Modal Split

Seven PT link counts (12 Hour Two Way Counts 6am – 6pm) along the main PT routes at the following locations were done. The road based modal split calculated using all available counts showed the following:

Light vehicles - 80.9%

Public Transport - 11.4% (Minibus-taxi – 95% and Bus – 5%)

Heavy vehicles - 7.7%

Bus Transport

Information on the current bus services in KwaDukuza was sourced from Transport Economic Support Services (TESS) who manages the subsidised bus contracts for KZN DoT. There are two bus operators in KwaDukuza operating under two tendered bus contracts.

Darnall Motor Transport operates contract ZNT1169 using a subsidised fleet of 13 buses and 9 buses which are not subsidised. The second operator, Maphumulo Mail Transport, uses 14 subsidised buses and 20 unsubsidised buses.

Minibus-Taxi Transport

The socio-economic factors in the KwaDukuza area as well as within the iLembe DM restrict movement of passengers and also affect minibus-taxi operations. The minibus-taxi is the dominant mode of public transport in the municipality. There are currently two main minibus-taxi associations within KwaDukuza. Dolphin Coast taxi association operating from Ballito with 87 vehicles and Stanger Taxi Association with 219 vehicles operating in the area. An estimated 10900 passenger are transported during the peak period in KwaDukuza.

Bakkie Transport

Bakkie Transport is prohibited by the KwaZulu-Natal Department of Transport (KZN DoT) however this mode of transport still operates informally in the area. The KZN DoT has issued a directive that Bakkie Transport operators must replace their bakkies with 16-seater minibus-taxis, Toyota Venture/Toyota Avanza or similar type vehicles and must affiliate with the taxi associations in their area of operation. Bakkie Transport are informally transporting scholars from home to school and vice versa.

E-Hailing Services

E-hailing services are very popular amongst tourists as they provide transport on demand and from door-to-door, although more expensive than scheduled public transport. E-hailing services however is not seen as a commuter service and does not compete with normal commuter services such as minibus taxi or bus services. Because of the customised nature of these services, it is extremely unlikely that this mode will ever compete in the same market as daily commuters, or even compete for passengers who would be likely to use an effective public transport system.

It should be noted at this point that the municipality’s stance towards the e-hailing industry over the few years has, in essence, already brought about a situation whereby the market is controlling the number of operators.

Passenger with special needs

Universal design is an approach to create an environment that meets the needs of all potential users to the greatest extent possible, including passengers with special needs. The Census 2011 revealed that the one sub-group of the above (persons with difficulties in seeing, hearing, walking, communication) accounts for around 18% of the total population within KwaDukuza.

It is clear that transport planning therefore should include provisions for special categories of passengers, as people with physical disabilities are the most affected by access to transportation and public transport in particular.

Freight Transport

The objective of the KZN DoT is to optimize freight transport to support rural development initiatives and vice versa. There is a need to address the logistics of transporting rural agricultural produce and crafts to markets and rural development initiatives. In order to ensure this, the KZN DoT Freight Directorate has already initiated talks with the Department of Agriculture, Economic Development and Tourism and the Cut Flower export council to try and address the deficiencies.

Non-Motorised Transport

The national Non-Motorised Transport policy defines NMT as all means of transport that are human powered. The NMT environment in KwaDukuza is generally fair within the urban areas however the study identified poor quality infrastructure and lack of direct and continuous routes towards the rural areas. In general, there is no NMT network within the rural areas and existing NMT routes within the road environments are often poorly maintained, seldom used, highly unsafe and in some cases suffer from the infiltration of crime. The following NMT issues and concerns were identified:

  • Long distances between settlements

  • Lack of NMT infrastructure funding and marketing for NMT

  • Providing safe crossing facilities along major pedestrian routes, especially across main arterial roads

  • Lack of continuity of existing NMT routes

  • High number of pedestrian fatalities and injuries

  • Unattractive and unsafe pedestrian facilities