Programme Director;

Minister of Transport;

MEC for Transport;

Traditional Leaders;

Mayor of Phongolo Local Municipality;

Stakeholders in the Transport Sector;

Representatives of the Community;

Distinguished Guests;

Ladies and Gentlemen;

Good Morning!

1. BACKGROUND AND CONTEXT

I. What brings us here today is the horrific accident that took place on the 16th of September at approximately 14h30 a fatal crash occurred on the N2 in the area of Godlwayo in uPhongolo.

II. A truck collided head-on with an oncoming bakkie which was ferrying learners from various schools in uPhongolo.

III. Upon impact 20 people died, including 18 learners, an assistant teacher and the driver of the bakkie.

IV. The truck driver then fled the scene of the accident. A few days after the accident, the truck driver handed himself over to the police due to the mounting pressure from various sectors of society.

V. The truck driver is currently in police custody after he abandoned his bail application. His case is remanded for the 25th October 2022.

VI. The truck driver is facing charges of culpable homicide, negligent driving and for feeing the scene at the time of the accident.

VII. Government and various agencies, including AVBOB supported the families during the burial and provided other social relief.

VIII. Immediately after the truck accident, the community of uPhongolo started barricading the national road N2 calling for a total ban of trucks. The community claims that 65 people have lost their lives on the N2 since December 2021.

IX. After the fatal truck accident, angry community members started burning trucks on the evening of the 16 September 2022, targeting side tipper trucks.

X. Only trucks transporting essential goods and deliveries are currently using the N2 in uPhongolo, although they are fearing for their safety.

XI. Most side tipper trucks, that are transporting coal are now using alternative routes, mainly R66/R34 between eDumbe and eMpangeni.

XII. This has caused serious strain on this provincial road since it was not designed for heavy vehicles and recently the transport role players in Melmoth had a protest against the proliferation of truck in the area.

XIII. The situation in uPhongolo is further compounded by the absence of running water challenges which the District of Zululand is seized with addressing.

XIV. The protesters on the N2 in uPhongolo are complaining that trucks have caused devastation to the community with no action from government.

XV. There are some organizations and forces that are now mobilizing and hijacking the plight of the people of uPhongolo for their interests, some including business interests.

XVI. The lack of coherent leadership between the local uPhongolo Municipality and the District of Zululand is another factor that is complicating the situation.

XVII. The community is still threatening to torch trucks if there is no clear plan from government and the trucking industry.

XVIII. The community is however divided on whether to open the trucks considering the impact on the economy or continue to ban them.

2. COMMITMENT MADE BY ARMS OF GOVERNMENT

I. Government assisted the families with burial arrangements and psycho-social services and social partners donated items such as food packs and vouchers.

II. During the mass funeral and days leading up to the funeral, government made a number of commitments to the community of uPhongolo.

III. Some of the commitments were made through the Minister of Transport, Hon. Mbalula, who convened a media briefing in the area.

IV. Minister Mbalula committed government to improving enforcement on the N2 in uPhongolo, SANRAL to invest more than R2 billion on the N2 improvement and building a Monument with the names of the truck crash victims in their honour.

V. Other commitments were made by the provincial government to explore other possible interventions, including beefing up deployment of traffic police.

VI. The local authority as well committed to play their role in improving the situation and avert any further occurrence of such fatal accidents.

3. CONSULTATIONS WITH KEY STAKEHOLDERS

I. The MEC for Transport, Community Safety and Liaison, Hon. Hlomuka presented a report to the Provincial Executive Council on the 28 September 2022.

II. Number of decisions were taken but chief amongst them was that DoT and EDTEA must lead interventions in stabilizing uPhongolo and assist in normalizing the situation.

III. Minister of Transport Hon. Mbalula and MEC Hlomuka visited the King His Majesty Misuzulu KaZwelithini and briefed him about the accident and the government-led intervention plan.

IV. Subsequently, a meeting was convened by community stakeholders under the banner of Operation Mbo, which is a joint forum of various community organizations. Government was not part of the meeting.

V. An urgent stakeholders meeting was called on Friday (07 October 2022) at Godlwayo Thusong Centre by the Department of Transport, working with the local Operation Sukuma Sakhe team to discuss possible interventions in normalizing the situation in uPhongolo.

VI. A follow-up stakeholders meeting was held on the 11th October 2022 in Godlwayo.

4. ISSUES RAISED

The following is the summary of issues raised in the stakeholders meeting:

I. Lack of police (SAPS and traffic) visibility on the N2 in uPhongolo

II. There is a need for an immediate improvement of visible signage and speed humps/ rumble strips

III. Detailed plan for the N2 Improvement Plan announced by Minister Mbalula

IV. Compulsory stops by trucks on the N2 Tshelejuba area

V. Speed reduction by truck when approaching uPhongolo CBD

VI. Building and installation of weigh bridge on the N2 in uPhongolo

VII. Need to build a truck arrester bed for trucks on the N2 in uPhongolo

VIII. Government must recruit more traffic officers

IX. There is no alternative road from N2 for the uPhongolo community

X. Suspend heavy vehicles during peak hours (06h00 – 09h00) in the morning and (15h00 – 18h00) in the afternoon

XI. Trucking companies must invest in the training and skilling of drivers

XII. Need for patrol vehicles on the N2 in uPhongolo to monitor the behavior of trucks and there must be empowerment of locals.

5. PROPOSED SHORT TERM INTERVENTIONS

I. Enforcement agencies which includes SAPS, RTI, National Traffic Police and uPhongolo Traffic Police must urgently develop an implementation plan to sustain visibility on the N2 in Phongolo (including the deployment of a mobile brake tester)

II. SAPS to request additional highway patrol vehicles to improve visibility.

III. Operations must include enforcement of criminal elements, mainly the transportation of drugs using trucks.

IV. Join operational plans between KZN and Mpumalanga on the border of the two provinces.

V. SAPS to engage with the local magistrate in prioritizing cases of traffic violations.

VI. SAPS to follow-up on all cases of vehicle accidents that happened on the N2 where there is no progress.

VII. DoT road safety to conduct road safety education to all local schools

VIII. Truck companies to provide patrol vehicles to monitor drivers' behavior on the N2 in uPhongolo (currently there are two patrol vehicles but the industry committed to add four more)

6. PROPOSED LONG TERM INTERVENTIONS

I. SANRAL to embark on the N2 Improvement Plan in Phongolo. The process is expected to take off in the financial year 2023/2024. This will entail increasing the lanes and the projected value is R2.5 billion.

II. Government to prioritize opportunities for the local contractors during the N2 improvement project.

III. SANRAL to investigate a possible by-pass too avoid trucks passing through the uPhongolo town. EDTEA also needs to investigate the impact of this in the economy of uPhongolo town.

IV. Phongolo Local Municipality to amend by-laws to reduce truck congestion in the CDB.

V. KZN DoT to investigate a possibility of having a permanent RTI station in uPhongolo.

VI. Government to develop plans to address and end the use of bakkies when transporting learners.

VII. Government to embark on a campaign to educate communities not to build on the road reserve as this becomes a challenge for road improvement.

The following are the stakeholders who participated in the stakeholder meeting:

(National Department of Transport, KZN DOT, SADTU. SANRAL, SACP, Izinduna, Phongolo Local Municipality, Ward Committees, SAPS, OSS team, Truck owners,​Phongolo Truck Stop, Phongolo farmers, Victims of Truck accidents, SANTACO, Religious sector, KWANABUCO, Community leaders, Ayanda Msweli Foundation, NPOs, Operation Sisonke, SANCO)

7. SINCE THEN THE FOLLOWING STEPS WERE TAKEN TODAY ON 14OCTOBER 2022:

I. Briefings Held Today with Traditional Leaders

II. Met with Bereaved Families

III. We are now meeting with the Community and all stakeholders

8. STATUS QUO IN ROAD FATALITIES TODAY

I. A statement issued by the Road Traffic Management Corporation on June this year laments the fact that over 8 547 young people died on South African roads over the three years from 2019 to 2021 in road crashes.

II. The worst affected category was among those aged 30 and 34 years, with

III. 661 of them dying because of road crashes in the three-year period.

IV. These alarming statistics serve as a clarion call to young people and all of us to prioritise road safety especially ahead of the festive holiday season.

V. Factors that contribute to the high number of road fatalities among the

a. youth include persistent risk-taking behaviour such as reluctance to use safety belts, driving at high speeds and driving under the influence of alcohol.

VI. It is estimated that there were 10 611 fatal crashes recorded in the period with the loss of 12 545 lives. These crashes cost the economy R188.31 billion.

9. KEY FACTORS IN ROAD FATALITIES AND WHAT CANB BE DONE?

I. Risk factors

The safe system approach to road safety aims to ensure a safe transport system for all road users. Such an approach takes into account people’s vulnerability to serious injuries in road traffic crashes and recognizes that the system should be designed to be forgiving of human error.

The cornerstones of this approach are safe roads and roadsides, safe speeds, safe vehicles, and safe road users, all of which must be addressed in order to eliminate fatal crashes and reduce serious injuries.

II. Speeding

An increase in average speed is directly related both to the likelihood of a crash occurring and to the severity of the consequences of the crash.

III. Driving under the influence of alcohol and other psychoactive substances

IV. Non-use of motorcycle helmets, seat-belts, and child restraints

V. Wearing a seatbelt reduces the risk of death among drivers and front seat occupants by 45 - 50%, and the risk of death and serious injuries among rear seat occupants by 25%. The use of child restraints can lead to a 60% reduction in deaths.

VI. Distracted driving

There are many types of distractions that can lead to impaired driving. The distraction caused by mobile phones is a growing concern for road safety.

VII. Drivers using mobile phones are approximately 4 times more likely to be involved in a crash than drivers not using a mobile phone.

VIII. Unsafe road infrastructure

Ideally, roads should be designed keeping in mind the safety of all road users. This would mean making sure that there are adequate facilities for pedestrians, cyclists, and motorcyclists. Measures such as footpaths, cycling lanes, safe crossing points, and other traffic calming measures can be critical to reducing the risk of injury among these road users.

IX. Unsafe vehicles

Safe vehicles play a critical role in averting crashes and reducing the likelihood of serious injury. These include requiring vehicle manufacturers to meet front and side impact regulations, to include electronic stability control (to prevent over-steering) and to ensure airbags and seat-belts are fitted in all vehicles.

X. Inadequate post-crash care

Delays in detecting and providing care for those involved in a road traffic crash increase the severity of injuries. Improving post-crash care requires ensuring access to timely prehospital care and improving the quality of both prehospital and hospital care, such as through specialist training programmes.

XI. Inadequate law enforcement of traffic laws

If traffic laws on drink-driving, seat-belt wearing, speed limits, helmets, and child restraints are not enforced, they cannot bring about the expected reduction in road traffic fatalities and injuries related to specific behaviours.

XII. Effective enforcement includes establishing, regularly updating, and enforcing laws at the national, municipal, and local levels that address the above mentioned risk factors. It includes also the definition of appropriate penalties.

XIII. What can be done to address road traffic injuries

A holistic approach requires involvement from multiple sectors such as transport, police, health, education, and actions that address the safety of roads, vehicles, and road users.

XIV. Effective interventions include designing safer infrastructure and incorporating road safety features into land-use and transport planning, improving the safety features of vehicles; enhancing post-crash care for victims of road traffic crashes; setting and enforcing laws relating to key risks, and raising public awareness.

10. INTERNATIONAL PICTURE

The United Nations General Assembly has set an ambitious target of halving the global number of deaths and injuries from road traffic crashes by 2030 (A/RES/74/299).

Road traffic injuries are the leading cause of death for children and young adults aged 5-29 years.

Approximately 1.3 million people die each year as a result of road traffic crashes.

More than half of all road traffic deaths are among vulnerable road users: pedestrians, cyclists, and motorcyclists.

93% of the world's fatalities on the roads occur in low- and middle-income countries, even though these countries have approximately 60% of the world's vehicles.

Road traffic crashes cost most countries 3% of their gross domestic product. Every year the lives of approximately 1.3 million people are cut short as a result of a road traffic crash and between 20 and 50 million more people suffer non-fatal injuries, with many incurring a disability as a result of their injury.

Road traffic injuries cause considerable economic losses to individuals, their families, and to nations as a whole.

These losses arise from the cost of treatment as well as lost productivity for those killed or disabled by their injuries, and for family members who need to take time off work or school to care for the injured. Road traffic crashes cost most countries 3% of their gross domestic product.

About three quarters (73%) of all road traffic deaths occur among young males under the age of 25 years who are almost 3 times as likely to be killed in a road traffic crash as young females.