Civil Engineering September 2022 | Vol 30 No 8

Civil Engineering September 2022 39 restrooms at bus stops) are lacking within the district which extends the gap among vulnerable population groups (women, children and the disabled) and, as a result, increases the gap in social inclusion. Secondly, the majority of the popula- tion uses walking as their main means of transport. However, infrastructure constrains them, especially people with disabilities, as most accessible roads that move between streets and feed to other road classes are unsurfaced. Thirdly, the opportunities within the district that can be derived through improved access are full participation in economic activities, as lack of access and social inclusion place people far away from facilities and opportunities. The district needs to improve its infrastructure to enhance NMT and cru- cially provide infrastructure that caters to walking as the predominant means of transport. Increased access can bring people opportunities. The most effective solution to the rural transport problem will involve a combination of policies and measures designed to address the wide range of constraints to access and mobility that is commonly experienced in rural areas of developing countries (Rural Transport Knowledge Base Introduction, 2001). Recommendations Walking is the dominant mode of trans- port in Africa. However, there is still a lack of safe, adequate designated walkways and a common absence of streetlights (Porter, 2020). Within NMMDM there is a need for investment in walking lanes for pedestrians which will include mobility for people with disabilities. NMMDM needs to restructure its road infrastruc- ture investment plan to provide mobility of access to the majority of travellers. This is crucial as NMT is vital in reducing negative environmental effects. There is a need for continuous maintenance of existing infrastructure to maximise the opportunity of lowering long-term possible carrying costs. Most developed surfaced roads within NMMDM are abandoned after upgrade until they deteriorate to no value. There is a need for continual monitoring and evaluation of the road network within the municipality as well as to extend compli- mentary facilities. Furthermore, maximisation of stake- holders’ participation is imperative, as most stakeholders are part of the development process of transport plans and strategies without being actively involved in terms of understanding the flow of budget, budget constraints, and engagements on what the users’ needs are. Thus, they end up being compromised in the middle of the service delivery stage. “There are many stakeholders in rural transport services, with many different priorities and agendas. These stakeholders influence the provision, price, quantity, and quality of rural transport services. They should all be included when planning and implementing transport interventions. The main players are users, operators, and regulators.” (Starkey ed., 2002:2) REFERENCES A complete list of references can be obtained from the authors.