TABLE OF CONTENTS 1. ACCIDENT STATISTICS FOR THE R37 TUBATSE... 1 1.1. ACCIDENT STATISTICS FOR JANUARY 22-SEPTEMBER 24... 1 1.2. ACCIDENT STATISTICS FOR PERIOD MAY 25-MAY 26... 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. 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 i
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 25-April 26...5 Figure 7: Percentage of accidents per month between May 25-April 26...6 Figure 8: Type of injuries in accidents on R37 May 25-April 26...6 Figure 9: Type of accidents on the R37 between May 25-April 26...7 Figure : % Type of accidents R37 between May 25-April 26...7 Figure 11: Hazardous locations on the R37...8 Figure 12: Road Safety Officials, Tubatse Transport Forum and SANRAL representatives... Figure 13: Tubatse community members participating in the focus group discussions... 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 26...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 26...2 Figure 2: Pedestrian counts Dilokong hospital (2): hourly intervals...2 Figure21: Pedestrian counts (3) at Dilokong hospital intersection, 21 June 26...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 26...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 26...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 26...24 Figure 28: Pedestrian counts at Batau High School: hourly intervals...24 Figure 29: Vehicle volumes (23) at the Steelpoort and Burgersfort crossing...25 Figure 3: Vehicle volumes (23) at the Bothashoek intersection...25 Figure 31: Vehicle volumes (23) at the Polokwane/Burgersfort intersection...26 Figure 32: Vehicle volumes (23) 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 ii
LIST OF TABLES Table 1: Focus group discussions and interviews...9 Table 2: Recommendations...27 Annexure1.35 iii
1. ACCIDENT STATISTICS FOR THE R37 TUBATSE Crash statistics were obtained from the Tubatse South African Police Service station for the period May 25-May 26. This statistics were used in conjunction with statistics obtained for the R37, Riba Crossing and Driekop for the period 22-25 and 25-26. Statistics for the year 24-25 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 22-SEPTEMBER 24 Figure 1: All accidents according to the day of the week Weekends had the most accidents contributing to almost 4% of the accidents on the R37. Fridays contributed to 2% of the accidents on the R37. Statistics for Saturdays and Sundays were equal (19%). 1
Figure 2: Accidents according to injuries and day of week In line with the information presented in Figure 2, weekends (January 22-September 24) 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. 2
Figure 3: Accidents according to injuries on the R37 According to the data, most accidents in which people were injured happened between 18: pm and 2: pm in the evening. This finding is consistent with national trends, as this is the time of the day (also between 5: am-6: 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: pm-2: pm. Approximately 15% of all the serious or fatal accidents happened between 18: pm-19: pm % between 17: pm-18: pm (dusk) and another % between 19: pm-2: pm. The mornings between 11: am 12: pm represented 8% of the accidents and injuries. Accidents with no injuries were also reported for the time 18: pm-19: pm (15%) and 19: pm-2: pm (11%). Mornings between 8: am-: 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 4% 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. 3
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 4
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 % 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 25-MAY 26 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 25-May 26. 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 25-April 26 July 25 had the most fatal accidents, followed by December 25 and February 26. Most accidents (19%) happened in July 25 and both December 25 and February 26 each 5
represented 18% of the fatalities on the R37. Serious injuries occurred mostly in March 26. Slight injuries were most prevalent during November 25 (23%), August 25 (12%) and February 26 (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 25-April 26 Figure 8: Type of injuries in accidents on R37 May 25-April 26 6
Figure 9: Type of accidents on the R37 between May 25-April 26 Figure : % Type of accidents R37 between May 25-April 26 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% 7
of the accidents. Farm animals were the cause of 2% of the crashes. Pedestrians represented 11% of accidents between May 25 and April 26. 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%. 8
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 26 to 1 June 26 and then again on 7 and 8 June 26. 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 3/5/26 1 Mashamotane, Driekop & Maroga 3,7,19 3 3 3/5/26 2 Riba Crossing 19 4 4 3/5/26 3 Great North Transport Bapedi 3 3 33 3/5/26 4 Sebope Primary School 11 7 9 16 3/5/26 5 Batau High School 5,31 3 3/5/26 6 Sehlaku High- learners, educators and traffic officials 8 6 14 3/5/26 7 Mogolo High School -1educator 7 4 8 8 16 learners 3/5/26 8 Sekakate Primary School 43 5 5 3/5/26 9 Mohlarutse High School 7 9 16 3/5/26 Burgersfort to Mooke 21 17 38 31/5/26 11 Ga-Maroga tribal office 19 8 3 38 31/5/26 12 Ga-Mashamthane (Batau-baga mashifane village) Chief Malapane, 7/6/26 13 Tubatse long-and short distance taxi organizations Mashamotlane, Riba, Driekop, Maroga 2 28 14 42 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 26 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. 9
Figure 12: Road Safety Officials, Tubatse Transport Forum and SANRAL representatives Figure 13: Tubatse community members participating in the focus group discussions
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. 11
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). 12
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 13
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 14
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. 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. 15
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 16
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. 17
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 6km/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 26 18
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: and 7:, when community members go to work. People seem to board their public transport in this area. 15: signals the afternoon pedestrian rush with people returning home. 19
Figure 19: Pedestrian counts (2) at Dilokong hospital intersection, 21 June 26 Figure 2: Pedestrian counts Dilokong hospital (2): hourly intervals Pedestrians seem to be concentrated early in the morning. Peak times for this site are between 6: and 7:, : -11: and then again between 17: and 18:. 2
Figure21: Pedestrian counts (3) at Dilokong hospital intersection, 21 June 26 Figure 22: Pedestrian counts Dilokong hospital (3): hourly intervals 21
3.1.2 PEDESTRIAN COUNTS AT BATAU HIGH Figure 23: Pedestrian counts on the R37 at Batau High School (1), 21 June 26 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 26 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 : increase that is seen in the graph above. 23
Figure 27: Pedestrian counts the R37 and Batau High School (3), 21 June 26 Figure 28: Pedestrian counts at Batau High School: hourly intervals 3.2. VEHICLE VOLUMES The study conducted in 23 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. 24
Figure 29: Vehicle volumes (23) at the Steelpoort and Burgersfort crossing Traffic volumes start to escalate between 9: and 11: in the morning, and then decrease again between 11: and 13:. Vehicle volumes rise again between 15: and 18: with the highest number of vehicles recorded between 17: and 18:. Figure 3: Vehicle volumes (23) 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. 25
Figure 31: Vehicle volumes (23) at the Polokwane/Burgersfort intersection Traffic volumes are the highest in the morning between 6: and 8: and further escalates between 9: and :, after which it decreases significantly. Afternoon traffic volumes restart again between 14: and 15: and reach a peak between 15: and 16:. Figure 32: Vehicle volumes (23) at the Modikwa mine Traffic volumes are the highest at this intersection between 6: and 7: in the morning and between 16: and 18: in the afternoon. 26
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 Lower the speed limit high and should be lowered through either law Implement speed calming measures 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 6km/h, 8km/h and a km/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. 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)
Traffic law enforcement Road signs Traffic safety awareness Road infrastructure Maroga / Dilokong mine access road Ga-Mathipa (Motlolo access road) 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. 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. 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. 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 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. Replace road signs where necessary Add additional appropriate road signs where necessary Focus on road sign education in the community 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). 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 28
Public facilities Stray animals transport Capacity building and skills development for 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 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:am - 9:am, and between 17:pm-19:pm 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 22 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. 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. There are various police stations and all of them capture their data in different manners. Incorrect and incomplete 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 Introduce a stray animal programme in cooperation with the community SAPS officials should receive training to capture accident data 29
government officials and community members Coalitions 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. 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. 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 2 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. 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 3
the heavy vehicles are on the road as well as the distribution of the mineworkers shift times 31
Figure 33: Posted speed limits on the R37 Figure 34: Safe crossing places are needed in Tubatse 32
Figure 35: Driver and pedestrian education is needed Figure 36: Dilokong hospital pedestrian activity and informal public transport rank 33
Figure 37: Stray animals on the R37 34
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 6: to 14: on 2 March 27. 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 38 commuters. 35
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? % 9 8 7 6 5 4 3 2 78 Vegetables / fruit 22 11 22 Cold drinks Raw meat Groceries Cigarettes Cooked and take-aw ay food 44 33 How long have you been operating from this point? 7 67 6 5 4 % 3 2 11 22 6 to 12 months 1 to 2 years More than 2 years 36
From whom did you obtain permission? 9 8 7 6 5 % 4 3 2 78 11 11 Municipality Self Tavern ow ner Do you pay any fees to operate from here? 9 8 7 6 5 % 4 3 2 22 Yes 78 No 37
How much do you pay? 9 8 7 6 5 % 4 3 2 78 11 11 15 25 Rand Who do you pay? 9 8 7 6 5 % 4 3 2 78 11 11 Municipality None Shack ow ner 38
Are there toilet facilities available for you to use? 7 67 6 5 4 % 3 33 2 Yes No Do you need water in your stall? 6 56 5 44 4 % 3 2 Yes No 39
Where do you get water from? 6 56 5 4 33 % 3 2 Home Hospital Tavern 11 Who removes the refuse from your stall? 7 67 6 5 4 % 3 33 2 Self Municipality 4
At what time do you start selling in the morning? 9 8 7 6 % 5 4 3 2 89 6: to 6:59 7: to 8: 11 What time do you stop selling in the afternoon? 6 56 5 44 4 % 3 2 17: to 17:59 18: to 18:59 41
Is this a 7-day week business? 9 8 7 6 5 % 4 3 2 78 Yes 22 No Where do you store your produce overnight? 12 8 % 6 4 2 Home 42
How far do you live from here? 5 45 4 35 3 % 25 2 15 5 44 22 11 11 11 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? 5 45 4 35 3 % 25 2 15 5 44 33 11 11 Walk Taxi Bicycle Ow n transport 43
Is a formal market place in the area needed? 7 67 6 5 4 % 3 33 2 Yes No Will a formal stall improve your sales? 6 56 5 44 4 % 3 2 Yes No 44
Where should such market be situated? 5 45 4 35 3 % 25 2 15 5 44 44 Next to hospital Opposite corner What facilities are needed at such market? 3 25 2 22 22 % 15 11 11 11 11 11 5 Stall with security Running water in stall Communal water Electricity in stall Shelter for commuters Toilets free for commuters Toilets paid for by commuters 45
How much are you prepared to pay per week for such a stall? 9 8 7 6 % 5 4 3 2 56 33 11 R5 R More than R15 Who should manage such a market? 9 8 7 6 % 5 4 3 2 56 Municipality 44 Person appointed by stall ow ners and transport operators 46
If there is a formal market, should informal stalls be prevented? 9 8 7 6 % 5 4 3 2 67 Yes 33 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 6: and 19: 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 47
3.2 Bus and taxi driver survey results Demographics: Type of transport (N=17) 8 9 8 N 6 4 2 Taxi Transport Bus Number of trips to this point 6. 52.9 % 4. 2. 11.8 17.6 17.6. 1 to 3 4 to 5 6 to 7 More than 7 Number of trips 48
Number of trips from this point 6. 52.9 4. % 2. 23.5 17.6 5.9. 1 to 3 4 to 5 6 to 7 More than 7 Number of trips Time spent between trips 6. % 4. 35.3 23.5 29.4 2. 11.8. Less than 15 min 15 to 3 min 31 to 45 min Longer than 1 hour Time spent between trips 49
Longest parking period 6. % 4. 41.2 29.4 23.5 2. 5.9. Less than 15 min 15 to 3 min 31 to 45 min Longer than 1 hour Time spent between trips Time of day parked for a longer period 6. 4. 41.2 % 2. 23.5 17.6 17.6. 6: to 9: 9:1 to 12: 12:1 to 15: 15:1 to 18: Period parked 5
Is a formal commuter facility needed at this point?. 94.1 8. % 6. 4. 2.. 5.9 Yes No What types of facilities are needed?. % 8. 6. 4. 2.. 58.8 17.6 23.5 5.9 Shelter Stalls to buy food Toilets Seating Facilities 51
What types of facilities are needed for vehicles?. 8. 76.5 % 6. 4. 2.. 23.5 Long term parking space Facilities Short term parking space - stop and go What types of facilities are needed for the drivers of taxis and buses?. 8. % 6. 4. 52.9 35.3 2.. 5.9 5.9 Shelter Seating Toilets Food Facilities 52
Willingness to pay a fee for a public transport facility. 8. 7.6 % 6. 4. 2. 29.4. Yes No Average passengers to this point per day 14. 12. 125.. 88.8 % 8. 6. 4. 2.. Taxi Bus 53
Average passengers from this point per day % 2. 18. 16. 14. 12.. 8. 6. 4. 2.. 77.6 Taxi 171.6 Bus Average passengers to this point per day 8 % 6 4 2 4 4 3 2 2 2 1 to 5 51 to 1 to 15 151 to 2 Taxi Bus 54
Average passengers from this point per day 8 % 6 4 7 4 Taxi Bus 2 1 1 to 5 51 to 1 to 15 1 2 1 1 151 to 2 21 to 25 31 to 35 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 3 minutes while only 11.8% spend more than 1 hour between trips The drivers who park for more than one hour do so between 9: and 12: 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 55
3.3 Commuter survey results Commuters - sample by age 18 16 14 13 13 17 14 12 % 8 6 4 2 1 2 6 7 4 5 3 2 2 1 5 to 9 to 14 15 to 19 2 to 24 25 to 29 3 to 34 35 to 39 4 to 44 45 to 49 5 to 54 56 to 59 6 to 64 65 to 69 7 to 74 75 to 79 8 and older Age Commuters - sample by gender 6 55 5 45 4 % 3 2 Male Female Gender 56
Frequency of making use of public transport to this area 3 25 2 % 15 5 13 25 2 22 15 5 Once a day More than once a day Once a week More than once a week At least once per month Seldom Frequency Where commuter is travelling to or from 4 35 3 25 % 2 15 5 35 17 26 5 2 2 3 To/from work To look for work To/from school To/from hospital To/from town social To/from friends and family To another town Other Destination 57
How far do you travel in total for this trip? 45 4 35 3 25 % 2 15 5 26 4 2 5 Less than 1 km 1 to 5 km 6 to km 11 to 2km More than 2 km Travel distance What type of public transport do you use? 6 5 4 % 3 2 44 5 3 3 Taxi Bus Private transport Walk Public transport mode 58
Waiting time for taxi 45 4 35 3 25 % 2 15 5 32 38 14 12 3 Dont have to wait About 15 minutes About 3 minutes More than 3 minutes Did not answer Waiting time Waiting time for bus 4 35 3 31 36 25 % 2 17 15 5 11 6 Dont have to wait About 15 minutes About 3 minutes More than 3 minutes Not applicable Waiting time 59
Is a formal bus taxi facility needed in this area? 9 85 8 7 6 5 % 4 3 2 15 Yes No Where should such a facility be situated? 8 7 71 6 5 % 4 3 29 2 Next to hospital Opposite corner 6
What facilities shold be there? 4 35 3 37 3 35 25 % 2 22 15 5 Shelter Stalls to buy food, etc Toilets Seating Is there a formal market place needed? 9 8 9 7 6 % 5 4 3 2 9 1 Yes No No answer 61
Where should such market be situated? 8 75 7 6 5 % 4 3 25 2 Next to hospital Opposite corner What would you prefer to buy from hawkers at such market? 6 5 5 4 33 % 3 2 18 11 22 12 7 Vegetables and fruit Cold drinks Raw meat Alcohol Groceries Cigarettes Clothes Cooked food and take-aways 62
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 2% travel less than 1km The majority make use of bus transport but the difference between bus transport (5%) 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 9% 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 63
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 64