DRAFT REPORT SPECIAL DEVELOPMENT PROJECT: Fateng tse Ntsho/Paul Roux. Community Empowerment Impact Assessment Report: Phase 1 EXECUTIVE SUMMARY

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2 DRAFT REPORT SPECIAL DEVELOPMENT PROJECT: Fateng tse Ntsho/Paul Roux Community Empowerment Impact Assessment Report: Phase 1 EXECUTIVE SUMMARY February De Havilland Crescent Pro Park Building 1 Persequor Park 0020 Tel: (012) Fax: (012) mail@itse.co.za

3 CONTENTS 1. COMMUNITY PROFILE FREE STATE PROVINCIAL OVERVIEW LOCATION IN SOUTH AFRICA DEMOGRAPHIC INFORMATION FOR THE FREE STATE PROVINCE FREE STATE ECONOMIC STATUS EMPLOYMENT SECTORS AND INDUSTRIES EDUCATION PROFILE OF THE FREE STATE HEALTH PROFILE OF THE FREE STATE PROVINCE ROADS AND TRANSPORT IN THE FREE STATE PUBLIC TRANSPORT SERVICES IN THE FREE STATE BICYCLE TRANSPORT TRAFFIC LAW ENFORCEMENT STRATEGY FOR FREE STATE PROVINCE SAPS IN THE FREE STATE THABO MOFUTSANYANE DISTRICT MUNICIPALITY (DC19) DEMOGRAPHIC INFORMATION FOR THABO MOFUTSANYANA (DC19) EDUCATION STATUS DC HEALTH PROFILE DC ECONOMIC PROFILE DC ACCESS TO SERVICES IN DC ROADS AND TRANSPORT IN DC DIHLABENG LOCAL MUNICIPALITY OVERVIEW PAUL ROUX AS PART OF DIHLABENG LOCAL MUNICIPALITY DIHLABENG POPULATION DEMOGRAPHICS EDUCATION PROFILE OF DIHLABENG FS SOCIO-ECONOMIC STATUS HEALTH STATUS DIHLABENG SERVICE DELIVERY DIHLABENG AND PAUL ROUX/FATENG ROAD NETWORK MODE OF TRANPORT COMMUNITY TRAFFIC SAFETY SURVEYS FOCUS GROUP FINDINGS FOCUS GROUP 1: RATANANG FEMALE GROUP FOCUS GROUP 2: FATENG TSE NTSHO COMMUNITY MEMBERS FOCUS GROUP 3: SEKOKO PRIMARY SCHOOL EDUCATORS TRAFFIC COUNTS ALONG THE N VEHICLE COUNTS PEDESTRIAN COUNTS ALONG THE N COMMUTER, PEDESTRIAN AND LEARNER SURVEYS METHODOLOGY FOLLOWED TO COMPLETE THE SURVEYS FINDINGS FROM PEDESTRIAN SURVEY AGE DISTRIBUTION OF PEDESTRIANS INTERVIEWED WALKING DISTANCE TO DESTINATION REASONS FOR CROSSING OR WALKING ALONG THE N MODE OF TRANSPORT USED FREQUENCY OF CROSSING THE N i

4 3.2.6 PERCEPTION OF SAFETY WHEN WALKING ALONG OR CROSSING THE N POSITION OF PEDESTRIAN CROSSING FINDINGS FROM LEARNER SURVEY LEARNER AGE DISTRIBUTION SCHOOL GRADE DISTRIBUTION LEARNER GENDER DISTRIBUTION RESIDENTIAL AREA FROM WHICH LEARNERS COME LEARNERS MODE OF TRANSPORT TO AND FROM SCHOOL LEARNER PERCEPTION OF SAFETY ON THE ROUTE TO SCHOOL LEARNER VISIBILITY ON THE ROUTE TO AND FROM SCHOOL LEARNER VISIBILITY ROAD SAFETY EDUCATION CONCLUSIONS...16 LIST OF FIGURES AND TABLES FIGURE 1: LOCATION OF VEHICLE COUNT SITES...11 FIGURE 2: LOCATION OF PEDESTRIAN COUNT SITES...12 FIGURE 3: TOTAL PEDESTRIAN COUNTS AT EACH SITE ALONG THE N TABLE 1: FOCUS GROUP 1 RATANANG FEMALE GROUP...9 TABLE 2: FOCUS GROUP 2 FATENG TSE NTSHO COMMUNITY MEMBERS...10 TABLE 3: FOCUS GROUP 3 SEKOKO PRIMARY SCHOOL EDUCATORS...10 TABLE 4: SUMMARY OF CONCLUSIONS FROM FOCUS GROUPS AND SURVEYS...16 ii

5 1. COMMUNITY PROFILE 1.1. FREE STATE PROVINCIAL OVERVIEW LOCATION IN SOUTH AFRICA The Free State is the third-largest province in South Africa. Located in the centre of the country the Free State borders 6 of the 9 provinces in South Africa and is divided into 5 district municipalities with 20 local municipalities. The 5 districts are: Northern Free State in the North; Thabo Mofutsanyane in the East; Motheo in the South-East; Xhariep in the South; and Lejweleputswa in the North-West The Free State represents 10,6% of the total land area of South Africa. The capital of the Free State is Bloemfontein and has well established institutional, educational and administrative infrastructure. Bloemfontein also houses the Supreme Court of Appeal (judicial capital of South Africa). While the southern Free State is mainly an agricultural area, the Northern Free State is built on the gold industry. Important towns include Welkom (gold mining), Odendaalsrus (gold mining), Sasolburg, (which owes its existence to the petrol-from-coal installation), Kroonstad (agricultural, administrative and educational centre), Parys, Phuthaditjhaba (tourism and handcrafted items produced by the local people) and Bethlehem DEMOGRAPHIC INFORMATION FOR THE FREE STATE PROVINCE The Free State has a population of Population density is 21.1 people per square km. 47.5% of the Free State population is female and 52.5% male. 42% of the population is 19 years or younger, with 11% between 20 and 25, 23% between 26 and 40, and 24% older than 40 years. Languages spoken in the Free State are Sesotho 64.4% ; Afrikaans 11.9%; and Xhosa 9.1% FREE STATE ECONOMIC STATUS Approximately 37.3% or 1.09 million of the population is employed (PGDS: 2005). In 2002, 55% of the population were classified as living in poverty (compared to 48% for South Africa). The main economic activities in the Free State include: Mining (14%), Manufacturing (15%) and Community Services (28%). The Gross Domestic Provincial Rate (2002) was R million which represents 5.7% of the total Gross Domestic Product. According to the PGDS (2005) the mining sector has shown negative growth since , which resulted in the loss of employment. Transport, Agriculture and the Finance and Services sectors showed a positive growth during this period. 1

6 1.1.4 EMPLOYMENT SECTORS AND INDUSTRIES Agriculture The Free State has cultivated land covering of 3,2 million ha, while natural veld and grazing cover 8,7 million ha. Field crops yield almost two-thirds of the gross agricultural income of the province. Animal products contribute a further 30%, with the balance coming from horticulture. Mining The mining industry is the biggest employer in the Free State. The largest gold-mining complex is the Free State Consolidated Goldfields, with a mining area of ha. Manufacturing and industry Since 1989, the Free State economy has changed from being dependent on the primary sector to being a manufacturing, export-orientated economy. 14% of the province's manufacturing is classified as being in high-technology industries. The province has competitive advantages in the production of certain fuels, waxes, chemicals and low-cost feedstock from coal. Construction There are construction projects worth more than R150m in the Free State EDUCATION PROFILE OF THE FREE STATE Functional literacy for the province is approximately 69.2% while this figure for South Africa is 72.3%. Some 16% of people aged 20 years or older have received no schooling (Census 2001). Level of education is only measured in terms of people older than 20 years in the province (Census 2001). Level of education was not applicable to 42% of the Free State population. 23% received no education or schooling; 2% went on to higher education and training; 20% of the provincial population completed some primary school education; 7% completed primary school; 40% completed some of secondary school; and 8% completed Grade 12. More females (19%) than males (16%) received no schooling. JET manages 2 education projects in the Free State, namely the Eastern Free State Learnership Project and the JET adult education and training project. The main aim of these projects is to link training to the work environment HEALTH PROFILE OF THE FREE STATE PROVINCE Child mortality rates are almost twice as much as that for the whole of South Africa. In terms of children dependent on adults for survival, the provincial average is 55%, approximately 10% less than the National average. 2

7 10% of all Free State adult deaths and 1% of child deaths were HIV AIDS related. 6% of female and 5% male deaths in 2001 could be attributed to AIDS. In 2006 there were 355 clinics and 153 mobile clinics, 26 Community Health Centres, 27 District Hospitals, 2 tertiary hospitals, 28 and private hospitals and clinics ROADS AND TRANSPORT IN THE FREE STATE The Free State has: 1441km of National roads; 6380km of Provincial (paved) roads; 22138km of unpaved secondary roads; and 24138km of unpaved tertiary roads. The strategic focus of the Department of Roads and Transport is on the upgrading and rehabilitation of critical road networks. This focus resulted in a 5% decrease in roads that are in poor condition. In order to ensure that resources are utilised optimally to the benefit of the province, 811 km of provincial roads were transferred to the South African National Roads Agency to maintain. These roads are: The N5 between Winburg and Harrismith; The N6 between Bloemfontein and Smithfield; The N8 between Bloemfontein and Maseru; and The R30 between Bloemfontein, Brandfort and Kroonstad There were, on average, 750 fatalities per year in the Free State (2002 to 2006). 40% of fatalities were sustained by passengers, 32% by drivers and 28% by pedestrians. As part of the Road to Safety Strategy the following was achieved: Radio (Lesedi FM) and community road safety campaigns were initiated in order to inform and educate the public with regards to road safety issues PUBLIC TRANSPORT SERVICES IN THE FREE STATE One of the critical conflict areas in Public Passenger Transport is the control of taxi ranks. In order to address this issue, the Department published regulations for comment with regard to the regulating of ranks and designated areas for the loading and off loading of passengers. According to the National Department of Transport (2003), 17% of the Free State population had to spend 20% or more of their household income on transport. Taxi rank facilities, roadworthiness of taxis and taxi driver behaviour towards passengers seem to be the main causes for dissatisfaction of passengers in the Free State. According to the Department of Transport (NDOT: 2003) the average monthly cost for commuters to get to work is in the region of R200. Most commuters in the Free State travel up to 15 minutes to get to work. 6.5% of the commuters have to travel for longer than an hour in order to reach their destination BICYCLE TRANSPORT The Free State has two bicycle projects, namely: 3

8 Bicycle Scholar Transport Project: Supplied various farm schools with 637 bicycles in the last two years. Shova Kalula: New bicycles sold at a 50% discount to scholars TRAFFIC LAW ENFORCEMENT STRATEGY FOR FREE STATE PROVINCE According to the Traffic Law Enforcement Strategy of the Free State a Traffic Management Centre was established to monitor the N1, N3, N5, N8, R719 and R30 corridors. The Traffic Management Centre integrates and co-ordinates traffic management functions, among which overloading, speeding, roadworthiness, the Road Traffic Quality System and others. The Traffic Law Enforcement Strategy addresses the effective utilisation and management of existing infrastructure, effective control of major corridors, prosecution information management, installing and monitoring usage of Weigh-in-Motion equipment and co-ordination of law enforcement with local authorities and neighbouring provinces REGISTERED, UNREGISTERED AND UNROADWORTHY VEHICLES At the end of April 2006, the Free State had registered vehicles (RTMC: 2006). The province had unregistered or unroadworthy vehicles at the end of April TRAFFIC OFFENCES IN THE FREE STATE In 2003, motorists were prosecuted for speed - related offences; motorists were prosecuted for moving violations; 33 motorists were arrested and charged for drunken driving; freight vehicles were weighed; and freight operators were prosecuted SAPS IN THE FREE STATE There are 3 police areas in the Free State and 109 police stations. The Province has a personnel base of 8232 (as of September 2006) sworn officers and 1850 civilian officers. The police-population ratio is 1: THABO MOFUTSANYANA DISTRICT MUNICIPALITY (DC19) Thabo Mofutsanyane is one of the 5 districts of the Free State province of South Africa (Stats SA: 2001). Local municipalities surrounding Thabo Mofutsanyana are: Northern Free State to the North (DC20); Gert Sibande in Mpulalanga to the North-east (DC30); Amajuba in Kwa-Zulu Natal to the East (DC25); Uthukela to the south-east(dc23); The kingdom of Lesotho to the South; Motheo to the South-West (DC17); and Lejweleputswa to the West (DC18) DEMOGRAPHIC INFORMATION FOR THABO MOFUTSANYANA (DC19) There are approximately people resident in DC 19. Ethnic groups represented in the district are mostly Black (95.17%) followed by White (4.16%) and Coloured people (0.50%). Indian or Asian people are the least represented in the District with only 0.18% of the 4

9 population. 43% of the population lives in urban areas and 57% of the population resides in rural areas. Females represent 53.62% of the district population and males 46.38%. 82% of the population speak Sesotho, 12% Zulu and 4% Afrikaans. English and Xhosa are respectively spoken by 1% of the population. 21% of the population is below the age of 10 years and 26% of the population between years. This means that almost half of the district municipality s population is either pre-school or of school-going age. 18% of the population is between the ages of years; 13% between the ages of years; 9% between the ages of years; 7% between the ages of years; 3% between the ages of years; 2% between the ages of years and 1% over 80 years EDUCATION STATUS DC19 According to the Thabo Mofutsanyana (DC19) Integrated Development Plan Process Review , 70% of the population is attending or has attended primary (and secondary) school, while only 2% attended pre-school. Only 2% attends or attended University or College. Only 1% of the population engage in adult education (ABET) activities. A quarter of the population has not attended any educational institution HEALTH PROFILE DC19 From the Clinics in Paul Roux, people are referred to the Phokolong hospital and from there to the Dihlabeng Regional Hospital in Bethelehem ECONOMIC PROFILE DC19 25% of the population is unemployed, 38% are not economically active and 37% are employed. DC19 is mainly an agricultural area as well as a water processing area. 35% of employed are in elementary occupations, 13% are plant operators, 9 % service workers, 8% in technical professions, 7% skilled agricultural workers and 7% clerical workers. According to the IDP review , the Provincial Government would like to grow the District s potential in the following areas: Manufacturing: coffin and furniture manufacturing Tourism: Water sport and a casino Transport: Logistical hub with a fresh produce market, the Harrismith Logistical Hub and the Maluti Transfrontier Corridor Thabo Mofutsanyana currently has 26.3% of the Free State Province population with a 14% share in the provincial economy. More than 72% of the District s population lives in poverty. 5

10 28% of households in Thabo Mofutsanyana had no monthly income. 15% of the households earned between R1-R4 800 and 23% of households between R4 801-R ACCESS TO SERVICES IN DC ACCESS TO SOURCES OF ENERGY COOKING 35% of the households make use of electricity followed by 33% that make use of gas. 14% make use of wood and 12% of coal. 2% of the population make use of animal dung to cook and 4% of gas. HEAT 26% of households make use of coal to provide heating, 27% of electricity, 19% of wood and 22% of paraffin. 2% uses gas and 2% animal dung, 2% of households did not specify what they use. LIGHTING Most households make use of electricity (64%), 33% of candles and 3% of paraffin ACCESS TO WATER Most people have access to water from the regional school (41%). Only 9% of the population had piped water in their homes, 22% had water in the yard and 10% a distance of less than 200m from their home, 4% had access from a borehole, 4% from a spring, dam, rainwater tank or water vendor RUBBISH REMOVAL SERVICES 14% of the population had no rubbish removal services and 41% had their rubbish removed once a week. 39% had their own refuse dump and 3% a communal dump SANITATION DC19 10% of the population has no access to sanitation, 27% having access to a flush toilet sewer and 41% to a pit latrine ROADS AND TRANSPORT IN DC MODE OF TRANSPORT IN DC19 According to the Municipal Demarcation Board 2006, most of the population (42%) walked, 6% made use of public transport and 4% of own transport. 48% was unspecified DIHLABENG LOCAL MUNICIPALITY OVERVIEW PAUL ROUX AS PART OF DIHLABENG LOCAL MUNICIPALITY Paul Roux falls within the Dihlabeng local municipality, Ward % of the ground consists of arenite, 36% of mudstone, 5% Basalt, 1% Dolerite. 6

11 According to the Dihlabeng IDP ( ), the majority (51%) of the Dihlabeng area is not being utilised and comprises primarily of grassland, thicket, bushland and bare rock. The IDP review states that 47% is being used for commercial cultivated land, which is primarily located in the central and northern areas. This type of use is linked to the mudstone geology. Urban areas comprises of less than 1% of the total area DIHLABENG POPULATION DEMOGRAPHICS Dihlabeng local municipality has a population of people. Approximately 7300 people live in Paul Roux (300) and Fateng Tse Ntsho (7000). According to the Dihlabeng IDP ( ) 45,6 % of the population resides in the urban areas and 54,4 % in the rural areas. The area is thus marginally less urbanised than the average in the Free State (66% urban & 34% rural). 61% of the population in Dihlabeng are male while only 39% are female EDUCATION PROFILE OF DIHLABENG FS 192 In the Dihlabeng Local Municipality (FS192), 18% of the people had no schooling, 21% had some primary school education and 7% completed primary school education. 18% had completed Grade12 while 30% had some secondary school training. 6% of the local municipality population had higher education or training. In Paul Roux and Fateng, 26% of the population had no schooling. 28% had some primary school education and 9% completed primary school education. 25% of the population had some secondary school education and another 9% completed Grade 12. Only 3% of the population had higher education and training. 67% of the population in the local municipality attended school where 63% of the ward attended school. The primary school in town (Paul Roux) has 194 primary school learners. The teacher: learner ratio is 1: SOCIO-ECONOMIC STATUS The Greater Paul Roux is situated in the former District of Senekal (Dihlabeng IDP: ). Paul Roux is situated approximately 225km North-East of Bloemfontein, 114km South-East of Kroonstad and 35km West of Bethlehem. The Greater Paul Roux is located in an area of agricultural significance and mainly provides services in this regard to the surrounding rural areas. Bethlehem influences the area to a great extent as a large service centre in close proximity. 39% of the population were not economically active, 35% were employed and 26% were unemployed (2006). 42% were involved in elementary occupations, 12% plant operators, 9% service workers, 8% skilled agricultural workers, 8% clerical. Of those who were employed 2% were employers, 2% were self-employed and 32% were paid employees. Almost 70% of Ward 14 residents had no personal income. Of those who do have a personal income, less than 20% earned between R1-R400 and less than 10% between R401 and R800. About 23% of households had no income, 18% earned between R1 and R 4800, 6% 7

12 between R4801 and R 9 600, 3% between R 9601 and R , and 2% between R and R The average household size is 4.4 people per household. 55% of people lived rent free, while 17% lived in owned and fully paid houses, 16% in owned not paid houses and 10% rented their dwellings HEALTH STATUS DIHLABENG Paul Roux has only 2 fixed clinics, with no mobile clinics or visiting points. The ward has 9% of disabled people (3% more than the district and local municipality average). The town does not have its own emergency services and rely on ambulances from Bethlehem and Senekal to assist in emergencies SERVICE DELIVERY DIHLABENG AND PAUL ROUX/FATENG In Paul Roux / Fateng electricity and candles are used for lighting, while wood is mostly used for cooking and heating. Some paraffin is also used, mainly for cooking. In Paul Roux, 23% of households got water from a regional school, 26% from piped water in the yard and 8% from piped water in the house, while a further 9% got piped water from somewhat further from the house. 17% got water from a borehole. 54% of Paul Roux residents had their own refuse dump and 39% of them had rubbish disposed of once per week, with 5% having no disposal. 34% had a bucket latrine, 26% had no sanitation, 31% a pit latrine and 10% a flush toilet sewer or tank ROAD NETWORK The Spatial Development Framework (Dihlabeng IDP: ) states that there is 2,58 km of tarred roads in the Greater Paul Roux. The remainder of streets is in a fair to very poor condition. Except for a part of the main collector road in the Fateng tse Ntsho neighbourhood that is gravel, there are no other roads surfaced in the Fateng tse Ntsho residential area. The only major road serving the study area is the N5 National Road between Bloemfontein and Durban. The latter road functions predominantly as a bypass road. The N5 creates a physical barrier that divides Paul Roux and Fateng tse Ntsho and thus limits integration. Link roads to the North (S63) and South (S224) provide access to Paul Roux and Fateng tse Ntsho respectively. Paul Roux has a well-defined CBD, which shows limited growth potential. The access roads connecting with the N5 is also utilised as business corridors. Fateng tse Ntsho has no welldefined CBD MODE OF TRANPORT 8

13 Informal pick-up-points along the major collector roads serve as commuting nodes within the Greater Paul Roux. There are plans for the development of the existing informal taxi rank in Fateng tse Ntsho. 2. COMMUNITY TRAFFIC SAFETY SURVEYS 2.1. FOCUS GROUP FINDINGS Three focus group surveys were conducted with community members of Paul Roux/Fateng tse Ntsho in the Eastern Free State. The first group was the Ratanang Female Group of Fateng tse Ntsho on 23 August females participated in this discussion. The other two focus group surveys were conducted on 24 August The first of the two groups comprised of community members from Fateng tse Ntsho. There were 11 male participants and 3 female participants. The second focus group survey on the 24th was conducted with educators from the Sekoko Primary school FOCUS GROUP 1: RATANANG FEMALE GROUP Table 1: Focus Group 1 Ratanang female group TOPIC ISSUES SUGGESTED SOLUTIONS Crashes on N5 Pedestrians Road infrastructure Traffic policing Emergency services Public transport Large number of crashes on N5 Pedestrians cross at any point and dash in front of oncoming vehicles Pedestrians walk too close to surfaced road Pedestrians visit the taverns and walk under the influence of alcohol Physically disabled persons have great difficulty to cross the road There are no formal dedicated pedestrian crossings Scholars from Fateng tse Ntsho who have to attend the secondary school in Paul Roux find it extremely difficult to cross the road during peak traffic hours There are not sufficient road signs and markings Visibility is poor at the N5/ Meduaneng junction curve in road and trees next to the road SAPS and traffic police are available when needed Traffic police are not visible enough Emergency services are not good enough response time very poor Public transport is very infrequent Have to make use of lift opportunities from other vehicles Implement a comprehensive road safety education and training programme in the community Target taverns to educate pedestrians Provide pedestrian crossing facilities Improve road signs and markings Provide safe pedestrian walkways Build a pedestrian bridge Focus road safety education on emergency services Increase visible traffic policing Improve emergency services response times Focus road safety education on public transport FOCUS GROUP 2: FATENG TSE NTSHO COMMUNITY MEMBERS 9

14 Table 2: Focus Group 2 Fateng tse Ntsho community members TOPIC ISSUES SUGGESTED SOLUTIONS Crashes N5 on Large number of crashes on N5 Crashes are not that serious Crashes caused by stray animals Pedestrians Drunken pedestrians are a serious problem Pedestrians find it difficult to cross the road during peak traffic hours high vehicle volumes and excessive speed Road infrastructure The N5 is too narrow There is a lack of road signs The lack of fencing causes animals to stray onto the road There are no safe crossing points for pedestrians Vehicles travel too fast There are no paved pedestrian walkways Traffic policing Traffic officials are not available when needed The traffic police are not visible enough Traffic police are not available after hours Emergency services Public transport Emergency services (fire fighting and ambulances) are slow to respond No response from focus group Keep animals off the road Implement a comprehensive road safety education and training programme in the community Target taverns to educate pedestrians The N5 should be widened and pedestrian walkways provided Erect fences to keep animals off the road Implement traffic calming measures Provide safe pedestrian crossings Provide facilities for physically disabled persons Build a pedestrian bridge Improve visible traffic policing Improve emergency services response times Focus road safety education on emergency services FOCUS GROUP 3: SEKOKO PRIMARY SCHOOL EDUCATORS Table 3: Focus Group 3 Sekoko Primary School Educators TOPIC ISSUES SUGGESTED SOLUTIONS Crashes on N5 Pedestrians Crashes caused by stray animals Crashes occur nearly every day and trucks carrying heavy loads are mostly involved A large number of learners have to cross the N5 on a daily basis Pedestrians have to cross where vehicles travel at very high speed High volumes of traffic during peak hours make it difficult to cross the N5 Learners knowledge of road safety is very poor Keep animals off the road by erecting fences Implement a road safety education programme for learners focusing on road signs and safe pedestrian behaviour Implement a road safety awareness programme 10

15 Road infrastructure The N5 is full of potholes The curve in the road at the N5/Meduaneng junction is dangerous There is an absence of road markings and road signs The N5 should be widened and pedestrian walkways provided Erect fences to keep animals off the road Provide safe pedestrian crossings Build a pedestrian bridge Traffic policing The traffic police are not visible enough Improve visible traffic policing Emergency services Public transport Emergency services (fire fighting and ambulances) are slow to respond Ambulances have to come from Bethlehem and take up to 2 hours to respond Taxi drivers are reckless and drink while driving Taxis are only means of public transport no buses available Taxis are not roadworthy Taxi service is inadequate Improve emergency services response times Focus road safety education on emergency services Implement a road safety programme aimed at taxi drivers Increase traffic policing aimed at the roadworthiness of vehicles 2.2. TRAFFIC COUNTS ALONG THE N VEHICLE COUNTS Vehicle count: site1 (N5 and gravel road to Fateng tse Ntsho at Thabo Driving School) Figure 1: Location of vehicle count sites Most vehicles moved straight, either from Senekal or Bethlehem (more than 2000 vehicles in the 12 hour counting period). 11

16 Of the vehicles coming from Fateng tse Ntsho gravel road (Site 1), most (101) turned left towards Senekal. Very few vehicles turned left from Bethlehem into Fateng tse Ntsho and somewhat more (116) turned right into Fateng tse Ntsho from Senekal. Vehicle count: Site 2 (N5 and paved road to Fateng tse Ntsho) Coming from Fateng tse Ntsho paved section, two thirds of the vehicles turned left towards Senekal (94 vehicles) while 45 vehicle turned right towards Bethlehem. 945 vehicles went straight towards Senekal from Bethlehem, while 49 vehicles turned left into Fateng tse Ntsho from Bethlehem. From Senekal, 73 vehicles turned right into Fateng tse Ntsho. At Site 3 (N5 and Meduaneng gravel road to Fateng tse Ntsho), 57 vehicles turned left into Senekal from Fateng, while 12 vehicles turned right towards Bethlehem. Very few vehicles (12) turned left into Fateng from Bethlehem, while 56 vehicles turned right into Fateng from Senekal PEDESTRIAN COUNTS ALONG THE N5 Figure 2: Location of pedestrian count sites 12

17 N5 PEDESTRIAN SURVEY TOTAL PEDESTRIAN COUNT AT EACH SITE ALONG THE N Site 1 Site 2 Site 3 Site 4 Site 5 Site 6 Site 7 Site 8 Site 9 Figure 3: Total pedestrian counts at each site along the N5 3. COMMUTER, PEDESTRIAN AND LEARNER SURVEYS 3.1. METHODOLOGY FOLLOWED TO COMPLETE THE SURVEYS Pedestrian and commuter surveys were conducted next to the N5 with the help of volunteers. A total number of 1027 pedestrians/commuters walking or waiting for public transport were interviewed in this way. Questionnaires were also distributed to the school children who made use or had to cross the N5 on a daily basis. 463 learners completed questionnaires FINDINGS FROM PEDESTRIAN SURVEY AGE DISTRIBUTION OF PEDESTRIANS INTERVIEWED Of pedestrians interviewed (1027) 24% were 19 years or younger, while 76% were older than 20 years of age WALKING DISTANCE TO DESTINATION 46% walked between 1 and 5 km, while 29% walked less than 1 km. 7 % walked between 5 and 10km, while 10% said that they walked more than 10km REASONS FOR CROSSING OR WALKING ALONG THE N5 21% said that they were going to work, 17% to town, 15% to school, 13% to the clinic, 11 % to friends or family, 10% to the traffic department. 5% said that they walked to another town MODE OF TRANSPORT USED 79% indicated that they walked, while 7% used the taxi, 2% a bicycle and 2% used their own transport. 1% used a bus and 1 % said that they hiked. 13

18 3.2.5 FREQUENCY OF CROSSING THE N5 31% of people said that they crossed the road once a day and 9% crossed the road more than once a day, 22% crossed once a week while 15% crossed more than once a week. 10% crossed the road once a month while 11% did not answer the question and 2 % crossed seldom PERCEPTION OF SAFETY WHEN WALKING ALONG OR CROSSING THE N5 83% of respondents thought it was unsafe to walk along or cross the N POSITION OF PEDESTRIAN CROSSING Pathways of choice were equally distributed between paths 1, 2, 3 and 5 (16% to 18%), while 12 % chose path 4, 6% path 6 and 3% path FINDINGS FROM LEARNER SURVEY LEARNER AGE DISTRIBUTION Most of the children were between 14 and 17 years of age (76% of the sample). 17% were 14 years, 22 % were 15 years, 20% were 16 years and 17% were 17 years. 9% were younger and 15% were older SCHOOL GRADE DISTRIBUTION 49% of learners were in Grade 9, 25% were in Grade 8, 23% were in Grade 7 and 3% did not give an indication LEARNER GENDER DISTRIBUTION Males and females were equally distributed (47% female and 48% male, while 5% did not give an indication of gender RESIDENTIAL AREA FROM WHICH LEARNERS COME 90% of learners came from Fateng tse Ntsho LEARNERS MODE OF TRANSPORT TO AND FROM SCHOOL 91% of learners walked to school, 4% used public transport, 2% used private vehicle, and 1% used a bicycle LEARNER PERCEPTION OF SAFETY ON THE ROUTE TO SCHOOL 62% of learners thought that the route to school was unsafe, while 35% thought it was safe and 3% did not give and answer LEARNER VISIBILITY ON THE ROUTE TO AND FROM SCHOOL 75% of learners thought that they were visible during the day, while 34% said that they were visible in the night. 14

19 3.3.8 LEARNER VISIBILITY 66% of learners said that they wore light or reflective clothing to make them visible in traffic, 8% wore dangling tags, 8% wore clothes with visibility strips, 3% used shoes with reflectors, and 10% used nothing ROAD SAFETY EDUCATION 31% of learners said that they had more than 15 road safety lessons per year. 30% did not answer the question. 16% thought they had 1 to 5 lessons per year, 13% said that they had 6 tot 10 lessons per year and 10% said that they had 11 to 15 lessons per year. 15

20 4. CONCLUSIONS Table 4: Summary of conclusions from focus groups and surveys TOPIC ISSUES SUGGESTED SOLUTIONS Socio-economic profile Pedestrian safety Compared to the province, the community in this District is very poor, with various related problems such as little access to public transport, low household income and relatively low literacy levels. Pedestrians cross at any point and dash in front of oncoming vehicles Pedestrians walk too close to surfaced road Pedestrians visit the taverns and walk under the influence of alcohol Physically disabled persons have great difficulty to cross the road Pedestrians find it difficult to cross the road during peak traffic hours high vehicle volumes and excessive speed A large number of learners have to cross the N5 on a daily basis A road safety education or awareness project needs to integrate community development principles into the design of the project.. Provision of safe public transport could influence the quality of life and safety. Implement a comprehensive road safety education and training programme in the community Target taverns to educate pedestrians Implement a road safety education programme for learners focusing on road signs and safe pedestrian behaviour Implement a road safety awareness programme 16

21 Road infrastructure Traffic policing High volumes of traffic during peak hours make it difficult to cross the N5 Pedestrians (learners ) knowledge of road safety is very poor There are no formal dedicated pedestrian crossings Scholars from Fateng tse Ntsho who have to attend the secondary school in Paul Roux find it extremely difficult to cross the road during peak traffic hours There are not sufficient road signs and markings Visibility is poor at the N5/ Meduaneng junction curve in road and trees next to the road The N5 is too narrow little space for vehicles and pedestrians/cyclists The lack of fencing causes animals to stray onto the road Vehicles travel too fast There are no paved pedestrian walkways The N5 is full of potholes Traffic police are not visible enough Traffic officials are not available when needed Provide pedestrian crossing facilities (Fig.86) (Fig. 87) (Fig. 94) Improve road signs and markings Provide safe pedestrian walkways The N5 should be widened and pedestrian walkways provided Erect fences to keep animals off the road Implement traffic calming measures Provide facilities for physically disabled persons The N5 should be widened and pedestrian walkways provided Build a pedestrian bridge Increase visible traffic policing Create interaction opportunities with community Emergency services Emergency services are not good enough -response time Improve emergency services response times 17

22 very poor (up to 2 hours for ambulance from Bethlehem) Focus road safety education on emergency services Road safety Learners do not receive sufficient road safety education Develop a comprehensive road safety education programme for learners Education lessons at school in all school phases. Include road safety education orientation for educators Road safety The community is not aware enough of the importance of Implement an awareness programme in cooperation with provincial road awareness safe behaviour on the road safety officials and community role players Community and Learners are not aware of the fact that they are not visible Learners need to be made aware of their own vulnerabilities in traffic, learner surveys to motorists (night and day). including not being visible to motorists. More learners thought that it was safe to walk along or cross the N5 than adult commuters. (65% of learners thought the road was unsafe compared to 83% of adults). 18