“Managing Law Enforcement”
An address delivered by Mr Gerrie Botha, Manager : Research and Development Road Traffic Management Corporation (RTMC)
The address was delivered at the 57th Annual General Meeting and Symposium of the Institute of Traffic and Municipal Police Officers of Southern Africa on the
17th to 19th October 2005 at Sun City, North West
This is a rather lengthy document that will provide greater insight into the activities of traffic officers, the challenges that they face and the
recommendations that might help to create greater safety on our roads.
This section will consist of the following:
1. Introduction and Background
2. Summary of
fatal crashes, fatalities, rates and cost
3.
Summary of contributory factors to road crashes and fatalities
4. Number of Registered Vehicles, Un-Roadworthy and Un-Licenced Vehicles and
Driving Licences
5. Functional areas in
Road Traffic Management
6. Current Level of Law
enforcement
6.1 Number of Traffic
and Municipal Officers
6.2 Current Level of Performance
7. National
Road Traffic Law Enforcement Code (NRTLEC)
8. Measurable
Operational Requirements of Patrol Teams
8.1 Road Patrolling
8.2 Traffic Stops
8.3 Control of Selective
Moving Violations
9 Setting of Targets
10 Measuring Performance of Traffic Teams and Achievement of Objectives
10.1 Presence on Allocated Route and Number of Vehicles Stopped and Checked
10.2 Notices Issued:
10.3 Achievement of Objectives
11. Conclusion:
12. Recommendations:
Annexure A
Annexure B
Annexure C
Annexure D
1. Introduction and Background
The ever-growing number of road traffic crashes and related deaths demonstrate
that the current systems for combating traffic offences prove to be inadequate.
Given the fact that no less than 12,700 people now die on our roads annually
(almost 38 per day), road safety clearly should be a national priority. The
level of “un-safety” is directly related to the degree of lawlessness on the
roads, which is too high and can no longer be tolerated. Traffic offences,
reckless, negligent, inconsiderate, aggressive and arrogant driver behaviour
also encourage road rage to a large extent. Amongst others, one of the main
purposes for the establishment of the RTMC is to reduce the daily carnage on our
roads.
The objectives of the Arrive Alive road safety campaign, launched on 1 October
1997, were to reduce the number of fatalities by 5% on a year-to-year basis and
to effect a substantial decrease in the critical traffic offences that
contribute to road crashes. After an initial slight decrease, the number of
crashes and resulting fatalities and casualties started increasing again, to
such an extent that the current number of all types of crashes per year is now
estimated to be in the order of about 879 000, costing the country around R38
billion per annum.
In the order of 95% of crashes happen as a direct result of traffic offences.
Traffic offences need to be targeted more effectively in order to curb
accidents. Recent studies undertaken by both the Department of Transport and the
Medical Research Council show that road traffic lawlessness is on the increase.
In the order of 59% of drivers and 61% of pedestrians killed in road crashes
were found to be under the influence of alcohol. Illegal and unsafe overtaking
across barrier lines and ignoring red traffic signals are on the increase.
Excessive speed, speed too high for circumstances and big speed differences
between vehicles; as well as aggressive and reckless driver behaviour, aggravate
other offences that result in crashes.
The purpose of this paper is to briefly look at the functional areas involved in
the management of road traffic, with particular emphasis on law enforcement. The
current level of enforcement is addressed and recommendations are made to
improve the overall management of the enforcement function to ensure that it
plays the prominent role within the overall system as intended.
Recommendations are made for the setting of targets and measuring of performance
towards achieving objectives – you can’t manage what you can’t measure.
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2. Summary
of fatal crashes, fatalities, rates and cost
The number of fatal crashes during the year 2004, from January to December,
increased by 277 (2,70%) from 10,246 in 2003 to 10,523 in 2004, the detail of
which is as follows:
• Pedestrian related crashes increased by 0,56% from 5,115 in 2003 to 5,144 in
2004;
• Overtaking related crashes increased by 6,62% from 2,898 in 2003 to 3,090 in
2004;
• The number of fatal crashes resulting from failure to stop or yield increased
by 4,52% from 623 crashes in 2003 to 651 crashes in 2004;
• Crashes related to poor visibility and unsafe following distances increased by
9,02% from 771 in 2003 to 840 in 2004;
• Crashes relating to unsafe turning manoeuvres decreased by 9,03% from 293 in
2003 to 267 in 2004;
• According to reports from the South African Police Service (SAPS) to the NFAIC,
the number of fatal crashes that occurred due to excessive speeds, increased by
1,093 (46,10%) from 2,370 in 2003 to 3,463 in 2004. In 2003 fatal crashes in
which speed played a role were 23,13% of a total of 10,246 fatal crashes. In
2004 fatal crashes in which speed played a role increased to 32,91% of a total
of 10,523 fatal crashes;
and on the number of fatalities:
• The number of fatalities during the year 2004, from January to December,
increased by 361 (2,92%) from 12,348 in 2003 to 12,709 in 2004; and
• The estimated number of fatalities resulting from speed-related fatal crashes
increased by 1,326 (46,41%) from 2,857 in 2003 to 4,183 in 2004.
• Fatalities resulting from overtaking related crashes increased from 33,56% in
2003 to 35,70% in 2004;
• Fatalities resulting from poor visibility (including no lights and dirty or
poor reflectors on vehicles) and unsafe following distance related crashes
increased from 8,34% in 2003 to 8,46% in 2004.
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3. Summary of contributory factors to road crashes and fatalities
In the order of 95% of crashes happen as a direct result of a traffic offence.
The factors given above are further aggravated by excessive speed and speed too
fast for circumstances; drivers driving under the influence of alcohol, unfit
vehicles and driving without a valid driving licence or a professional driving
permit. Additional factors include general reckless, negligent and aggressive
driver behaviour. Some information in this regard is as follows:
• Information provided by the Medical Research Council (MRC) show that 61% of
pedestrians and 59% of drivers killed in road crashes were under the influence
of alcohol. Information collected by the Department of Transport during annual
traffic offence surveys show that on a daily basis, on average between the hours
of 18:00 and 21:00, in the order of 6% of drivers are driving under the
influence of alcohol.
• On average, 3 vehicles per hour overtake other vehicles illegally across
barrier lines. Detailed investigations of about 80 fatal accidents in which 5 or
more persons were killed, indicated that the major contributory factor to 30% of
these crashes was illegal overtaking;
• In the order of 7% of buses and minibuses are fitted with at least one tyre
that is smooth or damaged;
• About 20% of trucks, including trailers, are fitted with at least one smooth
or damaged tyre;
• 13% of all vehicles have at least one brake light that is faulty and which
contributes to the occurrence of head-rear crashes due to poor visibility.
• In the order of 67% of drivers do not wear seat belts;
• 27% of front seat passengers and 97% of rear seat passengers do not wear
seatbelts, contributing to an increase in the severity of crashes. The
non-wearing of seatbelts could have contributed to the increase of 10% in
passenger deaths from 2003 to 2004 while driver and pedestrian deaths remained
almost unchanged. In one province passenger deaths increased by almost 50% over
a period of one year;
• On average the percentage of vehicles exceeding the speed limit increased by
9,6% from 2003 to 2004. On average almost 30% of vehicles (including buses,
minibuses and trucks) exceed the speed limit of 120 km/h and 6% drive faster
than 140 km/h. In some regions the percentage of vehicles continuously exceeding
120 km/h, is in the order of 50%. During the early evening, between the hours of
18:00 and 21:00 and over weekends, when about 60% to 70% of accidents happen,
the percentage of vehicles exceeding the limit is even higher than given above.
• In accordance with SAPS reports on fatal crashes the number of crashes that
were contributed to by excessive speed or speed too fast for circumstances
increased by 1,093 (46,10%) from 2,370 in 2003 to 3,463 in 2004. In 2003 fatal
crashes in which speed played a role were 23,13% of a total of 10,246 fatal
crashes. In 2004 fatal crashes in which speed played a role increased to 32,91%
of a total of 10,523 fatal crashes.
• On the road surveys showed that in the order of 8% of drivers drive without a
driving licence or have licence cards of which the validity expired;
• 16% of drivers driving vehicles that require the driver to have a professional
driving permit either coannot produce such permit or produce a permit that
expired and was not renewed within the prescribed time;
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4. Number of Registered Vehicles, Un-Roadworthy and Un-Licenced Vehicles and
Driving Licences
The number of registered vehicles on the National Traffic Information System (NaTIS)
increased by 454,855 (6,14%) from 7,408,033 on 30 September 2004 to 7,862,888 on
30 September 2005. In this regard the following should be noted:
• The number of vehicles that are either un-roadworthy or un-licenced or both,
increased by 49,677 (9,74%) from 509,956 vehicles at the end of September 2004
to 559,635 vehicles on 30 September 2005. These vehicles represent 7,12% of the
total vehicle population. The estimated outstanding amount due to un-paid
vehicle licence fees is in the order of R 67,77 million.
• At the end of September 2005 there were a total of 7,435,556 drivers issued
with driving licences. The number of driving licence cards that had expired for
4 months or more were 214,354, representing 2,88% of all driving licences. The
estimated outstanding amount due to Driving Licence Cards that were not renewed
is in the order of R 28,43 million.
• At the end of September 2005 there were a total of 624,383 drivers issued with
Professional Driving Permits (PrDP’s). The number of PrDP’s that had expired for
4 months or more were 89,065, representing 14,26% of all PrDP’s. The estimated
outstanding amount due to PrDP’s that were not renewed is in the order of R 5,95
million.
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5 Functional areas in
Road Traffic Management
The perceived impact, direct and indirect abilities of all the various
functional areas within the road traffic management environment to effectively
combat road traffic offences are schematically shown in the table under Annexure
A.
With the exception of road user and driver education, the other functions,
although they play a very important and necessary role in the total traffic
management system, could be seen as mainly behind the scene traffic management
support functions. Of all the functional areas within the traffic management
system, some of which even stretch beyond the list above (medical and rescue
services, adjudication, etc), it is mainly vigorous and more interactive traffic
law enforcement that will make the biggest contribution to curb the increase in
traffic offences and effect a turn-around in the number of traffic offences and
crashes.
In order to achieve the optimal functionality within the law enforcement
environment, adequate, effective and well coordinated management systems need to
be in place.
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6. Current Level of Law
enforcement
During the 2003 Traffic Offence Survey the presence of traffic officers on the
road was amongst others also recorded. Traffic officers were observed only 5
times over a total distance of 4,600 kilometres travelled over a period of about
2½ months on the inter-city and inter-provincial road network. In only 3 of the
observations were there active law enforcement operations undertaken. The
observed traffic law enforcement levels, if any, were far too low for the high
level of lawlessness discussed above.
This unacceptably low level of enforcement could be ascribed to two main
reasons: the number of traffic officers as well as the level of performance of
the current force, each of which are briefly discussed below.
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6.1 Number of Traffic
and Municipal Officers
A survey on the number of traffic and municipal officers undertaken amongst the
provinces at the end of 2004 indicated that there are currently in the order of
9,773 officers. Detail in this regard is given in the table below.
|
Dec 2004 - Number of
Officers per Province |
|
Province |
GA |
KZ |
WC |
EC |
FS |
MP |
NW |
LI |
NC |
Total |
|
Provincial |
430 |
422 |
414 |
272 |
357 |
402 |
468 |
466 |
60 |
3,291 |
|
Metro |
2,314 |
1,198 |
1,248 |
|
|
|
|
|
|
4,760 |
|
Local |
254 |
123 |
150 |
360 |
188 |
280 |
49 |
241 |
77 |
1,722 |
|
Total |
2,998 |
1,743 |
1,812 |
632 |
545 |
682 |
517 |
707 |
137 |
9,773 |
With regard to the figures in the table above, it should be recognised that it
is mainly only the provincial traffic officials that are responsible for
enforcement on the “rural” road network, which includes national roads, as well
as all major, minor and tertiary provincial roads. The estimated length of these
roads is in the order of about 350,000 kilometres. This information should
further be considered in terms of the metropolitan areas where metropolitan
officers also attend to general crime prevention and numerous other functions.
It is estimated that, at the most, only about one third of these officers is
responsible for traffic control and enforcement.
Providing for the fact that, for various reasons traffic officers work together
in teams of 2; as well as allowing for the maximum number of working hours per
week, public holidays and annual leave, the current “coverage” of the road
network by traffic teams in the various provinces are indicated in the table
below.
|
One Traffic Team per
.......... km of road per Type of Road –
Rural & Urban Roads (2
shifts per day - 7 days per week) |
|
Province |
GA |
KZ |
WC |
EC |
FS |
MP |
NW |
LI |
NC |
Total |
|
Rural roads |
145 |
1,033 |
488 |
1,435 |
1,069 |
467 |
550 |
568 |
5,097 |
756 |
|
Urban roads |
50 |
692 |
296 |
898 |
1,683 |
555 |
4,357 |
910 |
3,291 |
623 |
|
Total |
78 |
844 |
377 |
1,129 |
1,281 |
503 |
911 |
685 |
4,082 |
689 |
The information in the table above indicate that, on average in the Northern
Cape one traffic team on Provincial level is responsible for about 5,097
kilometres of rural road; in the Eastern Cape one team is responsible for 1,435
kilometres, etc. Considering the fact that these figures also include
supervisory staff (who normally do not do active enforcement) and omit to take
cognisance of other duties of officers, for example court attendance, etc,
clearly indicate the dire need for more officers to be deployed to ensure more
visible and active enforcement.
The minimum number of traffic officers required to provide at least a daily
16-hour service (2 shifts per day) for 7 days per week on only the rural road
network was determined. In this process it was accepted that officers work in
teams and that each team would consist of 2 officers; and that each team would
be responsible for 100 kilometres of road. Provision was made for the maximum
number of working hours allowed by legislation; as well as weekends, holidays
and annual leave, etc. This rather conservative estimate (which does not take
into consideration the percentage (%) time spent on other duties), indicates
that, over and above the current 3,291, an additional 5,764 officers are needed
to comply with the required level of coverage of only the rural road network,
making the total number of provincial officers required 9,055. On a Provincial
basis only, the needs are as shown in the table below.
|
Required No. of
Provincial Traffic Officers to comply with
Enforcement needs on
the Rural Road Network |
|
Province |
GA |
KZ |
WC |
EC |
FS |
MP |
NW |
LI |
NC |
Total |
|
Current No. of Traffic
Officers |
430 |
422 |
414 |
272 |
357 |
402 |
468 |
466 |
60 |
3,291 |
|
Number of Officers required |
2,081 |
1,928 |
1,074 |
766 |
632 |
829 |
762 |
755 |
228 |
9,055 |
|
Shortfall |
1,651 |
1,506 |
660 |
494 |
275 |
427 |
294 |
289 |
168 |
5,764 |
|
Needs = At least 2 teams
per day - 16 hours per day (8 hours per team) - 7 days per week –
per 100 km of rural road
(Team = 2 officers) |
|
The above theoretical
required no. of officers per Province also took into account :
the length of road, number
of vehicles and human population density per area;
as well the annual number
of fatal crashes per province |
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6.2 Current Level of Performance
In general, the current level of performance of the available active officers
leaves much to be desired.
Information collected from various traffic authorities during the Arrive Alive
campaign, Operation Juggernaut and now the Provincial Patrol Car project,
indicates that, on average, officers do law enforcement during only 25% of their
available time, and that on average only 1,2 notices for traffic offences are
issued per officer-hour of enforcement, and this includes speed enforcement by
camera. Excluding speed camera enforcement, on average only ONE notice for a
traffic violation is issued every 5 to 6 officer-hours. It is also estimated
that only 5% of all offences are detected, for which a notice is issued,
including speed.
There are currently 866 Card Verification Devices (CVD’s) distributed amongst
the various Provincial and Local traffic authorities. Information collected on
the use of these devices from December 2004 to the end of July 2005 indicates
that 30% of the devices were never used to do a NaTIS query on driver and
vehicle information. Those that are being used are used on average for only one
query per day only.
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7. National
Road Traffic Law Enforcement Code (NRTLEC)
In his address during the launch of the Arrive Alive Patrol Car project in March
2005, the Minister of Transport stated as follows:
“A further issue that will receive top priority by the RTMC will be the drafting
and finalisation of a National Road Traffic Law Enforcement Code. This Code will
be published as a regulation in terms of the RTMC Act and will cover each and
every aspect of enforcement in detail. Amongst others, much needed requirements
with regard to the planning and scheduling of enforcement operations and setting
of performance targets and evaluation measures will be provided for.”
The draft Code, which will be circulated in due course for comments, is similar
to the “General Operating Policy” of ITMPOSA, which is selectively summarised as
follows:
“The best means available to the Traffic Department for the prevention of
violations is conspicuous patrol of freeways, streets and public places by
uniformed officers in conspicuously marked vehicles.
Enforcement efforts must be concentrated against those violations and in those
times and places which give rise to the greatest number of collisions.
Enforcement must be selective to be most effective in decreasing the number of
collisions. It must be selective as to time, place and type of traffic
violation; it must be directed at the locations of greatest frequency during the
hours of the day or night, day of the week, and season of the year of greatest
frequency. An adjunct to effective selective traffic law enforcement is the use
of quality control traffic law enforcement. “
The Code is far too comprehensive to discuss in such a short space of time.
However, a summarised list of the contents of the Code is provided under
Annexure B, with a brief selective extract relating to traffic patrols and
general enforcement as follows:
The objectives of traffic patrols and enforcement should be to:
• Prevent the occurrence of road traffic offences through preventative patrol;
• Increase the active visibility of traffic enforcement and the level of
interrupted patrolling on at least a 16 hour per day, 7 days per week basis on
the road and street network;
• Promote enforcement of selected critical traffic offences and contraventions;
• All enforcement actions and operations should be intelligence based;
• Improve personal interaction between traffic officials and the road using
public;
• Improve community relations by increasing the quality and quantity of contact
between citizens and law enforcement.
• Provide assistance to stranded road users and attend to broken-down and
abandoned vehicles;
• Participate in and manage effective incident management systems;
• Respond, attend to, safeguard and investigate road traffic crashes;
• Aid victims of accidents;
• Reduce traffic congestion and accident hazards through systematic enforcement
of traffic laws;
• Improve road user security;
• Improve the image of and respect for traffic officers;
• Change the behaviour of drivers; and
• Promote traffic law compliance in general and thereby reduce the number of
road crashes and road rage incidents.
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8.
Measurable Operational Requirements of Patrol Teams
It is expected that the duties of Patrol Teams on a daily basis, will in general
be to undertake interrupted patrolling operations on identified hazardous
sections of roads and streets which shall consist of the following three main
categories of functions:
• Road Patrolling, implying travelling with the traffic stream between traffic
stops, during which attention shall be given to moving violations, stationary
and abandoned vehicles, animals on the road and, on freeways : cyclists and
pedestrians;
• Traffic Stops at which vehicles shall be stopped at random and checked for
driver offences and vehicle contraventions.
• Control of Selective Moving Violations at selected locations where, amongst
others, illegal overtaking, excessive speeds and overloading will be targeted.
A self-explanatory list of supportive enforcement equipment that should be
fitted to patrol vehicles is attached under Annexure C.
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8.1 Road Patrolling
The main function and duty of the driver shall be to safely drive the patrol
vehicle, while the responsibilities of the co-driver shall, amongst others be as
follows:
• Operate the equipment fitted to the vehicle, observe drivers and vehicles on
the road and identify driver offences and obviously unfit vehicles or other
vehicle contraventions;
• In the case of “non-serious” offences, or when traffic conditions prohibit the
safe stopping of contravening drivers, the co-driver shall select and display an
appropriate message on the variable message sign fitted on the roof of the
patrol vehicle. In such cases the co-driver shall record the detail of the
offending vehicle and provide the information to the Traffic Control Centre.
(The Centre will prepare and send courtesy letters to the offenders reminding
them of the incident);
• On observing serious offences or contraventions, where the offending driver
needs to be stopped, the co-driver shall request the driver of the patrol
vehicle to stop the driver of the offending vehicle. In such cases the co-driver
shall be responsible to operate the variable message sign and select and display
the appropriate messages. Drivers and vehicles stopped for other offences shall
also be checked for alcohol, seatbelts, driving and vehicle licences and vehicle
fitness aspects; and
• The camera/video recorder and built-in speed measuring equipment shall be used
to record detected moving offences. In such cases offenders shall be stopped
and, depending on the nature of the offence arrested or issued with a notice.
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8.2 Traffic Stops
After about every 20 to 30 minutes of road patrolling or about every 25 to 60
kilometres of travel, depending on:
• the type of route, average traffic volumes, location of the route, etc; and
• the average patrol speed maintained;
the patrol vehicle shall be stopped at a safe, visible and convenient,
preferably specially provided, location at the side of the road for driver and
vehicle inspection purposes.
Depending on local circumstances, and the issues mentioned above, the duration
of such stops should vary from about 20 to 50 minutes, during which period the
following functions must be performed:
• Vehicles of all types shall be randomly selected from passing traffic and
driver, passengers and vehicles shall be subjected to at least the following
enforcement issues:
- Driver : Driving licence/PrDP; alcohol & seatbelt (at least 10 drivers,
representing all types of vehicles, shall be screened for alcohol daily);
- Passengers : Seatbelts (front seat and backseat passengers); and
- Vehicles : Licence disc; correlation of plate numbers with licence disc
numbers; lights; brakes; tyres; steering and chassis defects (particularly
buses, minibuses, LDV’s, trucks and heavy trailers)
The minimum number of vehicles, per type of vehicle, to be stopped and both the
driver and vehicle checked per day of the week, per traffic team shall be in
accordance with the requirements contained under section 9 below; and
• On stopping of vehicles as required above: all driving and vehicle licences
shall be scanned with the CVD (or similar device) and followed up by a NaTIS
query. Amongst others, all queries done will be recorded on the system and
linked to each traffic patrol team which will, amongst others, be used to
determine the daily performance and achievement of set targets for each team.
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8.3 Control of
Selective Moving Violations
About one third of the daily shift hours of each team should be dedicated to
enforcing selective moving violations, amongst others, as follows
• At selected locations unsafe and illegal overtaking manoeuvres and reckless,
negligent and inconsiderate driver behaviour, particularly at identified
hazardous pedestrian locations, shall be controlled;
• During certain times speed control shall be undertaken at hazardous locations
with handheld devices as well as speed cameras. Speed cameras should be used for
vehicles allowed to travel at 120 km/h (depending on the type of road); and hand
held devices should simultaneously be used for speed control of buses and
minibus taxis (100 km/h limit vehicles) and trucks (80 km/h limit vehicles);
• At specially provided areas overload control should be undertaken; and
• All drivers of vehicles stopped for speed, overloading and other moving
offences shall also be checked for carrying and validity of driving licences and
PrDP’s, as well as wearing of seatbelts by drivers and passengers. During such
stops selected vehicle fitness aspects (licence disc, licence plate, lights,
brakes,etc) shall be also checked.
Although certain authorities may prefer to have special teams for each of the
above functions, all traffic enforcement teams should be multi-skilled and
should be able to undertake all of the above functions during a daily 8–hour
shift.
Routes to be patrolled should be determined by management and supervisory
personnel and should be based on the following criteria:
• Number of fatal crashes per route;
• Number of total crashes per route;
• Crash rates in terms of crashes per vehicle kilometres travel; and
• Traffic offence rates.
Traffic teams should be allocated different routes on a daily or weekly basis in
order to break monotony of traffic control operations as well as to curb fraud
and corruption to certain extent.
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9. Setting of Targets
Management and supervisory personnel at traffic authorities should identify the
most hazardous routes within their areas of jurisdiction, based on the criteria
given under section 8.3 above. Such identified routes should then be patrolled
in accordance with the following proposals:
Each identified route should be patrolled for at least 16 hours per day by two
traffic teams (2 shifts) during which the following functions should be
performed by each team (times depending on locations of routes and local
conditions):
|
Road patrolling
(moving) |
2 to 3 hours daily |
See 8.1 above |
|
Traffic stops |
3 to 4 hours daily |
See 8.2 above |
|
Moving violations |
Approximately 2 hours
daily |
See 8.3 above |
|
Total |
8 hours daily |
|
During traffic stops at least the following number of vehicles should be stopped
and checked in accordance with section 8.2 above:
|
Minimum No. of Vehicles
per Type to be Stopped and Checked per Day per Traffic Team |
|
|
|
|
|
|
|
|
|
|
|
Day of Week |
Sun |
Mon |
Tue |
Wed |
Thu |
Fri |
Sat |
Week |
|
|
|
|
|
|
|
|
|
Total |
|
Trucks |
1 |
2 |
2 |
2 |
2 |
2 |
1 |
12 |
|
Buses |
2 |
2 |
2 |
2 |
2 |
2 |
2 |
14 |
|
Minibus Taxis |
3 |
3 |
3 |
3 |
3 |
3 |
3 |
21 |
|
Minibuses |
3 |
3 |
3 |
3 |
3 |
3 |
3 |
21 |
|
Light Delivery Vehicles (LDV's) |
2 |
2 |
2 |
2 |
2 |
2 |
2 |
14 |
|
Motorcycles |
1 |
1 |
1 |
1 |
1 |
1 |
1 |
7 |
|
All other vehicles |
2 |
2 |
2 |
2 |
2 |
2 |
2 |
14 |
|
Total |
14 |
15 |
15 |
15 |
15 |
15 |
14 |
103 |
The proposed offences to be targeted and number of notices to be issued for
moving offences are listed in the table under Annexure D and discussed under
section 10.2 below.
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10. Measuring Performance of Traffic Teams and Achievement of Objectives
It is suggested that the daily performance of traffic teams be evaluated against
the weighted criteria listed in the table under Annexure D, summarised as
follows:
10.1 Presence on Allocated Route and Number of Vehicles Stopped and Checked
• At least 95% of the vehicle travel time must be on the allocated route;
• At least 95% of the vehicle stationary (stopping) time must be on the
allocated route;
• Vehicle usage must be within the prescribed set limits (braking, acceleration,
speed, etc);
• The number of vehicles and drivers stopped and checked during traffic stops
must be at least be in accordance with the table under section 9 above (detail
to be checked should be in accordance with section 8.2 above);
The above information will automatically be recorded for each team by the
commercial tracking device fitted to the vehicle and use of the CVD (or similar
device) on submission of driver and vehicle licence queries to the NaTIS.
The maximum score that can be achieved in this category is 650 points with a
recommended minimum of 600 points on a daily basis.
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10.2 Notices Issued:
Under this category is will be expected from each traffic team to issue at least
15 notices per day as follows (also see table under Annexure D):
• Driver offences : 5
• Vehicle contraventions : 5
• Moving offences : 5
Traffic teams will have to be assisted by administrative support staff to record
achievements under this category on a daily or weekly basis.
The maximum score that can be achieved in this category is 135 points with a
recommended minimum of 70 points on a daily basis. The overall minimum score a
traffic team should achieve during a daily 8-hour shift should not be less than
670.
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10.3 Achievement of Objectives
The main objectives of the daily interrupted traffic patrols are to reduce the
level of lawlessness and the number of road crashes. Traffic authorities should
therefore put systems in place whereby these two indicators can be measured on
the routes or areas that are being patrolled in order to measure to which extent
these two objectives have been achieved. Such evaluations which must preferably
be on a hourly basis per day of the week for road crashes, should be done on a
monthly basis.
11. Conclusion:
The high annual number of road crashes, in combination with the increasing level
of lawlessness on the road network as provided above, indicate that the current
staff levels of provincial and local traffic authorities are inadequate to
effectively combat traffic offences. Many authorities, on both provincial and
local levels of Government, also do enforcement only during normal working hours
(08:00 to 16:00) from Monday to Friday. The result is that there is hardly
sufficient enforcement during the early evening and over weekends when most
fatal accidents happen.
Traffic law enforcement officers have a key role in encouraging improved road
user behaviour. Law enforcement will continue to be enhanced through the
development and application of improved management methods and new technology.
The focus should be on both widespread, continuous and targeted
intelligence-based enforcement campaigns, which must be coordinated with and
supported by public information programmes.
As in the case of most other disciplines involved in road traffic management, a
uniform performance measuring and evaluation system for traffic law enforcement
should be developed and introduced at all traffic authorities.
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12. Recommendations:
Based on the crash and traffic offence statistics given above, serious attention
should be given to increase the number of traffic officers, as well as the
manner in which enforcement is conducted. Improved and more visible,
inter-active law enforcement from 18:00 to at least 22:00 daily, as well as over
weekends (Fridays, Saturdays and Sundays), the time and days when most fatal
crashes happen, should be considered as a matter of urgency in order to reverse
the current unacceptable road safety situation.
In this regard the following recommendations are submitted for consideration:
12.1 Serious consideration should be given by traffic authorities at all
levels of Government to increase their number of traffic officers in order to
keep track with the increase in the number of vehicles, level of lawlessness and
road crashes (this should also provide for the additional demands on this
profession during the 2010 World Cup event);
12.2 Traffic law enforcement must be declared an emergency and essential service
as soon as possible;
12.3 Traffic authorities should endeavour to continuously identify the most
hazardous routes within their areas of jurisdiction and deploy interrupted
traffic patrols on such routes for at least 16 hours per day 7 days per week;
12.4 Traffic authorities should consider the development and introduction of
effective performance measuring tools which should include setting of targets
and measurement of achievements of traffic officers; and
12.5 The draft National Road Traffic Law Enforcement Code should be finalized
and published under the RTMC Act as soon as possible.
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Annexure A
|
Functional Units /
Areas |
Direct/Indirect and
level of impact on
quality and safety in
road Traffic |
|
Level of Impact |
Low |
Medium |
High |
|
1. Road traffic law
enforcement; |
Direct : Interactive
contact with road users |
|
|
X |
|
Direct : Moving offences :
overtaking, ignoring red robots and stop signs, speed |
|
Direct : Drivers at
roadblocks : licences, alcohol, seatbelts |
|
Direct : Vehicles at
roadblocks : vehicle licences, tyres, lights, brakes |
|
Direct : Control output of
other functions : vehicle & driver testing (depending on available
information) |
|
2. Training of traffic
personnel; |
Indirect support function |
|
X |
|
|
3. Vehicle registration
and licensing; |
Indirect support function |
|
X |
|
|
4. Vehicle and
roadworthiness testing; |
Indirect support function |
|
X |
|
|
5. Testing and licencing
of drivers; |
Indirect support function |
|
X |
|
|
6. Road traffic
information; |
Indirect support function |
X |
|
|
|
7. Accident investigations
and recording thereof; |
Indirect support function |
X |
|
|
|
8. Communication and
education; |
Communication : Indirect
support function:
effectiveness and level of
impact depends on level and quality of enforcement |
|
X |
|
|
Education : Direct support
function, depend on level of education and active participation by
schools & communities |
|
|
X |
|
9. Infrastructure safety
audits; |
Direct : Control of quality
of infrastructure
Effectiveness depends on
road authorities to introduce & make improvements |
|
X |
|
|
10. Administrative
adjudication of road traffic offences.
(AARTO) |
Direct : Determine level of
and set uniform fines. Identify regular offenders and allocate demerit
points |
|
|
X |
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Annexure B
NATIONAL ROAD TRAFFIC LAW ENFORCEMENT CODE
CONTENTS
PART A: NATIONAL STANDARDS
PART A1: ROAD TRAFFIC LAW ENFORCEMENT AGENCIES:
MANAGEMENT STANDARDS
CHAPTER 1: AGENCY ORGANISATION AND ADMINISTRATION
Agency organisation
Administration
Meetings
Internal investigations
CHAPTER 2: HUMAN RESOURCE MANAGEMENT
Human resource management
Performance evaluation
Harassment and discrimination
General complaints
Light duty
Awards
CHAPTER 3: TRAINING AND APPOINTMENT REQUIREMENTS
CHAPTER 4: ASSET MANAGEMENT
Inventory, maintenance and disposal
Law enforcement equipment
Inspections
CHAPTER 5: FINANCIAL MANAGEMENT
Accounting principles
Fiscal management and resource control
Travel regulations
CHAPTER 6: INFORMATION MANAGEMENT
Personnel records
Impounded property inventory
Traffic enforcement planning
Access to information
PART A2: TRAFFIC OFFICERS: STANDARDS OF CONDUCT, EQUIPMENT AND APPEARANCE
CHAPTER 7: CODE OF ETHICS
CHAPTER 8: USE OF EQUIPMENT
CHAPTER 9: DRESS CODE
PART A3: PUBLIC RELATIONS
CHAPTER 10: COURT ACTIVITIES
CHAPTER 11: CONSULTATIVE NETWORKS
CHAPTER 12: COMMUNICATIONS AND PUBLIC OUTREACH
PART A4: OPERATIONAL PROCEDURES
CHAPTER 13: ENFORCEMENT ACTION
CHAPTER 14: TRAFFIC PATROLS
CHAPTER 15: TRAFFIC STOPS
CHAPTER 16: ROAD SAFETY CHECKPOINTS AND ROADBLOCKS
CHAPTER 17: PURSUIT
CHAPTER 18: SPEED TESTING
CHAPTER 19: ALCOHOL TESTING
CHAPTER 20: OVERLOADING CONTROL
CHAPTER 21: SEARCH OF PERSONS AND PREMISES
CHAPTER 22: USE OF FORCE
CHAPTER 23: SEIZURE
CHAPTER 24: ARREST
CHAPTER 25: ACCIDENT RESPONSE
PART B: PERFORMANCE TARGETS
PART C: NON-COMPLIANCE
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Annexure C
Equipment to be provided and fitted to or on Patrol Vehicles
Each patrol vehicle should be fitted with road safety, emergency, communication
and law enforcement equipment necessary to successfully undertake all
interrupted road patrol operations as required. In addition, the following
should be provided:
a. A Card Verification Device (CVD) (or similar hand-held computer) should be
allocated and linked by its serial number to the identification number of each
patrol vehicle. The CVD (or similar) will be used to access and query the
National Traffic Information System (NaTIS) data base and transfer information
on driving and vehicle licences and owner, driver and vehicle information. This
process will allow identification of stolen vehicles; vehicles not submitted for
regular roadworthy testing; as well as drivers for whom warrants for arrest are
issued or have outstanding traffic fines, In addition the CVD will allow for the
recording and transmitting of data on traffic violations and road crashes as
well as updating of addresses and other detail;
b. Each patrol vehicle should be fitted with a portable, battery operated
printer which will be linked to the CVD for the printing of warrants for arrest
and traffic notices at the roadside;
c. Portable alcohol breath screening devices which must be able to record data
collected on driver breath alcohol readings; and hand-held speed measuring
devices should be supplied to each patrol vehicle;
d. About 50% of the traffic teams should also be issued with portable speed
camera equipment to undertake speed enforcement at special identified hazardous
locations on the road network;
e. A real-time number plate recognition system should be fitted to each patrol
vehicle which will automatically (while driving or stationary) detect and alert
(through an audible alarm) on stolen vehicles; owners of vehicles to whom
warrants for arrest have been issued; vehicles of which the owners or operators
have outstanding traffic fines; as well as vehicles of which the licence expired
or failed to be submitted for roadworthy testing. On detection, such vehicles
could be pulled safely off the road and the necessary legal action taken;
f. A video/DVD camera which will be able to record tamper-free evidence on CD,
will be fitted to each patrol vehicle for the recording of moving traffic
offences such as: illegal and unsafe overtaking; reckless and negligent driver
behaviour; speed violations as well as interactions with road users that need to
be recorded;
g. About 50% of the traffic teams should also be issued with portable
evidentiary weighing equipment to undertake overload enforcement at special
provided traffic stops on the road network; and
h. In addition, each vehicle will be fitted with a comprehensive tracking device
that will allow monitoring and control of, amongst others, the following:
- Routes followed per time frame on a daily basis;
- Location and duration of Traffic Stops;
- Distance and time travelled between Traffic Stops;
- Location and duration of other enforcement operations (overtaking, speed, etc)
- Total daily and weekly use of each vehicle in terms of hours as well as
distance;
- Speeds travelled; and
- Possible misuse of vehicles in the driving manner thereof.
A Geographical Information System (GIS) should also be operational at a central
Traffic Control and Communications Centre where individual vehicle locations and
movements could be monitored, logistical support provided, including
communications with incident management services, etc and weekly, or at least
monthly operational and performance evaluation reports be produced.
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Annexure D
Proposed Daily Performance Evaluation Criteria for Traffic Teams
|
|
Proposed
Daily Performance Evaluation Weighting Criteria per Traffic Team |
|
|
On Route
Presence & Vehicles Stopped |
Max Score =
650 Min Score = 600 |
Weight |
No. |
Score |
|
A |
95% of vehicle
travel time on allocated route |
20
|
1 |
20
|
|
|
95% of vehicle
stationary time on allocated route |
20
|
1 |
20
|
|
|
Driver
performance and usage of vehicle |
20
|
1 |
20
|
|
|
|
sub-total |
60
|
60
|
60
|
|
B |
Driving
Licence & PrDP queries |
A A1 |
10
|
5 |
50
|
|
|
|
B EB |
10
|
5 |
50
|
|
|
|
C C1 EC |
20
|
2 |
40
|
|
|
|
EB EC |
20
|
2 |
40
|
|
|
|
sub-total |
60
|
180
|
180
|
|
|
Vehicle
Licence queries |
Trucks |
20
|
2 |
40
|
|
|
|
Buses |
20
|
2 |
40
|
|
|
|
Minibus Taxis |
20
|
3 |
60
|
|
|
|
Minibuses |
10
|
3 |
30
|
|
|
|
LDV's (bakkies) |
10
|
2 |
20
|
|
|
|
Motorcycles |
5 |
1 |
5 |
|
|
|
All other
vehicles |
5 |
2 |
10
|
|
|
|
sub-total |
90
|
205
|
205
|
|
|
Driver alcohol
screen results and |
Trucks |
20
|
2 |
40
|
|
|
readings
reported |
Buses |
20
|
2 |
40
|
|
|
|
Minibus Taxis |
20
|
3 |
60
|
|
|
|
Minibuses |
10
|
3 |
30
|
|
|
|
LDV's (bakkies) |
10
|
2 |
20
|
|
|
|
Motorcycles |
5 |
1 |
5 |
|
|
|
All other
vehicles |
5 |
2 |
10
|
|
|
|
sub-total |
90
|
205
|
205
|
|
|
|
|
|
650
|
650
|
|
|
Notices
Issued |
Max Score =
135 Min Score = 70 |
Weight |
No. |
Score |
|
C |
Driver
offences |
No driving
licence or PrDP |
5 |
1 |
5 |
|
|
|
Expired
driving licence or PrDP |
5 |
1 |
5 |
|
|
|
Drive with
suspended licence or PrDP |
5 |
1 |
5 |
|
|
|
Drive vehicle
of which use is suspended |
5 |
1 |
5 |
|
|
|
Driving under
influence of alcohol |
5 |
1 |
5 |
|
|
|
Driver and
passengers not wearing seatbelts |
5 |
1 |
5 |
|
|
|
Illegal
stopping on freeway |
5 |
1 |
5 |
|
|
|
sub-total |
35
|
35
|
35
|
|
|
Vehicle
contraventions |
No licence
disc |
5 |
1 |
5 |
|
|
|
Expired
licence |
5 |
1 |
5 |
|
|
|
False
registration plates |
5 |
1 |
5 |
|
|
|
Failed to be
submitted for roadworthy test |
5 |
1 |
5 |
|
|
|
Worn or
damaged tyres |
5 |
1 |
5 |
|
|
|
Faulty lights
- front |
5 |
1 |
5 |
|
|
|
Faulty lights
- rear |
5 |
1 |
5 |
|
|
|
No chevron at
back - heavy vehicle |
5 |
1 |
5 |
|
|
|
No side
markings - heavy vehicle & trailers |
5 |
1 |
5 |
|
|
|
Faulty brakes |
5 |
1 |
5 |
|
|
|
Faulty
steering mechanism |
5 |
1 |
5 |
|
|
|
No rear-view
mirrors |
5 |
1 |
5 |
|
|
|
Passenger
overload |
5 |
1 |
5 |
|
|
|
Freight
overload |
5 |
1 |
5 |
|
|
|
Unstable load
on vehicle |
5 |
1 |
5 |
|
|
|
sub-total |
75
|
75
|
75
|
|
|
Moving
offences |
Unsafe /
Illegal Overtaking |
5 |
1 |
5 |
|
|
|
Unsafe /
Illegal U-Turn : median & unsafe place |
5 |
1 |
5 |
|
|
|
Exceed speed
limit - trucks |
5 |
1 |
5 |
|
|
|
Exceed speed
limit - Buses and minibis taxis |
5 |
1 |
5 |
|
|
|
Exceed speed
limit - all other vehicles |
5 |
1 |
5 |
|
|
|
sub-total |
25
|
25
|
25
|
|
|
|
|
|
135
|
135
|
|
|
|
|
Max |
785
|
785
|
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|