The National

Road Safety 2006

Strategy.

 

 

 

THE CONTEXT

 

South Africa has a population of just over 46 million people, and is a mixture of first and third world economies.  As at end December 2005, the country had a total vehicle population of 7,971,187 vehicles, 4,574,972 of which are motorcars, 256,205 mini-buses, 1,564,347 light delivery vehicles, 32,306 buses, 251,651 trucks and the balance heavy vehicles, trailers, motor cycles, etc.

 

The average age of sedan cars is 10 years, minibuses 13 years and buses and trucks from 11-12 years.  The numbers of registered vehicles are increasing by about 6 – 7% annually.

 

The cost of crashes in 2005 was in the region of R40 billion.  There are around 38 deaths in South Africa’s roads every day (3 of these taxi related, 15 of pedestrians), 21 permanently disabling injuries and 125 serious injuries.  This means that there are nearly 180 families affected by serious road trauma every day.

 

The current level of lawlessness on the road is unacceptably high, for example, 97% of back seat passengers do not wear seatbelts; 30% of trucks have at least one tyre that is smooth or damaged; 4,3% of drivers use their vehicles whilst under the influence of alcohol and almost 20% of minibus taxi drivers drive without valid professional driving permits. These levels must be reduced, which can only be achieved through more effective enforcement.

 

EDITOR "The use of the I-Cube LPR system IMMEDIALTY alerts the OFFICER that the vehicle has outstanding fines, is stolen or is over loaded, is described in the I-CUBE paper on the use of License Plate Recognition in a REAL TIME, HIGH SPEED ENVIRONMENT, allowing ASD.

If you would like a copy of the paper please contact Barry Fryer Dudley on LPRAT I-Cube DOT co DOT za "

 

ACHIEVEMENTS

 

Following is a summary of gains made in the past few years, with the Arrive Alive campaign since 1997 and the Road to Safety 2001-2005 strategy:

           

q       Improved training of traffic officers with a national syllabus – introduced January 2006

q       Training of 5000 officers in dealing with hazardous materials

q       Introduction of a highway patrol of 120 vehicles, to be used in hazardous locations on National Roads.

q       A comprehensive, emotive television and radio advertising and a public relations campaign reaching all the population.

q       Progress with the migration of the e-NaTIS sytem, with completion date 27 November 2006 and final transfer 2 January 2007.

q       An agreement with the SIU to investigate all recently issued licenses, and institute prosecutions against criminals. So far over 300,000 files have been inspected, 20,000 invalid licenses identified, 3,072 criminal cases instituted, and 480 convictions completed.)

q       Production and publication of a tender for a feasibility study for periodic vehicle testing – closing date August 2006.

q       Establishment of the RTMC, with transfer of five functional areas.

q       Establishment and operation of the National Call Centre.  Registration of over 5000 voluntary observers, and reporting of tens of thousands of offences. 

q       Appointment of a national enforcement coordinator.

q       Production of two comprehensive booklets of statistics, for distribution and assistance in planning.

q       Various legislative and regulatory changes to the Act, including reflective marking of trailers and trucks, and revisions to K53.

q       Operation Juggernaut, screening over a million heavy and passenger vehicles in 2004 and 2005.

q       Work on the National Law Enforcement Code – requiring completion of only two annexures, although a further two may be added.

q       Completion and implementation of new Incident Management Systems (IMS) manual.

q       Publication of SANS Code 10399 Quality Management Systems: Requirements for bus drivers.

q       Inspection of Drivers Licence Testing Centres and Vehicle Testing Stations, in collaboration with the South African Bureau of Standards (SABS).

q       A slight reduction in the rate of increase in deaths during 2003 and 2004, despite the increased volumes of traffic on the roa

 

 

TARGETS

 

Targets for the new strategy are dictated by the Millennium Development Goals^[1] (50% reduction in fatalities by 2014), ASGISA 6% growth goals, creation of a safe environment for the FIFA 2010 World Cup and thereafter, and the need to reduce the number of unnatural deaths, related to road crashes.  These goals will be met only with a 10% year-on-year reduction in crashes.

 

A 10% annual reduction in crashes would lead to the saving of 40,235 lives, as well as 20,000 permanently disabling injuries in the next eight years as well as around R100 billion.

 

Offence reduction

 

In the order of 95% of road traffic accidents happen as a direct result of one or more traffic offences. Over the past few years, independent traffic offence surveys were conducted to determine the general level of lawlessness with regard to the most critical offences. The results of the 2005 survey are shown in the table below, together with the target rates to be achieved by 2010.

 

Offence	Current Rate	Target Rate
Speed -  % of drivers exceeding the speed limit	17%	5%
Alcohol - % of drivers exceeding the legal limit	4,3%	0,4%
Barrier Line- % of offences per hour per barrier line	0,9%	0,1%
Traffic Signals -% of red phase offences	28%	5%
Seat Belts % of vehicle occupants not wearing seatbelts	Drivers: 17% Front Passengers: 36% Rear Passengers: 97%	Drivers: 5% Front Passengers: 5% Rear Passengers: 10%
Driving Licence - % of drivers not holding legal licence	2,3%	1%
Professional Driving permit - % of drivers not holding valid permit	15,6%	1%
Vehicle Types - % of vehicles with defective tyres	21,3%	2,5%
Vehicle Lights - % of vehicles with defective lights	3,5%	1%

 

 

CHALLENGES IN 2006

 

q       We are a non-compliant society, with high levels of violence and crime. 

 

q       Alcohol is a huge problem on South African roads, as well as in family and other violence and general crime. 

 

q       Levels of enforcement are totally inadequate.  “Road users have lost their respect for the law enforcement system and this has resulted in an untold number of offences being committed on South Africa’s roads”^[2]

 

q       Not only is enforcement inadequate, but follow up of fines is also not done.  Only about 17% of fines in South Africa are paid. 

 

q       Speed limits are inadequately enforced and too high in many places.  Urban speed limits should be reduced to 50 kph as a general rule, with 30 kph in areas of high pedestrian activity ie around taxi ranks, schools, clinics or health centres etc. 

 

q       International best-practice tells us that communication should always be in support of enforcement, and it would appear that there has been too little enforcement for communication efforts to be effective.  Public relations efforts have also declined and road safety needs to be high on the agenda of individuals and communities.

 

q       Fraud and corruption is rife throughout the industry: in driver and vehicle licensing, vehicle roadworthiness, enforcement, the public transport licensing industry.  Until we put a stop to this, and break the culture of impunity, we will not make progress in road safety. 

 

 

INTERNATIONAL RECOMMENDATIONS

 

The six recommendations put out by the World Bank consortium on road safety in developing countries are summarized as follows:

 

1. Identify a lead agency in government to guide the national road traffic safety effort.
2. Assess the problem, policies and institutional settings relating to road traffic injury and the capacity for road traffic injury prevention in each country.
3. Prepare a national road safety strategy and plan of action. 
4. Allocate financial and human resources to address the problem.
5. Implement specific actions to prevent road traffic crashes, minimize injuries and their consequences and evaluate the impact of these actions.
6. Support the development of national capacity and international cooperation.

 

 

THE STRATEGY

 

To improve the situation, an internationally recognized road safety strategy must be implemented.  This should include the following elements:

 

Enforcement – heavy, visible, with follow up of fines and identification of repeat offenders.

Education and communication - Emotive advertisements, showing consequences of unsafe behavior, and dealing with a single common offence at any one time, with a public relations campaign to ensure support of communities for the efforts being made.

Engineering – low cost engineering at hazardous locations to have the highest possible impact, a substantial amount of which must be aimed at protection of pedestrians.

Evaluation – research to ensure a data driven, scientifically based strategy.

Cooperation and Coordination between all role players, and involvement of business and industry and civil society.

 

Four fundamentals dictate the requirements of a South African road safety strategy.  These are:

 

q       the Millennium Development Goals (MDG) for the Transport Sector,

q       the need for a reduction in unnatural causes of death,

q       the contribution that traffic management can make to achievement of the ASGISA goals,

q       and the provision of an enabling environment for the 2010 FIFA World Cup

 

Full functionality and resourcing of the Road Traffic Management Corporation is necessary, so that it can achieve its coordination goals.  This can be achieved with transfer of the following functional areas, as well as development of further functions as required:

 

q       Road Traffic Law Enforcement;

q       Testing and licensing of drivers;

q       Vehicle registration and licensing;

q       Vehicle road worthiness testing; and

q       Administrative Adjudication of Road Traffic Offences.

 

International practice indicates that heavy and visible enforcement (an increase of at least 4 – 5 fold), backed up by emotive, stirring advertising together with comprehensive public relations activities has the fastest effect, and in a period of only eight weeks a reduction may be seen.  For this reason heavy enforcement projects, supported by PR and advertising would have the fastest effect and needs to be implemented immediately, during 2006.

 

The primary elements of this strategy, therefore include the following instruments:

 

q       Implementation of a program of 1000 traffic checking or mini-road block actions daily throughout the country.  These will basically identify illegal drivers and vehicles, un-roadworthy vehicles, driving hours, alcohol related crime and seat belt wearing offences.

 

q       A system of camera speed timing will be introduced at particular hazardous areas.  There has been a pilot on the N3 in Kwa Zulu Natal, and speed offences dropped from 18% exceeding the speed limits, to around 2-3%.

 

q       Video equipment will be used in the patrol vehicles to identify unsafe overtaking and other moving offences.  Unsafe overtaking/barrier line offences lead to 17% of the deaths on our roads.

 

q       Emphasis will be place on the crucial areas of enforcement, through a calendar of activities, supported by advertising and public relations efforts.  These include speed, alcohol abuse, seat belt wearing and vehicle condition, especially tyres.  Efforts will concentrate on Public Transport vehicles.

 

q       Repeat offenders and those involved in serious crashes will have to have further driver training and be re-tested.  Development of this training is a priority, and regulatory changes are required for implementation.

 

q       Increased punishments of offenders will include suspension of licenses for violations of 30 kph above the speed limit in urban areas, and 40 kph in rural areas.  Speed limits will be decreased to 30-40 kph in areas of high pedestrian activity, especially around schools.  Regulations are expected to be complete for publication during September 2006.

 

q       Follow up of fines will be improved by implementation of AARTO and RTIA, with a pilot being held in Tshwane in January 2007.  For this reason a national contravention register is being developed.  This system will also introduce demerit points, leading to the suspension or loss of licenses for repeat offenders.

 

EDITOR "The use of the I-Cube LPR system IMMEDIALTY alerts the OFFICER that the vehicle has outstanding fines, is stolen or is over loaded, is described in the I-CUBE paper on the use of License Plate Recognition in a REAL TIME, HIGH SPEED ENVIRONMENT.

If you would like a copy of the paper please contact barry Fryer Dudley on 031 764 3077 or LPRAT I-Cube DOT co DOT za 

q       Regulation of the driving school industry will ensure better teaching of learners, and a probationary period for new drivers will be introduced.  Specialised training and testing of PrDP drivers will also be introduced, leading to improved skills in this high-risk sector.

 

q       Periodic Vehicle Testing will be introduced during 2007.  This will ensure that vehicles are tested regularly, and not just on change of ownership.

 

Added to this, our reporting procedures need to be improved by the introduction of the National Accident Bureau.  Presently only fatal crashes are accurately reported and analysed, and this is insufficient from an analysis, research and planning point of view. 

 

 “The safety, security, and quality of service of some modes of transport are currently unacceptable. The government is committed to a concentrated and integrated effort to bring them into line with international best practice. Particular attention will be paid to road safety^[3].”  In spite of efforts to counter this trend, this is still the position today.

 

We now have the opportunity, the commitment and the promise of adequate resourcing to turn around the situation, and make real gains in reducing carnage on our roads through a dynamic and innovative strategy.

 

 

IMPLEMENTING ORGANISATIONS

 

In terms of the Constitution, Road Traffic Management falls under the responsibility of all three tiers of government.  The National Road Traffic Act deems the Department of Transport to be the lead agency for policy and regulation, and the DOT has transferred some coordination functions to the Road Traffic Management Corporation, as well as implementation to provinces and local authorities.

 

Coordination will therefore be the responsibility of the RTMC, through the coordination of technical committees, as well as Road Transport Regulation, through the Road Safety Forum, which will meet twice yearly for input.

 

 

 

 

REVIEW AND EVALUATION

 

Continuous review of the strategy will take place to ensure that targets are being met.  A “back to basics” approach is being implemented to ensure effective enforcement, backed up by communication and public relations efforts, and maintenance issues which fall under the regulatory framework of DOT.

 

An annual review report will be prepared for approval by the Transport Lekgotla, with media coverage of successes to ensure community support for the strategy.

 

 

SUMMARY : ROAD SAFETY INITIATIVES : 2006 STRATEGY.

 

Targets:

·         50% reduction in fatalities by 2014 (Millennium Development Goals)

·         Safer roads by 2010 FIFA World Cup with a legacy thereafter

·         Contribution to ASGISA growth targets

·         10% reduction in fatalities, serious and slight injuries annually.

 

Ministers Communication Division	Road Transport Regulation	Road Traffic Management Corporation	Provinces and Local Authorities
Support of enforcement activities through emotive advertising campaign, showing consequences of poor behaviour.	Development of training material and new practical tests for PrDP drivers	Calendar of Strategic Activities	Advertising on community radio and print to support national strategic focus.
National advertising, primarily on television and radio, with provincial back-up on community radio and print.	Introduction of probationary period for all drivers, between learners’ and drivers qualifications – zero tolerance to offences.	Use of video in vehicles, to identify moving violations	Use of video in vehicles, to identify moving violations
Public relations campaign to Inform public re MD goals 2014 Strategy to achieve Calendar Results and achievements Gain support for strategy. Highlight role of Minister and DOT in a positive light.	Introduction of system of driver-retraining and testing after serious crashes and repeat violations	Coordination of 1000 “traffic checks (mini-road block) activities per day.	1000 mini-road blocks PER DAY to increase compliance in areas of driver and vehicle legality, vehicle condition (esp tyres) and public transport permits and registrations.
Publicity for AARTO – fine payment locations, national contravention register etc.	Implementation of the Road Traffic Infringement Agency (RTIA).  Pilot in Tshwane January 2007.	Implementation of AARTO functions within RTMC.	Pilot certain aspects of AARTO Tshwane Jan 2007 Roll out provincially end 2007/08 financial year.
Strengthen Arrive Alive campaign in respect to branding and attitude change.	Regulation of  the Driving School Industry including qualifications for instructors.	Discussions with Dept of Justice on stricter penalties and more court time.	Enforcement of pedestrian laws on freeways.
Emphasis on public transport safety – commuter rights and pedestrians	Finalisation of amendments in respect to speed enforcement – license disqualification for 30 kph over speed limit in urban areas and 40 kph in rural areas.	Declaration of traffic enforcement as an essential service to enable 24/7 enforcement.	Reduction of speed limits in areas of high pedestrian activity – especially near schools to 30 or 40 kph.
Pedestrians: Visibility campaigns Safety of learners	New speed limits for vehicles carrying passengers in load areas – revision to 80 kph.	Exploration of static speed calming – speed cameras as per N3 model.	Enforcement in areas of changed speed limits, or physical speed calming.
Communication support for all new innovations and existing projects eg driver license renewals.	Ensure good working relations with other departments and stakeholders through 6 monthly meetings of Road Safety Forum.	Further development of the Card Verification Device system.	Introduction of Best Practice Models and improved customer service in registration centres.
	Ensure data-driven, scientifically based, dynamic strategy to achieve goals.	Growth and improvement of the National Call Centre for reporting of unsafe behaviour, and exploration of more effective punishments.	Road Safety audits at design, building and utilization stages of road building.
	Further explore use of technology: Electronic Vehicle  Identification and Micro-dotting technology.	Development of National Accident Bureau to ensure 100% reporting of all crashes.	Low cost, high impact engineering at high-accident spots – speed calming, fencing, pedestrian facilities and safe taxi stops.
	Finalise tender on feasibility study for Periodic Vehicle Testing and introduce system asap	Training, employment and effective deployment of extra traffic personnel, especially related to enforcement of Taxi Recap project.	Training, employment and effective deployment of extra traffic personnel, especially related to enforcement of Taxi Recap project.
	Return responsibility for Vehicle Testing Stations to DOT from SABS		Sustained efforts to reduce fraud and corruption in the industry.
	Introduction of cameras at Vehicle Testing Stations throughout the country.

 

 

Department of Transport Executive, RTMC Board and DG’s office, MINMEC and COTO

 

Governance Issues

 

• Transfer remaining functions to RTMC
• Exploration of governance models from KZN and Gauteng – enforcement under Community Safety
• Introduction of Best Practice Models and improved customer service through interventions with provincial and local authorities.
• Agreements with Dept. of Labour re working hours for taxi drivers and heavy vehicle drivers. (Social cluster)
• Agreements with Dept. of Justice re heavier sentencing and more court time for traffic offenders. (Jistice and Peace cluster)
• Ongoing investigations by the Special Investigative Unit (SIU) into fraudulent driving licenses, and further projects in respect to fraud and corruption.

 

Maintenance Issues:

 

• Legislation and regulation change to support new innovations.
• Development of national contravention register to identify repeat offenders for re-training, and implement RTIA/AARTO – part of the new eNaTIS system.
• Complete successful migration of eNaTIS system
• Regular measurement and review of strategy: display of work plan and progress/blockages in all areas of implementation.
• Report on progress of implementation to Transport Lekgotla annually – Road Transport Regulation
• Maintenance and re-contracting of Drivers’ License (PRODIBA) and National Traffic Info. Systems (TASIMA) – tenders to be prepared.
• Inspections of all Driver License Testing Centres and Vehicle Testing Stations annually, in terms of regulation.
• Development of the Dangerous Goods Inspectorate and related regulations and standards.
• Development of Standards and Procedures in relation to transport management.