eThekwini Road Safety Plan - Durban · Consultants List The following is a list of consultants that...

eThekwini Road Safety Plan

Final

December 2004J24139B

2005 - 2010

Consultants List

The following is a list of consultants that contributed to the preparation of the eThekwini RoadSafety Plan:

Arcus GibbArupCSIRDLCEMMC EngineersPhepha InternationalProf. Chris RoebuckSilver FalconVela-VKE

STATUS: Final 1-Feb-05

ETHEKWINI ROAD SAFETY PLAN

Table of ContentsPage

1. INTRODUCTION – WHY LOCAL ROAD SAFETY PLANS? 1-1

2. ETHEKWINI THE CARING CITY? 2-1

3. THINKING ABOUT ROAD SAFETY: BASIC PRINCIPLES 3-1

4. ASSESSMENT OF THE CURRENT ACCIDENT SITUATION 4-14.1 Which areas are worst? 4-2

4.2 Age and Gender Characteristics 4-6

4.3 Which sections of road are worst? 4-6

4.4 The most vulnerable road users 4-7

5. ASSESSMENT OF CURRENT ROAD SAFETY ACTIVITIES 5-15.1 Education 5-1

5.2 Engineering 5-2

5.3 Enforcement 5-4

5.4 Emergency Services 5-5

5.5 Evaluation 5-6

5.6 General 5-7

6. STRATEGIC THRUST 1: GETTING THE BASICS RIGHT 6-16.1 Engineering 6-1

6.2 Education 6-4

6.3 Enforcement 6-6

6.4 Emergency Services 6-8

6.5 Exposure 6-10

7. STRATEGIC THRUST 2: ROAD SAFETY MANAGEMENT AREAS 7-17.1 Pedestrians in the 5 to 9 and 10 to 19 age categories 7-1

7.2 Pedestrians in the 20 to 30 age category in the Durban CBD 7-3

8. STRATEGIC THRUST 3: FOCUSSED AREA-WIDE STRATEGIES 8-18.1 All Drivers, but Especially Male drivers in the 20 to 30 age category 8-1

8.2 Public Transport 8-2


9. ROAD SAFETY CALENDER 9-1

10. EVALUATING SUCCESS 10-1

11. INSTITUTIONAL ARRANGEMENTS 11-111.1 eThekwini Road Safety Council (ERSC) 11-2

11.2 The eThekwini Road Safety Technical Committee 11-3

11.3 Road Safety Enforcement Working Group-Joint Coordination Committee (JCC) 11-4

11.4 Road Safety Education Work Group 11-6

11.5 Road Safety Engineering Work Group 11-7

12. FUNDING AND ACTION PROGRAMME 12-112.1 Sources of Funding 12-1

12.2 Action Programme – next five years 12-1


LIST OF FIGURES Page1.1 International Comparison of Road Deaths 1-11.2 Accident Trend in KZN and South Africa 1-21.3 eThekwini Fatal Accident Trend 1-34.1 Accident Occurrence per Area 4-34.2 Pedestrian Accident Occurrence per Area 4-44.3 Minibus Taxi Accident Occurrence per Area 4-54.4 Worst Sections of Road 4-7

LIST OF TABLES Page2.1 10 Years of Accidents 2-14.1 eThekwini Accidents Statistics – Year 2001 4-14.2 Vulnerable Road User Groups 4-8


Glossary of Terms and Abbreviations

RSB eThewini Road Safety Branch

RSEO eThewini Road Safety Education Officers employed by the DurbanMetro Police Services

CRSC Community Road Safety Councils operating throughout the KZNprovince, established by the KZN-Department of Transport

DMPS Durban Metropolitan Police Services

RTI Provincial Road Traffic Inspectorate

HAZLOC Hazardous location in terms of high accident occurrence

SAFE ROUTESTO SCHOOL This programme designed by the CSIR, is an integrated approach

to road safety that is taken to schools that focusses on the safetransportation of learners to and from school, with a key focusarea on pedestrian safety. It can be integrated into the curriculumas well as be run as a non-formal programme of the school. Itconsists of setting up a working group of the school governingbody, learners, road safety officer, local council representative,taxi association, business, parents and other key role players.This group then performs a safety audit that is run by learners ofthe school environment, they plan possible interventions,implement them and evaluate them, in order to create a safe roadenvironment for learners of the school. The package consists of a'how to' guide on running the programme; assessmentquestionnaires with a section on how to score them; creative ideasbooklet for road safety projects at the school. This programme canbe used at both primary and secondary school levels.

CIT Child-in-TrafficThis programme focusses on the target group of learners betweenthe ages of 3 and 8 years, with the focus on teaching learners tobe safe pedestrians. The learner is taken through various stagesof traffic situations. Interaction is encouraged, whilst skills andknowledge are imparted. It consists of a CIT flipchart and ateacher's guide. The training workshop for teachers is an eighthour course which includes a certificate and free educationalmaterial to be used after the completion of the course.

STEP Safety in Education ProgrammesThis programme covers the development of perceptual skillsduring the first three school years. It is aimed at the totaldevelopment of the learner - physical, cognitive, affective andsocial. The programme has been developed in such a way thatthe content is integrated with contents of the different learningprogrammes. It comes in the form of a flipchart with multi-purposepictures.


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1. INTRODUCTION – WHY LOCAL ROAD SAFETY PLANS?

The World Health Organization projects that by 2020, road collisions will place the third highest

burden on healthcare worldwide after cardiovascular disease and major depression. Traffic

fatalities will be the 6th leading cause of death worldwide and the second leading cause of

disability-adjusted life.

Statistics indicate that already worldwide, 1.2 million people die annually in road traffic

accidents. Awareness of this as a priority health issue was fully acknowledged during 2004,

when for the first time, World Health Day was dedicated to Road Safety.

In South Africa during 2001, there were 8754 fatal traffic accidents resulting in the death of

11201 people (Source: www.arrivealive.co.za). In all there were 470 000 collisions at a cost to

the country of R14 billion.

Generally, the South African road safety performance is relatively poor as indicated by the

comparison of South African statistics with those of some other OECD countries (refer to Figure1.1).

Figure 1: Comparison of Road Accident Fatalities per 100 000 population in Thirteen Countries

SourceInternational: International Road Traffic and Accident Database (IRTAD)South Africa: SAPS reports to Arrive Alive Fatal Accident Information Centre

2002: COMPARISON OF ROAD DEATHS (per 100 000 people per country)

0

5

10

15

20

25

Fata

litie

s / 1

00 0

00 p

eopl

e

Figure 1.1: International Comparison of Road Deaths


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The national government has recognized the need to address road safety and has developed

the “Road to Safety Strategy” as well as the Arrive Alive Program that is currently going into its

eighth phase. At provincial level in KwaZulu -Natal (KZN), the Asiphephe programme has been

running for several years.

However, despite these programmes and efforts, Figure 1.2 indicates a rising accident trend in

South Africa as a whole. The year 2003 indicates a slight decline in the KZN accident rate,

which is encouraging provided that it can be sustained.

Annual Number of Fatal Accidents Per 100 000 Population

0

5

10

15

20

25

30

1998 1999 2000 2001 2002 2003

Year

acci

dent

rate

per

100

000

po

pula

tion

KZN RSA

Figure 1.2: Accident Trend in KZN and South Africa

During 2001, 51% of all accidents occurring in South Africa occurred in the eight largest urbanareas, namely, eThekwini, Tshwane, Johannesburg, Ekurhuleni, Mangaung, Nelson Mandela,

Buffalo City and Cape Town). In eThekwini, Cape Town and Tshwane, 60% of all traffic

fatalities involved pedestrians.

The split between the number of urban and interurban accidents is an important considerationin targeting accident causes because interurban traffic characteristics and trip purposes are

different from urban ones. For example, interurban trips are generally longer, resulting in fatigue

being a major contributing factor. Also interurban traffic flows are subject to the holiday


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seasonal influences that allow for concentrated law enforcement during certain times, whereas

law enforcement in urban areas needs to be ongoing in order to have an impact.

Despite the magnitude of the road safety problems within the jurisdictions of local government,

and although the responsibility for remedial measures usually falls within that sphere of

government, there has to date been little attempt to involve local government in the national and

provincial strategies.

Also, the current activities of eThekwini to improve road safety seem to be relatively ineffective.

Figure 1.3 indicates that fatal accidents in eThekwini are also still showing an upward trend.

However this should be considered with reference to international experience. In developing

countries with emerging economies that have an associated increase in mobility, accident

trends have continued to increase despite concerted effort being directed towards road safety.

Fatal Accidents Per 100 000 Population

0

10

20

30

1998 1999 2000 2001 2002 2003

Year

Rat

e

Figure 1.3: eThekwini Fatal Accident Trend

In summary it can be said that:

• National and Provincial plans and programmes are not able to effectively take into

account the different accident patterns prevalent in urban areas as a result of different trip

making characteristics; and

• although local government does tend to address road safety issues in various ways there

is a lack of a direct and dedicated institutional response and accountability for road safety

outcomes.


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There is therefore a need to have a clear, bold and decisive road Safety Plan at local

government level, to direct and drive co-ordinated efforts in the fields of education, engineering,

enforcement and publicity around specific campaigns aimed at specific targets and issues.

The eThekwini Transport Authority (ETA) has therefore invested considerable resources in

producing a first comprehensive Road Safety Plan. Within the ETA organizational framework,

special provision has been made for a Road Safety Branch under the Department of Strategic

Transport Planning. It will be the responsibility of the Manager of the Road Safety Branch to

implement the Road Safety Plan in terms of ensuring that co-ordination of the projects

undertaken by the various stakeholders are in line with the plan.

The ETA organizational framework is shown below.

eThekwini Transport Authority Framework


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2. ETHEKWINI THE CARING CITY?

eThekwini’s Vision Statement declares its intention to be Africa’s most caring and livable city:

“By 2020, eThekwini Municipality will enjoy the reputation of being Africa’s most caringand livable city, where all citizens live in harmony. This vision will be achieved bygrowing its economy and meeting peoples needs so that all citizens enjoy a high qualityof life with equal opportunities, in a city that they are truly proud of.”

In taking up the responsibility of ‘caring’, the city has a duty to respond to the challenge posed

by any threat to the well-being of its citizens. Road traffic accidents are one such threat. TABLE

2.1 shows the extent of the threat.

TABLE 2.1: 10 YEARS OF ACCIDENTS

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Deaths 599 645 717 620 603 633 545 608 710 742

Serious injuries 2386 2498 2337 2336 2600 2848 3195 3710 3840 3791

Total Costs R millions 692 1020 1103 1211 1274 1376 1534 1769 2007 2241Please note that the boundaries of eThekwini have changed over these years.

This means that in the last ten years there were 6400 deaths (1200 of these are children) and

30 000 serious injuries at a total cost to eThekwini of around R14 billion.

Accident statistics however, do not tell the whole story. They do not emphasize the magnitude

of personal suffering and financial loss to the accident victims and their families as well as the

economic loss to the greater community in terms of skills.

The following are just a few descriptions of traffic incidents that have taken place in the

eThekwini municipality since the beginning of the year 2004:

• On a sunny Monday afternoon on the 19th April, 3 children were walking home from school onNewlands East Drive. At Albacore Crescent they decided to cross Newlands East Drive, justas a minibus taxi was approaching. All three ran into the road. One of the children, a 9-yearold boy, hesitated in the middle of the road and suddenly turned back. The driver of theminibus taxi tried to swerve for him, but it was too late. The 9-year old boy died. Aneyewitness said that the child was dragged quite a few meters before the vehicle came to astop.

• On Wednesday 12th May at 08:00 in the morning, a 14-year old girl was hit by a minibus taxiwhilst attempting to cross the Kwamashu Highway at the Malandela Bridge. She was draggedalong the road by the vehicle for 200m.

• On the night of Friday the 21st May at 08:45pm, a 34-year old man was travelling in his OpelAstra on the N3 towards Pietermaritzburg. He was in the fast lane as he approached the


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Kassier offramp. All of a sudden, a Toyota Corrolla came over the median barrier andoverturned in the fast lane in front of him. There was no time to avoid the collision. The 27-year old male driver of the overturned Toyota Corrolla died.

• On the night of Friday, June 4th at 7:30pm, two women and their two children were travellingsouth on the M4 towards the Durban City Centre in a Daewoo. At the intersection with ArgyleRoad, an Uno travelling eastbound on Argyle, ran the red light and collided with the Daewoo.The 18-year old male driver of the Uno died. Both women in the Daewoo sustained seriousinjuries. Their children sitting in the back seat, a 9-month old baby and a 9-year old girl wereslightly injured.

The above descriptions are real and traumatic. They have left deep and permanent scars in

several families who have lost their loved ones and they will continue to impact the socio-

economic fabric in terms of the loss of skills and human potential. If eThekwini truly endeavors

to be a caring city, then this scourge demands to be tackled with vigour and resolve.

Also, the 2010 Soccer World Cup will put the spotlight on South African Cities and it would be

desirable for eThekwini to be seen to be achieving some specified road safety outcomes by

then in support of its vision to be a ‘caring’ and ‘liveable’ city.


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3. THINKING ABOUT ROAD SAFETY: BASIC PRINCIPLES

The Road Safety Plan for eThekwini must be appropriate in the eThekwini context.

Any road safety plan and strategies must be developed from a thorough analysis of road accident

patterns and causes. The more accurate and detailed the data is, the more focussed the strategies can

be.

Road safety strategies need to be multi-disciplinary and include all stakeholders if they are to be

effective.

The plan has to be realistic in what it aims to achieve within current financial and resource constraints. It

is unlikely that there will be an immediate and dramatic increase in resources.

Although the plan must be realistic, it must still assess and define the entire range of strategies and

actions that need to be eventually implemented. These actions need to be prioritized according to

resource constraints.

In order to address road safety effectively, peoples’ attitudes and behavioural patterns need to bechanged. This kind of change doesn’t happen overnight and unfortunately, there is no quick fix available.

It is a question of putting foundations in place and then gradually building upon them.

This means that many of the crucial strategies that have to be implemented immediately are unlikely toproduce dramatic short-term results, but they are absolutely critical in achieving sustainable long-termchange.

In developing engineering, education and enforcement strategies, both short and long term perspectives

need to be considered. It is also accepted that road accident injuries will continue to take place and that

emergency and related services are essential to minimize the consequences of injury.


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4. ASSESSMENT OF THE CURRENT ACCIDENT SITUATION

An assessment of the current accident situation has been undertaken. Annual accident

summaries for eThekwini as produced by the Road Safety Branch were used as background to

the assessment.

With a view to being able to provide target areas for enforcement, publicity and education

campaigns, the purpose of the assessment was to be able to identify:

which road user groups are involved in accidents in which areas which road user groups are involved in accidents on which major road sections.

the age profiles of drivers and pedestrians involved in accidents

Road user groups identified for investigation were:

All Road Users

Pedestrians

Minibus Taxis

Buses

Heavy Vehicles

Light Delivery Vehicles/Bakkies

Cars

It was noted that there are relatively few cyclist and other non-motorized accidents occurring

and therefore they were not included as a user group. However if non-motorized transport

increases they may need to be included in future analysis.

A summary of the accidents in eThekwini for each of the road user groups is shown in TABLE

4.1.

TABLE 4.1: eThekwini Accident Statistics – Year 2001Road User Group Total Number of

AccidentsNumber of

People KilledNumber of

PeopleSeriouslyInjured

Pedestrians 7478 362 1716Minibus Taxis 9757 58 606Buses 2962 3 42Heavy Vehicles 5026 7 32Light Delivery Vehicles/Bakkies 17403 28 355Cars 56987 118 734


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4.1 Which areas are worst?

These results are based on three years of accident data (2000 to 2002). The zones weredeveloped from the eThekwini traffic zones and consolidated into main residential,commercial and industrial areas.

4.1.1 Total Accidents

Figures 4.1 shows the overall accident occurrence in each area within

the eThekwini Municipal Boundary. The area with the highest accident

occurrence is the Durban CBD. The five worst areas are highlighted:

Durban CBD

Morningside

Umlazi

Chatsworth

Pinetown

(not in priority order, and areas are defined in figure 4.1)

4.1.2 Pedestrian Accidents

Figure 4.2 shows the five worst areas for pedestrian accidents:

Durban CBD

Umlazi

Kwamashu

Chatsworth

Phoenix


4.1.3 Minibus Taxi Accidents

Figure 4.3 shows the five worst areas for minibus taxi accidents. The

worst five areas for minibus taxi accidents are the same as those for

pedestrians except that Pinetown replaces Chatsworth in the worst five:

Durban CBD

Umlazi

Kwamashu

Phoenix

Pinetown



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4-6

4.2 Age and Gender Characteristics

4.2.1 Driver Age and Gender

Young drivers are proportionately more involved in accidents than older

drivers. The 25 to 29 age category has the highest incidence of accident

involvement. Ninety percent of the drivers involved in accidents in this

age group are male.

In Phoenix there is a proportionally higher percentage of drivers involved

in accidents in the 20 to 29 age group than in other areas. Thirty five

percent of drivers involved in accidents are under the age of 30.

4.2.2 Pedestrian Accidents in More Detail

Of all the accidents, those involving pedestrians are the most severe in

terms of fatalities and serious injuries. Of the five worst pedestrian

areas, accidents in Umlazi have the highest severity, but the CBD has a

greater number.

The pedestrian accidents in Umlazi, Kwamashu, Phoenix and

Chatsworth are characterized by a significant involvement of children

under the age of 10 years old. Twenty percent of all pedestrian

accidents in these areas involve children under the age of 15 years. In

the Durban CBD the 20 to 29 age group has the highest involvement in

pedestrian accidents.

4.3 Which sections of road are worst?(Based on 3 year averages for all accidents 2000-2002)

The overall worst five road sections per kilometer of roadway are:

FROM: TO:• N2 freeway M19 Umgeni Rd Interchange M21 Inanda Rd Interchange• R102 (South Coast) Blamey Intersection M7 Edwin Swales• M4 Old Dutch M8 Botanic Gardens Cross• M17 Argyle R102 Umgeni Playfair Rd• R102 Umgeni Argyle M4 Old Fort


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The accident ranges are shown diagrammatically in Figure 4.4.

Figure 4.4: Worst Sections of Road

4.4 The most vulnerable road users

All pedestrians, but especially children are the most vulnerable of all road users. When

children under 10 years of age are involved in a collision with a motorized vehicle, the

height at which the impact occurs with their bodies causes severe damage to vital

organs.

Male drivers under the age of 30 are the most vulnerable to accident involvement

throughout eThekwini, and even more so in Phoenix. This age group is typically

associated with speeding, driving whilst under the influence of alcohol and drugs, driving

without a seatbelt, cell phone usage while driving, aggressive and reckless driving and

driving home in the early hours in a fatigued and intoxicated condition. These dangerous

behavioural patterns will need to be the target of area-wide law enforcement and media

campaigns.


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TABLE 4.2 summarizes the target vulnerable road user groups per category and area:

TABLE 4.2: VULNERABLE ROAD USER GROUPSAge Group Road User Group Location0-9 pedestrians Umlazi

KwamashuPhoenixChatsworth

10-19 pedestrians UmlaziKwamashuPhoenixChatsworth

20-29 pedestrians Durban CBD

20-29 Drivers entire municipal area


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5. ASSESSMENT OF CURRENT ROAD SAFETY ACTIVITIES

An assessment of the current road safety activities and initiatives at national, provincial and

local level has been undertaken for all the sectors, namely education, engineering,

enforcement, emergency services, and evaluation. The results are summarized in Sections 5.1

to 5.5

5.1 Education

5.1.1 NATIONAL

The National and Provincial Departments of Transport are responsible for the road safety

education strategy and for the dissemination of road safety educational material to

schools and communities. Involvement of communities in road safety matters is actively

encouraged. The road safety activities of the department are guided by the “Road to

Safety Strategy” and include the ongoing Arrive Alive Campaign.

The Department of Education makes material available to the schools as part of a

curriculum, but the quality and frequency of road safety education is dependent on the

educator’s motivation for the subject. The perception is that education stops after the

introductory phase.

5.1.2 KZN PROVINCE

The KZN Department of Transport currently has seven road safety officers in its employ

to run various road safety education and publicity campaigns. In addition to these seven,

Community Road Safety Councils (CRSC) have been established in line with the national

department’s endorsement of community involvement in road safety.

Community Road Safety Councils (CRSCs) currently operate in the following areas:

• Kwamashu

• Umlazi

• Durban Metro (Umbumbulu)

• Albert Luthuli (includes Umhlanga, Tongaat, Verulam and Inanda)

• Cato Manor


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Additional CRSCs are planned for:

• Durban South (Chatsworth, Lamontville, Merebank)

• Outer West – Pinetown

• Inner West – Pinetown

According to the KZN – Department of Education, Road Safety is a compulsory part of

the curriculum. However schools can adapt or extend the program to their particular

needs and interests. There is a lack of information regarding the specifics of what each

school does.

5.1.3 ETHEKWINI

There are fifteen municipal Road Safety Education Officers (RSEOs) in the Durban

Metropolitan Police Service (DMPS) deployed in road safety education in the five

operational entities. All fall under different sections of the organizational structures in the

various operational entities and as a result have different resources and priorities. These

are not necessarily road safety education.

• There is a general lack of dedicated resources in terms of staffing, vehicles, office

space, equipment and funding

• Interdepartmental co-ordination at local level is an issue.

• There seems to be a lack of data on which schools have been visited, and which

learners have been exposed to what material.

5.2 Engineering

5.2.1 National

The NDoT is involved with planning and policy related to Road Safety

Engineering. The implementing agency is SANRAL. Many of the projects

have their origins from maintenance or capacity concerns and are

motivated only in part by safety concerns.


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5.2.2 Provincial

The KZN-DoT is responsible for on the ground delivery of Arrive Alive and

this has included joint engineering-enforcement projects. Many of their

engineering projects have been identified by community structures.

5.2.3 eThekwini

Within eThekwini at local government level, many of the implementation projects are

safety related or have a strong safety element. Many are identified by councillors or

members of the community and may therefore not go through the same technical

procedures as other projects. This could result in the overlooking of other sites more

needful of attention.

The following gaps have been identified:

• Although a number of hazardous locations are identified each year, there is currently

no formal municipal-wide hazardous location programme including a predetermined

network screening and prioritization procedure.

• Road Safety is addressed reactively. There are few if any proactive road safety

audits of new roads, public transport services and infrastructure, land developments

and townships.

• There is a need for more ‘Intelligence’ in support of the road safety effort.

Development of the Geographic Information System (GIS) is ongoing. Although the

eThekwini accident data base on its own is arguably the best in the country, much

work still has to be done to link the various systems, for example, traffic volume data,

geometric data, accident data, offence rates etc into one information system that can

provide customized support data to the various Road Safety Agencies.


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5.3 Enforcement

Three organizations are involved in traffic enforcement matters in eThekwini:

• SAPS

• KZN DoT - Road Traffic Inspectorate (RTI) and Public Transport Enforcement Unit

• DMPS

The general SAPS only attend traffic accidents to gather evidence and prepare cases of

culpable homicide. At roadblocks, their presence is crime related. However, the SAPS:

Accident Unit does involve itself in active traffic enforcement.

The RTI is involved in traffic law enforcement and attendance at accidents on national

and provincial roads. Although they have jurisdiction on all KZN roads, they leave the

local roads to the DMPS. The Public Transport Enforcement Unit consists of 40

members and has been formed as a response to taxi violence. They target mainly the

"unlawful operator" who has failed to register his vehicle or fleet with the Transportation

Board as well as those who have registered but fail to adhere to the conditions of their

permits.

The function of the Durban Metropolitan Police Service is threefold: traffic policing, City

Bylaw infringements and assisting the SAPS with crime prevention. They are meant to

dedicate 60% to traffic law enforcement but crime prevention priorities intervene. Over

and above the general force, there are 3 special units:

• Special Events Unit,

• Speed Timing Unit- 29 personnel

• Public Transport Unit – 15 personnel dedicated to public transport vehicle fitness, taxi

and route permits, professional driving permits and taxi ranks

The following is a summary of identified gaps:

• difficulty with recovery of outstanding traffic fines

• no dedication to road safety and traffic law enforcement as core functions of policing


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• lack of co-ordinated traffic law enforcement with SAPS Accident Unit, Durban

Metropolitan Police Service (DMPS) and Road Traffic Inspectorate (RTI).

• need for specialist traffic law enforcement personnel

• inadequate court capacity: cases are being struck off the roll due to overloading and

can be delayed for up to two years.

• need for training in the principles of targeted law enforcement

• need for ‘intelligence’ to be made available to enforcement i.e. accident and offence

rate data in support of strategic deployment

• insufficient capacity and resources

5.4 Emergency Services

Research has shown that once a road traffic accident has occurred, critical trauma cases

are more likely to survive if they are treated within 60 minutes (also known as the

‘Golden Hour’). Within eThekwini it was found that inefficiencies and current resource

constraints are having a detrimental effect on the ability to attend to accident victims

within the ‘Golden Hour’:

• Instead of one well-known number, there are numerous emergency numbers and call

centres both public and private operating in the country.

• The eThekwini emergency number 031 361 0000 is not a free call number.

• The most under-resourced of the emergency service providers is the provincial

ambulance service. There is 1 ambulance per 111 000 people (the desirable

international standard would be 1 per 10 000 people. Approximately 300 additional

vehicles would be required to meet this standard with the accompanying additional

staff to man them).


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• Accident trauma patients have to be treated at a level 2 District Hospital. If accident

victims are unconscious and cannot request an alternative, they are automatically

taken to a level 2 government hospital. The existing district hospitals are already

overburdened and the northern and outer west areas do not have one, resulting in

accident victims having to be transported over longer distances.

• Allegations of corruption at call centres needs to be investigated.

• Each call centre provides a response. A lack of co-ordination and competition

between public and private service providers, results in a waste of scarce resources

as well as unsafe driving practices, as two or more vehicles race each other to the

same accident scene.

• There is no single set of protocols that apply to all the service providers at the scene.

It is unclear who manages the scene and there have been reports of serious

disagreements.

• The various emergency service providers cannot communicate directly with one

another, but must do so through their respective call centres, causing further delays.

• There is lack of data available regarding response times, both pre- and post

hospitalization.

There is an urgent need for the issue of private versus public competition and the dire

state of affairs regarding funding for emergency services to be dealt with by definitive

policy and legislation at a national level.

5.5 Evaluation

There is no structured, formal “before-and-after” evaluation of road safety activities from

any of the spheres of government. That an activity was undertaken or a project

implemented is currently regarded as sufficient and ‘successful’.


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5.6 General

In summary it was found that:

• there is a lack of effective co-ordination and integration of the road safety activities

carried out by various organizations and at various levels of government.

• there is a lack of performance and outcomes measurement

• there is a lack of accountability with regard to road safety outcomes.

• there is insufficient supporting data to control and manage road safety

• institutional arrangements are complex and dysfunctional in some instances.

• there are insufficient dedicated resources for road safety. For example, in

engineering, safety projects must often piggyback onto capacity related projects. In

enforcement, crime prevention generally takes precedence. Most agencies are 50%

understaffed.

These deficiencies mean that road safety does not easily enjoy the priority that it should

within the various agencies. Activities are carried out on an ad hoc basis and are

founded upon perceptions instead of the facts. A lack of co-ordination reduces the

impact that integrated activities could have had and wastes limited resources.

In order to remedy the situation, a three pronged approach will be followed:

KEY STRATEGIC THRUST 1: Getting the basics right

KEY STRATEGIC THRUST 2: Road Safety Management Areas

KEY STRATEGIC THRUST 3: Focussed area wide strategies


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6. STRATEGIC THRUST 1: GETTING THE BASICS RIGHT

The situation with regard to road safety in many developing countries can be compared with

similar situations that existed in the motorized or first world countries around the 1960s.

Since then developed countries have responded to the road safety situation by putting in place

institutional arrangements, information, research, specialized skilled practitioners and dedicated

financial resources. Today, major differences between the motorized and motorizing countries

lie in the administration and management of road safety.

The first course of action for the eThekwini Road Safety Plan will be to lay the foundationswhich include:

• dedicated institutional structures to respond to road safety

• co-ordination of the various institutional structures

• dedicated staff and funding

• information requirements ensure valid measurement of the effectiveness of strategies

• road safety as a mandatory twenty first century life skill

• citizenship (the motivation to be contribute to the road safety effort and to adhere to road

user practices that do not endanger the lives and property of ones fellow citizens)

The following specific issues and strategies for each sector, all form part of the Road Safety

Foundations for eThekwini.

6.1 Engineering

6.1.1 Issue: Lack of a formal local council hazardous location (hazloc)elimination programme

The eThekwini Road Safety Branch maintain a comprehensive traffic accident databasethat is arguably the best in the country. The information is in the process of being enteredinto GIS.

Accident data identifies locations that stand out with regard to high accident frequency.Traffic calming projects or safety projects are also identified by communities orcouncilors. The Road Safety Branch then carries out a safety audit if necessary. Therequired remedial measures are then passed on to the Engineering Branch forimplementation within the constraints of their budget.


6-2

However in order to make the best possible use of scarce funding, a formal hazardouslocation (hazloc) programme is necessary.

Strategy: Introduce a formal HAZLOC Programme

• eThekwini Road Safety Branch will undertake HAZLOC identification

and then pass it onto the Engineering Branch for implementation.

• The relative exposure to the risk of an accident will be incorporated

into the assessment.

• Hazardous location elements must include:

⋅ intersections

⋅ major road sections

⋅ minor road sections

⋅ zones

6.1.2 Issue: Ad hoc implementation of projects

Projects are prioritized because they stand out as high accident frequency sites. Thisprocedure doesn’t necessarily ensure that the best possible use is made of funds interms of area-wide accident reduction or that the most hazardous sites are attended to.A network screening process according to predetermined risk criteria as well as astandardized prioritization procedure is needed.

Strategy: Develop a formal network screening and prioritizationprocedure

• eThekwini Road Safety Branch in collaboration with the Engineering

Branch will develop a formal network screening as well as a

prioritization procedure to be consistently applied to all the hazlocs.

• In view of the fact that there is a need to optimize the use of scarce

resources, the procedure will seek to identify hazlocs where there is

an opportunity to prevent accidents cheaply.


6-3

6.1.3 Issue: No explicit evaluation of the road safety projects

At present, indirect monitoring of the success of road safety measures is undertaken viathe recording of all accidents in the accident database. However this information is notbeing formally linked to the adopted measures to determine their specific performance.Important information regarding the degree of success obtained by specific measuresthat could be used to determine the best course of action in future applications istherefore being “lost”.

Strategy: Carry out before-and-after studies of selected roadsafety projects

• eThekwini Road Safety Branch in collaboration with the Engineering

Branch will carry out formal before-and-after studies of selected

engineering projects that are implemented. This could include

attitudinal aspects if relevant.

6.1.4 Issue: Lack of GIS based accident information

The eThekwini Road Safety Branch are in the process of entering previous year’saccident data into the GIS.

Strategy: Development an Information System

• Ethekwini Road Safety Branch will complete the GIS based accident

information database.

• The accident information will eventually be linked to traffic count

information and to geometric data. Offence rate data from the DMPS

will ultimately also be included.

6.1.5 Issue: Lack of a formal audit program

eThekwini does do assessments, but these need to be formalized into a program ofaudits and assessments.


6-4

Strategy: Development a Formal Audit and AssessmentProgram

• This will include auditing the plans of new road infrastructure and

assessments of existing high frequency accident locations

• Road Safety Branch will initiate safety audits

6.2 Education

6.2.1 Issue: Lack of dedicated Road Safety Education Officers (RSEOs)and resources

At present there are 15 RSEO in the DMPS. They all fall under different sections of theorganizational structures and therefore have different resources and priorities

Strategy: Create a pool of dedicated RSEOs

• DMPS will assign a dedicated Road Safety function to the fifteen

existing officers as per the Road Safety Plan. They will remain in

their current structures.

• A set of Key Performance Indicators need to be set to monitor and

measure their progress.

Strategy: Deploy Scholar patrols

• Education Working Group (which includes eThekwini and Provincial

education personnel) will access Provincial scholar patrol database

and determine which schools have scholar patrols and equipment.

• There is a standard procedure to be followed to establish scholar

patrols. RSEOs will facilitate the deployment of scholar patrols at all

schools starting in the focus areas.


6-5

Strategy: Create a school’s database

• The RSEOs and the CRSCs will supply information to the RSB and a

database including:

⋅ who visited the school

⋅ all schools visited

⋅ no. of learners reached

⋅ material they were exposed to

⋅ when the visits took place

⋅ duration of visits

Strategy: Training of Road Safety Education Officers

• Road Safety Branch will carry out a skills audit of the fourteen

dedicated road safety education officers

• Training will be provided to get all officers to the same level.

Strategy: Highly motivated RSEOs

• Annual Road Safety Indaba

• Forum to share experiences about the effectiveness of efforts and

problems experienced on the job

• Motivate and boost morale

• Awards for excellence

6.2.2 Issue: Provincial CRSCs programme needs to be supported

The Community Road Safety Councils (CRSC) are currently being established andexpanded by the KZN Department of Transport.

Strategy: Support the Provincial CRSC and monitor theireffectiveness.

CRSCs to be included in the eThekwini Road Safety Education Plan and

monitored through the education working group


6-6

6.2.3 Issue: Shortage of relevant tested education material

Strategy: Use the KZN-DoT material, ensure it is available to allschools and education target groups

• Reconciliation of schools and availability of educational material

• RSEOs will approach KZN-DoT for additional material

• RSEOs will train a road safety champion in each school

6.3 Enforcement

6.3.1 Issue: Lack of strategic deployment – Ad hoc Enforcement

The DMPS already have an offence form that is completed. The data is sent to the finesprocessing and licensing department. However, there is a lack of two-way interactions inthe area of ‘intelligence’ data between the Road Safety Branch and the DMPS.

Strategy: Provide the ‘intelligence’ data for planning of targetedlaw enforcement campaigns

• The Road Safety Branch will identify hazlocs and road user profiles

for special enforcement to DMPS

• DMPS will carry out the enforcement, e.g. speed timing, alcohol and

seat belt screening, roadworthiness

• The statistics will be sent to DMPS processing bureau e.g. offencerates, location, time, duration of enforcement

• The DMPS processing bureau will send the information through to

Road Safety Branch

• Road Safety Branch will evaluate the results and revise the strategy

as required.

• Ensure that the Electronic Enforcement tender is effectively

implemented.

6.3.2 Issue: Not making the best use of available equipment.

DMPS currently have 2 booze buses available but it is uncertain whether or not theseare operational.


6-7

Strategy: Maintain equipment in a fully operational condition

• The Road Safety Branch will ask DMPS to investigate the cost to get

both booze buses and associated equipment up and running.

6.3.3 Issue: Lack of Dedicated Traffic Policing

At present DMPS have a time allocation of 60% on traffic policing and 40% on municipalbylaws. However they also have a function of assisting SAPS with crime prevention. The60% traffic-policing target is not being achieved.

The eThekwini Public Transport Unit does have 15 dedicated personnel.

Strategy: Create a smaller dedicated task force to complement thegeneral force

• DMPS will create a Road Safety Task force of eleven additional

personnel (if possible, otherwise the eleven to be from existing

personnel). The Road Safety Task Force will include a sergeant and

10 other ranked officers and five vehicles. The task force will carry

out a traffic policing function 100% of the time.

• Minimum hours from the remainder of the DMPS force will be set for

traffic policing. DMPS will provide the data regarding time spent at

each location and the type of enforcement carried out to RSB:

→ at least 20 hours per region per month

• Task force officers must hold a Traffic Officers Diploma

• Apply for Arrive Alive funding of equipment e.g. speed timing,

breathalyzer

6.3.4 Issue: Outstanding Fines Cannot be Recovered

At present the outstanding fines level is at R235 million. R22 million has beenwithdrawn and can’t be enacted. The reason is that a summons must be personallyserved before a warrant can be issued.If the offender is from another jurisdiction and doesn’t pay their fines, the matter cannotbe pursued due to their being no reciprocal arrangement betweenprovinces/municipalities. There is also the problem of untraceable addresses. Thedriver is liable for the fine if the owner can prove that he wasn’t driving.


6-8

Strategy: Change the judicial process

• Take up the issue regarding the judicial process with NDoT.

Strategy: Link payment of outstanding fines to the re-issue ofoperating licences and rank permits for publictransport vehicles

• The eThekwini Public Transport Unit will establish a database of alloutstanding fines from Bus, Minibus Taxi and Metered taxis.

6.3.5 Issue: Allegations of Corruption

Strategy: Raise the profile and level of recognition ofachievement in the profession

• Hero program with an annual road safety conference and awards

ceremony

Strategy: Investigate the call/control centres

• Launch an investigation with possible counter corruption plan to be

developed if required.

6.4 Emergency Services

6.4.1 Issue: Lack of co-ordination of services

Strategy: Set up co-ordination channels for all emergencyservice providers to establish voluntary co-operation

• eThekwini Road Safety Branch will set up meetings with all the

emergency service providers, both public and private, to discuss co-

ordination at individual scenes and obtain co-operation undertakings.

A quarterly co-ordination meeting will be convened.

⋅ Department of Health

⋅ Ethekwini Fire

⋅ Durban Metropolitan Police Services

⋅ Road Traffic Inspectorate


6-9

⋅ SAPS

⋅ SAPS Accident Unit

⋅ AEMS Provincial Ambulance Service (Dept of Health)

⋅ Netcare 911

⋅ Automobile Association

⋅ ER 24

⋅ Cellular service providers Vodacom, MTN, Cell C

• The conditions of the license for private emergency service providers

will be investigated with determining whether agreed protocols can

be imposed and what controls are in place already or would have to

be put in place to ensure compliance with the condition of licence.

6.4.2 Issue: Allegations of Corruption in call centres

Strategy: Monitoring of eThekwini call centre

DMPS will install CCTV in the call centre to monitor the actions of staff.

6.4.3 Issue: eThekwini Emergency Number 361 0000 isn’t free

Strategy: Provide a free call emergency number for eThekwini

Road Safety Branch will facilitate the provision of a free call emergency

number for eThekwini.

6.4.4 Issue: Lack of response time information

Strategy: Obtain and evaluate response time data

• eThekwini Road Safety Branch to request Emergency Service

providers to collect and make response time data available to them

on a six monthly basis.

⋅ AEMS Provincial ambulance service (Dept. of Health)

⋅ Fire Brigade

⋅ DMPS


6-10

⋅ RTI

⋅ SAPS Accident Unit

• The licensing conditions for private ambulance service providers will

be investigated to determine whether or not monthly reporting of

response times to eThekwini Road Safety Branch can be made a

condition of the license. Confidentiality of the business information is

an issue that will be investigated further.

6.4.5 Issue: Duplication and inefficient use of scarce resources

Strategy: Real time control of vehicle locations

• All emergency vehicles must be equipped with tracking systems so

that their whereabouts can be constantly monitored.

• The KZN province are in the process of equipping their vehicles.

eThekwini Road Safety Branch to find out the status of the project

and details regarding the system that is going to be used.

6.4.6 Issue: Lack of Public Ambulances in eThekwini

Approximately 300 additional ambulances would be required in eThekwini to meetinternational standard provision rates.

Strategy: Contract out to private services

• Issue to be investigated with the KZN-Dept. of Health.

6.5 Exposure

6.5.1 Issue: Lack of Awareness that Road Safety is a Priority Health Issue

The World Health Organization projects that by 2020, traffic fatalities will be the 6th

leading cause of death worldwide and the 2nd leading cause of disability-adjusted life.


6-11

Strategy: Raise awareness of Road Safety

• Incorporate in Annual eThekwini Quality of Life Survey and include inannual report

• Media Campaigns

• Endorsement of Arrive Alive Campaign

6.5.2 Issue: Lack of positive examples of desirable road user behaviour

eThekwini Municipality have a large vehicle fleet that can be used for this purpose.

Strategy: Municipal employees to set the example of exemplaryroad user behaviour

• Pledge to the public at the launch of the eThekwini Road Safety Plan

• Ask the public to report poor driving by municipal employees

• Disciplinary procedures to be instituted

• Challenge to the general public to adhere to the eight rules:

Eight Driving Ruleso NOT parking in any way that causes an obstructiono lane discipline, picking the right lane timeously, no unnecessary weavingo wearing of seatbeltso No illegal use of cell phoneso Timeous indications for lane changingo Stopping behind the stop line at signalized intersectionso Keeping a safe following distanceo No speeding


7-1

7. STRATEGIC THRUST 2: ROAD SAFETY MANAGEMENT AREAS

The most vulnerable groups in eThekwini have been identified as follows:

• Pedestrians of school going age

• Pedestrians in the 20 to 30 age group in the Durban CBD

The worst areas within the municipality will be regarded as road safety management areas and

will be specifically managed to reduce the incidence and severity of accident occurrence in

these most vulnerable groups.

7.1 Pedestrians in the 5 to 9 and 10 to 19 age categories

The Road Safety Management Areas are:

• Umlazi

• Kwamashu

• Phoenix

• Chatsworth

The approach will be to focus educational interventions on the most vulnerable groups

and then support these by means of ongoing educational programmes. The existing

“Safe Routes to School Programme” will form the basis for implementation.

The education campaign will be supported by line patrol enforcement as well as

engineering measures on the routes to school.

The Road Safety Management Strategies and activities to be carried out in each sector

are set out in the following sections.

7.1.1 EDUCATION

Strategy: Teach young pedestrians basic road safety and instill sound habitsat an early age.


7-2

• The existing “Safe Routes to School” programme will form the basis for the

campaign in the road safety management areas.

• Each school will have a poster competition to personalize the name of their road

safety programme

• Use will be made of existing school education programmes and material, i.e. CIT,

STEP

• The DMPS RSEO will find a road safety champion in each school in the

management area

• The RSEO will train the safety champion

Strategy: Use the power of peer pressure

• Train volunteers from among the older children. They in turn will provide training to

their peers

7.1.2 PUBLICITY- RAISING AWARENESS

Strategy: Involve parents, high profile persons

• A letter will be sent to parents of primary school children regarding their safety. This

has been found to be effective in other developing countries.

• A “Walking School Bus” campaign with a high profile person to “drive” the bus.

Strategy: Make unsafe road user behaviour “uncool”

• Use local community radio to reach youth with the message.

7.1.3 COMMUNITY LIAISON

Strategy: Community involvement in the safety of their children and theirneighbour’s children

• Community based road safety working groups will be established to be involved in

ongoing training

• The RSEO will conduct training workshops with the community Road Safety Working

Groups. The trainees will then be in a position to carry out on-going training at

schools, churches and other community centres.


7-3

7.1.4 ENFORCEMENT

Strategy: Ongoing targeted enforcement in the vicinity of schools

• The DMPS will carry out line patrols in support of “safe routes to schools”.

• Whilst they are in the area the DMPS will target the shebeens and the selling of

liquor to minors

• RSEOs will facilitate the establishment of scholar patrols in all schools in

management areas subject to the criteria that have been laid down.

7.1.5 ENGINEERING

Strategy: Mitigation or elimination of hazlocs near schools

• A safety audit of routes to school will be undertaken.

• Remedial measures such as signage, pedestrian crossings, bridges, sidewalks,

upright kerbs, barriers and special speed zones at certain times will be investigated.

7.2 Pedestrians in the 20 to 30 age category in the Durban CBD

The approach will be to use a social marketing communication strategy that highlights

desirable road user behaviour and ensures repeated exposure to the message.

The public awareness campaign will be supported by law enforcement targeting vehicle

violations that impact on pedestrian safety. Should the education and enforcement

measures not have sufficient impact then various engineering measures will be

considered.

The Road Safety Management Strategies and activities to be carried out in each sector

are set out in the following sections.


7-4

7.2.1 EDUCATION AND PUBLIC AWARENESS

Strategy: Raise awareness among the public of pedestrian vulnerability

• A poster campaign will be carried out in the CBD. The posters will be mounted on

light poles. A short sharp message will be used - “Look before you walk!” “2 people

died here last year”.

• Picture messages will be used in order to make provision for illiterate people.

• Word messages will be in appropriate languages.

• Enforcement officers will patrol the streets and talk to the people in an

educating/awareness-raising role.

Strategy: Vehicle Enforcement: Raise awareness among the public of pendingvehicle enforcement

• The public will be informed through the media what enforcement will be carried out in

say a fortnight’s time. Then the promised enforcement campaign will be carried out.

• Highly visible traffic officers will patrol the streets and talk to the public thereby

fulfilling an education and awareness raising as well as an enforcement function

7.2.2 ENFORCEMENT

Strategy: Targeted enforcement

• Blitzes on parking violations will be carried out, parking in intersections and

pedestrian crossings.

• Target minibus taxis stopping to pick up passengers on drivers side of the one-waystreet, forcing boarding/alighting passengers into the middle of the road

• Unroadworthy vehicles will be impounded.

• Mounted police will be used for the pedestrians awareness campaign to give the

officers height above the pedestrians in the street and to ensure they stand out.

• Motorcycle police will be deployed to enable them to move through the traffic to

reach offenders.


7-5

7.2.3 ENGINEERING

Strategy: If targeted enforcement fails, consider an engineering solution

• Erection of major bill boards saying “You are now entering a high accident zone”

• Use of raised pedestrian crossings and intersections.

• Other measures such as signal timings, extending sidewalks etc


8-1

8. STRATEGIC THRUST 3: FOCUSSED AREA-WIDE STRATEGIES

8.1 All Drivers, but Especially Male drivers in the 20 to 30 age category

This Road Safety Management focus is municipal wide, but with a special focus on

Phoenix where 35% of drivers in accidents are under the age of 30.

The approach involves the use of ongoing low cost communication strategies to raise

awareness of road safety and highlight desirable road user behaviour. This approach will

be extended to include public transport and will be supported by ongoing area-wide

enforcement.

8.1.1 PUBLIC AWARENESS

Strategy: Low cost publicity options

• Use eThekwini light and water bills to get the road safety message across.

• Use local community newspapers

• Support and endorse Arrive Alive holiday campaigns

• Community radio stations

8.1.2 ENFORCEMENT

Strategy: Drivers encouraged to respect speed limits

• The speed-timing unit will carry out ongoing enforcement procedures throughout the

year. Minimum hours per month will be set.

Strategy: Target Drink Driving and Seatbelts

• Booze Bus operations will be carried out twice a month throughout the year. The pay

weekend as well as major events will be targeted.

• Seatbelt compliance also be specifically targeted as it has a major impact on the

severity of injury.


8-2

8.2 Public Transport

In preparation for the 2010 Soccer World Cup, Public Transport has been included as a

major focus area.

8.2.1 PUBLICITY

Strategy: Challenge the minibus taxi industry to do the right thing.

IMAGE 2010

• Challenge the minibus taxi industry to achieve 10% reduction in minibus taxi

accidents between 2005 and 2009.

• Possible accreditation for taxi associations based on their good record

PHASE 1: Self imposed surveys first – check yourself, how do you rate?

PHASE 2: Hand out surveys to minibus taxi customers:

Is the vehicle in a roadworthy condition?

Is the vehicle clean?

Does the driver have a good attitude?

Is he sober?

Rate the driver’s driving

Strategy: Accreditation for conforming minibus taxi operators.

• Develop an accreditation procedure and criteria. Taxi operators that do comply will

display a notification informing the public and passengers: ”This is a 2010 accredited

taxi”


8-3

8.2.2 ENFORCEMENT

Strategy: Target roadworthiness, traffic operations and violations

• The minibus taxi associations will be informed a fortnight ahead of time of upcoming

roadblocks and other targeted enforcement actions and challenged to “Do the right

thing”. After say two weeks the enforcement will be carried out. Speed tickets will be

handed out, vehicles will be impounded etc for all violations.

• Rank permits (renewed annually) and operating licences will not be renewed if any

vehicle has fines outstanding on it. This issue may have legal implications and needs

to be investigated

• Unroadworthy vehicles will be impounded.

• Unsafe boarding and alighting will be targeted.


9-1

9. ROAD SAFETY CALENDER

Sections 6,7,and 8 highlighted the various strategies and associated campaigns and actions

that constitute the eThekwini Road Safety Plan. From these lists, an eThekwini Road SafetyCalender (2004-2006) has been compiled, to highlight the various campaigns and their key

components as well as the implementing agencies:

2004 CAMPAIGN KEY COMPONENTS RESPONSIBILITY

JanuaryFebruaryMarchAprilMayJuneJulyAugust Startup Comment and finalize Road

Safety PlanAll stakeholders

SeptemberOctober Finalize Plan eThekwini Transport Authority:November Arrive Alive – Holiday Campaign eThekwini will support and

endorse the campaignDMPS

December Arrive Alive – Holiday Campaign eThekwini will support andendorse the campaign

DMPS


9-2


January Arrive Alive – Holiday Campaign eThekwini will support andendorse the campaign

DMPS

February Establish all the Committees andsub-committees and begin tooperationalize the strategies

Education strategyoperationalizedEnforcement strategyoperationalizedEngineering strategyoperationalisedData systems operationalized

DMPS (RSEO)

DMPS

ETA: Road Safety Branch

ETA and DMPSMarchApril Arrive Alive – Easter Campaign eThekwini will support and


MayJune Durban CBD Campaign Publicity

Posters on Light Poles Light and Water Bills Community newspapers Radio Media Launch: High profile

person to walk around inCBD

Enforcement Foot Patrols for first 2

weeks (education role) Mounted patrols for 2

weeks (education role) last 2 weeks motorcycle

enforcement


DMPS

JulyAugustSeptemberOctoberNovember Arrive Alive – Holiday Campaign Extensive booze bus ops DMPS

December Arrive Alive – Holiday Campaign Extensive booze bus ops DMPS


9-3


January Arrive Alive – Holiday Campaign Extensive booze bus ops DMPS

February Launch “Safe Routes to School” Education Child’s Letter to Parents “Walking School Bus”

Enforcement Line Patrols for 2 weeks

Engineering Safety audits and projects

DMPS (RSEO)

DMPS


MarchApril Arrive Alive – Easter Campaign eThekwini will support and








enforcement


DMPS

JulyAugust Learners Road Safety Poster

Campaign Put up posters in

community in the 4 roadsafety management areas

High profile person to visitschool and hand out Prizes

Line patrols for 2 weeks

DMPS (RSEO)ETA: Road Safety Branch

DMPS

SeptemberOctober First Road Safety Indaba Annual meeting of

Ethekwini Road SafetyCouncil

Presentations on roadsafety activities

HERO awards dinner


November Arrive Alive – Holiday Campaign Extensive booze bus ops DMPS



9-4






DMPS (RSEO)

DMPS










enforcement


DMPS







DMPS

SeptemberOctober Road Safety Indaba Annual meeting of



HERO awards dinner





9-5






DMPS (RSEO)

DMPS










enforcement


DMPS







DMPS




HERO awards dinner





9-6






DMPS (RSEO)

DMPS










enforcement


DMPS







DMPS




HERO awards dinner





10-1

10. EVALUATING SUCCESS

Success in road safety is concerned with providing “safe” infrastructure as well as changing

people’s existing behaviour from “unsafe” into “safe” behaviour. Changing behaviour of large

numbers of people does not happen quickly. It requires certain foundations to be laid and then

built upon in order to achieve a gradually increasing and sustainable long-term impact. It is

critical that this steadily unfolding and evolving process be monitored and evaluated.

One of the existing ‘gaps’ in current road safety activities that has been identified is the lack of

evaluation. The eThekwini Road Safety Plan proposes to remedy the situation. The following

objectives and measures will be used to monitor and measure the progress that is being made.

These targets are dependant on the necessary resources being allocated.

With reference to funding it is important to note that should the reduction targets be achieved, a

total saving of R175 million in accident costs is estimated.


10-2

Objective Base Measure 2010target

Evaluation DataRequirements

Who doesit?

GENERALReduction Target

All Accidents 54209 (all)547 fatal

rate

10% reductionin the 3 yearaverage

48788 (all)492 (fatal)

rate

eThekwiniaccidentdatabase

ETA: RoadSafetyBranch

Reduction Target

Pedestrian accidents5-19 age group inthe Road SafetyManagement Areas:

⋅ Umlazi⋅ Chatsworth⋅ Kwamashu⋅ Phoenix⋅ ⋅ Umlazi⋅ Chatsworth⋅ Kwamashu⋅ Phoenix

⋅ Umlazi⋅ Chatsworth⋅ Kwamashu⋅ Phoenix

17581110100

SI*SI*SI*SI*

raterateraterate

10% reductionin theincidence andseverity ofpedestrianaccidents by2010

10% reduction inthe pedestrianaccident rate(acc/pop)

140658880

SI*SI*SI*SI*

raterateraterate



Reduction Target

Pedestrian accidentsin the Durban CBD

1526 (allages)

SI*

10% reductionin theincidence andseverity ofaccidents by2010

1373 (allages)

SI*



Reduction Target

Minibus TaxiAccidents in theRoad SafetyManagement Areas:⋅ Umlazi⋅ Chatsworth⋅ Kwamashu⋅ Phoenix⋅ Durban CBD

8035454515092573

15% reductionin accidents by2010

7234914064582316



Reduction Target

Driver behaviour: seatbelt usage speeding alcohol

not yetavailable(to bedetermined)

not yet available not yetavailable

not yet available ETA: RoadSafetyBranch

*SI - Severity Index = EAN/Total Number of accidentsEAN – Equivalent Accident Number (Fatal=12, Serious=8, Slight=3, Damage=1)


10-3

Objective Measure Evaluation Who does it?ENGINEERINGEliminate hazlocs Hazloc Programme 10 a year (budget

dependent) hazloc prioritization

procedureETA: Road Safety Branch

Eliminate hazlocs Road Safety Audits 10 audits a year number of audits ETA: Road Safety Branch

Before and afterstudies

At least 1 every yeardependant onresource constraints

before and afteraccident data androad infrastructureinformation


EDUCATIONKnowledge andBehavioural Changes

Survey of behaviour(before-and-after), %change

Test of knowledge

Specialist must undertakeevaluation

ETA: Road Safety Branchto appoint specialistconsultant

Teach road safety to allchildren

No. of childrenexposed to roadsafety material

Duration

Schools data base DMPS

Scholar patrols at allschools where needed

10 additional schoolsper year

Schools database(reconcile withprovincial database)

DMPS

ENFORCEMENTDrivers respect speedlimits• speed timing 1000 man hours per

month location date, time, duration offence rates number of hours

DMPS to collect the dataand pass on to the ETA:Road Safety Branch on amonthly basis

Minimum hours ofenforcement

60% of DMPS non-dedicated time totraffic enforcement

time control sheets DMPS to provide ETA:Road Safety Branch withmonthly summaries

No driving over the legalblood alcohol limit Deploy Booze Buses Breathalyzer testing

2 road blocks perweek (must includepay weekend)

location date, time, duration offence rates number of hours number of drivers

tested


Seatbelts and vehiclefitness check for seat belt

compliance andvehicle fitness

2 road blocks perweek

location date, time, duration offence rates


EMERGENCYSERVICESImprovement ofResponse Times

Collect ResponseTime data

Response times Date and time Incident How service provider

is notified and by

The followingorganizations to collectand submit response timedata to ETA Road Safety


10-4

Objective Measure Evaluation Who does it?whom

Response time fromtime of first incomingnotification to timethe responding unitbecomes availablefor a subsequentincident

Branch twice a year:

AEMS (prov) Fire (transport

category) DMPS SAPS SAPS Accident Unit RTI Netcare 911? ER 24?

EXPOSURERaise awareness of roadsafety

• Road safetyawarenesscampaigns

• Measure behaviourchanges inrepresentativesample of targetgroup size (before-and-after)

• campaign details• target group

ETA: Road Safety Branch(appoint specialist)

EVALUATIONReview Road Safety Plan Review after 3 years

(Measure in terms ofindicators detailed inthis table)

Data sources asdetailed in this table

ETA: Road Safety Branch(appoint independentevaluator)


11-1

11. INSTITUTIONAL ARRANGEMENTS

Some of the deficiencies highlighted by the status quo investigations have been the complicated

and often confusing structures and unclear lines of authority, lack of dedicated institutional

arrangements as well as complex co-ordination channels.

This has often resulted in a lack of focus on road safety, a lack of accountability and co-

ordination. The eThekwini Road Safety Plan intends to remedy the situation by putting in place

simpler institutional arrangements.

Note that the institutional arrangements detailed in the following paragraphs represent the long-

term ideal. In the interim, the Road Safety Plan will be the basis for directing restructuring of the

institutional arrangements in the direction of the long term ideal.

The overall management structure will be as follows:


11-2

11.1 eThekwini Road Safety Council (ERSC)

The eThekwini Road Safety Council will be the highest authority with regard to the

eThekwini Road Safety Plan. Its members will be high profile persons who can officially

commit their organizations and resources to the implementation of the plan.

The proposed membership is as follows:

Membership

MAYOR of eTHEKWINI• Head: Durban Metropolitan Police Service• Director: Road Traffic Inspectorate• Provincial Commissioner: SAPS• KZN-Department of Transport• National Department of Transport• Head: eThekwini Transport Authority• Head: eThekwini Department of Health• KZN-Department of Health• Head: eThekwini Emergency Services• KZN-Department of Education• SANRAL• KZN – Department of Justice*• Private Sector*

11.1.1 Meeting

The eThekwini Road Safety Council will meet every two years at the Road Safety

Indaba prior to the HERO awards ceremony.

11.1.2 Terms of Reference

Perhaps the most critical success factor is going to be the high level commitment to and

involvement with the plan, supported by communication of the fact both internally within

the various agencies and also publicly.

The annual eThekwini Road Safety Council meeting will serve to introduce the

upcoming phase of the plan to council members and to ensure that any requirements of

* Proposed


11-3

the plan pertinent to any of the organizations represented on the council are included in

the annual business plans and commitments of those organizations.

11.2 The eThekwini Road Safety Technical Committee

The eThekwini Road Safety Technical Committee is an existing body that carries out a

management and co-ordination function for road safety activities in eThekwini.

The membership is as follows:

Membership

Head: eThekwini Transport Authority – chair• National Department of Transport• KZN-Department of Transport• SANRAL• DMPS• UNIARC

11.2.1 Meeting

The Ethekwini Road Safety Technical Committee meet quarterly and will continue to do

so.


Within the framework of the road safety plan, the function of the eThekwini Road Safety

Technical Committee will be to:

• ensure co-ordination across all stakeholders

• provide guidance to the sector working groups


11-4

11.3 Road Safety Enforcement Working Group-Joint CoordinationCommittee (JCC)

11.3.1 Meetings

JCC meetings will be held once a month. However, special events and holiday periods

may require more frequent meetings. The combined meeting including other

emergency services will be convened quarterly.


Under the framework of the Municipal Road Safety Plan, the JCC will provide

coordination, direction and management of road safety based traffic law enforcement

across the whole Municipality.


11-5

In support of this function, the JCC will require DMPS Regional Commanders to form

Joint Operational Committees (JOC) as needed (non permanent) involving, but not

limited to:

SAPS

RTI

SANDF

Others as needed

The JCC must ensure that all Regions and specific operations operate under detailed

business plans with specific and measurable outcomes.

The purpose of the joint quarterly meetings with all public and private emergency

service providers will be:

• to discuss issues relating to on scene protocols amongst all the emergency service

providers and

• co-ordination matters arising


11-6

11.4 Road Safety Education Work Group

11.4.1 Meetings

The Road Safety Education Work Group will meet monthly.


The Road Safety Education Work Group will:

• be the facilitator of clear communication channels between all the role players

• discuss progress on initiatives related to the business plan

• co-ordinate all activities

• co-ordination on ground level and alignment with national and provincial campaign

and initiatives


11-7

11.5 Road Safety Engineering Work Group

11.5.1 Meetings

The Road Safety Engineering Work Group will be an add-on to the existing Road Safety

Technical Committee meetings. Meetings will take place twice a year to counteract the

different financial year-ends.


The purpose will be to:

• Review the prioritized hazlocs and motivations obtained from the eThekwini Road

Safety Branch; and

• Determine which projects will be put forward for funding under the various

programmes for during a particular financial year.


12-1

12. FUNDING AND ACTION PROGRAMME

The eThekwini Road Safety Branch as the responsible implementing agency will put together

the appropriate business plans incorporating the sector plans from education and enforcement.

Section 12.1 examines some of the possible sources of funding for the five year Action

Programme, detailed in Section 12.2, that will/can be considered by the RSB when compiling

the annual business plan.

12.1 Sources of Funding

The following table lists the potential sources of funding that can/will be utilized for the

eThekwini Road Safety Plan.

Funding Source InformationLocal Economic Development funding Link to Community based labour, poverty relief and

enhanced mobilityExtended Public Works Programme Labour-intensive methods to upgrade rural and

municipal roads, municipal pipelines, storm-waterdrains and paving, as well as fencing of roads,community water supply and sanitation,maintenance of government buildings, housing,schools and clinics, rail and port infrastructure,electrification infrastructure, etc

Department of Local GovernmentUrban Renewal Programme

Seven year programme, INK is a developmentnode i.e. Inanda, Ntuzuma, Kwamashu (someprovision for road safety)

KZN-Dept of Transport Already receive AA funding and carry out safetyactivities in eThekwini as part of the provincial widesafety programme

eThekwini Transport Authority (ETA) Have set aside some budget for Road Safety PlanMunicipal Infrastructure Grant Link to facilities for non-motorized transport e.g

footbridgesNational Arrive Alive ETA applies direct to Arrive Alive for fundingPublic-Private Partnerships Financial support from business in return for

advertising space/exposure

12.2 Action Programme – next five years

The broad sequencing for the action programme is as follows:

BROAD SEQUENCE OF ACTIONS

ACTION YEAR2004 2005

Oct Nov Dec Jan Feb Mar April May Jun Jul Aug Sep Oct Nov DecFinalize Plan and Launch

Information databases developed

Data collection starts

New Institutional Arrangements implemented, they meet for the first time

Existing programmes continue

Institutional structures operationalize the plan and prepare to implement

New programmes operational

ACTION2006 2007

Jan Feb Mar April May Jun Jul Aug Sep Oct Nov Dec Jan Feb MarFinalize Plan and Launch

Information databases developed

Data collection starts

New Institutional Arrangements implemented, they meet for the first time

Existing programmes continue

Institutional structures operationalize the plan and prepare to implement

New programmes operational

Note that where circumstances allow, the new programmes can be phased in before 2006


12-3

A detailed Action Programme including the:

activities

timing

responsible organization

cost; and

funding source,

is shown in the following table.

C:\Documents and Settings\EDONEGAN\Local Settings\Temporary Internet Files\OLKB5\ACTIVITIES1 (2).doc 1-Feb-05

ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCEA. GENERAL1. Annual business plans for funding:

eThekwini Municipality – Engineering projects/traffic calming Asiphephe – hazloc program Arrive Alive – Overtime and booze bus (enforcement

eThekwini TransportAuthority:Road Safety Branch

Annually n/a

2. Develop a comprehensive road safety information system which willinclude risk assessment, engineering, enforcement, education andaccident data


October to February 2005 ETA

3. Develop a hazchem plan for eThekwini eThekwini TransportAuthority:Road Safety Branch

February to April 2005 R120 000Still to be confirmed

ETA

4. Organize an eThekwini Road Safety Indaba and HERO awardsfunction to recognize persons who have made outstandingcontributions to the community in the field of Road Safety. Invite allsectors. Annual meeting of the eThekwini Road Safety Council

eThekwini TransportAuthority: Road SafetyBranch

Annual eventOctober, first meeting inOctober 2006

5. Include Road Safety in annual eThekwini Quality of Life survey eThekwini TransportAuthority: Road SafetyBranch

Annual, Develop question in2005 and target 2006

n/a

B. SECTOR: ENGINEERINGa: BASICS6. Indicate funding and projects for coming year eThekwini Transport

Authority:Road Safety Branch

Annually n/a

7. Capture Road Safety Projects for database eThekwini TransportAuthority:Road Safety Branch

ongoing n/a

8. Develop a standardized network screening procedure prioritization procedure


2005

(from 2006 onwards,engineering projects will gothrough the standardizedprocedure)

R60 000To be confirmed

ETA

9. Carry out before-and-after studies on implementation projects. eThekwini TransportAuthority:Road Safety Branch

ongoing project specific ETA

10. All new plans to be audited eThekwini TransportAuthority:Road Safety Branch

ongoing internal n/a


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCEb: AREA WIDE11. Carry out formal area-wide HAZLOC programme:

using standardized network screening procedure using standardized prioritization procedure list of projects for funding in a particular year audits and assessments of priority hazlocs

eThekwini TransportAuthority: Road Safety Branch Engineering Branch

Annual, BUSINESS PLAN

(in time to put forward projectsfor funding from the varioussources)

c: ROAD SAFETY MANAGEMENT AREAS12. Carry out Road Safety Audits of Routes to School and propose

remedial/mitigation measures as necessary Focus first on schools in Road Safety Management Areas Ultimately extend to all schools, area wide

eThekwini TransportAuthority: Road Safety Branch Engineering Branch

Annual, ongoing

13. Durban CBD: Monitor results of CBD campaign for 5 years, if resultsare not satisfactory, seek engineering solution


towards end of 2009

C. SECTOR: EDUCATION ANDCOMMUNITY LIAISON

a: BASICS • 14. Create a pool of dedicated Road Safety Officers (15 RSEO) • Durban Metropolitan

Police Service• eThekwini Transport

Authority: Road Safety Branch

February 2005 eThekwini Minicipality

15. Business Plan • Durban MetropolitanPolice Service (RSEOs)

Annually in time for submissionto national and province

n/a

16. RSEOs co-ordinate activities with KZN provincial “CRSCs” • Durban MetropolitanPolice Service (RSEOs)

Annually and at monthlymeetings

n/a

17. Determine which organizations require KZN-DoT educational materiale.g. Adult pedestrian flip charts Ensure that the necessary materials reach the trainers

• Durban MetropolitanPolice Service (RSEOs)

annually in time to get materialto users

n/a

18. Deploy scholar patrols at all schools where they are needed: RSO check provincial database Focus on road safety management areas first Eventually extend to all schools area wide

• Durban MetropolitanPolice Service

• eThekwini TransportAuthority: Road Safety Branch Engineering Branch

Ongoing to be determined KZN - DoT


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCE19. Create and maintain an eThekwini schools database:

Road Safety champion at each school if there are scholar patrols at the schools has scholar patrol training been done road safety audits carried out, when, results, actions which education officer visited school which schools have been visited date and duration of visit type of road safety education no. of learners reached by education programme material they were exposed to


• eThekwini TransportAuthority:Road Safety Branch

ongoing n/a

20. Skills audit of Road Safety Officers provide training to get them all to the same level


Jan 2005. ?

b: AREA WIDE21. Establish Community Based Road Safety Workgroups

• Organize workshops to train parents, unemployed graduates, youth,older school children and any concerned citizens to carry on theroad safety work at schools, churches and community centres

Which trainers were trained? Name/location of Community forum? Material/type of training


During 2005 in focus areas

Expand to all areas duringsubsequent years

22. Trainers keep records and report back to RSEO and information isentered into database: Number of community members reached Name of community Type of activity Venue, date and duration

• Durban MetropolitanPolice Service

During 2005 in focus areasExpand to all areas duringsubsequent years

n/a

23. Nominate a Road Safety Champion in each school. The RSEO willcheck who the road safety champion in each school is at the start ofeach year


Annually n/a

24. Determine which schools have the KZN-DoT education material,“child-in-traffic”, STEP, available and which don’t. Ensure that the necessary materials reach the educators in each

school


In March annually, Ongoing

25. Investigate Public-Private partnership funding for: • eThekwini Transport Ongoing n/a


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCE poster campaigns Annual Schools July Road Safety poster competition prizes Junior Traffic Training Centres Community radio campaign

Authority: Road Safety Branch

D. SECTOR: ENFORCEMENTa: BASICS26. Business Plan

Indicate funding for coming year (include Arrive Alive Funding forequipment and overtime)

Durban MetropolitanPolice Service

Annually n/a

27. Offence rates to be sent to ETA: RSB Durban MetropolitanPolice Service

Monthly n/a

28. Investigate cost to get booze buses up and running: Durban MetropolitanPolice Service

November 2004 n/a

29. Create a dedicated Road Safety Task Force (11 members): either 11 new officers or 11 assigned from general force Road Safety Task Force Officers must preferable hold a Traffic

Officers Diploma 5 dedicated branded vehicles


20055 members and 3 vehicles

20066 members and 3 vehicles

Operating Cost R680 000Capital Cost R550 000

Operating Cost R820 000Capital Cost R550 000

eThekwini Municipality

30. Provide information regarding the hours spent of traffic enforcement bythe general force to ETA: RSB


Monthly n/a

31. Electronic enforcement tender Road Safety Plan Objectives Included equipment able to collect general traffic data

eThekwini TransportAuthority

August 2004 ?

32. Outstanding Fines: Take up the issue with the NDoT regarding thejudicial process. Reciprocal arrangement between municipalities for the serving of

summons.

• eThekwini TransportAuthority: Road Safety Branch

July 2005 n/a

33. Investigate the legal implications regarding not re-issuingf rank permitsif there are outstanding fines and not renewing Operating licenses(renewable every five years) will not be renewed if there areoutstanding fines Set up a database to check the fine status of all buses, taxis,

metered taxis

Durban MetropolitanPolice Service: PublicTransport Unit

2005 - n/a

34. Challenge to the Taxi Industry to become accredited for 2010.Develop 5 year accreditation procedure:

Durban MetropolitanPolice Service: PublicTransport Unit


2005 n/a


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCE35. Investigate the allegations of corruption in call centres:

DMPS SAPS AEMS

Relevant Institution Ongoing n/a

b: AREA WIDE36. Provide list of Hazlocs for targeted enforcement eThekwini Transport

Authority:Road Safety Branch

Monthly n/a

37. Identify enforcement locationsETA :RSB to identify line patrols speed timing booze bus ops

Durban MetropolitanPolice ServiceeThekwini TransportAuthority:Road Safety Branch

Monthly n/a

38. Evaluation and Revision of Enforcement Strategy Durban MetropolitanPolice Service

Monthly n/a

39. Deployment of Booze Buses Enforce drink driving, seatbelts, roadworthy


Every 2 weeks NdoT, eThekwini Municipality

40. Ongoing Enforcement: Speed Timing Unit RSB send locations to DMPS DMPS send violation info to RSB

Durban MetropolitanPolice Service: SpeedTiming Unit


Ongoing n/a

41. Taxi Industry Accreditation: Self imposed survey Passenger survey

Durban MetropolitanPolice Service: PublicTransport Unit to facilitate


Monthly n/a

c: ROAD SAFETY MANAGEMENT AREAS42. Carry out line patrols along the “routes to school” in the 4 road safety

management areasDurban MetropolitanPolice Service

Ongoing n/a

43. Targeted CBD enforcement, motorcycle police: parking/stopping in intersections and pedestrian crossings parking violations

PUBLIC TRANSPORT boarding/alighting points of Public Transport Vehicles keeping intersections and pedestrian crossings clear impounding unroadworthy vehicles


Ongoing n/a


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCE44. Durban CBD Campaign: Enforcement officers to patrol on horseback

and on foot to warn and educate people about jaywalking.Durban MetropolitanPolice Service

Annually in June, week longcampaign

? PPP?

E. SECTOR: EMERGENCY SERVICESa: BASICS45. Provision of a free emergency services number for eThekwini eThekwini Transport

Authority: Road SafetyBranch to participate

2006

46. Meeting with all emergency service providers to obtain voluntary co-operation, co-ordination undertakings: Department of Health eThekwini Fire DMPS SAPS SAPS Accident Unit AEMS Netcare 911 AA ER24


March 2005 - n/a

47. Investigate the conditions of the licence to private emergency serviceproviders. Need them to provide response time data.


Aug 2005 - n/a

48. Set up a response time database for all service providers and evaluateAEMS sample of response times


sample R10000 ETA

49. Investigate the contracting of private ambulance service providers e.g.Netcare by the Department of Health to supplement the provincialambulance provision in eThekwini.

eThekwini TransportAuthority: Road SafetyBranch to facilitate

October 2005 - n/a

50. Tracking systems to be installed on all emergency service vehicles,location and engaged/free capability (not crime tracker)

eThekwini TransportAuthority: Road SafetyBranch to facilitate

2006

F. SECTOR: CAMPAIGNS51. Launch of the eThekwini Road Safety Plan

Arrange function, high profile person (mayor) to introduce the plan statements to the press message on lights and water bills article in free metro newspaper Pledge to public of exemplary driving behaviour by municipal



Once plans operationalised ETA


ACTVITIES RESPONSIBILITY WHEN COST (R) FUNDING SOURCEemployees (6.5.2)

52. Holiday Arrive Alive Align eThekwini activities with national programme



Christmas period - n/a

53. “Launch Safe Routes to School” in Road Safety Management Areas Letter to parents in child’s writing (7.1.2) “Walking School Bus” with high profile person to “drive” the bus in

each of the 4 road safety management areas (7.1.2)

Durban MetropolitanPolice Service (RSEO)

February 2006

54. Arrive Alive Easter Campaign eThekwini TransportAuthority: Road SafetyBranch


April each year

55. Learners Road Safety Poster Campaign (7.1.1) School has own name for their own campaign (7.1.1) – to be

confirmed


Annually in July at start of 3rd

school term?

56. Durban CBD Campaign(7.2.1): Media exposure, radio, metronewspaper Inform the general public about the pending campaign, two

weeks notice Inform the public and transport operators what enforcement will

be carried out in a fortnight’s time.


Annually in June ? ETA

57. Durban CBD Campaign (7.2.1): Poster Campaign on light poles “Lookbefore you walk!”Also use picture based message to cater for illiteracy


Durban MetropolitanPolice Services (RSO-Edu)

Annually in June

58. Durban CBD campaign: Durban CBD enforcement/educationcampaign, enforcement officers patrolling on foot and talking to thepublic.

Durban MetropolitanPolice Service RSEOs Enforcement Officers

Annually in June

59. Durban CBD Campaign: High profile person to walk around in DurbanCBD at launch of the CBD campaign and raise awareness regardingjaywalking


Annually in June

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