TABLE OF CONTENTS. 3 COMMUNITY TRAFFIC SAFETY SURVEY Learner survey...12

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2 TABLE OF CONTENTS 1 SOCIO-ECONOMIC PROFILE Overview of the Northern Cape Province Demographics Health and health care Stakeholders Social problems Economic activities Road network in the Northern Cape Road traffic crashes in the Northern Cape Traffic offences in the Northern Cape Traffic safety initiatives Departmental programmes Vehicle registration and licensing Mode of transport to services Pixley Ka Seme District Municipality Setting in the Northern Cape Province Demographic Information Education Colesberg/ Umsobomvu Local Municipality Overview Location of the municipality in the District Demographics for the Municipality ROAD ENVIRONMENT OBSERVATIONS Geometry Road signage Warning signs Regulatory signing Line markings Road reserve Fencing Accessibility COMMUNITY TRAFFIC SAFETY SURVEY Learner survey...12 i

3 3.1.1 Methodology Demographics of learners Results N1 pedestrian and commuter survey Methodology Demographics Results Colesberg focus group discussions Kuyasa community focus group Educator focus group Lowryville community focus group CONCLUSIONS AND RECOMMENDATIONS...18 LIST OF TABLES Table 1: Summary of focus group discussion outcomes Table 2: Summary of conclusions and recommendations ASSOCIATED DOCUMENTS COLESBERG COMMUNITY IMPACT ASSESSMENT REPORT: SECTION A: SOCIO-ECONOMIC PROFILE SECTION B: S ROAD ENVIRONMENT OBSERVATIONS SECTION C: COMMUNITY TRAFFIC SURVEY ii

4 EXECUTIVE SUMMARY COLESBERG COMMUNITY EMPOWERMENT IMPACT ASSESSMENT 1 SOCIO-ECONOMIC PROFILE 1.1 Overview of the Northern Cape Province Demographics Northern Cape is the province with the largest land area ( square kilometers or 30.5% of the country) and the smallest population in South Africa ( people in 2001) and the only province with a declining population growth. The Northern Cape has 5 District Municipalities, 215 communities and 26 local authorities. District Municipalities are: Kgalagadi District Municipality (D45) Frances Baard District Municipality (DC9) Namakwa District Municipality (DC6) Pixley Ka Seme (DC7) Siyanda District Municipality (DC 8) Colesberg is in the Pixley Ka Seme District and part of the Umsobomvu local municipality. Other demographics include: Gender: 50% of the population is male and 50% is female. Language distribution: Afrikaans (70%), Tswana (20%) and Xhosa (6.5%) In 2000 the Northern Cape had 6556 educators and school learners Life expectancy is 57.5 in 2006 and expected to decline to 55.1 in 2015, due to AIDS It is estimated that there is currently almost AIDS orphans in the Northern Cape According to the Medical Research Council, HIV Aids, Tuberculosis, violence and diarrhoeal diseases were the 4 leading causes of death in the province for both males and females Literacy levels in the Northern Cape Province are estimated to be around 80% 1

5 1.1.2 Health and health care Overall, HIV AIDS is the biggest single cause of death in the Northern Cape. HIV AIDS (in 2000) constituted approximately 13.9% of all deaths in the Province with women about 9% higher than men. There are 95 clinics in the Northern Cape and the services rendered at Northern Cape primary health care clinics do not compare well with the rest of SA. In contrast to that, the emergency services compared better. NC showed an improvement from 71% to 92% (compared to SA from 55% to 57 %) response time less than an hour. Even so, in some areas there is still a problem with waiting times of 3 hours. Emergencies that arrive at district clinics are usually referred to the nearest hospital. Kimberley, Upington, Springbok and Bloemfontein have referral hospitals which often are hundreds of kilometers away from clinics Stakeholders Some of the stakeholders in the province are: Provincial government departments SAPS Traffic Authorities (provincial and local) District municipalities BHP Billiton Development Trust (BBDT) Other mining companies (De Beers, Anglo American, Samancor and Assmang) Agricultural institutions and farms Youth against crime OFM radio station Hantam Education Trust Love Life Youth Centre Social problems Alcohol abuse The Northern Cape has the highest alcohol dependency figure in the country for both men and women (18.5% for women and 38.6% for men). The national comparative figures are 9.9% for women and 27.6% for men Crime Northern Cape had the highest ratio of violent crimes per population (3433 cases compared to 3250 in the Western Cape, 3037 in Gauteng and 2136 in the Free 2

6 State) in 2002/03. In 2003/04, Northern Cape had the 2 nd highest ratio of drug related crime per population (after Western Cape). There are 83 police stations in the Northern Cape and 4497 sworn officers Poverty The unemployment rate has risen from 29% to 33% (2001) and 42,8% of the people have an income below the poverty breadline of R800. Umsobomvu local municipality has the highest rate of unemployment, which is attributed to the decline in the railway industry in the area. The Human Development Index (HDI) is 0.58, which is lower than the national HDI of Economic activities Mining and agriculture are most important industries to Northern Cape's economy. The trade sector as well as transport and finance industries also contribute to the provincial economy while the tourism, fishing and mari-culture seem to be promising future industries for the province. Mining has been a mainstream and export-oriented industry for a century. Many mining giants like De Beers, Anglo American, Samancor and Assmang operate in the Northern Cape. The wine industry is expanding fast and the province is now one of the key wineproducing areas of South Africa. Other agricultural activities include sheep farming and fruit Road network in the Northern Cape The Northern Cape has a total road network of km of which km is paved, km unpaved and km minor roads Road traffic crashes in the Northern Cape Road traffic crashes were the 7th leading cause of death for both males and females in the Northern Cape. For males and females age 5-14 years road traffic accidents were a major leading cause of death in the Northern Cape. Boys (32.2 %) were more vulnerable than girls (16.5 %) Road traffic crashes were the 4th leading cause of death among adults age years. 3

7 On average there are 240 fatal crashes in per year in the NC (2002 to 2006), in which 305 people lose their lives. In the last 5 years, on average, passengers comprised 40% of fatalities, followed by 34% drivers and 26% pedestrians. 26.7% of road users died on a Saturday, reflecting the national pattern, but proportionately the highest percentage of all provinces. Single vehicle overturn accidents were 40% of all fatal accidents, compared to 21% at national level (the next highest province is Limpopo with 27%) Traffic offences in the Northern Cape The major and most critical traffic offences leading to fatal crashes and injuries in the Northern Cape are: Speed too high for a particular circumstance Driving under the influence of alcohol and fatigue Vehicle unfitness/ un-roadworthiness Failure to wear seatbelts Of the total number of unlicensed vehicles ( ) in South Africa, 2% were in the Northern Cape. Of the total number of un-roadworthy vehicles in South Africa (219533), 1% was found in the Northern Cape. Problems such as the level of fraud and corruption pertaining to licenses and permits persist. The Province conducted investigations into 21 complaints received in respect of disciplinary and criminal charges of driving license fraud/corruption during Traffic safety initiatives Traffic management within the province currently falls under the Department of Transport, Roads and Public Works. The main aim of the traffic management function is to promote and facilitate effective, efficient and safe mobility on the roads in the province. Traffic law enforcement, traffic law administration and road safety fall under this function. Junior Traffic Safety Centres were established since The Department and the OFM radio station have entered into a partnership to promote road safety by erecting 9mx3m billboards at 4 sites in the Province: Kimberley N12 South Between Keimoes and Kakamas on the N14 Between Upington and Olifantshoek on the N14. Colesberg N1 Hopetown N12 North Four Arrive Alive patrol cars were allocated to the province in March 2004 and are utilized on the N12 between Kimberley and Warrenton, the R31 between Kimberley 4

8 and Barkley West, the N14 between Upington and Kakamas, the N7 between Calvinia & Springbok and the N1 between Colesberg and Three Sisters. According to the NDOT National Household Travel Survey (2003), approximately 21% of the Northern Cape population has a driver s license Departmental programmes The Department of Transport, Roads and Public Works allocates bursaries to personnel as well as individuals outside of the Department who are studying in fields relevant to the Department's core functions, like Engineering, Quantity Surveying, Transport Management and Architecture. The Department uses the Tswelelopele Training Centre to train road workers and foremen in functional and managing skills. All road workers receive training in Social Programmes as well as HIV/Aids awareness Vehicle registration and licensing According to the Department of Transport (2002) the Northern Cape had a total number of 23 vehicle-testing stations Mode of transport to services The National Household Travel Survey (NDOT: 2003) found that members of most households in the Northern Cape have to walk (53%) to get to medical facilities. 79% walk to educational facilities and walk 42% to work. 1.2 Pixley Ka Seme District Municipality Setting in the Northern Cape Province DC7, Pixley ka Seme District Municipality consists of the following local municipalities: NC071: Ubuntu Municipality NC072: Umsobomvu Municipality NC073: Emthanjeni Municipality NC074: Kareeberg Municipality NC075: Renosterberg Municipality NC076: Thembelihle Municipality NC077: Siyathemba Municipality NC078: Siyancuma Municipality NCDMA07: Bo-Karoo District Managed Area Pixley ka Seme District Municipality is a vast area comprising over 10 million hectares. 5

9 1.2.2 Demographic Information According to the Municipal demarcation Board (2006) there are approximately people living in the district. The largest municipality in Pixley ka Seme District Municipality (in terms of population) is Emthanjeni with almost households accommodating 22% of the population. The smallest municipality is Renosterberg, which only has 5% of the population and 2372 households. The farms accommodate approximately 18% of households or 22% of persons. Even though the population of the Northern Cape is declining, towns in the District are experiencing growth as more and more rural households move to towns to access better facilities and services. Gender distribution in the District correlates with that of the Northern Cape Province where female representation is slightly higher than male representation. 78% of the population speaks Afrikaans, which is consistent with the demographic information for the Northern Cape Province, 17% speaks isixhosa, 2% Setswana, 1% English and 2% Other languages. Pixley ka Seme District Municipality consists of households, with 51% headed by females. In towns, the poor usually live furthest from the centre of town, and the townships and town do not form a coherent whole Education The Hantam Community Education Trust is and education initiative in this district. Most young people cannot afford to go away to study, and there are no technical colleges or universities based in the Northern Cape. There are some initiatives around adult education and skills development training within the district. 1.3 Colesberg/ Umsobomvu Local Municipality Overview Location of the municipality in the District Colesberg-Umsobomvu local municipality consists of 5 wards: 3 of the wards fall within the lowest quarter of deprivation index - below 25% and 2 of the wards fall within the top 25% of the deprivation index Demographics for the Municipality Negative population growth is predicted for this Municipality. 6

10 In the District Municipality most people speak Afrikaans, which correlates with the demographic information for the rest of the Province. In Colesberg-Umsobomvu however, Xhosa is the most prevalent Education In the Colesberg Service Delivery Review it is stated that there are not sufficient schools to ensure a place for all children, there are an insufficient number of teachers, hostels are not available, school buildings are old, and there is no money for preprimary schools. The library services in the area indicate that they are aiming to improve literacy levels. In Umsobomvu local municipality there were 2197 teachers and 6707 learners (2000). An estimated number of 200 to 300 youth from Colesberg's Kuyasa township are visiting the Love Life Youth Centre daily. This centre opened in 2002 to raise AIDS awareness and tackle crime and substance abuse. Truck drivers traveling on the N1 highway near Colesberg also said they were more informed due to a roadside AIDS awareness clinic Health services The following hospitals and clinics are in Colesberg: Umsobomvu Health Clinic, Lowryville clinic; Kuyasa clinic and Colesberg hospital Economic profile The average number of farm workers per farm in the District has declined from 4.5 per farm in 1996 to 3.6 in Employment of permanent labour has decreased markedly (20% from 1996 to 1998), and seasonal labour has decreased (2.5% from 1996 to 1998). In contrast, employment of casual farm labour has increased by 8.5% during the same period. The downscaling of Spoornet s activities in Umsobomvu Municipality has worsened unemployment levels and poverty. According to the 1996 census, from a total of 2728 households, 293 households in Umsobomvu had no income, while 933 households received under R500 per month. Colesberg compares positively to the communities of Noupoort and Norvalspont, where unemployment rates are 40%, compared to 65% unemployed in Noupoort and 64% unemployed in Norvalspont. 7

11 Level of income A higher percentage of people in the municipality have lower incomes and the unemployment figure is higher for the municipality (31% compared to 21%) than for the District Infrastructure and services Most people have to rely on water supply from the local or regional school in both the district and local municipality. 24% of households in the District and 30% of households in Umsobomvu have access to piped water in their yard. 16% in the district and 11% of the people in Umsobomvu have water in their house. 29% of the community still make use of bucket latrines, 16% have no sanitation and 48% have flush toilet sewers. Refuse removal services in the both the district and local municipality are infrequent. In Umsobomvu 16% of the people still use their own refuse dump and 7% have no means of disposal. In the local municipality most people make use of electricity to cook, for light and heat. For cooking and lighting, paraffin appliances are used second most. In 24% of the households, coal, and in 21% of the households wood is used to make light. 8% of the households still make use of candles for light Infrastructure at schools Table 4: School infrastructure (NC Department of Education 2005) School Type Power supply Road access Toilet type Telecom munication Transport Adequate water? COLESBERG PUBLIC PRIMARY Primary Wired and supplied Good/ Tar Flush to sewer Yes Unknown Yes COLESBERG HOËR Combined Wired and supplied Bad/ Tar Flush to sewer Yes Unknown Yes LOWRYVILLE PRIMÊRE Combined Wired and supplied Good/ Tar Flush to sewer Yes Unknown Yes S.S. MADIKANE PRIMARY Primary Wired and supplied Bad/ Gravel Flush to sewer Yes Unknown Yes 8

12 TOVERBERG Primary Wired and Bad/ Flush to Yes Unknown Yes PRIMÊRE supplied Gravel septic tank YARDLEY PRIMER Primary Unknown Bad/ Chemical No Unknown No Gravel toilet UMSO HIGH Secondary Other Good/ Flush to Yes Unknown Yes Gravel sewer NORVALSPONT Combined Wired and Good/ Flush to Yes Unknown Yes PRIMÊRE supplied Gravel septic tank NOUPOORT Secondary Wired and Bad/ Flush to Yes Unknown Yes CHRISTIAN EDUCATION supplied Gravel sewer COLLEGE Road and transport: Umsobomvu Local Municipality (NC72) The following new roads were constructed in the area: Prieska- ethembeni Colesberg- Kuyasa Noupoort-secondary road The Technical Services Department of Pixley ka Seme District Municipality is responsible for road construction and maintenance in the Umsobomvu Local Municipality. The Technical Service Department acts as the delivery agent for the provincial Department of Transport and Public Works. There is a transport project committee composed of people chosen by the local community concerning projects and project issues. They also convey possible grievances to those responsible for a project. 9

13 2 ROAD ENVIRONMENT OBSERVATIONS During February 2006, SANRAL did an analysis of a section of the N1 at Colesberg between N1/12 Km 2.8 and N1 /12 Km 3.6. The purpose of the analysis was to identify possible areas of conflict between pedestrians and motor vehicles and to propose remedial measures to reduce the potential for incidents. The outcomes of the investigation were captured in a discussion report which contains the following relevant information. 2.1 Geometry The sight distance on this section of the road is limited by a curve in the road as well as a bridge over a road. Large trees close to the road on the inside of the curve also affects the sight distance. The roadway consists of a 3.7m carriageway plus a 2.5m shoulder in each direction. At Km 2.8 there is an off-ramp and an on-ramp just to the north of the pedestrian crossing points, while at Km 3.6 there is also an off-ramp and on-ramp. 2.2 Road signage Warning signs In the northbound direction at Km 2.00 there is a high visibility pedestrian crossing 2km ahead warning board. This is incorrect as there is no dedicated fixed marked crossing point for pedestrians at Km There are random crossing points for the next 2 kilometers and therefore the sign should depict the pedestrian walking sign and not the pedestrian block crossing. The same incorrect sign occurs in the southbound direction at Km Regulatory signing The speed limit is reduced from 120km/h to 80km/h over this section of road. The road has one full diamond interchange but appears to meet all geometric and functionality requirements for a 120km/h speed posting but has been reduced to 80km/h due to the pedestrian hazard in this area Line markings All the road markings were adequate and sufficiently reflective at the time of the site inspection. There is a double solid barrier line between Km 2.10 and Km

14 2.3 Road reserve Fencing The fencing appears to be adequate along most of this section of road, however, behind the western side of the super-elevation curve between Km 2.60 and Km 2.80 there is no fence Accessibility Access points have been provided on the eastern side of the road between Km 3.60 and 4.00 by means of step ladders over the fence. The ladders originally had hand railings which have subsequently been removed and which makes the use of the ladders very difficult. At Km 2.80 the fence at the ladder has been removed to allow easier access. People using bicycles have been observed at this point. At Km 3.50 the underpass of the interchange can be used to move from the one side of the N1 to the other. A second underpass for vehicles and pedestrians is at Km

15 3 COMMUNITY TRAFFIC SAFETY SURVEY A study was conducted in to identify solutions based on inputs from the community. The study consisted of a learner survey, a commuter survey and focus group interviews. 3.1 Learner survey Methodology Information regarding learners who walk to and from school and who cross the N1 was obtained through the application of a structured questionnaire. Learners (N=91) from the primary school in Lowreyville in Colesberg completed questionnaires within the school context Demographics of learners Most of the learners were 9 years of age (24%) followed by 10 years (19%) and 8 years (15%). Gender distribution was equal (51% of the sample were boys and 49% girls). Most of the children came from Kuyasa (57%) or Towervallei (42%) and only 1 % came from town Results 95% of children walked to school, 4% used public transport and 1% came in a private vehicle. Only 1% of children reported dangerous behaviour in traffic (walking in the middle of the road). 88% of children thought it was unsafe to walk along or cross the N1. They thought there were too many vehicles and that drivers were speeding. More than 80% of children took 30 minutes or longer to walk to school. 57% of children said that they did not walk at night most of those walking at night paid social visits. Of those that did walk at night, 49% walked along or crossed the N1 at night. 46% of learners said that they made themselves visible at night and 25% sometimes did. Wearing of reflective or light clothing was the most popular answer as to the method of making themselves visible. Most children thought they were visible to traffic during the daytime. Bright or white clothes or walking where the drivers can see you were the most popular answers as to strategies to be visible. 45% of learners said that learners used alcohol and/or drugs and 12% thought it was safe to do so when walking or driving. 12

16 70% of children thought that they received 6 or more road safety lessons per year and 51% thought that road safety was a separate subject at school 3.2 N1 pedestrian and commuter survey Methodology A total of 820 pedestrians were interviewed during a 12 hour period at 4 different points where they normally cross the N1. These points were identified during an earlier observation exercise. Community Development Workers from the local municipality assisted with the structured interviews Demographics 70% of the 820 respondents were between 15 and 39 years of age and the gender distribution was equal (49% male, 51% female) Results 80% of the respondents walked to their destination, 8% used taxi s, 5% used their own transport and 3% made use of bicycles 23% of reasons for travelling were for social visits, 24% to work or school, 14% to the doctor or clinic. 31% of the respondents cross the N1 once or more than once a day (61% crossed regularly at least once a week) 49% of respondents said that their destination was a km or less away while for 43% the journey was between 1 and 5 km 58% thought it was safe to cross or walk along the N1 37% prefer to cross at point B. 68% of the respondents chose the route because it is the shortest way to their destination. 18% said that there was no other route and only 5% stated safety as a reason. 45% of the respondents recommended that a pedestrian bridge be provided. Other popular suggestions were: traffic lights, provide pedestrian walkways, put a fence up along the N1, provide police patrols or road blocks, and provide a pedestrian crossing. 3.3 Colesberg focus group discussions Kuyasa community focus group The Kuyasa community focus group discussion was held on 6 September Nineteen community members, 12 male and 7 female participated in the discussions. The discussions were held in English and in Xhosa. 13

17 3.3.2 Educator focus group Fourteen educators from S.S. Madikane Primary School, Colesberg Primary School, and UMSD High School participated in a focus group discussion on 6 September Seven males and seven females participated. The focus group was conducted in English Lowryville community focus group The Lowryville community focus group discussion was held on 7 September Nineteen community members (11 male and 8 female) participated in the discussions. The discussions were held in English and in Afrikaans. 14

18 Table 1: Summary of focus group discussion outcomes THEME FOCUS GROUP 1 FOCUS GROUP 2 FOCUS GROUP 3 KUYASA COMMUNITY GROUP EDUCATORS LOWRYVILLE COMMUNITY GROUP COMMUNITY SANRAL is responsible for: SANRAL is responsible for: SANRAL is responsible for: KNOWLEDGE REGARDING SANRAL Ensuring that Highways are accessible for all users such as school children and hikers. Road shows and workshops at primary schools Maintenance of national roads and road safety Ensures the safety of all road users ROAD SAFETY IN Crossing or using the N1 is dangerous. It In the old location (Kuyasa) drunk Pedestrian facilities are limited or non- COLESBERG AND could be made safer by providing more road people walk in the road. existent. ALONG THE N1 signs, a pedestrian bridge and street lighting. The N1 is too narrow and does not Many crashes that take place involve There are many crashes on the N1 of which provide space for pedestrians. pedestrians some are caused by stray animals. Vehicles travelling at high speeds Vehicles travel too fast for the during peak times create a problem for circumstances. pedestrians. Reckless driving, drinking and driving, Drivers are careless and do not look out and driving without a license are the for pedestrians main offences of drivers in town and on the N1 Law enforcement is not effective. VISIBILITY Visibility is a problem and street lights should No comments No comments be erected. 15

19 INFRASTRUCTURE It is inconvenient and too far to walk to the No provision is made for disabled There are no pedestrian facilities bridges to cross under the N1. people to get to public transport, shops (walkways and crossings). Poor lighting under the bridges makes it or the hospital. Speed humps, traffic lights and road unsafe. Pedestrian paths and pedestrian signs are needed More open space on the shoulder of the road crossings are needed. Erect electrified fences if necessary to is needed. N1 shoulders not broad enough. prevent pedestrians from crossing The absence of accessible pathways makes it anywhere difficult for disabled people to get to the hospital ROAD SAFETY School children should be educated about Road safety education should be Traffic officers don t educate the EDUCATION road safety extended to high schools community and they should be involved Educate learners and adults by means of road in community road safety programmes shows/media HEALTH SITUATION IN There are not enough doctors to see all the The infrastructure does not provide Language is a problem in the hospital at COLESBERG sick people. It means that sick people have to facilities for disabled people. Colesberg and personnel and patients travel to the hospital more than once. find it difficult to communicate There aren t any accessible pathways for disabled people to get to hospital. BUSINESS IMPACT ON No comments Overloaded trucks damage the road. No comments ROAD SAFETY After hours the heavy vehicles invade the town and community. Old buildings in town should be demolished to make space for vehicles. 16

20 PUBLIC TRANSPORT Public transport is insufficient, unreliable and There are no facilities for commuters. The public transport is not satisfactory. unsafe. GOVERNMENT The SAPS response time to emergencies is The response time of the emergency No comments OFFICIALS very long. services is poor. Service delivery for all sectors is affected by a lack of personnel, equipment and vehicles. The fire fighting service is not sufficient. TRAFFIC OFFICIALS Traffic officials are only visible in the CBD and More traffic officials are needed for Traffic officials are understaffed not in the townships. more visible traffic policing. (provincial and local), do not have Traffic law enforcement should be improved in the residential areas. Response time of officials to the scene of an accident is poor. sufficient resources, and do not respond to emergencies or take too long. Authorities should provide more road signs. Officials should focus on reckless drivers. Traffic officers don t educate the community and should do so. 17

21 4 CONCLUSIONS AND RECOMMENDATIONS Table 2: Summary of conclusions and recommendations PROBLEM DESCRIPTION RECOMMENDATIONS Socio-economic issues and differences The community of Umsobomvu local municipality, as part of the Northern Cape Community, suffers from various socio-economic problems: poverty, alcohol abuse and crime (violent crimes with high alcohol involvement). Compared to other areas in the province, some social problems, like unemployment and poverty, are augmented in this area and not all communities receive basic services. Most people walk to their destinations, which is often of a social nature. Unlike the majority of the province, this community is mostly Xhosa speaking. There is iniquity as to deprivation in the area. Literacy levels are insufficient There is a large HIV AIDS problem Traffic Safety issues will have to be addressed within the broader social context and partnerships should be formed with existing initiatives and provincial / local programmes (e.g. Literacy, HIV AIDS programmes) Due to various service issues, the community will probably see these issues as greater priorities than road safety, increasing the need for integration. Language issues should be acknowledged in the development of materials. The abuse of alcohol is a severe problem with high percentage of dependency, indicating to a need for intense social programmes rather than mere awareness of the dangers of drinking and driving. Speed Pedestrian safety, road infrastructure and public transport facilities. Inappropriate speed within the community was identified as a problem. The upgrading of roads within the community could intensify this problem. The high unemployment rate and subsequent poverty have the effect that a large percentage of the community do not own cars and cannot afford to make use of public transport and therefore have to walk to wherever they have to go. The town layout, being divided by the N1, creates an unsafe environment for persons travelling from one area to another. As is customary with pedestrians in general, pedestrians in Colesberg also make use of the shortest route and therefore cross the N1 at unsafe places and do not make The design of the upgraded road must not encourage speeding The design of the road should make provision for the separation of motorised and non-motorised transport (pedestrian walkways, cycle paths) The design of the upgraded access roads to Lowryville and Kuyasa should make provision for the separation of pedestrians and vehicles. Provide pedestrian facilities that will direct pedestrians not to cross over the N1 but to make use of the underpasses at A and D (Fig. 96). Prevent them from crossing over the N1 by erecting appropriate fencing and removing the step ladders. 18

22 Traffic law enforcement Road signs use of the underpasses. The access roads to Lowryville and Kuyasa are not surfaced and there is a lack of dedicated pedestrian walkways and pedestrians either walk in the road in the townships or along informal pathways through the veldt. There are insufficient facilities for persons making use of public transport along the main access routes and within the communities. Traffic law enforcement within the communities is insufficient. The road signs warning about pedestrians are incorrect. Provide pedestrian walkways connecting Colesberg CBD, Lowryville, Towervallei, Kuyasa and the Hospital as proposed in Fig Provide sufficient and effective street lighting along the walkways to ensure the pedestrians safety at night. Remove all trees and shrubs that could make it unsafe for pedestrians to use the pedestrian walkway on the western side of the N1. Provide public transport facilities within the communities (lay-bys and shelters) Improve visible traffic policing Increased policing of drinking and driving, especially during the holiday seasons Apply traffic policing to pedestrians as well, once sufficient pedestrian facilities have been provided Erect appropriate road signs where necessary Traffic safety awareness Capacity building and skills development for government officials and community members (Traffic law enforcers, SAPS, Road safety officials, Community Development Workers, teachers, etc) The feedback from the community members, especially the school children, indicated that insufficient road safety education and awareness take place in the various communities in Colesberg. The upgrading of the roads leading to Lowryville and Kuyasa will improve and increase traffic flow and therefore create road safety problems, especially for pedestrians and users of non-motorised transport. Incorrect and incomplete traffic accident data is a problem. Road safety education and awareness does not receive sufficient attention in schools and in the community in general. Develop and implement road safety communication and awareness programmes targeting all community members, taking into consideration factors such as literacy. SAPS officials should receive training to capture accident data correctly, with special reference to the accident location Road safety officials should involve teachers in road safety training programmes A road safety awareness programme should be developed by the Northern Cape Road Safety officials and relevant stakeholders should be involved 19

23 Investigate the involvement of the Hantam Education Trust and other community structures to assist with capacity building and training. 20