Questions and Replies

Reply:

a) (i) and (a) (ii)

SAMSA SUPPLIER INVOICES OLDER THAN 30 DAYS
Supplier Name	Amount Over 30 Days	Comments
1. WorldSport South Africa	R 2 053 332	The amount was the subject of a dispute with the supplier. The supplier has since agreed to payments in 6 monthly instalments following the resolution of a dispute.
2. PNN Ship Suppliers and Logistics	R 1 752 276	Supplier payment is effected upon receiving funding from the Department of Fisheries and Forestry. This occurs at quarterly intervals upon which all outstanding supplier invoices are cleared. The next payment run will occur in April/May 2017.
3. Lloyd's Register EMEA	R 965 000	Supplier payment is done bi-annually. The next payment will be made in June 2017.
4. Microsoft Ireland Operations	R 239 812	Supplier payment is effected upon receiving funding from the Department of Fisheries and Forestry. This occurs at quarterly intervals upon which all outstanding supplier invoices are cleared. The next payment run will occur in April/May 2017.
Supplier Name	Amount Over 30 Days	Comments
5. Only Orange Electrical CC	R 307 865	Supplier payment is effected upon receiving funding from the Department of Fisheries and Forestry. This occurs at quarterly intervals upon which all outstanding supplier invoices are cleared. The next payment run will occur in April/May 2017.
6. Viking Life Saving Equipment	R 160 616	Supplier payment is effected upon receiving funding from the Department of Fisheries and Forestry. This occurs at quarterly intervals upon which all outstanding supplier invoices are cleared. The next payment run will occur in April/May 2017.
TOTAL	R 5 478 901

b) All the invoices will be settled in the current financial year (2017/18). A mentioned above, the main reason for the bulk of the long outstanding invoices is SAMSAs cash flow situation which resulted in delays in supplier payments with some of the suppliers, particularly the major suppliers, agreeing on structured payment plans. The financial situation is improving which will lead to most, if not all, suppliers over 30 days old being brought up to date.

c) A supplier reconciliation is performed for each supplier. Any invoice that is identified as long outstanding, the reasons thereof are obtained from the employee who placed an order with the supplier. In addition, suppliers would often contact finance staff when their invoices miss the payment date. The finance staff would follow up on the reasons and resolve the matter.

Reply:

ATNS has no debt that remained unpaid for more than 30 days. Therefore (a) to (c) with subsections are not applicable.

Reply:

a) The Passenger Rail Agency of South Africa has not awarded any tender to the certain company between 01 January 2013 to 31 December 2016

b) See response (a)

Reply:

Yes, the Passenger Rail Agency of South Africa has debt that has remained unpaid for 30 days or more.

a) (i) Debt outstanding for more than 60 days see link below:

https://pmg.org.za/files/RNW897Table-170407.docx

a) (ii) 95% of debt is owed to Transnet. Discussions are ongoing between PRASA and Transnet to resolve the debt. 4% of debt is owed to other suppliers; some invoices have disputes that are in the process of clearing, whilst others have not have been paid due to cash constraints.

b) Debt is settled twice a month.

c) (i) Invoices are signed off by end user as confirmation that services were rendered

   (ii) Invoices are loaded on system

  (iii) Payments are made twice a month on invoices 30 days and older dependant on cash flow constraints, small suppliers is prioritised. Age analyses are scrutinised by CFO’s for reasons of non-payment.

Reply:

a) The upgrading and improvement of Railway stations which are used for the delivery of both Commuter and Long Distance Rail services is ongoing and occurs annually through a National Station Improvement Programme (NSIP) and National Station Upgrade Programme (NSUP). Table 1 below reflects the number of completed projects since April 2012 to March 2016.

Table 1

 

It is anticipated that for the 2016/2017 financial year a total of forty three (43) station improvements (NSIP) and fifteen (15) station upgrades projects (NSUP) will be completed. For the 2017/2018 financial year a total of forty five (45) station improvement projects (NSIP) and fifteen (15) station upgrade projects (NSUP) are earmarked for completion. The table below outlines a project name list for stations prioritised for the 2017/2018 financial year per region.

National Station Improvement Programme (NSIP)

Gauteng South Region	Gauteng North Region	Western Cape Region	Kwazulu Natal Region	Eastern Cape Region
1.Dunnottar station	8) Akasiaboom Station	20) Du Toit	27) Winkelspruit Station	34) Arnoldton Station
2. Servaas Station	9) Silverton Station Drainage & Fencing	21) Fisantekraal	28) Charlottedale Station	35) De Mist Station
3. Selpark Station	10) Gezina Station	22) Gouda	29) Ottawa Station	36) Mdantsane Station
4. Noupoort Station	11) Soshanguve Station	23) Vlottenburg	30) Compensation Station	37) Mount Ruth Station
5. Union Station	12) Kopanong Station	24) Esplanade	31) Frazer Station	38) East London Station - Fire Infrastructure Refurbishment drainage and paving in Depot Yard
6. Betlhehem Station	13) De Wildt Station	25) Stellenbosch	32) Phoenix Station	39) Port Elizabeth Station – Fire Infrastructure Refurbishment
7. Grasmere Station	14) Komatipoort Station	26) Paarl	33) Shallcross Station	40) Sydenham Station
	15) Kaapmuiden Station			41) Port Elizabeth Station
	16) Nelspruit Station			42) East London Station
	17) Akasiaboom Station			43) Perseverance Station
	18) Pienaarspoort			44) Sterkstroom Station
	19) Mamelodi Gardens			45) Cradock Station

National Station Upgrade Programme (NSUP)

Gauteng South Region	Gauteng North Region	Western Cape Region	Kwazulu Natal Region
1. Florida Station	9) Akasiaboom Overhead Station	10) Cape Town Station Upgrade Phase 6	15) DBN Station Fire Compliance - (Phase 2)
2. Jeppe Station		11)Cape Town Station Phase 1 Forecourt & Amenities
3. Bloemfontein Station		12)Mbekweni Station Upgrade
4. Germiston Station -Shosholoza Meyl Office		13) Mutual Station
5. Park Station – (4) projects		14)Woltemade Station

(b) (i) Some stations have been closed due to operational requirements of rationalisation of stations in close proximity to each other, low passenger numbers and safety considerations.

(ii) Not applicable, see (i) above

(c) (i) Passenger are referred to an existing of upgraded stations, closer to them.

Reply:

a) The Board had resolved to request the Chairpersons of the respective Subsidiary Boards to attend and submit their reports to the Governance and Performance Committee of the Main Board, which is comprised of the PRASA Board Chairperson and the Chairpersons of the Board Committees. PRASA has two Subsidiaries, namely: Autopax (Bus service) and Intersite (Property Development).

b) (i) They engaged through the Governance and Performance Committee of the Board.

(ii) Subsidiary Board Chairpersons submit reports to and attend the Governance and Performance Committee of the Board.

c) Governance and Performance Committee of the Board – which is made up of the Board Chairperson and the Chairperson of the Board Committees.

d) The Board had resolved to request the Chairpersons of the respective Subsidiary Boards to attend and submit their reports to the Governance and Performance Committee of the Main Board.

Reply:

a) (i) are the details of these debts,

Service provider / Invoice holder	Invoice number	Invoice dates	Reason for non-payment	Settlement date
Putco Mafani Consulting	INV2016-09-06	06-09-2016	This matter has been referred to the Legal unit as there is a contractual disagreement.	Once agreement is reached
Nexus Travel	INV082193 to INV0920319	29-01-2016 to 15-09-2016	There was dispute on charges for accommodation and conference fees	RTMC has agreed on a settlement of R151 005.74 which was PAID in March. The balance of R557 990.74 will be reversed.

The RTMC has two debts over 30 days:

• Putco Mafani Consulting – R20 000
• Nexus Travel - R728 996.46

(ii) what are the reasons for non-payment in each case,

• Nexus Travel – Nexus overcharged RTMC on the accommodation and conference fees and we have agreed on a settlement of R151 005.74 which was PAID in March. The balance of R557 990.74 will be reversed.
• Putco Mafani Consulting – This matter has been referred to the Legal unit as there is a contractual disagreement.

b) Nexus Travel has been paid already during the last week of March and Putco Mafani Consulting will depend on the outcome of the advice from Legal unit.

c) (i) processes, (ii) procedures and (iii) mechanisms are in place to ensure that payments are made on time?

The Corporation pays creditors on a weekly basis and has no history of long overdue debts. The preliminary creditors’ age analysis for March 2017, indicates that only 0.03% of creditors were over 30 days; and it was only two suppliers.

When invoices are received, they are recorded in a register for follow up, sent to programme managers for sign off and paid promptly. Where there is a delay, Logistics Management follows up with programme managers.

Reply:

Department

REPLY

(1)(a)(i) The asset register of the Department of Transport is updated as and when asset transactions occur.

(1)(b) The asset registers of the Department of Transport are updated daily.

(1)(c) & Assets that were unaccounted for in the last three financial years and the values of these

(1)(d) assets are as follows for the Department of Transport, relating to the Electronic National Traffic Information System (eNaTIS):

Asset	Value	Year unaccounted for
eNaTIS Software	229,954,000.00	2014/15	2013/14
eNaTIS Hardware	264,201,000.00	2014/15	2013/14
eNaTIS Hardware	24,987,000.00	2014/15

(2)(a) The reasons why these assets were unaccounted for were because of uncertainty that existed regarding the ownership of the assets in terms of the Modified Cash Standard and the ongoing litigation between the Department and the eNaTIS service provider.

(2)(b) The eNaTIS assets were disclosed in the financial statements for the year ended on 31 March 2016. Currently the Road Traffic Management Corporation and the Department are verifying the assets as per the Constitutional Court judgment of 9 November 2016 that the

(2)(c) Opening balances of asset registers of the Department of Transport for the past three financial years:

Year	Tangible assets	Intangible assets	Immovable assets	Minor assets
2015/16	48,425,669.75	305,146.47	353,434,058.10	19,224,456.51
2014/15	42,979,152.90	305,146.47	353,434,058.10	17,446,342.55
2013/14	34,703,408.58	305,146.47	345,237,479.35	15,825,827.56

(2)(d) The Department has a reliable asset management function.

Airports Company South Africa SOC Limited (ACSA)

1. (a) Airports Company South Africa (ACSA)’s asset register is updated as and when asset transactions occur, (b) asset transactions occur on a continued basis and thus the asset register is continuously updated, (c) no assets are unaccounted for, (d) ACSA has no unaccounted assets.
2. ACSA has no unaccounted assets and has the appropriate procedures and processes in place to maintain the integrity and accuracy of asset registers.

Air Traffic and Navigation Services SOC Limited (ATNS)

(1) (a) ATNS’s fixed asset register is updated on a monthly basis with acquisitions and disposals. Useful life extensions are reviewed on an annual basis and updated prior to financial year end being 31 March annually.

(b) ATNS’s fixed asset register is updated on a monthly basis

(c) There are no assets that are not accounted for

(d) There are no assets that are not accounted for and thus this is not applicable

(2) (a) There are no assets that are not accounted for

(b) The annual fixed assets verification process identifies assets that are obsolete; idle; not barcoded; transferred without approval. Maintenance expenses, computer consumable expenses and small office equipment expenses are scrutinized on a monthly basis to ensure that all assets are correctly accounted for.

(c) The opening balances for the past three financial years are as follows:

• 2016/17 R 651 720 948 – Carrying amount
• 2015/16 R 616 658 761 – Carrying amount
• 2014/15 R 706 011 872 – Carrying amount

(d) The integrity and accuracy of the fixed assets is ensured through the following processes:

• Annual useful life review of assets
• Annual impairment test of assets
• Annual verification to ensure that assets are adequately barcoded and accounted for

Ensuring that the acquisitions and accounting of assets comply with the latest
International Financial Reporting Standards; Public Finance Management Act
and Generally Accepted Accounting Practices.

South African Civil Aviation Authority (SACAA)

The undermentioned is the South African Civil Aviation Authority’s response to the following questions: (1) (a) (i) N/A, (ii), (b), (c), (d); and (2) (a), (b), (c), (d) (i) and (ii).

The South African Civil Aviation Authority (SACAA) Asset Register is updated on a monthly basis as and when assets are bought and sold. The Asset Register is also reconciled to the general ledger on a monthly basis. The SACAA Asset Register is updated on a monthly basis. All SACAA assets have been reconciled. The values of each of the asset categories is as per the table below as at the end of February 2017. The asset categories are Property, Plant, Equipment, and Intangible Assets.

Cross-Border Road Transport Agency

(1) (a) (ii) CBRTA updates assets register

(b) monthly as more assets are acquired and/or depreciated in line with the Agency’s Fixed Assets policy. There is a bi-annual (twice a year) asset verification exercise that is conducted in line with the current policy on Non-Current Assets (Fixed Assets).

(c) There are no assets that are unaccounted for, and the assets are accounted for in line with applicable GRAP statements, be it on acquisition and / or impairment.

(d) Not applicable.

(2) (a) Not applicable

(b) The bi-annual asset verification exercise is conducted in line with the current policy on Non-Current Assets (Fixed Assets) with the primary aim of ensuring amongst others, that the assets are accounted for and properly recorded.

(c) The audited opening balances per the C-BRTA statement of financial position (Property, Plant and Equipment) were as shown below:

April 2014 R7, 971, 345

April 2015 R9, 535, 112

April 2016 R8, 491, 941

(d) The asset register and the Agency’s balance sheets have been subjected to the audit processes by the Auditor General (SA), and no material findings have been reported. Internal audits have also been performed by the internal auditor on the assets as part of financial discipline review and there were no material findings noted in the last three financial years

Road Accident Fund

(1) (a)(ii) The Fixed Asset Register of the RAF was last updated on 6 October 2016 following the RAF’s bi-annual asset verification process. The next major update will happen on 5 April 2017 after the final asset verification process.

(b) the Fixed Asset Register is updated on a continuous basis for asset movements or additions in terms of the RAF’s approved Fixed Asset Management Policy. The updates are performed by specific individuals in accordance with the principle of segregation of duties. Major updates take place bi-annually as a result of the RAF’s bi-annual asset verification process.

(c) the assets which are unaccounted for in the past three financial years are reflected in the attached spreadsheet and

(d) the values of each of the assets are reflected in the attached spreadsheets;

(2) (a) the reasons for these unaccounted assets are largely due to the fading or removal of identifying barcodes due to normal wear and tear; the theft of assets in which instance the RAF considers claims against its insurers where this is possible and, or financially viable having regard to the excess payable in respect of the particular claim; and where the RAF was prevented from documenting assets which were removed during attachment processes executed by the Sheriff of the court,

(b) the RAF is doing the following to identify the assets:

• Asset verifications are performed bi-annually to ensure assets on the Fixed Asset Register are verified.
• Assets reported as unverified during the verification are flagged and the following procedures are performed:
• The Facilities Management Department and the Information Communication Technology Departments attempt to verify the asset on the floor. If the asset cannot be verified all information on the accounting system and the Fixed Asset Register, including manual records are utilised in an effort to identify the original purchaser in an attempt to pinpoint the cost centre owner in order to enquire from the cost centre owner as to the location of the asset. If the location of the asset cannot be identified using manual records, transfer documentation for the movement of assets to other regions as a result of asset transfer or employee secondment are also reviewed.

Only after these processes have been completed are the assets approved for write off by the RAF’s Asset Disposal Committee. All submissions motivating for asset disposal are presented to the committee to be reviewed before they are approved for de-recognition on the Fixed Asset Register. The Asset Disposal Committee commenced its duties in July 2016.

(c) the opening balance of the Fixed Asset Register (opening book values) for the

2014-15 financial year was R 268 169 000,

2015-16 financial year was R 281 807 000, and

2016-17 financial year was R 227 245 000,

(d)(ii) the following procedures, processes and mechanisms exist to ensure the integrity of the RAF Fixed Asset Register:

• The RAF’s Fixed Asset Management Policy
• The RAF’s Fixed Asset Management Standard Operating Procedure
• Management Directives have been issued where necessary
• Audits are performed by the Internal Audit Department
• Audits are performed by the Auditor General (no material findings have been raised)
• A bi-annual verification exercise is performed in September and March of each year
• The RAF has implemented the segregation of asset management functions for recording and maintaining the Fixed Asset Register
• Clearly defined roles are in place for the Facilities Management and Information Communication Technology Departments.
• Dedicated resources are employed to ensure Fixed Assets are recorded accurately and completely.
• A Reconciliation of the Fixed Asset Register to Financial Records is performed on a monthly basis.

Road Traffic Management Corporation

(1) (a) (ii) RTMC updates assets register on a

(b) Monthly basis with all assets procured and the relevant depreciation is also run.

(c) There are no unaccounted assets

(d) Not applicable

(2) (a) Not applicable

(b) Not applicable

(c) opening balance: 2013/14 – R20,372,747

2014/15 – R26,338,596

2015/16 – R26,416,188

(d) procedures, processes and mechanisms exist to ensure the integrity and accuracy of the asset registers

• Regular physical asset verification spot checks.
• Monthly reconciliation of GL to FAR
• Receiving of all assets that are procured is done by Asset unit and the assets are barcoded immediately
• Asset movement forms are used to allocate assets to an end user
• Room inventory lists are posted for each area listing all the assets in the area.
• Assets under the control of a centralised unit with an asset controller appointed within each business unit for day to day controlling.

Road Traffic Infringement Agency

(1) (a)(ii) RTIA – during the month of March 2017

(b) On a monthly basis and as and when there are new transactions that are required to be added to the asset register.

(c) There are no unaccounted assets

(d) Not applicable

(2) (b)(a) N/A

(b) Asset count twice a year

(c) 2016 = R 9 923 359

2015 = R 4 209 735

2014 = R 643 257

(d) Approved asset policy

Bi-annual physical verification of assets

Assets are subjected to annual audit both internally and externally

A regular review and monitoring of asset movement and changes

All assets are insured.

Asset management function in place.

Monthly recording of the accounting records

Quarterly reporting to MANCO

EXCO and Audit Committee

Internal control around purchase maintenance recording and disposal of assets in place.

South African National Roads Agency Limited

1. (a)(ii) SANRAL

(b) SANRAL’s asset register is updated whenever a new asset is acquired or old/redundant assets are written off for various reasons, including technological obsolescence.

(c) There are no assets which are not unaccounted

(d) Not applicable

2. (a) and (b) No unaccounted assets exists.

(c) The opening balances for the past three financial years are:

2014/15 R303 747 772 000

2015/16 R308 819 013 000

2016/17 R315 293 979 000

(d) (ii) The integrity and accuracy of the asset register is ensured through monthly reconciliation of the asset register to SANRAL’s general ledger. Furthermore, asset verification is performed twice a year to ensure that assets physical exists.

South Africa Maritime Safety Authority (SAMSA)

(a) SAMSA fixed asset register gets updated every time there is movement, eg acquisition, disposal, loss through destruction etc, of assets. The fixed asset register was last updated on 24 March 2017;

1 (b) The Fixed Asset Register gets updated immediately when there is a movement in fixed assets as well as monthly and annually as part of month end and annual reporting process;

1(c) Assets totaling R124, 660.86 were unaccounted for in the past three years by the entity;

1(d) The following is a list of assets that were unaccounted for:

ASSET DESCRIPTION	ASSET ID / SERIAL NUMBER	ACQUISITION COST
1.ACER TMP 255 Laptop	CH2388	R15,112.52
2.ACER TMP 255 Laptop	CH2389	R15,112.52
3. Trueline Bird Wattmeter	OQ2080	R12,871.74
4. Trueline Bird Wattmeter	OQ2081	R12,871.74
5.ARG Electric Design Tool/Tester	0203 000 333	R37,231.26
6. HP Probook 6360b Laptop	0201 000 671	R10,696.94
7. CANON Scan Front 300/300P	CH3090	R19,229.17
8. CANON Digital Camera	0303 000 120	R1,534.97
TOTAL		R124,660.86

2(a) Most of the assets were stolen and the Fixed Asset Register was not updated on time. Some could not be located during fixed asset verification but were never removed from the Fixed Asset Register.

2(b) Since the beginning of the 2016/17 financial year, a process has been implemented where fixed assets are verified quarterly. The reasons for missing assets are investigated and, if valid, eg stolen asset without a possibility of recovery, the Fixed Asset Register is updated.

2(c) Fixed Asset Register opening balances:

DESCRIPTION	31 March 2016 (R’000)	31 March 2015(R’000)	31 March 2014 (R’000)
Opening Balance	R37,487	R46,269	R46,035

2(d) Procedures and processes for fixed asset management have been improved to ensure completeness and accuracy of fixed assets. This includes ensuring assets are adequately safeguarded and regular verification of fixed assets is conducted - variances are investigated to understand the root cause and ensuring a repetition in the future.

Ports Regulator of South Africa (PRSA)

1. (a) (ii) the asset register of the Ports Regulator was last updated in August 2016 when computer equipment was purchased. (b) The asset register is updated every time there’s a purchase and/or disposal including changes in location for all assets. (c) All assets of the Ports Regulator are accounted for in the assets register. This is also confirmed by Auditor General from their last audit. (d) Not applicable.
2. There were no assets that belong to the Ports Regulator which were not accounted for in the asset register. (a) Not applicable, (b) Not applicable, (c) Not applicable, (d) Not applicable.

Passenger Rail of Agency of South Africa (PRASA)

1. (a) PRASA’ s asset register is updated and audited on an annual basis.
2. Asset register is updated when an asset becomes ready for use, when an asset is damaged (Part of Asset Departments’ function on a daily basis).
3. There are no known assets unaccounted for in the past three financial years.
4. See response (c) there are no known unaccounted assets.

2. (a) There are no unaccounted assets.

(b) Regular asset verification, at least twice a year.

(c) Audited balances over past 3 years

2015/16 Financial Year……………R32, 8 billion

2014/15 Financial Year……………R29, 7 billion

2013/14 Financial Year……………R26, 4 billion

(d) Frequent physical verification of assets, monthly reconciliations

Railway Safety Regulator (RSR)

(1)

(a)(ii) Asset Register of RSR was last updated in March 2017.

1. Asset Register of RSR is updated every time there are changes in assets. This includes acquisition, movements, disposals and asset verification results.
2. There were no unaccounted assets in the past three years.
3. Please see response in (c).

(2)Please see response in (1)(c).

1. Asset verification is conducted twice a year in line with the Asset Management Policy
2. The opening balances of the asset register for each of the past three years were:

Asset category	2015/16	2014/15	2013/14
Property, Plant and Equipment	R6 014 828	R6 744 003	R2 585 413
Intangible assets	R11 539 932	R2 901 167	R190 399
TOTAL	R17 554 760	R9 645 170	R2 775 812

These are the carrying amounts at the beginning of each financial year.

(d)(ii) The Asset Management Policy of the RSR governs how assets should be managed. This includes the recording, assets verifications and the disposals processes.

Reply:

South African Civil Aviation Authority (SACAA)

Below is the South African Civil Aviation Authority’s response to questions (a), (b), (c), (d), (e), and (f).

a) The table below provides details on the total number of investigation conducted over the past three financial years by the South African Civil Aviation Authority’s Accident and Incident Investigation Division. In line with international standards, and as prescribed in Annex 13 of the International Civil Aviation Organization (ICAO), aircraft accidents are classified into two categories, i.e. as either an Accident or Serious Incident.

TOTAL NUMBER OF ACCIDENTS AND INCIDENTS IN THE PAST THREE FINANCIAL YEARS
Year of Occurrence (Financial Year)	Accidents	Serious Incidents	Total
2014/2015	120	77	197
2015/2016	110	26	136
2016 - Feb 2017	69	14	83

NOTE: The 2016/2017 financial year statistics excludes March 2017 occurrences, which will be tallied only at the end of March 2017.

TOTAL NUMBER OF ACCIDENTS PER PROVINCE IN THE PAST THREE FINANCIAL YEARS
Financial Year	GP	NW	LP	FS	EC	WC	MP	NC	KZN	O/B
2014/2015	37	8	10	6	17	12	12	4	10	4
2015/2016	33	11	12	3	14	12	9	1	6	9
2016/2017	19	7	12	2	4	10	5	0	5	5

NOTES:

• GP Gauteng Province
• NW North West Province
• LP Limpopo Province
• FS Free State Province
• EC Eastern Cape Province
• WC Western Cape Province
• MP Mpumalanga Province
• NC Northern Cape Province
• KZN KwaZulu-Natal Province
• O/B Borders of South Africa.

b) The nature of aircraft accident and incident investigations differ depending on the occurrence. Investigation are conducted in line with requirements outlined in Annex 13 of the International Civil Aviation Organization (ICAO). This means:

1. in instances where an aircraft sustains minor damages and there are no reported injuries, the investigation will commence immediately but will be conducted off site, meaning that the Investigator in Charge and his or her team of Investigators do not need to go to the crash site in order to conduct the investigation; and
2. In instances where the aircraft sustains major damages and there are reported injuries or a fatality or fatalities, the investigating would commence immediately and on site.

c) The table below outlines the total annual costs, over a three financial year period, of activities associated with aircraft accident and incident investigations.

ANNUAL COSTS OF ACCIDENT INVESTIGATION FOR THE PAST THREE FINACIAL YEARS
Financial Year	2014/2015	2015/2016	2016/2017
Total Cost	R 16 919 937.45	R 18 378 990.80	R 17 736 577.23

d) The outcome of investigations revealed the following as main probable cause(s) and contributing factors for the accident or serious incident:

OUTCOMES OF THE AIRCRAFT ACCIDENT AND INCIDENT INVESTIGATIONS
Occurrence Causals	Contributing factor(s)
Human Error	Poor technique/airmanship Failure to maintain flying speed/stall Loss of directional control Disregard of standard operating procedures Disorientation
Aircraft Technical (mechanical failure of a component)	Fuel starvation/Exhaustion Metal fatigue/fracture Engine failure Mechanical failure Loss of power Combustion malfunction
Aircraft Operations	Unsuccessful forced landing Sling load operation Missed approach Wake turbulence

e) The primary lessons learned from each investigations is that we are then able to determined what caused the accident or serious incident and what are the other factors that contributed to the accident.

f) The SACAA has formed partnerships with the industry aimed at developing and implementing measures that prevent a repeat of similar incidents. The following has thus far been implemented:

1. Safety recommendations emanating from the investigation reports are issued to affected aircraft operators and organisations that maintain the aircraft to implement measures to prevent future accident.
2. Safety awareness notices are issued where there’s a trend of similar incidents even if there’s different types of aircraft involved, e.g. collusion with wires due to low flying.
3. The Safety Management Systems (SMS) was introduced and has been and continue to be implemented by operators. This allows operators to manage their safety risk based on incidents they experience in their organisation.
4. The SACAA continuously hosts round-table discussions with the industry on aviation safety.
5. The SACAA introduced the Annual Safety Seminar and uses it to share safety information with the industry. Local and global trends relating to the causes and contributing factors of accidents and incidents are shared with the industry.
6. Once finalized, accident and serious incidents investigation reports are made public and available through the SACAA website (www.caa.co.za).

NW820E

Reply:

(1)

a) No one. Neither the Department of Transport nor the South African National Roads Agency Limited gave authority for such activities on the Road reserves.

b) Not applicable, as above (a).

c) Neither the Department of Transport nor the South African National Roads Agency Limited has the details on the dates as there was never any authority given.

(d Not applicable, see (a) (b) (c) above.

(2)

(a) Neither the Department of Transport nor the South African National Roads Agency Limited has the details about anyone charged.

(b) Any illegal activity with National network is enforced in terms of the National Road Traffic Act, SANRAL Act, and Criminal Procedure Act, to mention but three.

Reply:

The Cross-Border Road Transport Agency (C-BRTA) pays its debt timeously, at an average of 14 days per creditor. There are however, isolated instances where service providers are not paid within 30 days of receipt of invoices for a variety of reasons, for instance, where the service has not been satisfactory and warrants engagement with the service providers, or where errors have been picked up from the supplier invoices or where the price charged is not in line with what was contracted or quoted. As at end of February 2017, the following creditors’ balances were not paid and been over 30 days:

(a) i			(a) ii	(b)
Service provider	Invoice number	Invoice dates	Reason for non-payment	Settlement date
Eris Property	DBBMARCRO/2016/10 (Parking rental)	21-10-2016	Disputed as the invoiced service was never ordered or rendered to the Agency. Service provider to provide credit note.	Subsequently settled in March 2017 by means of credit note received from the Supplier
Madijo Trading Enterprises	INV 2549 (Supply of Uniform)	2015-04-16	Disputed as the ordered goods were not delivered as per the specifications. Goods returned to service provider.	Once engagements with the service provider for a credit note are concluded
Orange Fox Security Services	Inv0000866 (Security)	2014-06-13	Disputed as there is no proof that the ordered items were delivered.	Once engagements with the service provider for a credit note are concluded
Mdluli Office Automation (Seartec)	Various invoice numbers backdated by supplier between periods June 2016-January 2017. (Photocopiers)	Various invoice dates. Backdated between June 2016- January 2017. Invoices sent by supplier on 27 January 2017 and 30 January 2017	The service provider did not invoice the Agency and had internal backlog and were undergoing internal restructuring. Invoices were subsequently received in January 2017 and backdated.	Partially settled in March 2017. Disputed amounts will be settled once engagements with the service provider have been concluded.
Sipho Mano	Inv. 20278 Inv. 20277 Inv. 20258 (Catering and events)	05-02-2013 04-02-2013 19-10-2013	Disputed as the service provider invoiced above the quotation and approved purchase order amounts.	Supplier to credit the overcharged amount or amount to be written off in June 2017.
(b) i			(b) ii	(b)
Service provider	Invoice number	Invoice dates	Reason for non-payment	Settlement date
Atlantis Corporate Travel	Hof0124254 (Travel)	31/05/2015	Invoice was disputed due to overcharging by service provider. Invoice in excess of the purchase order and the initial quotation. The purchase order amount was paid. The service provider could also not produce any supporting documents to prove or explain the variance.	Ongoing engagements with the service provider for a credit note and efforts are being put in place to resolve this matter by the end of May 2017.
Atlantis Corporate Travel	Hof0142429 (Travel)	30/11/2015	Invoice was disputed due to overcharging by service provider. Invoice in excess of the purchase order and the initial quotation. The purchase order amount was paid. The service provider could also not produce any supporting documents to proof or explain the variance.
Duma Travel	Hof0710448 (Travel)	13/05/2015	Invoice was disputed as the service was not rendered and the service provider could also not produce any supporting documents to prove that the service was rendered.
Duma Travel	Hof0699427 Travel)	22/04/2015	Invoice was disputed as the service was not rendered and the service provider could also not produce any supporting documents to prove that the service was rendered.
Duma Travel	Hof0560673 (Travel)	31/08/2014	Invoice was disputed as the service was not rendered and the service provider could also not produce any supporting documents to prove that the service was rendered.
Duma Travel	Hof0710428 (Travel)	13/05/2015	Invoice was disputed as the service was not rendered and the service provider could also not produce any supporting documents to prove that the service was rendered.

(c) (i) (ii) (iii) Mechanisms and processes are already firmly in place to ensure suppliers are paid on time. There is a dedicated unit within the Finance division that handles payments to suppliers. All invoices received are recorded and stamped reflecting the date of receipt. Invoices are upon receipt, matched with the relevant supporting documentation and submitted to relevant officials to validate delivery of goods or services. Disputes are clearly communicated to the service providers to ensure that such disputes are resolved on time.

The Agency has a duty to ensure payments are not irregular, are not fraudulent and are for the services ordered and rendered. No interest or fruitless expenditure has therefore been charged to the Agency as a result of supplier payment delays in the last two financial years.

Reply:

On 28 February 2017 the Road Accident Fund (RAF) presented its financial position and cash constraints to the Portfolio Committee on Transport (PCoT). This presentation was linked to the debts as posed in this Parliamentary Question and included reference to the RAF’s 2013/14, 2014/15 and 2015/16 Annual Financial Statements previously presented to PCoT inclusive of the same financial reality.

The RAF has debt that has remained unpaid for 30 days or more, defined for purposes of this reply as money the RAF is required to pay immediately and excludes borrowings. To avoid doubt, the RAF has no borrowings;

(a)(i) debts older than 30 days (Claims Creditors as at 4 April 2017 and Trade Creditors as at 28 February 2017) comprise of a total of 14 555 individual debts with a combined value of R 5.5 billion, which are debts processed for payment but have not yet been paid. In respect of Claims Creditors (payments due in relation to claims made under the Road Accident Fund Act, No. 56 of 1996) (Act), the details of the debts are set out in the table below:

Claim Creditor Category	Number of Claims Creditors	Value in Rand	Payment Date
Claimant creditors - capital	5 198	R 3 960 543 951	Less than 180 days from date of payment request as per the RAF’s Cash Management Plan
Claimant creditors - cost	3 792	R 748 282 177
Writ creditors (capital and / or costs)	1 858	R 783 182 863
Supplier creditors	180	R 2 465 110
Undertaking creditors	199	R 3 100 830
RAF attorneys, actuaries and other claim operations service providers	3 147	R 60 009 169

Details of debts due to Trade Creditors are captured in the table below:

Category	Number of Trade Creditors	Number of Transactions	Value in Rand	Payment Date
Trade Creditors	17	181	R  6 147 178	Dependent on reconciling of items

(ii) the reason for non-payment in respect of each Claims Creditor is the lack of cash to make payment when due as a result of the mismatch between the funding the RAF receives via the Road Accident Fund Fuel Levy (approximately R2.8 billion per month) and the payments the RAF is required to make to Claims Creditors in terms of the Act (approximately R3 billion per month), and the reasons for non-payment in respect of each Trade Creditor is due to engagements in the ordinary course of business with the suppliers of goods and services on items being queried for any number of reasons – also known as reconciling items.

(b) the RAF implemented a Cash Management Plan based on the RAF’s actuarially determined Funding Model, to determine the number of days necessary to effect payment on the basis of the monthly Road Accident Fund Fuel Levy income forecast and the monthly claim settlement patterns and related service level agreements (these calculations are refreshed when circumstances change materially, or at a minimum once a year). The key objective of the Cash Management Plan is to ensure the maximum number of payments to all categories of Claim Creditors and Trade Creditors, within the available cash constraints, noting that there is insufficient cash to settle all debts which are due for payment at any point in time. Currently the maximum payment days the RAF endeavors to honor are 180 days from when the debt was processed for payment. However, the exact date of settlement of the outstanding debts in respect of each of the Claims Creditors is unknown as the payment date is dependent on the category of debt as defined in the Cash Management Plan and the available cash to make payment (which is in turn dependent on the fluctuating monthly Road Accident Fund Fuel Levy income and the ad hoc recovery of diesel rebates, which reduce the Road Accident Fund Fuel Levy income), number of claims settled, number of judgments, number of writs, and operational interruptions as a result of bank account attachments. The exact date of settlement of the outstanding debts in respect of each Trade Creditor is unknown because of the dependency on the reconciling of items.

(c) noting the challenges relating to cash constraints and the reconciling of items, the following mechanisms are in place to ensure that payments are made: (i) manual and automated payment processes, and daily, weekly and monthly reporting mechanisms, (ii) the RAF Accounts Payable Policy and Standard Operating Procedure, and (iii) the Cash Management Plan.

Reply:

Airports Company South Africa SOC Limited (ACSA)

1. In terms of the IATA baggage policy, the airline is accountable and responsible for the passenger’s baggage. According to the IATA codes, delayed, damaged and/ stolen bags are recorded by either the airline or its handling company on behalf of the passenger which is handled as a claim.

2. See above answer to question (1).

3. When an airport official and/or staff is involved or positively implicated in pilferage, their access permit cards are blacklisted by ACSA and the matter is reported to SAPS.

Reply:

(a) & (b)

Number of Investigations Conducted
Category	2014/15	2015/16	2016/17	Total
Collision between trains	8	8	10	26
Derailments	14	32	24	70
Level crossing Collisions	7	13	18	38
People Struck By Trains	1	3	22	26
Platform Train Interface Occurrences	0	12	19	31
Averted Collisions	0	2	3	5
Runaways Trains	1	1	1	3
Train High Tension Fires	1	0	1	2
Electrocution	0	0	1	1
Signal Passed At Danger	2	1	0	3
Total	34	72	99	205

Gauteng
Category	2014/15	2015/16	2016/17	Total
Collision between trains	1	3	2	6
Derailments	4	9	13	26
Level crossing Collisions	1	3	1	5
People Struck By Trains	0	2	12	14
Platform Train Interface Occurrences	0	9	13	22
Other	2	2	5	9

North West
Category	2014/15	2015/16	2016/17	Total
Collision between trains	0	2	0	2
Derailments	0	2	1	4
Level crossing Collisions	4	4	1	9
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	1	0	1
Other	1	0	0	1

Western Cape
Category	2014/15	2015/16	2016/17	Total
Collision between trains	1	3	0	4
Derailments	3	6	1	10
Level crossing Collisions	1	2	4	7
People Struck By Trains	0	0	4	4
Platform Train Interface Occurrences	0	3	3	6
Other	1	0	1	2

Free State
Category	2014/15	2015/16	2016/17	Total
Collision between trains	0	0	0	0
Derailments	0	1	1	2
Level crossing Collisions	0	0	0	0
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	0	0	0
Other	0	0	0	0

Eastern Cape
Category	2014/15	2015/16	2016/17	Total
Collision between trains	0	0	1	1
Derailments	1	4	0	5
Level crossing Collisions	0	2	2	4
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	0	0	0
Other	0	0	0	0

Limpopo Province
Category	2014/15	2015/16	2016/17	Total
Collision between trains	3	1	0	4
Derailments	0	2	2	4
Level crossing Collisions	0	0	4	4
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	0	0	0
Other	0	0	0	0

Northern Cape
Category	2014/15	2015/16	2016/17	Total
Collision between trains	0	0	0	0
Derailments	0	3	12	15
Level crossing Collisions	0	1		1
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	0	0	0
Other	0	0	0	0

Mpumalanga
Category	2014/15	2015/16	2016/17	Total
Collision between trains	1	2	1	4
Derailments	4	2	0	6
Level crossing Collisions	0	0	11	11
People Struck By Trains	0	0	0	0
Platform Train Interface Occurrences	0	0	0	0
Other	1	0	0	1

KwaZulu Natal
Category	2014/15	2015/16	2016/17	Total
Collision between trains	2	0	1	3
Derailments	2	1	4	7
Level crossing Collisions	1	0	4	5
People Struck By Trains	0	1	3	4
Platform Train Interface Occurrences	0	0	4	4
Other	0	0	0	0

(c) The cost of each investigation:

Cost per Independent BOI
Occurrence	2014/15	2015/16	2016/17
PE Station Derailment	R 831 184,27
Lebaleng rear-end Collision		R 514 026,00
Denver rear-end Collision		R 1 814110,73
Kaalfontein derailment		R 520 880,00
Lower Adamson and Gaika derailments		R 724 600,00
Blaney head-on Collision		R 358 188,00
Booysens rear-end collision		R 580 764,00
Booysens rear-end collision			R 140 402,00
Kimberley derailment (AFRO 4000)			R 361 500,00
Total	R 831 184,27	R 4 512 568,73	R 501 902,00

The costs for RSR internal investigations includes operational costs only. These are conducted by the RSR inspectorate. The table below show the total costs for internal investigation for the last three (3) financial years.

Operational Costs for RSR Internal Investigations
Financial Year	2014/15	2015/16	2016/17
Cost	R 169 681,73	R 344 180,00	R 388 420,00

(d) The outcome of each investigation

See attached Excel Spreadsheet

(e) 

Category	Lessons Learnt
Collision between trains	We need collision avoidance systems installed in trains Invest in maintenance of infrastructure and rolling stock
Derailments	We need more wayside monitoring equipment Invest in maintenance of infrastructure and rolling stock
Level crossing Collisions	We need enforcement at level crossings We need to upgrade protection at level crossings We need to redesign some level crossings
People Struck By Trains	Protection of the railway reserves Awareness to the public Enforcement
Platform Train Interface Occurrences	Upgrade of stations Introduction of new trains Security at stations Public Announcements at stations (Improved and audible communication)
Averted Collisions	Re-Training of employees Fitness for Duty Declaration when reporting for Duty Manage overtime
Runaways Trains	Adherence to procedures
Train High Tension Fires	Maintenance of rolling stock
Electrocution	Supervision
Signal Passed At Danger	Adherence to procedures

(f) The Railway Safety Regulator has adopted a strategic approach to enhance its oversight role, by conducting research on driver behaviour at level crossings (human factors), new technologies and have developed regulations that will support safe railway operations.

Reply:

CY	FLIGHT TYPE CODE	ARRIVAL Passengers	DEPARTURE Passengers	TOTAL Passengers	TOTAL Passengers
2014	Domestic	11 912 205	11 945 260	23 857 465	35 296 866
	International	5 157 363	5 210 205	10 367 568
	Regional	537 540	534 293	1 071 833
2015	Domestic	13 066 368	13 094 665	26 161 033	37 750 447
	International	5 225 445	5 288 053	10 513 498
	Regional	539 729	536 187	1 075 916
2016	Domestic	13 762 375	13 781 577	27 543 952	39 787 939
	International	5 506 282	5 597 132	11 103 414
	Regional	570 633	569 940	1 140 573

Reply:

The Department has programmes in place to deal with the reduction of road carnages on R31 road. These programs are anchored around the pillars of United Nations Decade of Action for Road Safety.

There is also improvement visibility of traffic police to ensure safety of all road users in this road.

We have attended to the road shoulders of the R31 to increase its capacity to cater for the heavy vehicle traffic, in particular.

The long term plans are that the additional lanes will be introduced and design life of road be improved.

Reply:

Airports Company South Africa SOC Limited (ACSA)

The latest Integrated Report 2016 is available on the website.

Air Traffic and Navigation Services SOC Limited (ATNS)

1. The latest Annual Report 2015 is available on the website, the reports are also achieved from 2010- 2014.
2. The 2016 Annual Report will be available as soon as it is tabled in Parliament.

South African Civil Aviation Authority (SACAA)

(a) The latest annual report of the South African Civil Aviation Authority (SACAA), i.e. for the 2015/2016 financial year, is available online via the organisation’s website. Each year, and without fail, the SACAA ensures that its annual report is available online via its website immediately on receipt of confirmation that the annual report has been tabled in Parliament.

Cross-Border Road Transport Agency

1. The Cross-Border Road Transport Agency has the latest annual report available online via the Agency’s website.
2. Not applicable as the latest annual report is available online.

Road Accident Fund

(a) The Road Accident Fund has the latest annual report available online via the Agency’s website.

(b) Not applicable as the latest annual report is available online.

Road Traffic Management Corporation

1. The Road Traffic Management Corporation has the latest annual report available online via the Agency’s website.

(b) Not applicable as the latest annual report is available online.

Road Traffic Infringement Agency

1. The Road Traffic Infringement Agency has the latest annual report available online via the Agency’s website.
2. Not applicable as the latest annual report is available online.

South African National Roads Agency Limited

(a) The South African National Roads Agency Limited has the latest annual report available online via the Agency’s website.

(b) Not applicable as the latest annual report is available online.

Ports Regulator South Africa (PRSA)

1. The previous year’s annual report has not been uploaded on the Ports Regulator’s website as a result or error, however this will be uploaded as soon as possible.
2. The annual report will be loaded before the end of the 2016/17 financial year.

South African Maritime Safety Authority ( SAMSA)

SAMSA publishes its Annual Performance Plan, Strategic Plans and all our Annual Reports on the SAMSA website as required.

Passenger Rail of Agency of South Africa (PRASA)

1. PRASA places its annual reports on its main websites.

Railway Safety Regulator (RSR)

a) The Railway Safety Regulator’s 15/16 Annual Report is available on the entity’s website

b) N/A

Reply:

1 (a) The Acting Chief Executive Officer (AGCEO), Mr Collins Letsoalo was appointed, by the Board, to the Passenger Rail Agency of South Africa following his secondment by the Minister of Transport.

The Board and Mr Letsoalo entered into an agreement dated the 07 July 2016 under the following conditions:

The effective date being 01 July 2017 until further notice or until a permanent GCEO is appointed.

PRASA would pay an annualized salary rate applicable to this position – the annualized salary rate applicable to this position is currently R5, 986,140.07 (498 845 p/m) which is a cost to company package.

The AGCEO is eligible to receive all the benefits applicable to this position – the current benefits applicable to this position include:

Medical Aid (compulsory, but can opt out if covered in spouse Medical Aid scheme). – Mr Letsoalo did not exercise this option at PRASA.

Provident Fund (to be structured from package) - Mr Letsoalo did not exercise this option at PRASA.

Funeral Cover (to be structured from package) - Mr Letsoalo did not exercise this option at PRASA.

13th cheque (optional and to be structured from package) - Mr Letsoalo did not exercise this option at PRASA.

Car and VIP protection (subject to fringe benefit tax).

Car allowance (to be structured from package) Mr Letsoalo did not exercise this option at PRASA.

Performance Bonus (if declared) - No bonuses have been declared at PRASA

A company cellular phone on an unlimited package (open line) - Mr Letsoalo did not exercise this option at PRASA.

Executive cover (for all executives) Mr Letsoalo did not exercise this option at PRASA.

(b) There were no perks that were awarded to the AGCEO that were above the conditions of secondment.

(c) There were no perks that were awarded to the AGCEO that were above the conditions of secondment.

(d) There is at present no need or reason to recoup any perks, remuneration and benefit from the specified person

(2) (a) The board upon the request from the minister has initiated an investigation and once this has been concluded the outcome will be addressed accordingly.

(b) This aspect will be known once the investigation has been concluded.

(c) This aspect will be known once the investigation has been concluded.

(3) (a) The board had already advertised the Group Chief Executive Officer position and the advert closed on the 15/03/2017. The next steps are the interview process (the approach and the appointment).

(b) R5, 986,140.07 (498 845 p/m) which is a cost to company package.

 

Reply:

a) (i) The preliminary investigations found that the points which guide the train movement were not completely closed for safe passage of trains. The Board of Inquiry (BOI) into this accident will further probe the matter and identify the underlying causes.

(ii) The BOI is mandated to investigate amongst other things, the following:

• The immediate and root/underlying causes leading up to and surrounding the incident,
• The adequacy, effectiveness and personnel knowledge of the relevant procedures and training background regarding activities pertaining to adherence to, specifically applicable train operating procedures by the train drivers and the Train Control Officer (TCO) concerned as set out in local instructions, General Appendix and other applicable directives,
• The activation, execution and management of the emergency and clearing up process as set out in local contingency plans and relevant directives,
• The adequacy and effectiveness of maintenance systems and procedures for perway and signaling, and
• Review the history of previous near misses; in order to ascertain what corrective actions were taken to address these.

(iii) (aa) The Railway Safety Regulator (RSR) immediately conducted a preliminary investigation and subsequently issued a report on 16 February 2017. Shortly after issuing a preliminary report, the Term of Reference (ToR) for sourcing expertise of various disciplines were developed. The supply chain management processes are in progress

(bb) It is envisaged to complete the BOI by end of September 2017. However, it should be noted that BOI’s could take six (6) to twelve (12) months to complete.

b) The following expertise with be represented on the BOI

- Legal Expert (Chairperson)

- Signal Expert

- Perway Expert

- Human Factors Experts

c) Members has not been appointed yet. The process is being facilitated by the RSR Supply Chain Management (SCM) department in line with the legislative framework.

Reply:

a) The total damages from 2014 floods on both the R33 Road (formerly P198/1) and Merriespruit Bridge were estimated at R23m as per the initial assessment and final verification.

b) (i) No funds were made available for National Department

(ii) Funds were made available to Limpopo Provincial Roads for temporary (Emergency Funds) and permanent (Reconstruction and Rehabilitation) restoration of access. Emergency funds were made available immediately and the road was repaired by patching the potholes and resealing. Pipe Culvert Bridge was erected to restore access on the washed-away Merriespruit Bridge, with assistance of private sector. Reconstruction and Rehabilitation funds were only made available to the province as part of Provincial Road Maintenance Grant over an MTEF period, from 2015/16 financial year.

c) The bridge has not been built due to the following;

(i) During 2014, the road P198/1 was part of the list of roads to be transferred from the then Limpopo Provincial Department of Road and Transport to SANRAL and the transfer was finalized after flood damages. The road now belongs to SANRAL in terms of Notice 538 of National Gazette No 37815, and SANRAL is finalizing their assessment which is already revealing additional two bridges might be reconstructed on the R33.

(ii) SANRAL upon taking over the road preferred to standardize the bridge and the road accordingly, and the process entailed commissioning a new design of the infrastructure and a budgeting process to cover the standard of design.

Other processes including application of environmental authorization has to be done.

d) The road has been repaired to a relatively required standard while the plan to fix the bridge is been finalized. The road is also monitored and maintained on a constant basis by SANRAL. The construction of the bridge is planned to start in October 2017 and the construction process is scheduled to take about 14 months from the date of construction. The bridge will be completed by January 2019, in case all processes run as planned. The project steering committee has also been established specifically for the road and the bridge to monitor and establish possible measure to fix the bridge and the road, while also fostering road safety.

e) The total cost to fix the bridge has not been established but will be determined through the final design report which is expected by the 15th May 2017, also refer to point a) above.

Reply:

Airports Company South Africa SOC Limited (ACSA)

The Airports Company South Africa (“ACSA”) has not procured any services from a) Mr Mzwanele Manyi, (b) the Progressive Professionals Forum, (c) the Decolonisation Fund and/or (d) the Black Business Council.

The mentioned service providers have not been awarded any work or provided goods or services to ACSA, and as such no payments were made.

Air Traffic and Navigation Services SOC Limited (ATNS)

(a), (b), (c), (d); ATNS, the Air Traffic and Navigation Services State Owned Company of South Africa, has not procured any service or process payment to any of the listed companies

(i), (ii), (iii), (iv), (Not Applicable) ATNS satisfy its requirements through competition unless there are justifiable reasons to the contrary and none of the listed companies were contracted through any procurement process embarked on by ATNS.

South African Civil Aviation Authority (SACAA)

The SACAA had no need for and therefore did not procure any services from and/or made any payments to (a) Mr Mzwanele Manyi, (b) the Progressive Professionals Forum, (c) the Decolonisation Fund and/or (d) the Black Business Council. As such, question (i), (ii), (iii), (iv), (v), and (vi) are no longer applicable.

Cross-Border Road Transport Agency

a) the Agency did not make any payments to Mr Mzwanele Manyi because no services were procured from him.

b) No services were procured or payments made to the Progressive Professional Forum;

c) No services were procured or payments made to the Progressive Professional Forum;

d) No services were procured or payments made to the Black Business Council.

(i) (ii) (iii) (iv) (v) (vi) Falls Away as no transaction was made.

Road Accident Fund

a) the Agency did not make any payments to Mr Mzwanele Manyi because no services were procured from him.

b) No services were procured or payments made to the Progressive Professional Forum;

c) No services were procured or payments made to the Progressive Professional Forum;

d) No services were procured or payments made to the Black Business Council.

(i) (ii) (iii) (iv) (v) (vi) Falls Away as no transaction was made.

Road Traffic Management Corporation

a) the Agency did not make any payments to Mr Mzwanele Manyi because no services were procured from him.

b) No services were procured or payments made to the Progressive Professional Forum;

c) No services were procured or payments made to the Progressive Professional Forum;

d) No services were procured or payments made to the Black Business Council.

(i) (ii) (iii) (iv) (v) (vi) Falls Away as no transaction was made.

Road Traffic Infringement Agency

a) the Agency did not make any payments to Mr Mzwanele Manyi because no services were procured from him.

b) No services were procured or payments made to the Progressive Professional Forum;

c) No services were procured or payments made to the Progressive Professional Forum;

d) No services were procured or payments made to the Black Business Council.

(i) (ii) (iii) (iv) (v) (vi) Falls Away as no transaction was made.

South African National Roads Agency Limited

a) the Agency did not make any payments to Mr Mzwanele Manyi because no services were procured from him.

b) No services were procured or payments made to the Progressive Professional Forum;

c) No services were procured or payments made to the Progressive Professional Forum;

d) No services were procured or payments made to the Black Business Council.

(i) (ii) (iii) (iv) (v) (vi) Falls Away as no transaction was made.

Passenger Rail Agency of South Africa (PRASA)

No PRASA has not procured services or made payments to any of the entities listed.

Railway Safety Regulator (RSR)

No Railway Safety Regulator has not procured services or made payment to any of the entities listed

South Africa Maritime Safety Authority (SAMSA)

SAMSA has not made any payment to;

1. Mr Mzwanele Manyi;
2. The Progressive Professionals Forum;
3. The Decolonisation Fund, and/or;
4. The Black Business Council.

Ports Regulator of South Africa (PRSA)

The Ports Regulator did not procure any services nor make payment to:

1. Mr Manyi
2. The Progressive Professionals Forum
3. The Decolonisation Fund
4. The Black Business Council

The reason for no payments/procurement with the above mentioned bodies is because the business of the Regulator did not involve the need for services from the abovementioned individual and organisations.

Reply:

PRASA together with Department of Transport are working on a comprehensive Turn Around Strategy for PRASA. Once the financial requirement for the Turn Around is finalised the Department will assist PRASA and engage with National Treasury.

Reply:

The Department of Roads and Public Works (EC) has received the judgement and is in a process of evaluating its options. The department is still considering the judgement and is seeking legal opinion.

Reply:

a) What was the exact number of accidents in

(i) 2013 stats are not available due to technical problems

(ii) 2014 there were 46 fatal crashes

(iii) 2015 there were 81 fatal crashes

(iv) 2016 there were 97 fatal crashes

b) How many people were killed:

2014 there were 83 fatalities, 2015 there were 137 fatalites, 2016 there were 181 fatalities

c) What were the causes:

The accidents mainly caused by single vehicles overturning, sideswipe between vehicle travelling in opposite directions, head-on collisions and collision with pedestrians

d) What did the department do:

(i)(ii) The Department of Transport through its agency (Road Traffic Management Corporation) has ensured the deployment of traffic officers on this road to ensure visible law enforcement. Road safety education is also undertaken to educate road users about safe usage of the road.

Reply:

Airports Company South Africa SOC Limited (ACSA)

In order to reply to the question asked by The Honourable Mr M S de Freitas, Department of Transport need clarity on a notice or information relating to suspend members and the reverse decision.

The sooner we receive clarity then we will be able to reply accordingly.

Reply:

Airports Company South Africa SOC Limited (ACSA)

1. (b) No, ACSA did not participate in the dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017.

(2) (b) No, ACSA did not participate in the auction of the souvenirs or personal belongings of the President of the Republic, Mr Jacob Zuma.

Air Traffic and Navigation Services SOC Limited (ATNS)

1. (a) Not applicable (b) No, ATNS did not participate in the dialogue

(2) (a) Not applicable (b) No, ATNS did not participate in the auction of (i) souvenirs or (ii) personal belongings, (aa) not applicable and (bb) not applicable.

South African Civil Aviation Authority (SACAA)

1. (a) Not applicable. (b) The SACAA did not participate in the event. (2) (a) Not applicable. (b) As the SACAA did not participate in the event; therefore questions (i), (ii), (aa), (bb), are no longer applicable.

Cross-Border Road Transport Agency

(1) (b) The Cross-Border Road Transport Agency (CBRTA) did not participate in the Dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017;

(2) (b) the CBRTA did not participate in the auction of the (i) souvenirs or (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma.

Road Accident Fund

(1) (b) The Road Accident Fund (RAF) did not participate in the Dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017;

(2) (b) the RAF did not participate in the auction of the (i) souvenirs or (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma.

 

Road Traffic Management Corporation

(1) (b) The Road Traffic Management Corporation (RTMC) did not participate in the Dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017;

(2) (b) the RTMC did not participate in the auction of the (i) souvenirs or (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma.

 

Road Traffic Infringement Agency

(1) (b) The Road Traffic Infringement Agency (RTIA) did not participate in the Dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017;

 

(2) (b) the RTIA did not participate in the auction of the (i) souvenirs or (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma.

South African National Roads Agency Limited

(1) (b) The South African National Roads Agency Limited (SANRAL) did not participate in the Dialogue with the President: Unpacking of the SONA 2017 on Radical Economic Transformation Implementation event hosted at the Oyster Box Hotel in Umhlanga, Durban, on 25 February 2017;

(2) (b) the SANRAL did not participate in the auction of the (i) souvenirs or (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma.

South Africa Maritime Safety Authority (SAMSA)

1. SAMSA did not participate in the event.
2. SAMSA did not participate in the auction.

Ports Regulator of South Africa (PRSA)

1. The Ports Regulator did not participate in the Dialogues that took place at the Oyster Box Hotel in Umhlanga on 25 February 2017 and no payments associated with the event were made.

2. (b) the Ports Regulator did not participate in the auction of the (i) souvenirs, (ii) personal belongings of the President of the Republic, Mr Jacob G Zuma, and did not purchase any items.

Passenger Rail Agency of South Africa (PRASA)

1. No. PRASA did not participate in the Dialogue with the President
2. No. PRASA did not participate in the auction.

Railway Safety Regulator (RSR)

1. No. PRASA did not participate in the Dialogue with the President
2. No. PRASA did not participate in the auction.

Reply:

(a) The temporary building was found to be non-compliant in terms of the NaTIS Security Policy Framework. Therefore, the computers were not moved into this building. The municipality has been urged to ensure that the services are resumed as soon as possible and the process of completing the new office building is expedited.

(b) A new site has since been identified and a call to relocate the NaTIS and the technicians and the NaTIS Security Officers are currently evaluating the new site for NaTIS Security Policy Framework assessment and once the approval is obtained the relocation will be effected.

(c) There is a current temporary arrangement for renewals and other related functions to be handled by the neighbouring centres at Lekwa, Govan Mbeki and Emalahleni Local Authorities, which are within the proximity of Dipaliseng Local Authority.

Reply:

a) SANRAL will demonstrate that the land claimed is incapable of being restored to the claimants.

b) The main points to be contained in our submission will be that (i) a road which carries a high volume of economically important traffic has been built on the properties at great cost and, (ii) further property has been acquired for future road widening and improvements at significant cost, which cannot be alienated without affecting our ability to carry increased traffic volumes in future.

c) SANRAL does not currently have an alternative plan and would have to start afresh with planning an entirely new route on another alignment.

d) It is impossible to estimate the costs of building an alternative route without first investigating the possible alternative alignments.

Reply:

(1) (a) (b) (c) covered by the term “goods vehicles” . In relation to the transport of persons at the rear of goods vehicles the Department has promulgated legislation that completely prohibits such transportation if it is conducted for reward. It must be noted that a complete ban on such transportation will result in some of the sectors operationally shutting down due to financial viability.

The Department is trying to deal with transportation of person at the rear of goods vehicles published for comments regulations on the 11th May 2015 intending to restrict the number of persons transported at the rear of such vehicles to five (5).This proposal was however not supported by most of the transport sectors using goods vehicles to transport their workers to the relevant sites. Sectors such as the agricultural, building, construction, gardening services, etc

However, on the 11th November 2016 the Department incorporated in to the National Road Traffic Act, 1996 ( Act No.93 of 1996) regulations prohibiting the transportation of school children at the rear of goods vehicles.

(2) (a) Currently, they are not fined as it is not yet prohibited to transport persons at the rear of goods vehicles.

(b) (c) Falls away since there are no fines.

Reply:

a) (i) The law enforcement officer such as Traffic Officer, Police Officer, Peace Officer, etc.

  (ii) What qualifies them to undertake such checks?

• They undergo the Training
• After the completion of training, they register as such
• For anyone to qualify they have to be appointed as:

- National Traffic Officer in terms of Section 3A (1) (a) of Act, 1996 (Act 93 of 1996)

- Provincial or Local Traffic Officers in terms of Road Traffic Act, 1989(Act No. 29 0f 1989)

- Police Officer in terms of Section 334(3)(a) of the Criminal Procedure Act,1977(Act No. 51 of 1977)

- Peace Officer in terms of Section 334(1) (a) of Criminal Procedure Act, 1977(Act No. 51 of 1977)

• They are issued with an appointment card

b) A Safe Roadside vehicle check point

c) Officers checked the:

• A Driver and a Vehicle fitness
• The relevant documentation for the driver and the vehicle

d) An Officer on duty, will pull over the vehicle in a safe manner from to the side of the road.

When the vehicle is safely stopped, an Officer approaches the driver of the vehicle.

He/she will greet the driver and explain the reason for stopping the vehicle.

Whilst observing driver fitness, will request a driver’s licence and check the validity thereof.

An Officer will then check the vehicle roadworthiness systematically starting at the driver from inside and outside the vehicle by checking:

• Parking and Service brakes
• Pedals (Clutch, Brake and Accelerator)
• Odometer
• Interior and Exterior mirror on the driver’s side
• A warning Device
• Driver Seatbelt
• Driver’s door
• Front right tyre, wheelnuts

• Windscreen
• Right Windscreen wiper
• Right front lamp
• Direction Indicator on the front right side
• Front Number Plate compare it with the number plate on the licence disc
• Left front lamp
• Direction Indicator on left front
• Ask the driver to open the Bonnet and an Officer check oil leaks and exposed wires
• Left front tyre, wheelnuts
• Left Exterior mirror
• Licence Disc(validity)
• Left front door
• Left front Seatbelt
• Left rear door
• Left rear Seatbelt
• Left rear tyre, wheelnuts
• Left rear lamp
• Left rear Direction Indicator
• Left Stop lamp
• Rear Number Plate( compare it with the front Number Plate)
• Number Plate lamps
• Rear right Lamp
• Rear right Stop lamp
• Rear right tyre, wheelnuts
• Exhaust
• Rear right door

If all is in good working order, an Officer will return a driver’s licence to the driver with an original copy of check form (marked) release him/her and direct him/her safely back to the road.

If there is any defect found during the inspection, an Officer will issue an infringement to the driver, thereafter release him/her and direct him/her safely back to the road.

If the documentation or the driver’s licence is not valid or relevant to the vehicle, an Officer will arrest the driver.

If an Officer suspects that the driver is driving under the influence, he/she will test the driver using relevant equipment and if the results are positive, then the driver will be arrested and handed to the Police for further handling.

Reply:

The Department of Transport did not procure any services from / or made any payments to (a) Mr Mzwanele Manyi, (b) the Progressive Professionals Forum, (c) the Decolonisation Fund and/or (d) the Black Business Council.

The reason is because no bids or quotations were awarded to (a) Mr Mzwanele Manyi, (b) the Progressive Professionals Forum, (c) the Decolonisation Fund and/ or (d) the Black Business Council.

Reply:

1. The traffic lights at the weighbridge on N12:

 (A) Northern side traffic lights are performing satisfactory and improvements are underway to increase visibility and prevent possible fraudulent activity that might occur during weighing process.

(b) Southern side 2trafiic lights are operational and never had problems since they were installed.

2. The cameras were installed at each specified weighbridge station and are functioning well, and they are efficient especially in dealing with fraud and corruption in this environment.

 (a) And (b) fall away.

(b) (i) Cameras were installed about two years ago.

3. The minimum operational hours on average per day are 8 hours and 40 hours per week, for both North and South Bound stations.

Reply:

a) Mr Letsoalo was seconded to both PRASA and TMC to act as GCEO and CEO respectively to temporarily close the gaps, that we created by the departure of the incumbents.

b) The Department is not aware of Mr Letsoalo’s unacceptable conduct to PRASA

   ff: The honorable members are requested to supply the department with details to enable proper investigation and relevant action

Reply:

1. (a) Since 1 January 2010, the Department through the Road Traffic Management Agency, responsible for piloting the AARTO Act, issued in total 26 089 730 fines in the City of Tshwane and City of Johannesburg. The break down of this figures are as on the table below:

(i) AARTO payment figures:

Financial Year	AARTO Revenue Collected
2010/11	R 53 506 570.02
2011/12	R 86 553 514.98
2012/13	R 143 185,321.00
2013/14	R 274 398 904.99
2014/15	R 306 993 704.98
2015/16	R 555 459 029.99

(ii) Percentages regarding AARTO traffic infringements in relation to the fines issued:

Financial Year	Number of AARTO Infringements/Offences	% of AARTO Infringements/Offences
2010/11	1 478 265	5.67%
2011/12	1 707 052	6.54%
2012/13	3 474 353	13.32%
2013/14	6 797 128	26.05%
2014/15	6 120 436	23.46%
2015/16	6 512 496	24.96%
Total	26 089 730	100%

2. The honourable member should remember that road and traffic are exclusive Schedule 5A provincial function while municipal roads, traffic and parking are exclusive schedule 5B Municipal function and in contrast, road and traffic is a concurrent function with the National Department of Transport playing largely a facilitating and regulatory role.

It is on this basis that the Department is unable to provide information on (2), however this information can be sources directly from the Municipalities.

3. Please see above (2)

4. Please see above (2)

Reply:

In terms of section 25. (1) of THE SOUTH AFRICAN NATIONAL ROADS AGENCY LIMITED AND NATIONAL ROADS ACT, the Agency of the Department of Transport, is given the power to perform, all strategic planning with regard to the South African national roads system, as well as the planning, design, construction, operation, management, control, maintenance and rehabilitation of national roads for the Republic. The road referred to by the honourable Mr KP Robertson is not part of the national road network and no budgets was allocated for road because it is part of the Mpumalanga Provincial Road Network.

(1) Falls away

(2) Falls away

(3) Falls away

Additional information for the Minister

However, the question was referred to the province and the following below is their reply:

Can you please provide me with the budget allocations for the E514 over the past five financial years?

The road in question is Provincial road D514 with a total length of 12.6 km, from the R536 between Hazyview and Sabie at the Western end, and road D1035 at Kiepersol at the Eastern end.

It is known that the road is in poor condition, as indicated by the diagram below. Annual assessments are done on all Provincial paved roads as part of the DPWRT’s Road Asset Management System (RAMS).

One of the important metrics that are derived from these assessments is the Visual Condition Index (VCI), which is an overall indicator of the road condition on a percentage scale of 0 – 100%.

The VCI on road D514 varies roughly between 30 and 40, which classifies the road as in “Poor” condition according to the applicable TMH 9 technical manual. (See Annexure 1 for clear graph)

The DPWRT budget for routine road maintenance is allocated to each of the 21 Cost Centres in the Province, broken down into 15 routine maintenance activities like patching, drainage, grass cutting, etc. Thus, the budget is prepared per activity and there is no specific budget allocation for each road separately.

The budget for preventive maintenance (reseal) and capital works like rehabilitation are allocated per road (or project). However, no project has been budgeted for or implemented on D514 during the past five financial years.

In addition, please provide me with the budget spent on E514 over the past five financial years.

The expenditure for each Cost Centre is kept for each of the 15 routine maintenance activities across all roads in the specific area of responsibility. As a result, the expenditure is not kept by individual road and thus cannot be provided for road D514.

No capital projects have been implemented on D514 over the last 5 financial years.

Have there been any unspent budgets and were these sent back to Treasury? If not, how was the budget spent?

No, there has not been any unspent budgets in relation to D514. The DPWRT has utilized 100% of its budget for the past 5 financial years.

Please indicate the last time any department has worked on the E514 project. Could we be provided with an annexure?

Various routine maintenance activities were performed on D514 during the past financial year. Due to the number of potholes, patching is obviously very important. The previous last time patching has been done on road D514 was on 23 January 2017.

A maintenance team is scheduled to do further patching during the week of 27 February, depending on weather conditions.

ANNEXURE

Reply:

1. Mr Letsoalo secondment was done in terms of section 15(3) of the Public Service Act. The matter of the remuneration of the secondment allowance is a matter that is being dealt with within PRASA.

a. See background information above

b. See background information above

2. PRASA is investigating the matter

a.  See the background information above

Reply:

(i) MINISTER

Inherited from Minister Ben Martins

	YZB713GP	BZ93DBGP
(a) Make	BMW	LEXUS
(b) Model	X5	LX570
(c ) Price	R 789 924.00	R1 084 312.37
(d) Date of purchase	Apr-10	Aug-12

(ii) DEPUTY MINISTER

	CA954053	BZ84KGGP
(a) Make	BMW	BMW
(b) Model	X6	535i Gran Turismo
(c ) Price	R 790 000.00	R789 634.50
(d) Date of purchase	Sep-12	Aug-12

(aa) (aaa) 2014-15

The vehicles mentioned in (i) and (ii) above, were used by the Principals during this period.

(aa) (bbb) 2015-16

The vehicles mentioned in (i) and (ii) above, were used by the Principals during this period.

(bb) since 1 April 2016

The vehicles mentioned in (i) and (ii) above, were used by the Principals during this period.

Reply:

Reference must be made rather to Roving road blocks and not roving traffic Hotspots. The roving road blocks are also known as Mini Road side check points as opposed to fully fleshed road blocks with all the Road Traffic Signs displayed as prescribed in the Road Block Manual.

(a) The coordination of these roving road blocks is done within the provincial coordinating structures and Law Enforcement Technical Committee (LETCOM) to optimize the use and sharing of limited resources.

(b) The objectives of operations are to reduce road crashes and make road safe; target un-roadworthy vehicles and unfit drivers such as drunk drivers; and increase visibility of officers on the road.

(c) Number of Road blocks is (i) 74 382

(ii) The Road Blocks were conducted in all provinces.

(d) These operations are informed by the Road Traffic Intelligence report and situational analysis per area.

(e)Successes and failures are determined by number of crashes in the province, and number of arrests of drunk drivers.

(f) (i) Lesson learned is that there is a need for stronger coordination of joint operationsto be guided from national level and provincewith identified critical locations to be assisted through the deployment of the National Traffic Police resources from time to time.

(ii) Each province is currently establishing coordinating structures to plan and optimize coordination.

Reply:

A. The statement was made on the understanding that no one is above the law and traffic law enforcement officers should apply existing laws equally to all the people in the country. No additional plans are required to apply already existing law without fear, favour or prejudice.

B. (i) This will be measured by the number of people caught breaking road traffic regulations.

    (ii) The law prescribes sufficient detailson punitive measures to be imposed on the road traffic offenders. These measures must be imposed to all offenders without any exception.

Reply:

1. (a) The Objectives of the 3rd Annual Road Safety Summit held in November 2016:

The overall objective is to follow-up on the implementation progress of the previous Summit Resolutions. The Road Safety Summit is an annual Summit which the Department uses as a monitoring tool to assess progress and what interventions are required in the implementation of the previous Resolutions.

The following are the objectives that speak to the different components of the Summit:

• Review results of the 365 day road safety programme detailing successes and failures including devising strategies how best these programmes can be achieved collectively
• Refocus on how best set targets in the road safety strategy can be met through a collaborative effort among all stakeholders
• Strengthening of law enforcement authorities among these being the increase of law enforcement officers
• Focus on the review of existing legislation particularly the National Road Traffic Act and AARTO Amendment Bill
• road structural challenges and educational campaigns aimed at raising awareness about road safety hazards among motorists, passengers and pedestrians
• AARTO national rollout and points demerit system
• Tackling corruption and bribery mainly in the licensing testing stations and driving schools
• Improve road user behavior and attitude by involving communities
• Improve driving skills and abilities of drivers
• map out and devise funding strategies for road safety programmes between government, business, Ngos and communities
• work out implementation mechanism of Summit resolutions at national, provincial, district, metro and municipal levels of government to ensure effective implementation of the National Road Safety Strategy 2014/19 to derive tangible and measurable results
• Improve coordination of road safety managment

(b) (i) which objectives were met

The following objectives were met while others remain work-in-progress

• Tackling corruption and bribery mainly in the licensing testing stations and driving schools
• Review results of the 365 day road safety programme detailing successes and failures including devising strategies how best these programmes can be achieved collectively
• Strengthening of law enforcement authorities among these being the increase of law enforcement officers
• Improve road user behavior and attitude by involving communities
• Improve driving skills and abilities of drivers
• Improve coordination of road safety management

(ii) The objectives are measured based on the following Key Performance Indicators:

• Development of national anti-fraud policy for implementation by all entities in all regions by 2018
• Number of anti-corruption training interventions rolled out to government officials and members of the public
• Number of officials trained on anti-corruption
• Number of members of the public trained on anti-corruption
• Number of incidents of fraud and corruption reported, charges investigated, prosecuted successfully

Number of new systems and processes introduced to address fraud and corruption.

• Number of educational/road safety awareness campaigns initiated
• Incorporation of specific road safety content in basic education curriculum by 2017

Improved road safety knowledge of South Africans year-on-year (measured through surveys)

• Number of traffic violations occurred
• Development of intelligence-led enforcement campaigns for national implementation
• Increased visibility of traffic police, 24/7 (measured by surveys)
• Successful implementation of AARTO - Implement systems to identify repeat offenders by 2018
• Number of Vulnerable Road User (VRU) crash statistics: cyclists; motor passengers, , pedestrians etc.
• Number of educational programmes, activities to promote community discussion and involvement in road safety at school and community levels
• Number of learners and community members engaged in road safety programmes
• Number of incentives developed for good driving/road user behaviour
• Development of bi-annual conference for youth on road safety

Number of youth role models included in Road Safety Ambassador programme

• Regulate driving schools by 2019
• Introduction of driver re-testing by 2022

Number of drivers re-tested periodically

• Establishment of inter-departmental National Roads Safety Council (NRSC) with fixed scheduled meetings by 2017
• Adherence to defined meeting schedule

(iii) what objectives have not yet been met from the previous summits

• AARTO national rollout and points demerit system
• map out and devise funding strategies for road safety programmes between government, business, Ngos and communities
• Refocus on how best set targets in the road safety strategy can be met through a collaborative effort among all stakeholders
• map out and devise funding strategies for road safety programmes between government, business, Ngos and communities
• work out implementation mechanism of Summit resolutions at national, provincial, district, metro and municipal levels of government to ensure effective implementation of the National Road Safety Strategy 2014/19 to derive tangible and measurable results

(iv) what is being done to meet each objective that has not been met

The respective Roads entities of the Department have incorporated the above in their annual performance plans to ensure that measures are in place to implement these objectives as well as concrete synchronisation of plans with Metro and Municipal to ensure effective implementation of the Road Safety strategy to derive tangible and measurable results.

A special Funding and Implementation committee has been established whose sole role is to establish a funding model strategy which will speak to the implementation of the overall National Road Safety Strategy.

(v) what was the total cost of the summit

R431 297.00

2.  (a) (i) Invitations were sent to more than 350 people and also used the Word of Mouth at the targeted audience

(ii) About 550 people attended the Summit

(b)(i) The Minister of Transport, senior officials from the Department of Transport, MEC of Transport in KZN province, MEC of Social Development in the KZN Province, CEOs of state owned entities of Transport, officials from the entities of state owned entities

(ii) The Provincial Governments of Transport, Basic Education, Social Development, Health and Community Safety, the National Government Department of Transport, private sector companies, NGO representatives, Youth sector representatives, Faith based representatives, Driving Schools representatives, Taxi and Bus industry representatives, Provincial Legislature members, South African Roads federation representatives, Zoleka Mandela Foundation, Global Road Safety Projects representative, Women in Transport representative, Community based organisations and Media houses

Reply:

1.    (a) Security to the then Acting Chief Executive Officer was provided by a private company at a cost R158 118 per month

       (b) Security to the current CEO of the RTMC is provided by members of the National Traffic Police, who are already employees of the Corporation. The Corporation incurs only their salary and related costs.

 

2.     (a) The details of risk assessment are available and can be accessed from the relevant law enforcement agency that conducted the assessment.

        (b) The assessment was conducted by the South African Police Crime Intelligence.

Reply:

A.  (i)(ii) The current contract for e-toll operations is still valid. As a result, no renewal has taken place. The applicable time periods for the operational contract, as was awarded historically are as follow:

• ORT Operations : 96 Calendar Months
• TCH Operations : 60 Calendar Months
• VPC Operations : 60 Calendar Months

These time periods apply from 3 December 2013, when toll collection for the Gauteng freeways commenced.

B.  Not applicable

C.  Not applicable

D.  SANRAL uses the FIDIC Gold Contract as a basis for monitoring the performance of the contractor.

E.  Not Applicable

Reply:

1.      Yes.

Non-payment of toll is a violation in terms of the SANRAL Act No 7 of 1998 and not in terms of the AARTO Act or NRTA. The actual unpaid toll amount is also recoverable in terms of the SANRAL Act.

Disobeying the regulatory toll sign is however an infringement in terms of the National Road Traffic Act, 1996 and prosecution will be in terms of the provisions of the NRTA.

There are two processes in place for the prosecution of traffic offences, the Criminal Procedure system in SA, excluding Tshwane and Johannesburg where the AARTO system is in place.

If a prosecution is instituted in terms of the SANRAL Act, the Criminal Procedure System will also be used as AARTO does not currently accommodate offences other than traffic related offences.

If the prosecution is instituted in terms of the offence of disobeying a toll sign, the AARTO system must be used, as it is the system regulating traffic offences in Johannesburg and Tshwane. Due to all toll payments being processed in the district of Tshwane, the AARTO system will apply.

2.     Please provide more details about the “specified plans”. I am not aware of any specification. A legal opinion is not required as the provisions of the AARTO Act are clear. If a person fails to comply with the infringement notice and courtesy letters issued to him or her and an enforcement order is issued for the infringement, the NaTIS system will block the issuing of NaTIS documents until such enforcement order is paid or otherwise resolved.

3.     See (2) above.

Reply:

1.  The RTIA Annual Report is very high resolution document that cannot be reduced to be a small size by even splitting it. A small portion of it is actual conversion to PDF while majority is in high resolution graphics. Website couldn’t accept it. We are making means to upload the aforementioned document to our website.

2.  Latest date is Friday, 03 March 2017 to be posted onto our website.

3.  The RTIA Policy on Performance Information management provides that the audited annual report should be approved by the Board (Audit and Risk Committee) be submitted to the Department of Transport, National Treasury and the Auditor-General. After such approvals it is presented to the Minister of Transport at the Annual General Meeting where after it is tabled at Parliament. Once, the Annual Report has been tabled at Parliament, the Agency then can publish it onto the website.

Reply:

Airports Company South Africa SOC Limited (ACSA)

 (a) (i)(ii)(iii) The issues of missing luggage are handled by individual airlines and the Department of Transport will therefore not have the information requested.

 (b) (c) (i)(ii)(iii) Falls away

(d) (i)(ii)(iii) Falls away

Reply:

a)  The Pedestrian road safety programmes focus mainly on those factors that lead to pedestrians being involved in road crashes and those are in the main:

• Impaired walking, this focuses on drinking and walking. People who drink and walk are at a greater risk of being involved in a crash as their ability to act swiftly to avoid a crash is impaired. As such a need is there to educate people about the dangers inherent in drinking and walking.

• Dangerous walking – specifically jay walking. There is a disturbing trend of people who walk freely on national and provincial roads that have high volumes of traffic and multi lanes. This is notwithstanding those who jay walk in built up areas. Our statistics show that quite a substantial number of pedestrians are victims of jaywalking.

• Distracted walking, this relates walking while using a cell phone or listening to music on one’s headphones. It mostly applies to the youth. This results in the person not having a full appreciation of the happening around him or her. Thus rendering them vulnerable to a potential crash. The pedestrians are then educated and made aware of this danger.

b)  where have these campaigns taken place in each month in the past three financial years,

Year	2014	2015	2016
Month		Location		Province
	Hoffman Square, Bloemfontein	Tumahole, Parys		Free State
January	Vosloorus; Pretoria			Gauteng
Year	2014	2015	2016
Month	Location	Province
	Colesburg; Noupoort	Colesburg&Noupoort		Northern Cape
	Tlhabane			North West
February	Paledi Spar, Polokwane			Limpopo
		Klerksdorp		North West
		De Aar; Haartswater		Northern Cape
		Bree Street, Johannesburg		Gauteng
March		Paarl		Western Cape
		Parys; Kroonstad		Free State
		Midrand		Gauteng
		Pietermaritzburg		KwaZulu-Natal
	Cradock			Eastern Cape
		Bloemfontein; March		Free State
		Ratanda		Gauteng
			Galeshewe	Northern Cape
			Phagameng, Modimolle	Limpopo
		Rustenburg		North West
April	Athlone			Western Cape
			Pietrmaritzburg	KwaZulu-Natal
			Alzu	Mpumalanga
	Cradock			Eastern Cape
	Modimolle		Phalaborwa; Giyani	Limpopo
	Valhalla, Pretoria			Gauteng
	Ficksburg	Sasolburg		Free State
			Galeshewe	Northern Cape
May	Chatsworth; Edendale			KwaZulu-Natal
	Randfontein		Chiawelo, Soweto	Gauteng
	Du Noon			Western Cape
			Galeshewe	Northern Cape
Year	2014	2015	2016
Month	Location	Province
			Thohoyandou	Limpopo
June	Gugulethu		Khayelitsha; Goodwood	Western Cape
	Mthatha; Cofimvaba		East London	Eastern Cape
	Dobsonville, Soweto	Thokoza Park, Soweto	Hammanskraal; Dlamini and Chiawelo	Gauteng
			Mperebere; Mogwase	North West
			Modimolle	Limpopo
			Bloemfontein	Free State
			John Daka, Kimberley	Northern Cape
			Market Square, Pietermaritzburg	KwaZulu-Natal
			eMalahleni	Mpumalanga
July	Delft		Rondebosch	Western Cape
			Alice	Eastern Cape
	Montrose	Bloemfontein	Bloemfontein	Free State
			Belabela	Limpopo
			Caledon	Western Cape
		Middleburg	Alzu	Mpumalanga
	Kenilworth			KwaZulu-Natal
August	Middleburg		eMalahleni	Mpumalanga
		Klerksdorp; Rustenburg	Ikageng, Potchefstroom	North West
	Richardsbay		Portshepstone	KwaZulu-Natal
	Kranskop		Mashaba	Limpopo
	Midrand			Gauteng
		Kiwane		Eastern Cape
		Kimberley	De Aar	Northern Cape
September		University of Free State	Kroonstad	Free State
	Modimolle; Polokwane	Sibasa	Polokwane	Limpopo
	Volksrust		Nghodwana	Mpumalanga
		Gugulethu	Overberg	Western Cape
October	Benoni			Gauteng
	Sasolburg	Kroonstad		Free State
			Polokwane	Limpopo
Year	2014	2015	2016
Month	Location	Province
November		Hazyview; Bushbuckridge	Kuruman	Nortern Cape
			Caledon	Western Cape
			Lichtenburg; Potchefstroom	North West
	Hazyview; Bushbuckridge	Middleburg		Mpumalanga
	Heidelburg	Heidleburg		Gauteng
	Ethekwini	Ethekwini		KwaZulu-Natal
December			GraafReinet	Eastern Cape
			Alzu	Mpumalanga
		Modimolle	Belabela; Kranskop	Limpopo
			Equestria; Pretoria	Gauteng
			Portshepstone	KwaZulu-Natal
		Bloemfontein; Kroonstad

c)  The department through the RTMC monitors the implementation and evaluates the impact of the programmes. The findings are then used to enhance the implementation so as to ensure effective and efficient utilisation of resource. The RTMC also reports on the crash data and this also depicts the situation as it pertains to the performance of road safety programmes. Thus assessing the effectiveness of the campaigns.

d)  The spending on these campaigns in the past three financial years

2014: R9 million

2015: R5 million

2016: R21 million

(e)  The department, provinces, municipalities and the road entities in line with their legislative mandate. There are instances where the department and its entities have entered into partnerships with the private sector for this purpose. This is premised on the notion that road safety is everybody’s responsibility.

Reply:

(a) (i) What are the details of the festive season road-safety campaign, including dates and activities

The focus was mainly on drivers, passengers and pedestrians, although cyclists contribute a minimal percentage to the road fatalities, they were also targeted.

Road User Group	Venue	Province
Drivers, Passengers, Pedestrians Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Drivers, Passengers Stray animals Stray animals Stray animals Stray animals Stray animals Interfaith	Launch - Eldoradopark Alzu   Petroport NI Shell Ultra City Graaf Reinet Launch EC Festive Ngodwana, N4 Newcastle Taxi Rank N12 and Potchefstroom Taxi Rank Kuruman Taxi Rank Motswako Galeshewe Engen Kranskop and tollgate Bela Bela Taxi rank Engen Bloemfontein and Tollgate Kwaggafontein Complex Port Edward Margate Taxi Rank Ikageng Gate, Potchefstroom Potchefstroom Taxi Rank Lichtenburg Taxi Rank Nkomazi Elokwatini Seoding Village, Kuruman Nkangala Kagung, Kuruman Maruping Village, Mothibistad, Kuruman	Gauteng Mpumalanga    Gauteng Eastern Cape Mpumalanga KZN North West Northern Cape Limpopo Free State Mpumalanga KZN North West Mpumalanga Mpumalanga Northern Cape Mpumalanga Northern Cape Northern Cape

(ii) on what basis was the campaign designed

This is informed by our crash data that the majority of people who die on our roads are vulnerable road users. Thus the campaign sort to reach out passengers and pedestrians. It is common cause that during the festive season people travel long distances on the road, hence the campaign was also developed and targeted drivers as well.

(b) (i) how was the success of this campaign measured

This was through determining the number of people that were reached through our campaigns using various mediums. As well as through the feedback we received while engaging road users.

(ii) what factors emerged that showed statistics to be worse this festive season than the previous one

Factors that emerged to make this year’s statistics worse than the previous one include the rainy conditions that conditions that prevailed over this period. The festive season was also characterised by three successive long weekends. This encourage the consumption of alcohol and lond distance traveling.

(c) what plans are in place to rectify this?

Road Safety Education planned a more intense 365 Day Road Safety Plan. The Department, provinces and all the Roads Entities are gearing up to implementing the National Road Safety Strategy once approved by Cabinet. In the meantime efforts are being put in place to enhance the work that is being done through law enforcement, education and awareness campaigns as well as media campaigns. These programmes focus on the following:

• Driver programme which includes dangerous driving, impaired driving, distracted driving and roadworthiness of vehicles
• Passenger programme which includes seatbelt usage, child restraints, distracted behaviour
• Pedestrian programme which includes impaired walking, distracted walking, dangerous walking and visibility
• Cyclist programme which include impaired cycling, distracted cycling and dangerous cycling and visibility
• Youth driver programme which was directed specifically to the youth driver Youth at Institutions of Higher Learning which was directed to youth at Universities and colleges
• Stray animal programme which was directed to cattle owners and how to look after the cattle, visibility
• Interfaith programme which was directed to churches

Reply:

1. (a) The main objectives of the First National Traffic Indaba were to bring together traffic law enforcement officers from all entities in the country to discuss:

• Improved and integrated law enforcement
• Best practices in the law enforcement fraternity
• Economic impact of road carnages
• Norms and standards of law enforcement
• New technologies to improve efficiency in law enforcement
• Improved working conditions for traffic law enforcement officers
• Quality of licensed drivers

(b)  (i) All the objectives were met

(ii) The objectives were measured through the quality of papers presented, the quality of engagements in at the breakaway sessions and the commitment to declaration adopted at the end of the Indaba.

(c) R7,4 m

(d) (i) 1200 people were invited

(ii) 1300 attended

2.   (a) The difference between the indaba and road safety summit is that the indaba aimed at getting traffic law enforcers to discuss and share experiences among themselves on matters that impede them in the execution of their duties and how these can be improved.

On the other hand the Road Safety Summit brings together government agencies and civil society representatives to discuss on the cross-cutting issues of road safety and community-based initiatives that can be implemented to reduce road crashes.

(b) The two could not be combined because the indaba was focussed exclusively on professional issues facing traffic law enforcers in the country whereas the summit focusses on the issues confronted by the general public.

Reply:

Please see table below: which answers questions a,b,c,d (i) (ii) e (i)

(e) (ii) The future cost of running the specified stations have not been calculated as yet.

ANNEXURE A

1. Gauteng Metrorail

A total of eleven (11) stations / halts are closed. The following is the detailed information:

	(a)STATION	TYPE	(b)REASON	(c)ALTERNATIVE STATION	(d)(i)(ii)COST OF RUNNING	(e)(i)FUTURE PLAN
1	Union (1989)	Station	Never opened	-	R0	None
2	Avenue (1990)	Station	Very low revenue, isolated station, robberies, commuter safety	Dunswart (1 km) and Northmead (2km)	R0	None. Current alternative stations within acceptable radius.
3	Golf (2008)	Halt	Closed due to safety	Schutte (1 km) and Technikon (1 km)	R7 000 p.m	None. Current alternative stations within acceptable radius.
4	Fountain (2008)	Halt	Only two trains stopping for workers	Kloofsig (1 km)	R7 000 p.m	None. Current alternative stations within acceptable radius.
5	Newclaire (2014)	Station	Burned by residents due to community unrest	Bosmont (1km) and Westbury (1 km)	R 80 000 p.m	To be rebuilt in 2017/18 financial year
6	Village Main (2016)	Station	No revenue generated	Booysens (1km) and Farraday (1 km)	R 15 000 p.m	None. Current alternative stations within acceptable radius.
7	Grosvenor (2016)	Halt	Closed due to safety	Langlaagte (1 km) and Mayfair (1 km)	R 7000 p.m	None. Current alternative stations within acceptable radius.
8	Mears (2016)	Halt	Closed due to stray current project	Train re-routed via Capital Park	R 7 000 p.m	Station will be reopened after stray current project in June 2017
9	Devinish (2016)	Halt	Closed due to stray current project	Train re-routed via Capital Park	R 7 000 p.m	Station will be reopened after stray current project in June 2017
10	Walker (2016)	Halt	Closed due to stray current project	Train re-routed via Capital Park	R 7 000 p. m	Station will be reopened after stray current project in June 2017
11	Loftus (2016)	Station	Closed due to stray current project	Train re-routed via Capital Park	R70 000 p m	Station will be reopened after stray current project in June 2017

2.   Western Cape Metrorail

One (1) station in the Western Cape is closed.

	STATION	TYPE	REASON	ALTERNATIVE STATION	COST OF RUNNING	FUTURE PLAN
1	Gouda (2016) Transnet station	Station	Station closed as a result of the Prohibition Notice issued by the Railway Safety Regulator. The Prohibition Notice relates to the platform height, shelter, lighting and ablution facilities.	Wellington Station Gouda commuters transported by busses to Wellington Station.	R0 Cost of hiring busses R417 414.84 p.m	PRASA will upgrade the current infrastructure according to specific capital projects and implement corrective actions submitted to Railway Safety Regulator.

3.   Kwa-Zulu Natal Metrorail

All stations are operational.

4.    Eastern Cape Metrorail

All stations are operational.

Reply:

1.    The largest contributors to the reduction in the ACSA tariff in 2016/17 are the following:

(i)   Durban International Airport (DIA) proceeds; and

(ii)  The Claw back

This causes a temporary reduction in the tariff while the amounts are being returned to the users. Once these amounts have been returned to the users, there will be an increase in the tariff in 2020/21. The Regulating Committee has noted that this should be considered during the next Permission application.

2.     The Regulating Committee to ACSA and ATNS applies a regulatory approach for the determination of revenues for ACSA which results in airport charges. The regulatory approach allows for a return on capital invested. This can be effected by claw backs i.e. historical capital expenditure claw back.The Regulating Committee has concluded that only 50% of the proceeds relating to the DIA should be returned to the users. The tariff reduction was calculated using ACSA’s model, where ACSA had inserted a tariff reduction in 2015/16 and 2016/17 as a result of the capex under spend.

3.    It will result in a reduction in tariffs in years 2017/18 and a subsequent increase in the tariff in 2020/21 will in excess of CPI once the claw-back and DIA proceeds have been returned to the users. The reduction is a temporary measure over 2017/18, 2018/19 and 2019/20. Thereafter there will be an increase returning the tariffs more in line with ACSA’s long-term historical capital expenditure claw back.

4.     The reduction in charges is temporary in nature. ACSA’s model shows certain key financial ratios that were considered by the Regulating Committee to determine affordability. Furthermore, the Department of Transport has developed a roadmap for the review of the economic regulatory framework for ACSA and ATNS to address issues of predictability, transparency and long term sustainability of ACSA and the aviation industry at large. This involves amendments to the Airports Company Act and agreement amongst industry stakeholders of an appropriate funding model.