uter
s
Toile
ts p
aid
for b
yco
mm
uter
s%
46
How much are you prepared to pay per week for such a stall?
56
33
11
0102030405060708090
100
R50 R100 More than R150
%
Who should manage such a market?
56
44
0102030405060708090
100
Municipality Person appointed by stall ow ners andtransport operators
%
47
If there is a formal market, should informal stalls be prevented?
67
33
0102030405060708090
100
Yes No
%
3.1.1 Summary
The following can be deduced from the results:
• The hawkers mostly sell “take-away” food and most of them have been operating at this spot for more than two years
• Almost all of the hawkers operate without permission obtained from anyone and do not pay any operating fees
• The only toilet facilities available are those at the hospital • Most of the hawkers need running water at their stalls and presently most of
them bring water from home and the others obtain it from the hospital • Most of the hawkers remove the refuse from their stalls themselves • The hawkers operate mainly between 06:00 and 19:00 and operate seven days a
week • All the hawkers pack up at the end of each day and carry their products back
home • The majority of the hawkers live more than five kilometers away from the site and
make use of taxi transport • Most of them are of the opinion that a formal market place is needed and that
such a facility will improve their sales • The hawkers are prepared to pay rent for the stall and its facilities • The hawkers indicated that the market place could be on either corner at the T-
junction • The facilities identified by the hawkers to be available at the market place are:
o Stalls with security o Toilet facilities (pay to use) o Running water o Electricity in stall o Shelter for commuters o
48
3.2 Bus and taxi driver survey results
Demographics: Type of transport (N=17)
98
0
2
4
6
8
10
Taxi Bus
Transport
N
Number of trips to this point
11.817.6 17.6
52.9
0.0
20.0
40.0
60.0
1 to 3 4 to 5 6 to 7 More than 7
Number of trips
%
49
Number of trips from this point
5.9
23.517.6
52.9
0.0
20.0
40.0
60.0
1 to 3 4 to 5 6 to 7 More than 7
Number of trips
%
Time spent between trips
35.3
23.529.4
11.8
0.0
20.0
40.0
60.0
Less than 15 min 15 to 30 min 31 to 45 min Longer than 1hour
Time spent between trips
%
50
Longest parking period
41.2
29.423.5
5.9
0.0
20.0
40.0
60.0
Less than 15 min 15 to 30 min 31 to 45 min Longer than 1hour
Time spent between trips
%
Time of day parked for a longer period
23.5
41.2
17.6 17.6
0.0
20.0
40.0
60.0
6:00 to 9:00 9:01 to 12:00 12:01 to 15:00 15:01 to 18:00
Period parked
%
51
Is a formal commuter facility needed at this point?
5.9
94.1
0.0
20.0
40.0
60.0
80.0
100.0
Yes No
%
What types of facilities are needed?
5.917.6
23.5
58.8
0.0
20.0
40.0
60.0
80.0
100.0
Shelter Stalls to buy food Toilets Seating
Facilities
%
52
What types of facilities are needed for vehicles?
23.5
76.5
0.0
20.0
40.0
60.0
80.0
100.0
Long term parking space Short term parking space - stop andgo
Facilities
%
What types of facilities are needed for the drivers of taxis and buses?
5.9
52.9
5.9
35.3
0.0
20.0
40.0
60.0
80.0
100.0
Shelter Seating Toilets Food
Facilities
%
53
Willingness to pay a fee for a public transport facility
29.4
70.6
0.0
20.0
40.0
60.0
80.0
100.0
Yes No
%
Average passengers to this point per day
125.0
88.8
0.0
20.0
40.0
60.0
80.0
100.0
120.0
140.0
Taxi Bus
%
54
Average passengers from this point per day
77.6
171.6
0.0
20.0
40.060.0
80.0
100.0
120.0
140.0160.0
180.0
200.0
Taxi Bus
%
Average passengers to this point per day
0
34
22
4
02
0
2
4
6
8
10
1 to 50 51 to 100 101 to 150 151 to 200
%TaxiBus
55
Average passengers from this point per day
1
7
1 0 0 00 0
4
2 1 10
2
4
6
8
10
1 to 50 51 to 100 101 to150
151 to200
201 to250
301 to350
%TaxiBus
3.2.1 Summary
From the survey results obtained from bus and taxi drivers, the following can be deduced:
• The majority of the drivers make more than seven trips per day • 35% of the drivers spend less than 15minutes between trips and 23.5% between
15 and 30 minutes while only 11.8% spend more than 1 hour between trips • The drivers who park for more than one hour do so between 09:00 and 12:00 • 94% are of the opinion that commuter facilities are not needed and if facilities are
provided, seating and toilet facilities are the most important • As far as vehicle facilities are concerned, the majority of the drivers indicated that
short-term parking facilities, which they do not want to pay for, are needed • According to the bus and taxi drivers the average number of passengers brought
to this point per taxi per day is 125 and per bus 88 while the average number of passengers transported from this point per taxi per day is 77 and per bus 171
56
3.3 Commuter survey results
Commuters - sample by age
12
13 13
17
10
14
6 7
45
32 2
1 002468
1012141618
5 to
9
10 to
14
15 to
19
20 to
24
25 to
29
30 to
34
35 to
39
40 to
44
45 to
49
50 to
54
56 to
59
60 to
64
65 to
69
70 to
74
75 to
79
80 a
nd o
lder
Age
%
Commuters - sample by gender
55
45
0
10
20
30
40
50
60
Mal
e
Fem
ale
Gender
%
57
Frequency of making use of public transport to this area
13
2520 22
15
5
05
1015202530
Onc
e a
day
Mor
e th
an o
nce
ada
y
Onc
e a
wee
k
Mor
e th
an o
nce
aw
eek
At le
ast o
nce
per
mon
th Seld
om
Frequency
%
Where commuter is travelling to or from
35
17
10
26
5 2 2 3
05
10152025303540
To/fr
om w
ork
To lo
ok fo
r wor
k
To/fr
om s
choo
l
To/fr
om h
ospi
tal
To/fr
om to
wn
soci
al
To/fr
om fr
iend
s an
dfa
mily
To a
noth
er to
wn
Oth
er
Destination
%
58
How far do you travel in total for this trip?
26
40
20
105
05
1015202530354045
Less
than
1 km
1 to
5 k
m
6 to
10
km
11 to
20k
m
Mor
e th
an20
km
Travel distance
%
What type of public transport do you use?
4450
3 3
0
10
20
30
40
50
60
Taxi
Bus
Priv
ate
trans
port
Wal
k
Public transport mode
%
59
Waiting time for taxi
32
38
14 12
3
05
1015202530354045
Don
t hav
eto
wai
t
Abou
t 15
min
utes
Abou
t 30
min
utes
Mor
e th
an30
min
utes
Did
not
answ
er
Waiting time
%
Waiting time for bus
31
36
17
11
6
0
5
10
15
20
25
30
35
40
Don
t hav
eto
wai
t
Abou
t 15
min
utes
Abou
t 30
min
utes
Mor
e th
an30
min
utes
Not
appl
icab
le
Waiting time
%
60
Is a formal bus taxi facility needed in this area?
85
15
0
10
20
30
40
50
60
70
80
90
Yes No
%
Where should such a facility be situated?
71
29
0
10
20
30
40
50
60
70
80
Nex
t to
hosp
ital
Opp
osite
corn
er
%
61
What facilities shold be there?
22
37
30
35
0
5
10
15
20
25
30
35
40
Shel
ter
Stal
ls to
buy
food
,et
c
Toile
ts
Seat
ing
%
Is there a formal market place needed?
90
91
0102030405060708090
100
Yes No
No
answ
er
%
62
Where should such market be situated?
75
25
0
10
20
30
40
50
60
70
80
Nex
t to
hosp
ital
Opp
osite
corn
er
%
What would you prefer to buy from hawkers at such market?
50
18
10 11
22
127
33
0
10
20
30
40
50
60
Vege
tabl
esan
d fr
uit
Col
ddr
inks
Raw
mea
t
Alc
ohol
Gro
cerie
s
Cig
aret
tes
Clo
thes
Coo
ked
food
and
take
-aw
ays
%
63
3.3.1 Summary
The following can be deduced from the commuter survey results:
• The majority of the respondents were between 15 and 39 years old while there was a fairly even distribution between males (55%) and females (45%)
• 25% of the commuters make use of public transport at this point more than twice a day
• 35% travel to and from work while 26% to and from the hospital • Only 20% travel less than 1km • The majority make use of bus transport but the difference between bus transport
(50%) and taxi transport (44%) is relatively small • 32% indicated that they don’t have to wait for taxi transport while 38% indicated
that they wait approximately 15 minutes • 31% indicated that they don’t have to wait for bus transport while 36% indicated
that they wait approximately 15 minutes (this could possibly be ascribed to the fact that commuters know the bus time schedule and report at appropriate times)
• 85% indicated that a formal bus/taxi facility is needed and that the corner stand next to the hospital will be the most suitable
• 90% indicated that a formal market place is needed and that it should be situated a the same place as the commuter facility
• The commuters indicated, ranked according to preference, that the following products should be offered at the market:
• Vegetables and fruit • Cooked meals and “take-away” food • Groceries • Cold drinks, cigarettes, etc • Alcohol, raw meat and clothing are ranked the lowest
4. CONCLUSION
Based on the results of the three surveys the following can be concluded:
• The hawkers would prefer to operate from a formal market place where they are prepared to rent a stall with basic amenities at a nominal fee
• The commuters would prefer a formal market place where they can buy preferred products including vegetables and fruit, cooked food and groceries
• The hawkers are presently already selling the products that the commuters have a preference for
• The majority of the bus and taxi drivers do not spend much time between trips and therefore they do not have a need for a long-term parking facility
• Most of the commuters do not spend much time waiting for transport • The commuters would prefer a facility that should provide at least the following:
shelter, seating and toilet facilities • The area between the hospital and the R37 is the preferred area for both the
commuter facility and the market place
64
5. RECOMMENDATIONS Following the surveys the following recommendations are made:
• It is recommended that the commuter facilities and market place are constructed • The community (commuters, hawkers and drivers) should be consulted during
the designing and planning phases • The process to obtain the land between the hospital and the R37 should be
started as soon as possible • The outcomes of the survey should be discussed with the municipality in order to
get secure its support as well as to identify the various roles and responsibilities