Civil Engineering September 2022 | Vol 30 No 8

Civil Engineering September 2022 35 comprises five local municipalities: Mahikeng, Ratlou, Ramotshere Moilao, Ditsobotla, and Tswaing (Cogta, 2020). The district is largely rural and has a high potential for producing primary sec- toral goods such as agricultural products. The main industries are crop farming and mining (Oduniyi and Tekana, 2020). 640 000 (67.66%) of the district’s 961 960 people live in poverty, using the upper poverty line definition. This is 3.14% higher than the 621 000 people in 2008 (Cogta, 2020 and Integrated Development Plan, 2021). RESEARCH OBJECTIVES This study had three main objectives: 1. To measure the rural road infra- structural status in NMMMD and the impact it has on access and social inclusion 2. To explore rural mobility challenges and their limitations in NMMMD 3. To explore how opportunities can be derived through the improvement of access and social inclusion within rural transportation in NMMDM. LITERATURE REVIEW Figure 2 shows a conceptual framework of the study, indicating the relationship of elements that contribute to accessibility in the provision of sustainable transportation. Poor access to transportation in rural areas of developing countries constrains economic and social growth and develop- ment, and in turn increases poverty levels (DITP, 2019). Furthermore, poor access limits the economic proactivity of the affected geographical spatiality population. Figure 2 illustrates how access is a central factor in providing transport. Accessibility ensures that every component serves its purpose. Providing roadway infrastructure for public transport (buses and taxis) without walkways, and cyclist lanes translated to the exclusion of some popula- tion groups. Furthermore, infrastructure without complementary facilities such as restrooms compromises the full potential for access and social inclusion. Public transport provides access to em- ployment and flexible mobility, improves individuals’ performance in the labour market, and improves access to opportuni- ties to better individuals’ circumstances. Combined, transport infrastructure and access combat social exclusion and trans- port disadvantages (affordability). Inversely, a lack of access to transport compromises quality of life by contributing to afford- ability crises and social inclusion concerns, especially for people with disabilities, women, and children. The RTSSA includes a Rural Transport Development Programme that entails six key pillars of delivery (RTSSA, 2007): 1. Rural transport infrastructure 2. Rural transport services 3. Non-motorised transportation 4. Safety 5. Regulations 6. Capacity building and monitoring. This indicates the many factors that plan- ners need to pay attention to when trying to improve access in rural areas, such as enabling road infrastructure, availability of reliable alternative transport, affordable transport services, reasonable travel times and distance, integrated transport and land uses. The following section discusses in-depth the factors mentioned above. THE STATE OF PUBLIC TRANSPORT AND ROAD INFRASTRUCTURE IN NMMDM Different road classifications cater for different traffic. Table 1 represents the Accessibility Transport modes Opportunities Social inclusion Infrastructure Affordability Figure 2 Conceptual framework Table 1 NMMDM road network and road class lengths (km) (Source: NMMDM road asset management system 2015, cited DITP, 2019) Road class Total road length (km) Surfaced roads (km) Unsurfaced roads (km) Surfaced roads (%) Unsurfaced roads (%) National roads 453,7 453,7 0 100.00% 0.00% Main roads 1 887,50 533,2 1 354,30 28.25% 71.75% Secondary roads 7 453,50 929 6 524,50 12.46% 87.54% Arterial roads 3 515,60 1 558,50 1 957,10 44.33% 55.67% Minor roads (access and streets) 960,1 437,4 522,70 45.56% 54.44% NMMDM total 14270,4 3911,8 10 358,60 27.41% 72.59% 100% fully surfaced roads   Close to 50% surfaced roads   Above 50% unsurfaced roads