Questions and Replies

Reply:

1. The department is not investigating any individuals or companies that are running public transport operations.

2. The department informs me that they are not aware of any intimidation in the transport sector, and has no details on this matter

Reply:

a) The National Rail Safety Strategy will be finalised during the 2016/17 financial year.

b) The Strategy will be tabled in Cabinet by March 2017.

Reply:

a) (i) On the 26 July 2012

(ii) Mafori Financing t/a Swifambo Rail Leasing

b) R3.5 Billion

c) The time lines were 42 months from the date of initial payment which was 31 March 2013

(i)(ii)(iii) The seller was to complete, adjust and test the locomotives, including all material and components used for the manufacturing of the locomotives, both abroad before shipping and within South Africa in strict adherence to the agreement and to ensure that each of the locomotives supplied shall be fully operational and ready for use by PRASA.

d) The locomotives were going to be used on the mainline long distance services, whereby the main hub is Johannesburg, hence locomotives would be allocated in Gauteng, Durban, East London and Cape Town.

Reply:

a) Geotechnical investigations will be conducted in the 2016/17 financial year due to the budget constraints that limit the widening of the road.

b) (i) (ii) The road is in a fair condition however the routine maintenance contractor will attend to routine road repairs by the second quarter of 2016/17 to ensure the road is trafficable.

Reply:

The table below provides the number of fatal crashes and fatalities with minibuses, per financial year, as received from the Road Traffic Management Corporation.

Period	Crashes	Fatalities
April 2014 - March 2015	425	590
April 2015 - Jan 2016	740	1024

The information above depicts that there were 425 fatal crashes with 590 fatalities during 2014/15 financial year. For financial year 2015/16 there were 740 fatal crashes involving minibuses with 1 024 fatalities.

Reply:

(a) What was the road safety strategy during the 2015/16 festive season

The objectives of the 2015 National Road Traffic Safety Festive Season Plan was to:

• Ensure high levels of visible traffic law enforcement on all major routes on a 24 hour 7 days basis;
• Maximize the impact of education and law enforcement operations by heightening the level of seamless operations;
• Sensitize road users about their road safety responsibility through communication and shock therapy techniques;
• Increse the presence of law enforcement officers on our roads through the deployment of high a level support team to the provinces;
• Provide on time auxiliary services to the deployed forces through the National Road Traffic Joint Operations Centre; and
• Deploy undercover anti-corruption officers to ensure ethical conduct by officers and road users.

The focus of the strategy was on the following areas -:

• Impaired Driving – Alcohol, Drug abuse, Fatigue
• Dangerous Driving - Excessive Speed, Dangerous Overtaking, All moving violations
• Occupants Safety - Front and Rear seatbelts, Child Restraints
• Public Transport - Passenger Transport, Freight Transport
• Vulnerable Road Users - Visibility, Drinking and Walking, Jay walking, Distracted Walking
• Vehicle Fitness - Road Blocks
• Road Traffic Information - Verified data

(b) (i) The targets are informed by the goals set out in United Nations Decade of Action for Road Safety which commits the country to reduce road crashes and fatalities by 50% from 2010 to 2020.

(ii) the processes included a comparison undertaken with previous year’s data, in terms of the reduction of road crashes and fatalities. Other traffic information included vehicle population, traffic volumes as well as the human population in the analysis.

(iii) To measure the success of the strategy, data is collated during the festive period. This information is analyzed to identify new trends and causes of crashes. A report is then produced with all the factors that contribute to fatalities over the period

(c) What was the outcome in each case?

A closer look at the road crashes and fatalities over the 2015/16 festive season depicted the following trends.

• Small motor vehicles accounted for 47.9% of total crashes during this season, followed by light delivery vehicles at 22.7%, minibuses or combis at 10.1% and trucks contributed 4.8%.
• The majority of people who died were passengers at 38.3%, followed by pedestrians at 34.9%. Drivers contributed 23.9% of the fatalities and cyclists 2.8%.
• The age group with the highest percentage fatalities in the categories: drivers, passengers and pedestrians is 25 to 39 years, accounting for about 47,9% drivers fatalities, 38.5% passengers fatalities and 34,3% pedestrians fatalities respectively. Children aged from 0 – 4 contributed 10.4% of pedestrian deaths.
• The gender mostly affected, was males with a contribution of 74.4% to total fatalities. Females represent 25.2% of the fatalities. Very disturbingly, of this number 81.4% is apportioned to Blacks while the rest represents Coloured, Whites, and Asians.
• The gender of 0.4% of the deceased was undetermined because they were burned beyond recognition.
• Most crashes occurred on Friday, Saturday and Sunday.
• The highest number of fatal crashes was recorded on Saturday at 22.2% of the total fatal crashes, followed by Friday and Sunday with 18.8% and 16.9% respectively.
• A new phenomenon was observed in the 2015/16 festive period where 51.4% crashes occurred between 14H00 and 23H00. This stark contrast to the norm might be attributed to the relentless and resilient implementation of the 24/7 law enforcement.

Key factors that contributed the most to the fatalities were jay-walking, speed that was too high for circumstances, overtaking in the face of oncoming traffic, hit and run accidents, driving under the influence of alcohol, tyre bursts, faulty brakes, and smooth tyres. Sharp bends, wet surfaces and poor visibility also played a significant role in the contributing factors.

Reply:

(a) (b)From analysis of road crashes over the years and law enforcement operations it has become clear that certain offences are committed repeatedly and consequences are strong enough in deterring road traffic offenders from engaging in dangerous behaviour.

Reply:

The legislation quoted speaks to the Road Safety Council and not to traffic calming measures. It must be noted that the latter can even cause more dangerous situations on urban and rural mobility roads as per Road Classification and Access Management Manual (TRH26). With regard to the bolt down type speed-bumps, the department cannot be seen as promoting individual products, but will set norms and specifications as per SABS.

Reply:

a) The delay was due to non-payment of Post Office outstanding fees, and now has been settled.

b) The facility has been activated at Post Office, there will be no further delays with regards to this service

Reply:

There are no vacancies in the Ministry of Transport (a) (b) (c) Falls away

Reply:

1. (i) 2012 - 2013

5% increment was approved for levels 13 and up as per DPSA circular 1 0f 2012. Increments for the 2012—13 salaries of staff were 7% across the board for all employees that fall within salary levels 1-12. The implementation date was as per Resolution 1 of 2012, Agreement between RTMC and Labour.

(ii) 2013/2014

Increments for the financial year 2013/14 as per the Resolution 1 of 2013, were implemented as follows:

Level	Increment
13 and above	5.6
11-12	7%
8-10	7.5%
1-7	8%

(iii) 2014/2015

Increments for the financial year 2013/14 were implemented as per Migration Plan from Equate (DPSA) dispensation to Patterson Job grading

Level	Increment
14	5%
13	5.5%
12-11	6.5%
10-7	Total Cost To Company (DPSA Packages as at 30 June 2015 + R40,000.00
6 (NTP)	Total Cost To Company increased to 50th percentile midpoint of B4/B5 (R233,860)

(b)(i) The amount given to each staff member is confidential information

(ii) All salary increments were subject to salary negotiations with recognised Labour.

(2) (a) (i) (ii) The salaries of all personnel in the Road Traffic Management Corporation including those of Chiefs and Deputy Chiefs are negotiable and confidential and cannot be disclosed to the public as this will be a contravention to the Protection of Information Policy approved by the board. (b) the salaries were negotiated with individuals based on the Paterson remuneration model and against their previous packages and erstwhile employers packages.

(3) (a)(b) The employment clearances conducted were in accordance with section 11.6 of the Recruitment, Selection and Placement Procedure. Confirmation of qualifications, and criminal records however they were not done by the State Security Agency (SSA) but by an independent verification company. Obtaining a clearance from SSA for senior managers in the RTMC is not a requirements in accordance with the RTMC recruitment policy.

Reply:

1. (a) Accumulated surplus for 2012-13; 2013-14 and 2014-15 which amount to

Accumulated surpluses
2012/13	R296 292 865
2013/14	R377 002 863
2014/15	R313 241 162
	986 536 890

were distributed to provinces in line with the RTMC act as follows:

Road Safety Related Programmes

Province	Amount transferred
Eastern Cape		R 40 000 000
Free State		R 40 000 000
Gauteng		R 40 000 000
Kwazulu Natal		R 40 000 000
Limpopo		R 33 400 000
Mpumalanga		R 40 000 000
North West		R 40 000 000
Northern Cape		R 40 000 000
Western Cape		R 40 000 000
Total		R 353 400 000
Early Childhood Development & Rural Development
Province	Amount transferred
Free State		R 20 000 000
Gauteng	- ECD & Rural Development	R 10 000 000
	- CCTV Campaign	R 30 000 000
Limpopo		R 20 000 000
Northern Cape		R 20 000 000
Total		R 100 000 000
Law Enforcement and Road Safety Improvement
Province	Amount transferred
Free State	Road Safety Improvement	R 17 500 000
Gauteng	Road Safety Education Pilot Programme	R 25 000 000
Mpumalanga	Implementation of a third law enforcement shift	R 15 000 000
North West Province		R 35 000 000
Total		R 92 500 000
Totals	R 545 900 000

2. (a) Funds were distributed to Provinces for the following reasons:

- Road Safety related programmes

- Early childhood and rural development

- Law Enforcement and Road Safety Improvement

(b) Provinces had to motivate for funding for Road Safety related programmes

Reply:

1.  

Year (b) & (c)	Incident	Investigation Status	Disciplinary steps
(a)2012/13	Officer accidentally discharged a fire arm in his room at the lodge in Colesburg while on deployment.	The case was reported to SAPS, they took the fire arm and it was handed over to Superintendent after 5 months. The case was dismissed.	There was no internal disciplinary action taken.
(b)2013/14	No case reported	N/A	N/A
(c)2014/15	No case reported	N/A	N/A

2. All staff members of the National Traffic Police Unit have undergone business competency tests in accordance with the Firearms Control Act; 2000 (Act No.60 of 2000). In addition members also do maintenance shooting once a year to continue qualifying to possess their official firearms.

Reply:

1. Apart from the 14% VAT, which was paid over to SARS, the full remainder was utilised for the funding of the SANRAL Toll portfolio. At the time, SANRAL was not able to go to bond auctions for funding, because investors were not comfortable with the risk: possible credit ratings downgrade, delay in toll commencement on GFIP, legal processes, etc. To reiterate, SANRAL does not use “mortgage loans” for funding, but issue various capital market bonds, listed on the JSE, with varying maturities and coupon rates. Details of this is available in our Annual Report.
2. The Initial Construction Cost of the Gauteng Freeway Improvement Project (GFIP) was about R20 billion. However, construction was completed in 2010 and tolling only commenced in December 2013, therefore compounded interest accumulated from 2008, start of construction, to toll commencement. SANRAL’s Weighted Average Cost of Borrowing is published in the Annual Report. Apart from servicing the debt, the continuous maintenance and operations of the roads, such as emergency services, were also funded from this portfolio. SANRAL’s Non-current liabilities is also published in our Annual Report and details of this outstanding borrowings are published under Note 14.
3. (a) (i) (aa) Toll Advertising spend total amount to R32 656 856 (b) spend from the Advertising Toll budget (bb) Public Relations are not separated into different portfolios. This exercise is carried out to inform the road user of the significance of the national road network that comprises 21451 km. It is unfortunate that the honourable member believes that SANRAL only deals with the GFIP that comprises 201 km, a mere 0,94% of the national road network. The spent totalled hours worked amounted to R13 184 474.82 (spent from the Non-toll budget(cc) related costs for e-tolling was R 20 526 160.85 for events, publications and brochures and promotional items (i) spent from the Advertising Toll Budget (ii) No extras.

Reply:

(1) October 2015: 31 802

November 2015: 24 667

December 2015: 18 845

January 2016: 29 621

(2) (a) October 2015: 28 950

November 2015: 22 558

December 2015: 17 481

January 2016: 27 983

(b) October 2015: 2 852

November 2015: 2 109

December 2015: 1 364

January 2016: 1 638

(3) These numbers are not to be construed as accounts that have been de-activated. Non-active accounts, inter alia, include a change of vehicle ownership for that account unit. The number of individual vehicle license numbers (number plates) that were read for the respective months:

October 2015: 2 672 227

November 2015: 2 669 777

December 2015: 2 792 687

January 2016: 2 651 127

(4) The graph below provides the projected cash flow as well as actual received for the GFIP since toll commencement. Note that the green bars shows the actual collected for the month, whereas the orange bars shows the projected revenue for the month. The projections are revised whenever circumstances changed, in order to project a reasonable cash flow projection.

Reply:

1) (a) (i) 2012- 2013

(b) (i) Names	Positions	Appointment date	Public/Private Sector
Mr. Michael Mogorosi	Executive Manager: Finance	4 February 2013	Private
Mr. Gift Mbanjwa	Unit Manager: Management Accounting	1 May 2012	Public
Ms Gugulethu Mhlanga	Personal Assistant to the CFO	1 October 2012	Public
Mr. Selebalo Phasha	Manager: Security Services	1 March 2013	Public
Ms Tebogo Masha	Receptionist	1 December 2013	Private
Ms Beauty Manyama	Assistant Auditor	16 April 2012	Private
Ms Onkgopotse Sefanyetso	Accountant	1 September 2012	Private
Mr Edzani Netshipale	Traffic Officer	1 February 2013	Private
Mr. Mpho Netshituni	Traffic Officer	1 February 2013	None
Mr. Festus Negondeni	Traffic Officer	1 February 2013	Private
Mr. Lester Sampson	Traffic Officer	1 February 2013	Private
Ms Simone Burgess	Traffic Officer	1 February 2013	Private
Mr. Percy Mulaudzi	Traffic Officer	1 February 2013	Private
Mr. Khuthadzo Tshikovi	Traffic Officer	1 February 2013	None
Mr. Rudzani Muofhe	Traffic Officer	1 February 2013	Public
Mr Edward Motaung	Traffic Officer	1 February 2013	Public
Mr. Mmboneni Nenzhelele	Traffic Officer	1 February 2013	Private
Mr. Balanganani Magatshava	Traffic Officer	1 February 2013	Public
Mr. Vusi Mlojwa	Traffic Officer	1 February 2013	Private
Ms Ntangadzeni Matibe	Traffic Officer	1 February 2013	Private
Mr. Thihanedzwi Masiagwala	Traffic Officer	1 February 2013	Public
Mr. Ndivhoniswani Muthamaro	Traffic Officer	1 February 2013	Public
Ms Elsie Motloutsi	Traffic Officer	1 February 2013	Private
Ms Fhumulani Nekhumbe	Traffic Officer	1 February 2013	None
Mr Hulisani Ratshiendana	Traffic Officer	1 February 2013	Private
Ms Dikeledi Leshaba	Project Administrator	03 April 2012	Private

(ii) 2013 - 2014

Names	Positions	Appointment date	Public/Private
Mr. Kevin Kara-Vala	IT Project Manager	1 August 2013	Public
Advocate Makhosini Msibi	Chief Executive Officer	1 January 2014	Public
Mr. Mphikeleli Jele	Specialist: Traffic Engineering	1 July 2013	Private
Ms Liana Moolman	Senior Manager: Revenue	15 July 2013	Private
Mr. Baatile Mathibe	Chief Information Officer	10 July 2013	Private
Mr. Zakhele Nkabinde	Deputy Chief: NTP	1 August 2013	Public
Mr. David Paul	Senior Manger: Law Enforcement	1 November 2013	Public
Ms Maria Bekker	Senior Manager: Road Safety, Education & Campaigns	1 April 2013	Public
Ms Gabaikanngwe Botha	Manager: Corporate Strategy & Reporting	1 October 2013	Public
Mr. Jonathan Spogter	Manager: Management Accounting	1 June 2013	Public
Ms Zukiswa Sapepa	Manager: Enforcement Standards	1 September 2013	Public
Ms Nombuso Mlotshwa	Senior Application Developer	1 September 2013	Private
Ms Pulane Thibakhoane	Manager: Enforcement Coordination	1 October 2013	Public
Ms David Maboeane	Manager: Traffic Training	1 November 2013	Private
Mr. Thabo Raboshakga	Deputy Manager: Admin Services	1 July 2013	Public
Mr. Frans Mogakala	VIP Driver	1 May 2013	Private
Ms Phokoane Gopane	Payroll Practitioner	15 May 2013	Public
Mr. Macdonald Molepo	Senior Payroll Practitioner	1 June 2013
Mr. Stephen Msiza	Deputy Manager: Security Services	4 July 2013	Public
Mr. Nzimeni Novasi	Professional Assistant	4 July 2013
Mr. Mohale Malekutu	OD Specialist	1 September 2013	Public
Ms Puleng Khitsane	Deputy Manager: Performance	1 July 2013	Private
Ms Busiwe Dlamini	Deputy Manager: Traffic Training	1 June 2013	Public
Mr. Anton Van Der Zandt	Deputy Manager: Traffic Training	1 June 2013	Public
Ms Precious Cele	Financial Practitioner	1 August 2013	None
Mr. Daniel Busang	Messenger/ Driver	1 May 2013	Private
Mr. Mandla Myeni	OHS Specialist	1 October 2013	Public
Ms Zanele Magagula	SCM Practitioner	15 May 2013	Public
Mr. Ntandazo Somakwabe	Database Administrator	4 June 2013	Private
Ms Priscilla Pataki	Revenue Practitioner	15 May 2013	Private
Ms Annah Mahlangu	Personal Assistant	1 July 2013	Private
Mr. Thato Mosapa	Admin Assistant	1 July 2013	Private
Ms Lerato Mavhungu	Senior Corporate Secretariat Specialist	1 May 2013	Public
Mr. Moeletji Mabuku	Manager: Contract Management	13 June 2013	Private
Ms Metsa Malahlela	Admin Assistant	1 March 2014	Private
Ms Vanessa Hleza	Team Leader: Call Centre	1 December 2013	Private
Mr. Billy Pila	Team Leader: Call Centre	1 December 2013	Private
Mr. Sidumo Khoza	Admin Assistant	1 March 2014	Private
Mr. Mahlatse Letsoalo	Admin Assistant	1 March 2014	Public
Mr. Brian Mulaudzi	Admin Assistant	1 March 2014	None
Mr. Paul Matlala	Admin Assistant	1 March 2014	None
Ms Busisiwe Mahlangu	Admin Assistant	1 March 2014	None
Mr. Zweli Zikalala	Admin Assistant	1 March 2014	None
Mr. Tsholanang Phiri	Admin Assistant	1 March 2014	Private
Ms Xola Maseko	Admin Assistant	1 March 2014	Private
Mr. Petrus Kutamo	Admin Assistant	1 March 2014	Private
Ms Tlou Seroka	Admin Assistant	1 March 2014	Private
Mr. Geoffrey Tshimbiluni	Admin Assistant	1 March 2014	Private
Mr. Lloyed Ntlemo	Admin Assistant	1 March 2014	Private
Ms Moshiane Mabala	Admin Assistant	1 March 2014	Private
Mr. Sanele Magagula	IT Technician	21 June 2013	Private
Mr. Sikhumbuzo Khanyile	IT Technician	21 June 2013	Private
Mr. Papa Djan	Admin Assistant	1 March 2014	Private
Mr. Lehlohonolo Ngwenya	Call Centre Agent	1 December 2013	Private
Ms Petunia Mohale	Admin Assistant	1 March 2014	Private
Mr. Mosa Masemola	Team Leader: Call Centre	1 December 2013	Private
Ms Tshepiso Ramotloenya	Call Centre Agent	5 December 2013	Private
Ms Aletta Rankapole	Call Centre Agent	1 December 2013	Private
Ms Dineo Zimba	Call Centre Agent	1 December 2013	Private
Ms Koekie Mathebula	Call Centre Agent	1 December 2013	Private
Ms Modjadji Sebola	Admin Assistant	1 March 2014	Private
Ms Shonisani Mahwasane	Admin Assistant	1 March 2014	Private
Ms Maleshoane Zimba	Call Centre Agent	1 December 2013	Private
Ms Tandokazi Sibulo	Admin Assistant	7 August 2013	Private

(iii) 2014/15

Names	Positions	Appointment date	Public/Private
Mr M Razwinani	Company Secretary	1 February 2015	Private
Ms NP Mkiva	DH Fin Mng Rev	1 February 2015	Public
Ms NZ Mnguni	HOCEO	1 February 2015	Public
Ms NJ Jolingana	Chief: National Traffic Law Enforcement	1 March 2015	Public
Miss ME Francis	M PAYROLL	1 June 2014	Private
Mrs MP Juma	Manager Corporate Reporting	1 June 2014	Public
Ms JM Manamela	Admin Assistant Travel	1 December 2014	Private
Mr TP Monareng	Messenger Drive	1 May 2014	Private
Mr GV Matshika	AA Mark& Com	1 May 2014	Private
Mrs CP Khokho	Proc Plan Prac	1 October 2014	Private
Mr BS Zwane	Spokesp and Sec	1 February 2015	Public
Mr TH Mabula	Corp Soc Inv Co	1 February 2015	Private
Mr GP Martins	Chief Ops Officer	1 February 2015	Public
Ms MG Gainewe	SM RTI	1 May 2014	Public
Mrs M Fryer	SM Supply Chain	1 June 2014	Private
Mrs M Rubombora	IT Consultant	1 July 2014	Private
Ms T Mautla	Snr Network Eng	16 February 2015	Private
Mr P Ranuga	Head Enterprise	1 November 2014	Private
MS AN Nteyi	Personal Ass	6 June 2014	Private
Mrs Y Strydom	Revenue Financi	9 September 2014	Private
Mr S Ringane	Data Capturer	1 November 2014	Public
Ms MC Mokgohloa	Data Capturer	1 November 2014	Public
Miss MD Maila	Supervisor	1 November 2014	Public
Ms N Olisi	Data Capturer	1 November 2014	Public
Ms JM Nape	Data Capturer	1 November 2014	Public
Mr OK Malatji	Supervisor	1 November 2014	Public
Mr L Hlongwane	Data Capturer	1 November 2014	Public
Mr MF Nkome	Data Capturer	1 November 2014	Public
Ms NZ Magwaza	Data Capturer	1 November 2014	Public
Mr MM Mokalanyane	Data Capturer	1 November 2014	Public
Ms MM Komane	Data Capturer	1 November 2014	Public
Miss LM Kgomo	Data Capturer	1 November 2014	Public
Ms B Mafuxwana-Otipa	Data Capturer	1 November 2014	Public
Miss JD Kguto	Data Capturer	1 November 2014	Public
Mr MJ Nkuna	Data Capturer	1 November 2014	Public
Mr MT Engwane	Data Capturer	1 November 2014	Public
Ms RM Ntoroane	Data Capturer	1 November 2014	Public
Mr AR Lephogole	Data Capturer	1 November 2014	Public
Mr MJ Dolamo	Data Capturer	1 November 2014	Public
Ms EM Phoko	Data Capturer	1 November 2014	Public
Miss CL Ndiniza	Data Capturer	1 November 2014	Public
Miss L Rashamuse	Data Capturer	1 November 2014	Public
Miss KN Mncube	Data Capturer	1 November 2014	Public
Ms EB Mashigo	Data Capturer	1 November 2014	Public
Ms KG Segomoco	Data Capturer	1 November 2014	Public
Ms T Luvhimbi	Data Capturer	1 November 2014	Public
Mr AA Mzaza	Data Capturer	1 November 2014	Public
Ms S Mali	Data Capturer	1 November 2014	Public
Ms PN Masimula	Data Capturer	1 November 2014	Public
Mr EM Nkoe	Data Capturer	1 November 2014	Public
Ms CK Mogohloane	Data Capturer	1 November 2014	Public
Ms HS Thobela	Data Capturer	1 November 2014	Public
Mr DE Hlatshwayo	Snr Network Eng		Public
Mr S Mbizwo	Snr Netowrk Eng		Public
Mr D Roux	SH Res and Deve		Public
Ms DD Wechoemang	GE Human Capital	1 February 2015	Public
Mr M Mokhantso	DH Road Safety	1 February 2015	Public

Reply:

(a).

Regulation 7 of the National Road Traffic Act; 1996 (Act No. 93 of 1996) states: “liability for the registration of a motor vehicle shall arise -in the case of a motor vehicle to be registered for the first time in the Republic - if the motor vehicle was acquired outside the Republic, on the date on which such motor vehicle is brought into the Republic or on the date on which such motor vehicle is cleared in terms of the customs and excise legislation, if applicable”.

(b).

The penalties in terms of operating a vehicle on a public road which is not registered and licenced varies from each magisterial area to the other In addition, I recommend that the honourable member report to the relevant authorities an incident of this matter where he/she knows thereof.

Reply:

1. (a), (b) and (c) See attached spreadsheet.
2. (a) See attached spreadsheet.

(b) The reasons are largely various misconduct cases that require intense investigations.

(c) The reasons for the delay in each of the 45 cases can be attributed to shortage of investigating staff, interference by Trade Unions and availability of competent presiding officials within the business.

(d) PRASA is considering contracting external resources to assist chairing the hearings and workshops are ongoing with Trade Unions to embrace the culture of discipline. With regards to investigations, engagements are ongoing since most of the complex investigations arise out of whistle-blowing.

(e) PRASA payment of people whilst suspended is in compliance with Labour Legislation that suspensions should be with full pay until the case has been resolved.

SUSPENSIONS PRASA
TOTAL EMPLOYEES FROM APRIL 2012 TO END MARCH 2015
MONTH	NUMBER OF EMPLOYEES	COST
Apr-12	49	R 1 693 354.84
May-12	52	R 826 088.50
Jun-12	56	R 1 132 427.29
Jul-12	55	R 526 936.50
Aug-12	43	R 629 743.92
Sep-12	44	R 381 269.58
Oct-12	48	R 427 562.90
Nov-12	55	R 1 046 926.67
Dec-12	74	R 685 183.32
Jan-13	85	R 776 380.61
Feb-13	67	R 613 075.90
Mar-13	64	R 744 852.20
TOTAL COST		R 9 483 802.23
Apr-13	56	R 69 706.90
May-13	69	R 771 349.90
Jun-13	65	R 774 211.30
Jul-13	69	R 1 205 592.86
Aug-13	74	R 917 732.76
Sep-13	62	R 1 238 635.45
Oct-13	72	R 854 256.10
Nov-13	65	R 676 097.90
Dec-13	72	R 681 433.43
Jan-14	84	R 1 249 710.39
Feb-14	63	R 598 795.90
Mar-14	64	R 820 755.02
TOTAL COST		R 9 858 277.90
Apr-14	68	R 1 243 403.18
May-14	74	R 1 075 369.07
Jun-14	77	R 1 167 082.58
Jul-14	77	R 1 547 841.69
Aug-14	74	R 2 108 047.61
Sep-14	64	R 2 029 532.82
Oct-14	98	R 1 048 966.07
Nov-14	96	R 1 298 015.23
Dec-14	99	R 1 954 646.99
Jan-15	109	R 1 457 473.31
Feb-15	120	R 1 405 544.46
Mar-15	112	R 1 414 013.43
TOTAL COST		R 17 749 936.45
TOTAL COST OF ALL 3 FINANCIAL YEARS		R 37 092 016.60

Reply:

(a) The contracting authority responsible for the bus company concerned (ie. Durban Transport) is the Provincial Department of Transport in Kwazulu Natal. The contractual arrangement between Durban Transport and Ethekwini Municipality is that of an owner and a contractor whereas the Province is the employer. It is the responsibility of the contracting authority (Province) to ensure that the operator exercise the highest degree of diligence in the provision of services and operate the service strictly in accordance with the relevant provisions of the contract. This includes deciding whether the operator has breached or failed to comply with the terms of the contract and taking the necessary action to resolve such matters. The response below was therefore, sought from Ethekwini Municipality, who responded as follows:

A solution has been developed by the City and the operator to address these challenges, and it includes the following:

i. A ring-fenced bank account will be opened to ensure that all revenues due to the company are collected and protected; and that only legitimate business expenses are paid,

ii. An intervention team made up of City and Provincial officials, as well as financial management capacity from the private sector, has been put in place to provide oversight to the management of the bank account, and improve financial planning and management in the company,

iii. An independent adjudicator will be appointed to resolve all the claims and counter-claims between the City and the operator.

iv. As a medium to long-term solution, the City is in the process of finalizing an option for the provision of this service. Having complied with the requirements of Section 78 of the Municipal Systems Act, and resolved to utilize an external mechanism for service provision in the form of a municipal entity, the City is now addressing the requirements of Section 84 of the Municipal Finance Management Act. Officials in my Department will be meeting with City and Provincial transport officials in the third week of February to discuss this proposal by the City. After this meeting, a joint discussion between officials from the National Department, National Treasury, Provincial Treasury, Provincial Department of Transport, Department of Co-operative Governance and Traditional Affairs, and the City will be convened to finalize government’s position on the City’s intention to set up a municipal entity.

(b) There is no intention by the City to buy the company. As indicated in (a) above, the City has resolved to establish a municipal entity to provide the service currently provided by Tansnat. The previous processes were all subjected to due diligence processes, to determine fair value.

Reply:

1. The Administrative Adjudication of Road Traffic Offences Act does not in any way provide for summons of arrest. Under Criminal Procedure Act, there are two distinct documents which serve two different purposes viz, Summons (section 54) and warrant of arrest. Summons issued by traffic authorities for motorists who have failed to comply with rules of the road to secure appearance in a court of law whilst warrants of arrests are issued in instances where a person who was summoned to appear in court fails to do so without any explanation to the Court or Prosecutor.

In terms of the AARTO Act, the infringer has, as part of elective options, the right to be tried in Court. Under such circumstances, the notice will be cancelled and the local authority will issue summons. The criminal procedure process will then ensue. Secondly, where the violation is classified as an offence under schedule 3 of the AARTO regulations, such person will be dealt with in terms of the criminal procedure processes by way of issuance of a summons by the traffic authority concerned.

2. The RTIA does not issue fines and as such, it does not have the authority or legislative mandate to withdraw fines. This is the full competence of the authority that has issued the infringement. Section 18(6) of the AARTO Act provides for the RTIA to cancel an infringement notice in a case were a representation is allowed.

3. The Registrar of the RTIA is empowered by section 20 of the AARTO Act, to issue enforcement orders. Section 20(4) and (9) gives the Registrar authority to revoke such enforcement orders if the infringer pays the penalty and fees; the infringer applies to the RTIA in the prescribed manner and submits reasons to the satisfaction of the Registrar why an enforcement order must be revoked or the traffic authority applies in the prescribed manner for a revocation of an enforcement order.

Reply:

1. I am informed that, apart from the 14% VAT, which was paid over to SARS, the full remainder was utilised for the funding of the SANRAL Toll portfolio. At the time, SANRAL was not able to go to bond auctions for funding, because investors were not comfortable with the risk: credit ratings downgrade, delay in toll commencement on GFIP, legal processes, etc. SANRAL does not use “mortgage loans” for funding, but issue various capital market bonds, listed on the JSE, with varying maturities and coupon rates.
2. The Initial Construction Cost of the Gauteng Freeway Improvement Project (GFIP) was about R20 billion. However, construction was completed in 2010 and tolling only commenced in December 2013, therefore compounded interest accumulated from 2008, start of construction, to toll commencement. SANRAL’s Weighted Average Cost of Borrowing is published in SANRAL’s Annual Report. Apart from servicing the debt, the continuous maintenance and operations of the roads, such as emergency services, were also funded from this portfolio.
3. (a)(i) No amounts was used by the Department of Transport

(ii) aa) Toll Advertising spend total amount to R32 656 856 (b) spend from the Advertising Toll budget.

bb) Public Relations are not separated into different portfolios. This exercise is carried out to inform the road user of the significance of the national road network that comprises 21451 km. The spent totalled hours worked amounted to R13 184 474.82 (spent from the Non-toll budget)

cc) related costs for e-tolling were R 20 526 160.85 which covers events, publications and brochures and promotional items

 

(b)(i) spent from the Advertising Toll Budget.

(ii) Tolls are not funded from the Government subsidies

(iii) No extras.

Reply:

DEPARTMENT

(1) (a) The Department of Transport has been using the EQUATE job evaluation system when it was introduced in 1998 by the Department of Public Service and Administration (DPSA). The system became compulsory from 1999 as prescribed by the Public Service Regulations. The DPSA reviewed this system and in April 2015 introduced the new web-based system called EVALUATE which is now used by all Departments.

(1)(b) There is a component that is charged with the responsibility of managing job evaluations in the Department. The Directorate: Organisational Development and Change Management consists of staff members who have been trained and certified as Job Analysts and Job Evaluation Panelists to use the job grading system. The Department has developed a Job Evaluation Policy and has a functional Job Evaluation Panel that sits regularly to moderate jobs. The Department also makes use of external Job Analysts and Job Evaluation Panel members when necessary to evaluate and moderate certain jobs to maintain the integrity of the system. Organized Labour is invited to sit in the Job Evaluation Panel meetings to ensure transparency and accountability. Both the EQUATE and EVALUATE systems have security features i.e passwords that keep them safe from unauthorized access and use. The Department further keeps records of all the jobs that have been graded and decisions thereof. The Department reports annually through its annual reports on the number of posts that have been evaluated.

 

(2)

Please refer to information as per the table below:

Question (2) (a) (b) and (c)	Question (2) what are the (a) details	Question (2) (b) outcomes in each case respectively
2012 – 13 - 16 employees were granted higher salaries than the salary grades of their posts	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 6 – R129 780pa, appointed on Level 7 - Level 7 - R149 742pa.
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 4 – R90 396pa, appointed on Level 5 - R118 983pa
	Counter offer – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 13 – R775 233pa, match offer from another institution on Level 14 – R1 042 839pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 13 – R860 388pa, appointed on Level 14 – R939 631pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 13 – R719 613pa, appointed on Level 14 – R1 012 251pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 12 – R550 992pa, appointed on Level 13 – R719 613pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 7 – R175 194pa, appointed on Level 11 – R464 919pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 8 – R198 975pa, appointed on Level 11 – R464 919pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 6 – R139 812pa, appointed on Level 9 – R236 532pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 3 – R81 312pa, appointed on Level 4 – R97 809pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 11 – R334 052pa, appointed on Level 12 – R407 745pa
	12.Counter offer – Part V C.3 of the Public Service Regulations, 2001, as amended	Higher salary approved by the former Director-General, Level of post Level 8 – R204 990pa, appointed on Level 9 – R240 075pa
	13.Retention purposes – Part V C.3 of the Public Service Regulations, 2001, as amended	Higher salary approved by the former Director-General, Level of post Level 13 – R798 663pa, offer on Level 14 – R872 214pa
	14.Purchase offer – Part V C.3 of the Public Service Regulations, 2001, as amended	Higher salary approved by the former Director-General, Level of post Level 12 – R522 669pa, appointed on Level 13 – R719 613pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 7 – R160 224pa, appointed on Level 8 – R198 975pa
	Purchase offer (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 12 – R550 992pa, appointed on Level 13 – R719 613pa
2013 – 14 - 3 employees were appointed on higher salaries than the salary grades of their posts	Retention purposes (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 4 – R96 363pa, offer on Level 5 – R116 937pa
	Purchase offer – (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 7 – R170 799pa, appointed on Level 8 – R212 106pa
	Purchase offer – (Ministerial appointment) – Part V C.3 of the Public Service Regulations, 2001, as amended.	Higher salary approved by the former Minister Level of post Level 5 – R122 280pa, appointed on Level 8 – R212 106pa
2014 – 15 - 2 employees were appointed on higher than the salary grades of their posts	Counter offer – Part V C.3 of the Public Service Regulations, 2001, as amended	Higher salary approved by the former Acting Director-General Level of post Level 6 – R150 819pa, appointed on Level 7 – R188 985pa
	Counter offer – Part V C.3 of the Public Service Regulations, 2001, as amended	Higher salary approved by the former Acting Director-General Level of post Level 6 – R150 819pa, appointed on Level 7 – R197 616pa

South African Civil Aviation Authority (SACAA)

(1) (a) The payroll grading system was implemented in 2002 for (i) N/A (ii) the South African Civil Aviation Authority.

(b)The system has different access control levels wherein only the payroll manager has access to the payroll grading system. Amendments to the job grading system can only be processed on payroll on the directive by the Director of Civil Aviation (DCA).

(2) There were no instances where the abovementioned process was not followed during (a) 2012-13 (b) 2013-14 (c) 2014-15 financial years and therefore (a) N/A (b) N/A.

Air Traffic & Navigation Services SOC Limited (ATNS)

1. (a) Since its formation, (ii) ATNS has been using a job grading system. At inception ATNS used the Hay Job Grading System, and migrated to the Peromnes Job Grading System.

1. The application of job grading within ATNS is guided by a Job Grading Policy, which guides the link to remuneration, especially in relation to movement inside and outside the grading bands; the formation of the Job Grading Committee; the grading process; as well as an appeal process. All committee members are trained on the principles of job grading. Job grading for positions which form part of the Bargaining Unit, involves the inclusion of Shop Stewards as part of the process.

The grading of jobs is performed on an electronic system, which belongs to an independent service provider, of which ATNS has administration rights to perform the evaluations. The system has built-in measures to ensure the accuracy and consistency of the rules applied for the grading of positions, as highlighted in the internal policy.

1. The Peromnes Job Grading system within ATNS has been consistently applied and there are no deviations to note in the (a) 2012-13, (b) 2013-14 and (c) 2014-15 financial years.

Airports Company South Africa SOC Limited (ACSA)

1. (a) (ii) ACSA has been using the Oracle system for payroll processing since 2008.

(b) The payroll system is designed according to the approved Remuneration and Benefits policies and procedures.

1. There have not been any deviations to the Remuneration and Benefits policy and procedures in the (a) 2012-13, (b) 2013-14 and (c) 2014-15 financial years.

Cross-Border Road Transport Agency (C-BRTA)

1. (a,ii) In terms of the Cross-Border Road Transport Agency (C-BRTA), the J-easy grading system has been in place internally since 2013 supported by an independent provider. Prior to that, external service providers were used for the grading of all positions.

(b) To ensure integrity of the system, different approval processes exist as follows:

• The job profiles are developed and approved by relevant levels; and
• The segregation of duties in relation to the capturing and the actual evaluation exist for grading purposes and the correlation and benchmarking by an independent external body are in place

2. (a) None (b) None (c) None

(a) and (b) Not applicable as the system is followed.

Road Accident Fund (RAF)

1. (a)(ii) The Road Accident Fund’s (RAF) current payroll grading system has been in use since 1 September 2012, and (b) the following measurable controls have been put in place to ensure the integrity of the systems: (aa) a RAF Job Evaluation Policy is in place and enforced which policy provides that all positions in the RAF must be graded; grading must be linked to the salary structure; and, job gradings must be approved by the responsible divisional executive; (bb) job grades are verified annually during the annual salary adjustments for both the Human Capital HRIS system and Payroll SAP system; (cc) access to the Human Capital HRIS system and Payroll SAP system is password protected; (dd) access and user rights are approved by the Senior Management in Human Resources Shared Services and Financial Accounting, based on the function performed by the specific employee; and, (ee) the integrity of the Human Capital HRIS system and Payroll SAP systems are audited annually by RAF Internal Audit Division and the Auditor General - no material findings were reported during the audits;

1. There were no instances where the payroll grading system was not followed in the (a) 2012-13, (b) 2013-14 and (c) 2014-15 financial years.

Road Traffic Infringement Agency (RTIA)

1. (a) The SAGE Payroll system has been in used since 2013.

(ii) Road Traffic Infringement Agency – Entity

(b) Internal policies and procedures are in place as measure to ensure integrity. Statutory obligations and reporting also serve as a measure in such SAGE Payroll systems.

1. 2012 – 13 : None, cause there was no Payroll system it was outsourced.
2. 2013 – 14 : SAGE Payroll system followed
3. 2014 – 15 : SAGE Payroll system followed

1. 2012 – 13 : None, cause there was no Payroll system it was outsourced.
2. 2013 – 14 : None
3. 2014 – 15 : None

Road Traffic Management Corporation (RTMC)

1. a)The RTMC has since its inception been using the equate job evaluation tool in September 2014, a resolution was taken by the Board to implement the Patterson model. The VIP payroll module was used since 2010 and before then the Corporation was using Persal.

b)There is segregation of duties in the VIP payroll system. The payroll manager is responsible for managing the access to the system. The VIP Payroll software reduces risk by giving visibility to transactions and providing an audit trail. There are established process and procedure to manage the payroll function.

1. There were no such instances where systems were not followed.

South African National Road Agency (SANRAL)

1)a) Since 1998, SANRAL made use of the Permones grading system.

b) To ensure integrity of such a system, job evaluation exercises are conducted across all levels of jobs referred to as “roles” in our terminology. This is done to determine the relative worth of a role in relation to other jobs within the organisation. The current job grading system is broad banded and forms the basis of the pay scales. The design of the scales promotes a competitive market anchor specifically for senior and technical portfolios and is used as a strategy to attract, retain and motivate high performers and prospective new incumbents

2. The Permones grading system has been followed since inception in 1998, including the financial years provided above. SANRAL operates in terms of its founding legislation, The South African National Roads Agency Limited and National Roads Act (Act No. 7,1998), thus SANRAL employees are not civil servants.

Railway Safety Regulator (RSR)

Herewith our response below to the question in as far as it relates to the RSR:

1(a) The RSR utilizes the Paterson Job Evaluation system and the payroll grading system is based on this.

1(b) The RSR has both a Job Evaluation and Remuneration Policy which both ensure the integrity of the payroll grading system. Both policies have been approved by the Board of Directors.

2(a) The RSR payroll system has consistently conformed to the provisions of the Job Evaluation and Remuneration Policies between 2012/2013, 2013/2014 and 2014/2015.

Ports Regulator South Africa (PRSA)

1. (ii) The Ports Regulator of South Africa utilizes the Patterson grading system, this was implemented in the 2014/15 financial year, and has been verified by REM Channel, the survey institute of Price Water house Coopers.

1. The system was only implemented after a human resource review was conducted which included a revision to policies, procedures, and a salary benchmarking exercise. This process was initiated in 2013/2014 and conducted in 2014/2015.

South African Maritime Safety Authority (SAMSA)

1. (a) (i) Since 2010 the Hay system and pay scales have been used fir staff and a Paterson grading system was used for Executive positions
2. To ensure the integrity of the system, there have been no changes to the grades since 2010. All remuneration reviews are approved by the Board of Directors, in addition, 21 Century Pay Solutions benchmarked the salaries of Executives

1. Since 2010 to date when grading scales were implemented, no job was regarded. There however annual salary reviews implemented after approval by the board directors.

Passenger Rail Agency of South Africa (PRASA)

1. (ii) PRASA uses the Paterson Grading System since June 2008; and

(b) All PRASA job evaluations have been validated by a third party to ensure and promote the integrity of the system.

1. Since adopting Paterson there hasn’t been instances where any other job grading system has been followed.

Reply:

Passenger Rail Agency of South Africa (PRASA)

(a) (i) see attached spreadsheet for number of employees suspended per financial year and per month

(b) see attached spreadsheet for value of payments per month in each financial year

( aa) the reasons are largely various misconduct cases that require intense investigations

(bb) The reasons for the delay in each of the 45 cases can be attributed to shortage of investigating staff, interference by Trade unions and availability of competent presiding officials within the business.

1. (iii) to address the delays, PRASA is looking at contracting external resources to assist chair the hearings and workshops are ongoing with Trade unions to embrace the culture of discipline. With regards to investigations, engagements are ongoing since most of the complex investigations arise out of whistle-blowing.

(bb) (iv) The reason PRASA paid people whilst suspended is in compliance with Labour Legislation that suspensions should be with Full Pay until the case has been resolved.

Reply:

Department

(a), (i), (ii), (aa), (aaa, )(bbb), (ccc), (b), (i), (ii) and (c)

No protection services were provided to the Director-General of the Department of Transport in the financial years 2012-13, 2013-14 and 2014-15.

Cross- Border Road Transport Agency (C-BRTA)

1. There were no protection services (i) in the form of human resources or (ii) in another form that were provided to (bb) the Chief Executive Officer of the Cross Border Road Transport Agency (C-BRTA) in the aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years. (b) (i), (ii) and (c) are not applicable to the C-BRTA as no protection services were provided.

Road Accident Fund (RAF)

(a) No protection services in (i) the form of human resources and (ii) another form were provided to (aa) the Chief Executive Officer of the Road Accident Fund in the (aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years, the (b) (i) budget allocation was R 0-00 and (ii) actual cost in each specified financial year was R 0-00, and (c) no criteria were used to provide protection services as such services were not provided.

Road Traffic Infringement Agency (RTIA)

1. There has never been any protection services offered in anyway.

Road Traffic Management Corporation (RTMC)

1. The security risk and threat analysis indicate that there is an ongoing penetration of crime syndicates in various forms throughout the Organization, to facilitate and further their aim to illegally profit from RTMC. The stringent steps led by the Chief Executive Officer to counter and eradicate these criminal elements from the business environment have positioned him as a prime target of these criminal elements and syndicates. These include steps to identify, prevent and stop collusion between service providers and employees who illegally profit from crime within RTMC, which have increased the threat to the life of the Chief Executive Officer.
2. The Group Chief Executive Officer works extended hours both in office and attending external meetings and roadside law enforcement operations.

(aaa) In 2012-13 – there we no protection services offered.

(bbb) In 2013-14 personal security services were provided to the Acting CEO of Road Traffic Management Corporation on a 24 hour period. The cost of the services were One Hundred and Fifty Eight Thousand One Hundred and Eighteen Rands (R 158 118.00) per month.

(ccc) In 2014-15, the protection services for the Chief Executive Officer were provided by the National Traffic Police officials employed in the National Traffic Law Enforcement Unit. They are budgeted for in the National Law Enforcement personnel expenditure.

(b) The protection services for the Chief Executive Officer are provided by the National Traffic Police officials employed in the National Traffic Law Enforcement Unit. They are budgeted for in the National Law Enforcement personnel expenditure

South African National Roads Agency (SANRAL)

1. SANRAL does not provide any kind of personal protection, nor has it ever done so, to its CEO. Therefore, the remainder of the question falls away."

South African Civil Aviation Authority (SACAA)

1. No protection services in (i) the form of human resources and (ii) another form were provided to (aa) N/A and (bb) the Director of Civil Aviation (Chief Executive Officer) of the South African Civil Aviation Authority in the (aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years, (b) (i) N/A and (ii) N/A and (c) N/A.

Air Traffic & Navigation Services SOC Limited (ATNS)

1. ATNS has not provided any protection services (i) in the form of human resources nor (ii) in any other form to (aa) the Department of Transports Director-General , (bb) nor the CEO of ATNS (aaa) in 2012 – 13 (bbb) 2013 – 14 or (ccc) 2014 -15 financial years.
2. No money was (i) allocated in the budget and (ii) no actual money was spent in each of the specified financial years
3. Therefor there was no criterion required to provide protection services in any of the specified cases.

Airports Company South Africa SOC Limited (ACSA)

ACSA does not provide protection services for (bb) the Chief Executive Officer.

Railway Safety Regulator (PSR)

The RSR has not provided any protection services in the form of human resources or any other form to its Chief Executive Officer in any of the financial years 2012-13; 2013-14 and 2014-15.

Ports Regulator of South Africa (PRSA)

The Ports Regulator did not provide protection services in the form of (i) human resources or (ii) in an

Other form to (aa) chairperson of the board (bb) other members/directors, in any of the specified years

(aaa),(bbb) and (ccc) and in terms (b), the budget allocation and actual costs were both zero in terms of (i)

and (ii).item © is therefore not applicable

Passenger Rail Agency of South Africa (PRASA)

(aaa) PRASA provided security to the former GCEO for the 2012-13 financial year tabulated below:

 

(bbb) PRASA provided security to the former GCEO for the 2013-14 financial year tabulated below:

 

(ccc) PRASA provided security to the former GCEO for the 2014-15 financial year tabulated below:

 

(b) (i) The budget allocations are tabulated above for the respective financial years.

(b) (ii) The cost for each financial year are tabulated above for the respective financial years.

(c) The criteria were informed by the security risks that prevailed at the time. VIP Protection for the GCEO was based on a residual risk that emanated during his tenure as DDG of Public Transport in the Department of Transport.

South African Maritime Safety Authority (SAMSA)

No protection services in the form of human resources or any other form was provided for the SAMSA Chief Executive Officer for the respective years.

Reply:

South African Civil Aviation Authority (SACAA)

1. No protection services in (i) the form of human resources and (ii) another form were provided to (aa) the Chairperson of the Board of Directors and (bb) any other member of the Board of Directors of the South African Civil Aviation Authority in the (aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years, (b) (i) N/A and (ii) N/A and (c) N/A.

Air Traffic & Navigation Services SOC Limited (ATNS)

1. ATNS has not provided any protection services (i) in the form of human resources nor (ii) in any other form to (aa) the Chairperson of the ATNS Board, (bb) nor any other member of the ATNS Board (aaa) in 2012 – 13 (bbb) 2013 – 14 or (ccc) 2014 -15 financial years.
2. No money was (i) allocated in the budget and (ii) no actual money was spent in each of the specified financial years
3. Therefore there was no criterion required to provide protection services in any of the specified cases.

Airports Company South Africa SOC Limited (ACSA)

ACSA does not provide protection services for (aa) The Chairperson of the Board of Directors and (bb) any other members of the Board of Directors.

Cross- Border Road Transport Agency (C-BRTA)

a) There were no protection services (i) in the form of human resources or (ii) in another form that were provided to (aa) the chairpersons of boards of directors and (bb) any other members of the specified boards of directors of the of the Cross Border Road Transport Agency (C-BRTA) in the aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years. (b) (i), (ii) and (c) are not applicable to the C-BRTA as no protection services were provided.

Road Accident Fund (RAF)

(a) No protection services in (i) the form of human resources and (ii) another form were provided to (aa) the chairpersons of the RAF board and (bb) any other members of the RAF board in the (aaa) 2012-13, (bbb) 2013-14 and (ccc) 2014-15 financial years, the (b) (i) budget allocation was R 0-00 and (ii) actual cost in each specified financial year was R 0-00, and (c) no criteria were used to provide protection services as such services were not provided.

Road Traffic Infringement Agency (RTIA)

(a) There has never been protection services offered in anyway.

Road Traffic Management Corporation (RTMC)

(a) The Human Resources is allocated on adhoc basis, depending on the threat analysis conducted from time to time

(aaa) In 2012-13 – there was no protection services offered.

(bbb) In 2013-14 there was no protection services offered

(ccc) In 2014-15, the protection services for the Chairperson is from time to time provided by the National Traffic Police officials employed in the National Traffic Law Enforcement Unit. They are budgeted for in the National Law Enforcement personnel expenditure.

(b) The security risk and threat analysis indicate that there is an ongoing penetration of crime syndicates in various forms throughout the Organization, to facilitate and further their aim to illegally profit from RTMC. The stringent steps led by the Board led by the Chairperson of the Board and the Chief Executive Officer to counter and eradicate these criminal elements from the business environment have positioned them as a prime targets of these criminal elements and syndicates. These include steps to identify, prevent and stop collusion between service providers and employees who illegally profit from crime within RTMC, which have increased the threat to the life of the Leadership.

South African National Roads Agency (SANRAL)

1. SANRAL does not provide any kind of personal protection, nor has it done so, to any of its Board members. Therefore the rest of the question falls away."

Railway Safety Regulator (RSR)

1. The RSR has not provided any protection services in the form of human resources or any other form to the Chairperson of the Board or any other members of the Board in any of the financial years 2012-13; 2013-14 and 2014-15.

Ports Regulator of South Africa (PRSA)

The Ports Regulator did not provide protection services in the form of (i) human resources or (ii) in any

other form to (aa) chairperson of the board (bb) other members/directors, in any of the specified years

(aaa), (bbb) and (ccc) and in terms (b), the budget allocation and actual costs were both zero in terms

of (i) and (ii). Item (c) is therefore not applicable.

Passenger Rail Agency of South Africa: (PRASA)

(aaa) PRASA did not provide any security to the Chairperson or any of the Board of Directors for 2012-13 financial year.

(bbb) PRASA did not provide any security to the Chairperson or any of the Board of Directors for 2013-14 financial year.

(ccc) PRASA provides security to the Chairperson of the Board Directors for 2014-15 financial year. This is informed by the security challenges facing the Chairman emanating from threats directed at the Chairperson of the Board. The security was instituted during the 2014/15 financial year.

2014-15 FINANCIAL YEAR

#	Item	complement	Value Per Annum
1	Protection for Chairman	1	R370 811

(b) (i) The budget allocations are tabulated above for the respective financial years.

(b) (ii) The cost for each financial year are tabulated above for the respective financial years.

(c) The criteria is informed by the security risks that prevailed at the time and prevail. In the case of the Chairperson it was informed by threats that were made against him due to his duties as Chairperson of the PRASA Board.

South African Maritime Safe Authority (SAMSA)

No protection services in the form of human resources or any other form was provided for the Chairperson of the Board of Directors or any other Board member.

 

Reply:

Civil Aviation Branch

(a) The Aviation Safety Investigation Board has not been established. (b) Chapter 4 of the Civil Aviation Act, which provides for the establishment of the Aviation Safety Investigation Board has not been proclaimed. (c) No budgetary allocation has been made for the establishment of the Aviation Safety Investigation Board. The Department will make a proposal for the amendment of Chapter 4 of the Act to provide functional independence of the Aviation Accident and Incident Investigation without creating an entity, which might not be sustainable.

Reply:

The Airports Company South Africa SOC Limited (ACSA) has set a strategic objective to increase the contribution of non-aeronautical revenue to total revenue from 37%, as it currently stands, to 55% by 2020.

(a) All non-aeronautical opportunities at one of ACSA’s nine airports, such as retail and advertising opportunities, are subject to an open tender process to ensure that an open, fair, transparent and equitable approach is followed. ACSA does not enter into partnerships for non-aeronautical services other than when the Company bids for concessions outside the Company’s nine airports, where shareholder agreements have been entered into by the Company.

(i) ACSA has a shareholder agreement between with GVK (an Indian conglomerate with diverse interests across various sectors including airports, transportation and energy), and Bidvest, for the concession held by the Company in Mumbai, and Invepar (a Brazilian investment group, which operates in the transportation infrastructure segment in Brazil) for the concession held in Sao Paolo.

(ii) There are no definite planned partnerships which ACSA will enter into in the future.

(b) Presently, the Company has 10% equity holding in the Mumbai concession and a shareholder agreement was signed in 2006. Also, since February 2012 the Company holds 10.2% equity in the Guarulhos Airport, Sao Paolo. ACSA does earn consultancy fees from Guarulhos Airport, which is rendered directly by Company to the Guarulhos Airport.

Reply:

South African Civil Aviation Authority (SACAA)

(a) The outcome will be determined upon conclusion of the investigation.

(b) The investigation is in progress and lessons learned will be in the final report when published.

(c) (i) & (ii) The investigation is at a stage where additional data/evidence is being collected for analysis for factual information report writing. Following that will be the compilation of the findings, cause/contributory factors, recommendations and approval process. After that the report with its findings and recommendations will be published.

(iii) Prevention mechanisms will be put in place as and when identified by the accident findings and causes.

Reply:

(A)(i) - No MOU is signed between the Corporation and Driving Schools

(ii) - The Corporation facilitated the signing of a letter of acknowledgement by Min Ndebele.

(b) (i) The Minister Congratulate the Driving School Industry on the Establishment of the National Driving School Forum

(ii) The Minister lledged support to them to enhance the standard of learner driver training in SA. The Minister also stated that the National Driving School Forum will be consulted when the Driving School Legislative Framework will be finalized. The Minister stated that a Driving School Summit will as requested by the Forum. This Summit was held as requested ( facilitated by the Corporation during March 2011)

(c) the letter was signed on 07/04/2011

(d) A summit was held was held as requested by the Driving School forum

(cc) N/A

(dd) The letter referred to above was submitted to the National Driving School Forum, which consists of the following 4 national driving school associations: 

South African Driving School Association (SADSA)

South African Driving Operators Association (SADSOA)

Southern African Institute of Driving Instructors (SAIDI)

South African National Driving School Association (SANADS)

Reply:

1) a) I want to alert the honourable there are three different questions. Budget allocation for 2015/2016: Provincial Road Maintenance Grant = R822.4m and Equitable Share = R193.5m (including day to day running of the programme);

b) TMH22 is used for the first order analysis as a guideline.

2) Yes. Only few isolated spots has gravel wearing course thickness above 50mm, however, it is drivable.

3) All spills on national roads are deemed to be dangerous and depending on the effects can be declared as disaster in terms of the Disaster Management Act, 2002 ( Act No 75 of 2002). This may depend on the toxicity levels and the magnitude of such a spillage. The Department of Cooperative Governance and Traditional Affairs, together with the relevant Authority in whose area of jurisdiction that portion of the road fall may declare any emergency situation as a disaster. Provincial Departments are required to prepare disaster management plans for the entire province.

4) The National Nuclear Regulator (NNR) is responsible for the enforcement and the safe transportation of the radioactive materials. Transporting and handling of radioactive material is regulated by the National Nuclear Regulator and not by the Department of Transport.

5) The road from Springbok to Vaalputs (MR740) appears on a first order list of needs for upgrading. The equitable share funding is not enough to address all the upgrading needs of roads in the Northern Cape Province. Only R60m/annum available from equitable share is for capital works. This allocation is committed over the MTEF period

Reply:

Department of Transport

a) How many persons have been suspended with full pay within (i) her department.

(aa) 2012/13 financial year – None

(bb) 2013/14 financial year – One (1) employee

(cc) 2014/15 financial year – Five (5) employees

(b) in each specified case, what (i) is the value of these payments for each month by

(aa) her department

2013/2014 FINACIAL YEAR
NAME	MONTH	VALUE OF PAYMENTS
Mr Rajesh Jock	May 2013	R0
	June	R77 356.42
	July	R94 116.98
	August	R94 116.98
	September	R153 559.29
	October	R94 116.98
	November	R94 116.98
	December	R94 116.98
	January 2014	R94 116.98
	February	R94 116.98
	March	R94 116.98
TOTAL	R 983 851.49
2014/2015 FINACIAL YEAR
Mr Rajesh Jock	April 2014	R138 386.61
TOTAL	R138 386.61
Mr B C Hlabisa	July 2014	R118 521.91
	August 2014	R124 311.78
	September 2014	R53 130.51
TOTAL		R295 964.20
Mr V Ndwamato	October 2014	R27 974.57
	November 2014	R70 907.76
	December	R70 907.76
	January	R70 907.76
	February	R23 312.74
TOTAL		R264 010.00
Mr B Maphalela	October 2014	R16 478.74
	November 2014	R41 769.04
	December 2014	R41 769.04
	January 2015	R41 769.04
	February 2015	R13 732.29
Total		R155 518.14
Ms L Mahlangu	October 2014	R36 545.71
	November 2014	R37 020.79
	December 2014	R37 020.79
	January 2015	R37 020.79
	February 2015	R13 741.90
Total		R161 349.96
GRAND TOTAL		1 999 080.41

(ii) are the reasons for (aa) these suspensions

The Department received allegations of serious misconduct which warranted precautionary suspensions,

(bb) the delay in resolving these matters (iii) is being done to resolve these matters

The delays were caused by investigations; however the suspension were uplifted after the 60 days lapsed as per the provisions of the Disciplinary Code & Procedure. The Department is addressing capacity to deal with these matters,

(iv) are the reasons to suspend persons with full pay?

Answer: The Disciplinary Code & Procedure provides that precautionary suspension is with full pay.

Airports South Africa SOC Limited (ACSA)

The Airports Company South Africa, suspended people pending investigations and disciplinary action during the review period as follows:

1. (aa) 2012/13, During this period nine (9) people were suspended at the average period of about 3 months (92 days).
2. All cases were concluded and outcome reached during this year within the timeframes targeted to investigate and resolve such matters.

1. The total value of the salaries paid to the 9 people during the period of suspensions amounted to R 286 889.90.

1. (aa) 2013/14, During this period 19 people were suspended at the average period of about 3 months (95 days).
2. All cases were concluded and outcome reached during this year within the timeframes targeted to investigate and resolve such matters.

1. The total value of the salaries paid to the 19 people during the period of suspensions amounted to R 880 462.11.
2. (aa) 2014/15, During this period 34 people were suspended at the average period of about 3 months (77 days).

(b) All cases were concluded and outcome reached during this year within the timeframes targeted to investigate and resolve such matters.

1. The total value of the salaries paid to the 34 people during the period of suspensions amounted to R 2 298 887.60.

(ii) The reason of suspensions during investigation and conclusion in the period under review are listed below:

• Assault
• Breach of policy
• Collusion
• Concealment of information
• Damage to property
• Desertion of post
• Dishonesty
• Embezzlement of funds
• Forging of sick note
• Fraud
• Gross negligence and/or
• Competence, violation of policy.
• Illegal micro lending
• Insubordination
• Intimidation, abusive and Insulting
• Misrepresentation
• Misuse of property
• Non-disclosure of criminal record
• Sleeping on duty
• Tempering
• Theft
• Unacceptable conduct
• Unauthorised conduct
• Use of foul and insulting language

Conclusion of disciplinary action during the requested review period

(bb) All of the suspension cases for the period under review have been finalised and there were no delays in investigating and finalising disciplinary processes. Outcomes of majority of the disciplinary processes mainly resulted in decisions of:

• Dismissed
• Acquitted
• Final written warning

South African Civil Aviation Authority (SACAA)

1. (i) N/A

(ii) the South African Civil Aviation Authority suspensions are listed below for

(aa) None for 2012/13,

(bb) None for 2013/14; and

(cc) as per below table. (ii) (aa) (bb) (iii) and (iv) are stated in the table below.

Persons per department	No of days suspended	Reasons for suspension	Payment value of suspension in rand per month	Delay and Reasons	Action taken to resolve the matters
AIID	90days	Serious misconduct relating to misrepresentation of qualifications	R59,782.76 x3 R179,348.28	No delay*	Internal disciplinary hearing was concluded and the matter is closed.
ASO	90days	Serious Misconduct unethical conduct when doing inspection and audit.	R70,654.22 x 3 R211,962.66	No delay*	Suspension uplifted and internal disciplinary hearing commenced.
ASO	90days	Serious misconduct relating to conflict of interest and contravention of Civil Aviation Act, section 98.	R51,442.43 x 3 R154,327.29	No delay*	Suspension uplifted and internal disciplinary hearing commenced.
ASO	14days	Serious misconduct relating to conviction on criminal case.	N/A	No delay*	Internal disciplinary hearing held and the matter is closed.
FINANCE	150days	Serious misconduct relating misrepresentation of qualifications	R57,258.57 x 5 R286,292.85	The employee was suspended during festive holidays.	Internal disciplinary hearing was concluded and the matter is closed.
Total			R831,931.08

Footnote: * means that the suspension was within the SACAA Disciplinary Policy.

South African National Roads Agency Limited (SANRAL)

SANRAL has not suspended any employee for the year(s) under review

Road Accident Fund (RAF)

1. (ii) The Road Accident Fund (RAF) suspended with full pay (aa) 9 employees in 2012-13, (bb) 20 employees in 2013-14, and (cc) 10 employees in the 2014-15 financial years.

1. (i) (bb) the value of the matters for each month in each financial year are:

	2012-13	2013-14	2014-15
April	R 76 000.00	R 160 000.00	R 420 000.00
May	R 45 000.00	R 215 000.00	R 465 000.00
June	R 85 000.00	R 255 000.00	R 420 000.00
July	R 85 000.00	R 245 000.00	R 450 000.00
August	R 75 000.00	R 225 000.00	R 420 000.00
September	R 90 000.00	R 125 000.00	R 550 000.00
October	R 55 000.00	R 100 000.00	R 550 000.00
November	R 30 000.00	R 205 000.00	R 430 000.00
December	R 58 000.00	R 175 000.00	R 320 000.00
January	R 92 000.00	R 200 000.00	R 130 000.00
February	R 70 000.00	R 300 000.00	R 130 000.00
March	R 70 000.00	R 420 000.00	R 130 000.00

(ii) (aa) the reasons for the suspensions are as provided for in the RAF Disciplinary Policy, which policy provides for the suspension of an employee on full pay in instances where the potential exists for the employee to interfere with witnesses and/or evidence; where the continued presence of the employee presents a threat to life or property; or where the employee’s presence will have a disruptive effect on other employees,

(bb) Some of the delays in resolving the matter are related to the ongoing investigations that must be completed; the employee getting sick; CCMA referrals for unfair labour practices; and, requests for legal representation and determination, which if granted ,impacts on the time taken to conclude hearings,

(iii) in order to resolve future matters, the RAF is amending its Disciplinary Policy to curb the maximum period for which an employee may be suspended on full pay and requiring the employee to be charged within one month after the suspension, and

(iv) the reason for suspending an employee is as outlined in (b)(ii)(aa) above, which suspension must be with full pay as the CCMA and Labour Court generally consider suspension without pay an unfair labour practice.

Roads Traffic Management Corporation (RTMC)

a)ii) The RTMC has only one (1) employee currently on suspension with full pay (National Traffic Police Unit).

cc) The employee was suspended on 11 June 2015

i)bb June-R 26 326.98, July-R 25 368.55, August-R 41 281.59, September-R 19 931.59

ii)aa) For Gross Negligence and putting the name of the Corporation into disrepute.

ii)bb) The are no delays in processing this case.

iii) On 21 September 2015 the parties agreed that the hearing be resume and the following dates were agreed upon, that is, 12, 13, 14, 19, 20 and 21 October 2015 in order to finalise the matter. The Chairperson of the Disciplinary Hearing has already confirmed his availability.

iv) The reasons employees are suspended with full pay is because this type of suspension is only a precautionary measure and does not in any way constitute a guilt finding on those who are suspended. Suspension with full pay is applied to those employees who may interfere with an investigation and witnesses if they are not suspended. This type of suspension is allowed in terms of paragraph 9.2(b) of the Disciplinary Code and Procedures of the Corporation.

Road Traffic Infringement Agency (RTIA)

(a)(ii) 2012-2013 None, (bb) 2013-2014 None, (cc) 2014-2015 One (1) employee was placed on suspension from 29 September 2014 to 16 February 2015.

(i)(bb) R 261 541.15

(ii)(aa)The reasons for suspension were as follows: Bringing the Agency into disrepute, possession of confidential documents and distribution of confidential information.

(iii) A disciplinary process was undertaken at the end of which the employee was given a final written warning after a plea agreement was reached.

(iv) the reason for suspending an employee is as outlined in (b)(ii)(aa) above, which suspension must be with full pay as the CCMA and Labour Court generally consider suspension without pay an unfair labour practice.

Cross Border Road Transport Agency Limited (CBRTA)

ii) The Cross-Border Road Transport Agency (C-BRTA), in the (aa) 2012-13 (bb), 2013-14 (cc) 14-15 financial years (b) suspended eight (8) persons listed in the table below. The (aa), (i) The value of these payments for each month, (ii) the reasons for the suspensions and (bb) where there were delays in resolving these matters, and the reasons for the delays are provided in the table below:

Employee	Position	Period	Reason for suspension	Delay in resolving these matters	Total Value of payments	Average Monthly value
Ms. Khabo Rasebopye	HR Generalist	November 2012 - January 2013	Alleged Misconduct. Recruitment process not followed for appointment of new hires. Verbal offers of employment extended before requisite approval.	The matter was not delayed. The suspension was uplifted and an informal disciplinary hearing was conducted.	R 110, 233	R 36, 744
Ms. Felleng Magongoa	Senior Manager Human Resources	March 2013 – April 2013	Alleged Misconduct. Unprofessional conduct, fraudulently changing performance score, failure to carry out responsibilities with recruitment of Road Transport Inspectors.	The matter was not delayed, the employee resigned pending disciplinary enquiry	R 132, 743	R 66, 371
Mr. Dawid Noah	Senior Manager Law Enforcement	November 2013 – November 2014	Alleged misconduct. Gross Insubordination, unruly behaviour, gross negligence	Delays with investigations due to unavailability of witnesses due to work pressures as well as year-end closure. Further delays with serving the employee with disciplinary hearing notice due to unavailability. Postponement of disciplinary hearing on account of employee's request for more time to prepare. First hearing adjourned on the basis of a technicality raised by the employee and his representative. Still more delays for a few scheduled hearing dates due to unavailability of the employee's representative. Eventually the case went to the CCMA for pre-dismissal arbitration. The pre-dismissal arbitration was delayed among others due to ill health of the employee, unavailability of his representative, ill-health of the Commissioner, an interdict application to the High Court by the employee. The matter was settled on 3 November 2014.	R 905, 609	R 75, 467
Ms. Lesego Tebele	Senior Data Administrator	July 2014 – May 2015	Allegations of misconduct - Frequent late-coming, Repeated absence without permission, Abscondment/desertion, Gross insubordination.	Suspension and hearing delayed on account of repeated failure by employee to respond to acknowledge receipt and/or to respond to disciplinary documentation, failure to attend the inquiry. Unsuccessful use of the services of the Sheriff of the Court to serve documentation to employee. 1st hearing conducted in the employee's absence which led to her dismissal. Appeal Chairperson granted that another hearing be conducted where she will be given an opportunity to state her case. 2nd hearing delayed due to unavailability of representative, ill-health of employee. Hearing is now finalised.	R 319, 513	R 31, 951
Mr. Patrick Chauke	Chief Road Transport Inspector	February 2013 – April 2013	Alleged misconduct. Making use of employer's resources for personal benefit. Leave without authorization.	The matter was not delayed. Disciplinary hearing was conducted.	R 114, 398	R 38,133
Ms Dineo Mathibedi	Executive Manager: Human Resources & Administration	22 February 2014 - 29 July 2014	Allegations of misconduct - Gross dereliction of duty, gross insubordination, and gross negligence.	Matter delayed by changes to external investigators. Finally a settlement agreement was reached.	R554, 666	R110, 933
Mr Mudunwazi Baloyi	Executive Manager: Facilitation and Industry Development	27 May 2014 - 30 November 2014	Allegations of misconduct - Gross insolence and undermining authority of superior.	The matter was not delayed. After further investigations, the matter was partly heard. A settlement agreement was eventually reached with the employee..	R786, 591	R131, 099
Mr. Donald Matlou	Senior Manager Information Technology	October 2014 – July 2015	Allegations of misconduct - Intended fraud.	Investigations into the alleged misconduct were lengthy and required extended time. When suspension was uplifted with intention to pursue hearing, employee resigned.	R 796, 792	R 79, 679

iii) The C-BRTA has now developed and adopted Management Guidelines for Employee Suspensions as attached, that line management will now use when considering suspensions. The overall effect is that to date employee suspensions have become minimal and where there is need to isolate an employee from operations while investigations are underway, The C-BRTA places such an employee in other non-related roles to best derive equitable value for the salary earned.

(iv) the reason for suspending an employee is as outlined in (b)(ii)(aa) above, which suspension must be with full pay as the CCMA and Labour Court generally consider suspension without pay an unfair labour practice.

Ports Regulator South Africa (PRSA)

1. (ii) The Ports Regulator has not suspended any employees with full pay for the periods 2012/13, 2013/14, 2014/15.

South African Maritime Safety Authority (SAMSA)

Name	Financial Year	Value of Payment (R)	Reason/s for suspension	Dealay in resolving the matter	Reasons to suspend with full pay
Mark Hellenberg	2012/13	28 568.12	Incitement	No delay	Procedural fairness
Monica Le Roux	2014/15	19 142.25	Fraud, Gross dishonesty	No delay	Procedural fairness
Matsobane Sello	2014/15	26 679.17	Gross Dishonesty	Sick Leave	Procedural fairness
Tebatso Monnathebe	2014/15	70 616.88	Assault	No delay	Procedural fairness

Air Traffic & Navigation Services SOC Limited (ATNS)

Department	Date Suspended	Date Suspension Uplifted Termination	Value of payment per month	Total of payment whilst on suspension	Reason for Suspension	Reason for Delay in resolving matter	What is being done to resolve	Reason for suspension with full pay
2012/2013
ATNS	25 September 2012	24 December 2012	R56 767.00	R163 307.00	KPMG Audit – Whistle blowing matter	Matter was dealt with as expedient as possible taking the audit into consideration.	Matter concluded	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
ATNS	31 August 2012	14 September 2012	R20 833.33	R10 575.00	Gross Insubordination	Non availability of internal qualified Chairman.	Matter concluded.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
ATNS	25 September 2012	24 December 2012	R72 399.00	R211 618.00	KPMG Audit Whistle blowing matter	Matter was dealt with as expedient as possible taking the audit into consideration.	Matter concluded.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
ATNS	28 March 2013	1 August 2013	R153 333.00	R634 561.00	Gross Insubordination	External legal team appointed based on seniority.	Matter concluded. Employee dismissed.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
2013/2014
ATNS	4 July 2013	5 September 2013	R128 808.00	R271 466.00	Gross dishonesty	External legal team appointed due to seniority of employee.	Matter concluded.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
ATNS	13 March 2014	25 July 2014	R80 424.00	R357 004.00	Gross Insubordination	External legal team appointed due to the seniority of the employee.	Matter concluded	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
2014/2015
ATNS	16 May 2014	To date	R111 435.00	R1 839 523.00	Whistle Blower on allegations of racism, discrimination, intimidation and victimisation of black employees.	Extensive internal disciplinary hearing approaching finality.	Extensive internal disciplinary hearing approaching finality.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay
ATNS	16 May 2014	To date	R94 350.00	R1 557 411.00	Whistle Blower on allegations of racism, discrimination, intimidation and victimisation of black employees.	Extensive internal disciplinary hearing finalized.	Extensive internal disciplinary hearing finalized. Awaiting sanction outcome.	According to the Labour Relations Act, a suspension preceding a disciplinary hearing is a preventative suspension and must always be with full pay

Railway Safety Regulator (RSR)

SUSPENSIONS DURING THE FINANCIAL YEARS 2014/15 AND 2013/14

Kindly receive the brief suspensions for the mentioned financial years above.

2014/15 FY	REASONS FOR SUSPENSION	PERIOD OF SUSPENSION	MONEY PAID DURING SUSPENSION
1	Gross dishonesty, financial misconduct, insubordination and breach of duty of trust.	Four months	R388, 700,96
1	Misconduct	One month	R42, 316
TOTAL
2			R431,016.96
2013/14 FY	REASONS FOR SUSPENSION	PERIOD OF SUSPENSION	MONEY PAID DURING SUSPENSION
1	Misconduct	One month	R81, 433,50
1	Misconduct	Two months	R46, 474,64
TOTAL
2			R127, 908,14
Grand Total payment made for all the Financial Years Mentioned above: R558,925.10

NB: There were no suspensions for the Financial Years: 2012/13

Reply:

1. No, in terms of the Administrative Adjudication of Road Traffic Offences (AARTO), Act 46 of 1998, traffic authorities are not authorized to issue warrants of arrest for an AARTO infringement.
2. In terms of the AARTO Act the issuing and serving of infringement notices is the responsibility of the issuing authorities. Therefore the Road Traffic Infringement Agency (RTIA) does not have the power to retract irregular notices. However, should the RTIA become aware of irregular infringement notices being issued, it may recommend to an issuing authority in writing to retract such notices and provide reasons for the recommendation.
3. All Enforcement Orders issued and served by the RTIA are done so in terms of the conditions as prescribed by the AARTO Act. These conditions are followed in order to ensure that no irregular Enforcement Orders are issued. However, should an infringer apply for the revocation of an Enforcement Order and submit substantive reasons that are to the satisfaction of the Registrar, an Enforcement Order may be revoked.

Reply:

(1) In terms of the number of occurrences, per the main operators TFR and PRASA, the table below provides the annual numbers for the periods 2010/11, 2011/12, 2012/13, 2014/15, 2014/15 and the current period 2015/16 as at the end of Quarter 2 (30 September 2015).

	Analysis of Occurrences
Annual Period	TFR	PRASA	Total
	Number	of Total	Number	% of Total
2010/11(a)(i)	2256	54%	1356	32%	4181
2011/12(a)(ii)	2198	51%	1464	34%	4348
2012/13(a)(iii)	2198	52%	1468	34%	4262
2013/14(a)(iv)	2236	49%	1843	40%	4587
2014/15(a)(v)	2282	49%	1922	41%	4632
2015/16 YTD(b)	1045(i)	51%	950(ii) & (iii)	47%	2031

(2) (a)(i)(ii)

All operational occurrences and security-related incidents are captured as per the relevant category, and all fatalities and injuries are therefor recorded against such category. In terms of the number of fatalities and injuries per annum over the requested periods, the following table provides insight per operational occurrence category.

	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16 Ytd
Operational Occurrence Category	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries
A: Collisions during movement of rolling stock	4	164	2	1162	0	420	0	27	0	157	19	634
B: Derailments during movement of rolling stock	1	121	1	33	0	22	0	14	0	12	0	24
C: Unauthorised movements including rolling stock movements exceeding limit of authority	0	0	0	0	0	0	0	0	0	0	0	2
D: Level crossing occurrences	44	134	13	48	38	73	18	66	17	68	3	14
E: People struck by trains during movement of rolling stock	364	199	354	193	355	231	394	201	410	250	190	94
F: People-related occurrences: trains outside station platform areas or in section	0	88	3	106	0	77	4	194	2	320	7	158
G: Passenger-related occurrences: travelling outside designated area of train	12	78	7	80	21	86	16	80	21	134	4	40
H: People related occurrences: platform- train interchange	16	618	20	777	18	753	7	689	8	569	5	311
I: People related occurrences: station infrastructure	6	64	0	65	0	76	0	183	0	156	0	77
J: Electric shock	10	18	12	26	8	8	16	15	15	20	12	8
K: Spillage/leakage, explosion or loss of dangerous goods	0	0	0	0	0	0	0	0	0	29	0	0
L: Fires	0	50	0	30	0	41	1	29	0	31	0	1
Total per annum	457	1534	412	2520	440	1787	456	1498	473	1746	240	1363

The Table below provides insight into the number of fatalities and injuries as a result of security-related incidents

	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16 Ytd
Security-related incident category	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries	Fatalities	Injuries
1: Theft of assets (impacting on operational safety)	0	0	0	1	0	41	0	3	0	4	0	0
2: Malicious damage (vandalism) to property	0	15	0	4	1	0	0	14	2	34	0	5
3: Threats (to operational safety)	0	0	0	0	1	13	0	0	0	0	0	0
4: Hijacking of trains	0	0	0	0	0	0	0	0	0	0	0	0
5: Crowd-related occurrences	0	0	0	0	0	0	0	11	0	2	0	0
6: Industrial action	0	0	0	0	0	0	0	2	0	9	0	0
7: Personal safety on trains	7	122	4	98	0	0	1	201	1	340	7	90
8: Personal safety on stations	9	60	0	88	3	45	1	137	5	165	2	64
9: Personal safety outside station platform area (including yards, sidings and depots)	14	6	9	34	2	25	8	11	4	52	1	15
TOTAL	30	203	13	225	7	124	10	379	12	606	10	174

(2) (b) A further analysis of these occurrences was done in order to establish where within the Republic these occurrences are taking place. Gauteng, KwaZulu-Natal and Western Cape provinces are areas under which a significant number of such occurrences have been recorded during the requested reporting periods. This is mainly as a result of the location of the passenger lines as well as the density of the population which live in close proximity to the railway. The table below illustrates the distribution per province in terms of operational occurrence fatalities and injuries:

	Fatalities	Injuries
Province	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16
Eastern Cape	2%	5%	3%	2%	5%	8%	2%	1%	3%	1%	1%	6%
Free State	3%	2%	2%	2%	2%	0%	1%	1%	1%	1%	1%	0%
Gauteng	32%	30%	35%	38%	43%	42%	56%	70%	62%	57%	50%	69%
KwaZulu-Natal	22%	26%	18%	23%	16%	26%	14%	15%	18%	17%	22%	10%
Limpopo	4%	1%	2%	2%	0%	0%	4%	0%	1%	1%	1%	0%
Mpumalanga	3%	3%	8%	3%	2%	2%	1%	1%	1%	1%	1%	0%
North West	4%	4%	3%	4%	2%	0%	3%	1%	2%	1%	3%	1%
Northern Cape	1%	0%	1%	1%	1%	2%	1%	0%	0%	0%	1%	1%
Western Cape	28%	30%	29%	26%	29%	20%	20%	10%	12%	20%	22%	12%
Grand Total	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%

With regard to fatalities and injuries as a result of safety-related incidents, the statistics is a reflection of the national crime trends, as per the table below:

	Fatalities	Injuries
Province	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16	2010/11	2011/12	2012/13	2013/14	2014/15	2015/16
Eastern Cape	0%	0%	0%	0%	0%	0%	2%	0%	2%	1%	0%	1%
Free State	0%	0%	0%	4%	0%	0%	0%	0%	1%	0%	0%	1%
Gauteng	46%	50%	50%	26%	43%	17%	44%	48%	52%	36%	43%	38%
KwaZulu-Natal	31%	27%	17%	26%	29%	0%	19%	17%	25%	15%	13%	12%
Limpopo	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%
Mpumalanga	4%	4%	6%	9%	0%	0%	0%	0%	1%	0%	1%	0%
North West	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%
Northern Cape	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%	0%
Western Cape	19%	19%	28%	35%	29%	83%	34%	34%	19%	47%	42%	49%
Grand Total	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%	100%

(2) (c) Given the nature of the different types of occurrences, various causes have been identified as contributing towards such occurrences. The following four main reasons can be highlighted:

(i) Poor or lack of maintenance of rolling stock and infrastructure. One of the main contributing factors for derailments is poor maintenance of the track which results in broken or cracked rail, opening of the rail gauge underneath the train, defective signalling and electrical equipment and points. Other factors are the difference between the height of the platform and the train, which give cause to people falling when alighting trains. It has also become evident that lack of maintenance of roads leading to and from level crossings contribute to such occurrences.

(ii) Open / unrestricted access to the railway reserve. It is important to note that the majority of fatalities are as a result of Category E-People struck by trains which occur when a member of the public is struck by a train whilst crossing the railway track in an unauthorised place and manner. A significant number of persons who were struck by trains were the members of the public as well as employees. In terms of the members of the public, this is a further indication that people have an easy to the railway network. They may be using the network for various reasons such as crime, committing suicide or to access their amenities easily. A concern lies with the number of employees being struck by trains particularly on the running line. This suggests that these employees either do not adhere safety precautions when occupying the railway lines or the aspired safety culture is being neglected. The ease of access also contributes to collisions with obstacles such as livestock and game which move freely over and along railway lines. A further factor appears to be spatial planning which does not take the railway line into consideration.

(iii) Human factors. Various human-related factors such as train driver fatigue, poor supervision, lack of experience, negligence and poor communication have contributed to the majority of collisions between trains. Other aspects such as train driver behaviour, including speeding, passing signals at danger and not adhering to driver operating procedures have also been found as contributing factors.

(iv) Lack of enforcement / crime. One of the main reasons contributing towards level crossing occurrences, is the lack of law enforcement and lawless behaviour on the side of vehicle drivers. Signals and signs are not being observed, resulting in vehicles being struck by trains at a level crossing. Trespassing, theft of equipment and cables give further rise to an unsafe railway environment.

(v) The Railway Safety regulator produces on an annual basis the State of Safety Report in compliance with Section 20 of the National Railway Safety Regulator Act No. 16 of 2002 (as amended) (the Act) which requires that “The Regulator must produce and submit to the Minister an annual report on the safety of workers, the public and the environment associated with railway operations that the Regulator is required to regulate under this Act including any other matters that may be prescribed. The statistics of operational concurrences as provided below are therefore extracts from such reports for the periods as requested.

(3) The Railway Safety Regulator produces, on an annual basis, a report of the State of Safety in the railway environment in compliance with Section 20 of the National Railway Safety Regulator Act No. 16 of 2002 (as amended). The Minister of Transport tables this report annually in Cabinet. The statistics provided are extracts from these reports for the periods as requested.

Reply:

The Minister of Transport and the Board have commissioned forensic investigations on several aspects that include maladministration and improper conduct by the former Group CEO, any employee of the Agency and any Board Member. Once these investigations on all aspects are finalized, the Minister will peruse the report and its recommendations and decide on the way forward for implementation of the outcome of the reports. Currently the group CEO is challenging the outcome of the Public Protector’s report by making some submissions, once the Public Protector has considered the submissions, a final report of the Public Protector will be issued and the Minister of Transport will be in the position to decide on the way forward, including reporting to the President

The Minister of transport have already advised the Board of PRASA to ensure that all employees are sent to various training which will enhance their capacity of comprehending amongst others the PFMA and its regulations and all other statutes that may be relevant for the performance of their dities.

The Minister will first peruse the recommendations of the forensic investigations, the final Public Protector’s report. Once all the parties has submitted their motivations and a final outcome of the investigations have taken into account all the affected parties statements the Minister will decide on the action to take. Currently it is premature to decide or announce what steps will be taken before the forensic investigation and the Public Protector’s investigations are finalized and perused. The Minister however guarantee to the members that steps will be taken against any person who may be fingered by the investigation reports.

Reply:

Department

i) Agreements NONE

ii) Tenders NONE

iii) Memorandum of Understanding;

• Memorandum of Understanding between the Government of the Republic of South Africa and the People’s Republic of China on Cooperation in Transport Related Matters.
• Signed in 2010.

• Memorandum of Understanding between the Government of the Republic of South Africa and the People’s Republic of China on Cooperation in Railway Related Matters.
• Signed in 2010.

• The above mentioned agreements have lapsed and are due for review and renegotiation.

Air Traffic & Navigation Services SOC Limited (ATNS)

(a) ATNS has not signed any documents with the Peoples Republic of China.

(i) None

(ii) None

(iii) None

(iv) None

(b) Not applicable

(i) Not applicable

(ii) Not applicable

(iii) Not applicable

(iv) Not applicable

(v) Not applicable

(vi) Not applicable

Airports Company South Africa (ACSA)

Airports Company South Africa (SOC) Limited does not have any (i) agreements, (ii) tenders, (iii) memorandums of understanding or (iv) any similar document signed with the People’s Republic of China.

South African Civil Aviation Authority (SACAA)

(a)(i) N/A (ii) N/A (iii) N/A (iv) A Letter of Intent (LoI) was signed (aa) N/A (bb) between the South African Civil Aviation Authority (SACAA) and the Civil Aviation Administration of China (CAAC). (b) (i) The LoI was signed on the 15th April 2015.(ii) The LoI was signed by Mr Gawie Bestbier, in his capacity as acting Director of Civil Aviation on behalf of SACAA and by Mr Li Jian, the Deputy Administrator of CAAC. (iii) The SACAA and CAAC agreed to cooperate in the field of civil aviation safety, especially in the airworthiness certification of aircraft and to start the process of the certification of aircraft LE500. (iv)The type acceptance of the LE500 will be done in accordance with the Civil Aviation Regulations, 2011. The process requires Certification Engineers of SACAA to audit the manufacturer of the aircraft in China. This is followed by the consideration of the application in the SACAA offices in Midrand. (v) The type acceptance process will commence once the manufacturer applies for the type acceptance of the aircraft and will be completed once the type acceptance certificate is issued by SACAA. (vi)The costs of the visit to the manufacturer are borne by the applicant, in this case, the manufacturer.

Cross Border Road Transport Limited (CBRTA)

(a) (i), (ii), (iii), (iv); (bb), (b) The Cross-Border Road Transport Agency (C-BRTA) does not have any agreements, tenders, memorandums of understanding with the People’s Republic of China. (i), (ii), (iii), (iv), (v) and (vi) are not applicable as the C-BRTA does not have any agreements, tenders, memorandums of understanding with the People’s Republic of China.

South African National Roads Agency Limited (SANRAL)

SANRAL has no agreement, tenders or memorandums of understandings or any similar documents with the People’s Republic of China.

Road Accident Fund (RAF)

(a)(bb) The Road Accident Fund has not signed any (i) agreements, (ii) tenders, (iii) memorandums of understanding or (iv) any similar document with the Peoples Republic of China, and (b) therefore none of the further questions under this paragraph are relevant to the Road Accident Fund.

Road Traffic Management Corporation (RTMC)

The RTMC has not signed any agreements, tenders, memoranda of understandings with the Peoples Republic of China

Road Traffic Infringement Agency (RTIA)

The RTIA has not signed any agreements, tenders, memoranda of understandings with the Peoples Republic of China

Railway Safety Regulator (RSR)

The RSR as an agency of the DoT does not have authority to enter into international agreements with states and therefor the RSR has no agreements, tenders, and memorandums of understanding or any similar document signed with the People’s Republic of China.

Passenger Rail of South Africa (PRASA)

1. PRASA has no agreement, tender or memorandum of understanding with the People’s Republic of China. PRASA has a contract with Huawei, a global information and communications technology solutions provider from the People’s Republic of China.

1. (i) PRASA entered into the contract with Huawei in March 2013.

(iii) I am told that after an open and competitive procurement process, Huawei was selected as the successful bidder, to provide PRASA with a digital radio railway signaling system for passenger rail services in South Africa. The system provides digital communications to the train driver and equipment on train protection (best practice), which replaces the current antiquated analogue system.

(iv) The system is being implemented across PRASA’s rail system.

(v) the completion date is January 2017. Gauteng is 70% complete while Kwa-Zulu Natal and the Western Cape is 30% complete.

(vi) The total cost of the project is R750 million.

Ports Regulator (PR)

1. The Ports Regulator has not signed any agreements, tenders, memorandums of understanding with the Peoples Republic of China.

South African Maritime Safety Authority (SAMSA)

SAMSA does not enter into bilateral arrangements with countries. Accordingly SAMSA has not signed any agreements or tenders with the People’s Republic of China.

Reply:

1. The number of road users who bought e-tags for the Gauteng Freeway Improvement Project (GFIP) e-tolling system in Gauteng in each month since 03 December 2013 are as follows:

Date period	Tag assigned to account
20131203	265 514
201401	168 175
201402	114 062
201403	89 689
201404	71 590
201405	63 963
201406	67 275
201407	52 854
201408	41 796
201409	35 696
201410	32 398
201411	26 329
201412	19 426
201501	25 628
201502	23 285
201503	22 673
201504	19 892
201505	23 810
201506	30 626
201507	37 852
201508	31 738
201509	32 190
Total	1 296 461

1. All e-tags bought since 03 December 2013 are (a) active as and when the road network is used.
2. See (a) above.

(3)  How many road users have been using the GFIP freeways where the e-tolling system has been installed in each month since 03 December 2013;

Unique VLN's  (Unique vehicle plate numbers)
Class	Overall
Dec-13	2,410,896
Jan-14	2,364,201
Feb-14	2,262,121
Mar-14	2,356,039
Apr-14	2,389,110
May-14	2,389,987
Jun-14	2,373,444
Jul-14	2,423,919
Aug-14	2,442,606
Sep-14	2,437,115
Oct-14	2,521,269
Nov-14	2,539,513
Dec-14	2,654,032
Jan-15	2,544,343
Feb-15	2,483,322
Mar-15	2,599,570
Apr-15	2,593,900
May-15	2,571,134
Jun-15	2,521,515
Jul-15	2,607,359
Aug-15	2,614,246
Sep-15	2,585,302

(4) The monthly amount that has been levied by the e-tolling system since December 2014?

Please see the graph below

        

Please note that the cash flow projections for August and September 2015 took into account the 60% discount offering for historic debt that will now become available to the public from 2 November 2015.

Reply:

(i) (ii) (ii) None

(iv) (aa) (bb) (b) (c) (d) (e) (f) (g) The rest of the question falls away

Please refer this question to Department of Public Enterprise for response

Reply:

RSR RESPONSE

1 a) The Board of Enquiry set up into the train accident at Denver Station has concluded its work. The main finding of the Board of Enquiry is that the driver of the Express Train passed the ‘signal at danger’, and rear ended train number 0600 that was stationery at Denver train station.

b) The cost of the damage is R22 million.

2. PRASA has started implementing the recommendations of the Board of Enquiry, in order to prevent a recurrence of an incident of a similar nature.

Reply:

South African Civil Aviation Authority (SACAA)

a) No (0) Mi-8 helicopters have been granted type acceptance by the SA Civil Aviation Authority,

(b) N/A

(b) One (1) type acceptance application was declined in February 2014.

(c) (d) The application was rejected because the aircraft design does not comply with any prevailing airworthiness design standards. Russia as the State of Manufacture requires that there be a working agreement between the CAA’s namely South African Civil Aviation Authority (SACAA) and Russia CAA, the Interstate Aviation Committee Aviation Register (IAR AR). There was no agreement in place at the time.

Reply:

The information is based on the transactions recorded for trips to Cape Town from Gauteng irrespective of the routing and purpose

1. (a) Total amount spent by the Department on Air Travel between Gauteng and Cape Town irrespective of routing for the 2014-15 financial year is R7,577,182-43

(b) Total number of trips recorded per transaction undertaken to Cape Town for the same period is 1918

2.(a) Total amount spent by the Department on accommodation is R2,082,552-20

(b) Total amount spent by the Department on car rental in Cape Town is R1,120,983-85

Reply:

With reference to the Integrated Public Transport System in the Nelson Mandela Bay Metropolitan Municipality and its operations agreement with a certain company (name furnished):

(a) what are the reasons for paying compensation to taxi operators

On 06 December 2012 the Municipality and Transbay (Pty) Ltd concluded an operator agreement with the taxi industry and bus industry to operate the pilot phase of the IPTS. As part of the pilot phase, the Municipality further concluded a compensation agreement with Kyoscan (Pty) Ltd, representing the taxi industry. In this agreement, 60 mini-bus taxi operators operating on affected routes within the pilot phase agreed to deliver their 60 vehicles and operating licenses to Kyoscan for safe storage in the facilities provided by the Municipality.

The purpose of the compensation agreement was to structure the removal of mini-bus taxis from the IPTS routes in order to create demand and eliminate competition between the operators and the IPTS buses. The operators were in turn fully compensated at a rate of R6 500.00 per month for their loss of revenue. The pilot phase commenced on 21 January 2013 and terminated on 20 January 2014.

b) when did such payment commence

The payments commenced at the start of the NMBM pilot operations in January 2013.

(c) what amount has been paid in each month from the date of inception up to 14 September 2015?

An amount of R6 500 per month has been paid from January 2013 to January 2014 to each of the mini-bus taxi operator who had surrendered their mini-bus taxi and Operating Licence. Lump sum payments were made for the period February 2014 to June 2014 and also for the period July 2014 to December 2014.

Amounts that have been paid to the mini-bus taxi industry to date are outlined further as follows:

 

Beneficiary	Amount	Year	Reason
Laphumilanga Taxi Services Secondary Co-op (LTSSC)	2 812 500	July 2010	2010 Transport operations
Laphumilanga Taxi Services Secondary Co-op (LTSSC)	2 050 000	Oct 2010	Start-up funding for the secondary Co-op
Laphumilanga Taxi Services Secondary Co-op	1 227 038	May 2011	Start-up funding for the secondary Co-op (To pay LTSSC creditors)
Laphumilanga Taxi Services Secondary Co-op	8 599 531	July 2012	Start-up funding for the secondary Co-op
Laphumilanga Taxi Services Secondary Co-op	18 946 516	2014	Start-up funding for the secondary Co-op including LTSSC director’s back pay.
Transbay	32 129 189	2012/13 & 2013/14	Pilot Transport operations
120 IPTS Ambassadors	10 784 838	2013 & 2014	Salaries for the taxi drivers and conductors displaced due to the withdrawal of 60 taxis from Summerstrand route
Compensation for 60 Mini-bus taxi	9 360 000	2013 & 2014	Compensation for taxis removed from Summerstrand route.

Reply:

The Minister of Transport

(a) (i) The Midterm Road Safety Country Report has not been published, as it is in the process of

review and consultations are being finalised.

(ii) The Midterm Road Safety Country Report will be available after it has been finalised.

(b) The key elements are included in the Midterm Road Safety Country report, which is currently being finalised.

(c) The Midterm Road Safety Country Report, when finalised, will contain the:

     (i) solutions and

     (ii) recommendations

(d) Details regarding the implementation of the specified recommendations of the Midterm Road Safety Country report will be available once the report has been finalised.

(e) The timeframes for the implementation of the specified recommendations of the Midterm Road Safety Country report will form part of the report.

ADDITIONAL INFORMATION FOR THE MINISTER

PARLIAMENTARY QUESTION …… BY MR M S DE FREITAS (DA) FOR WRITTEN REPLY

MIDTERM ROAD SAFETY COUNTRY REPORT

The Midterm Road Safety Country Report has not yet been published or made public. At this stage, the report is still under review by the Department’s leadership.

The key elements contained in the UN Global Plan are the Pillars which have fixed Activities as supplied by the UN, which all countries must speak to. They are as follows:

Pillar 1: Road Safety Management

Activities:

   (a) Lead Agency,

   (b) National Road Safety Strategy,

   (c) Setting of Targets,

   (d) Funding, and

  (e) Data Management.

Pillar 2: Safer Roads and Mobility

Activities:

a) Road Safety ownership and accountability among key authorities, road engineers and urban planners,

b) Sustainable Urban Planning, Transport Demand and Land Use Management,

c) Infrastructure Management,

d) New Infrastructure Development,

e) Capacity Building, and

f) Research and Development

Pillar 3: Safer Vehicles

Activities:

a) Vehicle Safety Regulations,

b) Vehicle Requirements and Standards,

c) New Car Safety Assessment Programme,

d) Encourage Universal deployment of Crash Avoidance Technologies, and

e) Fiscal and other Incentives for Motor Vehicles.

Pillar 4: Safer Road Users

Activities:

a) Prevention Interventions,

b) Road Safety Educational Awareness Programs and Campaigns,

c) Road Safety Education Programmes,

d) Set and Seek compliance with speed limits,

e) Set and seek compliance with child restraint and seatbelts,

f) Set and seek compliance with standards and rules for motorcycle helmets,

g) Set and seek compliance with Transport, Occupational Health and safety laws, and

h) Establishment of Graduated Driver licensing.

Pillar 5: Post Crash Response

Activities:

a) Pre-Hospital Care,

b) Hospital Trauma Care Systems,

c) Rehabilitation Programmes,

d) Introduction of Road User Insurance Scheme,

e) Crash Investigation Management and Claim Settlement,

f) Employment of People with Disabilities,

g) Research and Development, and

h) Incident Response

Solutions are as follows:

Pillar 1: Road Safety Management

a) Lead Agency:

The National Department Transport as a coordinating body through its entities established the Road Traffic Management Corporation in terms of the RTMC Act (Act 20 of 1999) as a lead agency on traffic and road safety matters. The RTMC together with provinces, local authorities and transport entities have established coordination and facilitation structures that identify key strategic delivery programmes for road safety and law enforcement, coordinate the implementation of the programmes and monitors and evaluate progress against the key strategic delivery areas across all the three spheres of government.

b) National Road Safety Strategy:

The National Road Safety Strategy 2006 Onwards was developed and approved. The latter document remains the official government document to date. The document was developed on the premise of the 4 Es’. There is work currently under way to review the national road safety strategy. The road policy is nearing its conclusion from the 1996 White Paper on Transport. This is where the road safety policy was alluded to.

c) Setting of Targets:

Taking into perspective the percentage variance of the number of motorized vehicles on our roads back in 2012 compared to current, there is a remarkable increase. Zooming closer to the recent years, as recent as 2012, there is a notable distinct rise from 7 714 924 to 10 249 504 in 2014. That alone tells a story, that the road infrastructure developed back in the day cannot keep up with the increase of vehicles hence firstly, infrastructural development remains a priority in the country and secondly, when looking at targets, cognisance should be paid to the fact that targets that are set annually of decreasing road carnage should take into account that there would have been more cars on the road each year.

South Africa’s targets have been set, and measures are in place to achieve the targets. The targets are outlined in the consolidated National Department of Transport Strategic Plan (Year to Year) and Annual Performance Plan (Financial year) which captures the key delivery areas for all transport departments and entities.

d) Funding

The National Treasury allocates budget to the Department of Transport and Entities. The budget allocation focuses on the key delivery areas of Transport namely roads infrastructure (dealt with under Pillar 2), road safety and law enforcement programmes (dealt with under Pillar 4) and Road Accident funding (dealt with under Pillar 5). Currently road safety is under-resourced. However, discussions at Cabinet level will address this challenge.

e) Data Management

South Africa uses a multi-pronged method of collecting statistics with the South African Police Services (SAPS) being the first to arrive at the scene of the crash. The Department of Health with its paramedics serves as another source for the country’s statistics supported by other State organs such as the Metro Traffic, Provincial Traffic Authorities and some of the transport entities.

Pillar 2: Safer Roads and Mobility

a) Road Safety ownership and accountability among key authorities, road engineers and urban planners

The proper planning and design of infrastructure development is critical to road safety. A strong need has been established for road authorities to identify and understand road safety risk on a road network level. A network level road assessment tool, called Netsafe© has been developed. This tool identifies high risk portions of roads, similar to iRAP, and uses video analytics of road features plus road operational components such as operating speeds to calculate a Road Safety Risk Index for uniform sections for the primary road network. This network assessment tool has been applied to approximately 20 000 km of hazardous locations in South Africa's primary road network. A series of workshops are being conducted throughout the country to further implement appropriate remedial measures at high priority locations identified through Netsafe©.

b) Sustainable Urban Planning, Transport Demand and Land Use Management

The country has got a plan to reduce congestion in urban areas by introducing facilities that are accommodating a number of people in a mode of transport. This is where transport systems interface hence reducing congestion and confusion in the urban areas.

c) Integrated Public Transport Network: Investment in public transport is paramount, in creating safer mobility for all road users. The country has put in place a plan to reduce congestion in urban areas by introducing facilities that are accommodating the number of people in a single transport and provide an alternative mode of transport such as ‘bus rapid transit’ system; e.g. Rea vaya, My Citi as well as a mode such as Gautrain. The country has also created dedicated lanes dealing with mass movers to reduce congestion and promote road safety. In the metros in particular, pedestrian lanes and cyclists lanes have been developed to separate vehicle traffic and pedestrians from vehicle traffic thus creating safety on the urban areas.

d) Infrastructure Maintenance

South Africa has 750 000km of roads and they have different levels. There are some exceptionally good roads in the country and poor roads too. They are graded from good, fair, poor and very poor. There is an on-going maintenance of roads taking place across the year in different parts of the country to improve the state of our roads. There are also many active community development programmes throughout the country which provide for the delivery of footpaths, sidewalk and pedestrian bridges. And these come at a high cost to the country. We also note the maintenance backlog of about 37% which will be cleared at a cost of approximately R197 billion.

e) New Infrastructure Development

In relation to road safety the fact is that the road connectivity within the country is still a challenge, linking the communities particularly the previously disadvantageous communities is a challenge. People walk on average more than 10km to reach a public transport facility. It is always an expensive exercise to build a new network to link the communities. This country is one of the mountainous countries with deep valleys and rivers to be crossed. These rivers need to be crossed through bridges that are very expensive to build. These previously disadvantaged communities need to be linked through thousands of kilometres which are expensive to build. We continue as a country to build well-engineered safe roads addressing the backlog that we have as a country which is to link communities and make trade easier for the country.

f) Capacity Building

In line with the National Development Plan (NDP) under chapter 4 there is commitment by government to strengthen institutional capacity for road traffic.

Furthermore, there is a review and publication of the South African Road Safety Audit Manual (SARSAM) which is a significant step towards inculcating the culture of road safety ownership and accountability amongst road authorities, by ensuring that a standard guideline is available for consistent undertaking of Road Safety Audits. Road Safety Audits and the associated training of the Audit Engineers not only addresses the need to conduct Road Safety Impacts of new infrastructure projects, but also trains Engineers to incorporate road safety in all aspects of infrastructure maintenance and provision. This is seen as a significant road safety capacity development. The Department through its entity SANRAL has developed and implemented accredited 5 day Road Safety Audit Courses across the country, and have trained approximately 200 Road Safety Auditors to date. Efforts are underway to make it mandatory for road authorities to report on an annual basis on the status of road safety of their respective road networks, and this must be done in accordance with the Road Safety Audit Manual.

Various Road Authorities have hazardous location programmes for example has a pedestrian hazardous location programme which has a minimum target of identifying, investigating and implementing remedial measures.

The National Department of Transport is collaborating with Non-Governmental Organisations (NGOs) in implementing safer roads particularly around schools and build-up areas and private sectors.

g) Research and Development

There are various research programmes underway to better understand specific road safety issues facing South African. The country works close with some of the research bodies such as CSIR, Department of Health, Department of Basic Education and SABS. Together with the Department of Basic Education we have introduced a new generation of drivers through the use of a Learner Licence. Regular regional and national road safety workshops, seminars and conferences are convened to share best practice case studies with other road authorities and road safety practitioners. It is important to continue to elevate the role that infrastructure can play reducing the risk of a serious injury or death when a crash does occur.

Pillar 3: Safer Vehicles

a) Vehicle Safety Regulations

SADC Standards have been developed in line with South African Standards. Member states are encouraged to streamline and develop national legislative frameworks that should allow for the incorporation of harmonised motor vehicle Standards into their national legislation. South Africa is a contracting party to WP29 and has been requested by the UN, as a role player in the SADC region, to encourage SADC counterparts to attend WP29 as individual states or as a regional body. SABS has published a large number of standards in conjunction with the UN ECE, many of which are called up in our legislation.

b) Vehicle Requirements and Standards

It is a requirement that new vehicles entering the SA market comply with seatbelts and anchorage requirements as well as specific crash test requirements, including other safety related aspects. The development of the relevant standards takes place in conjunction with NAAMSA and the NRCS. South Africa is noting the progress of the UN regulations on intelligent transport systems that enhance vehicle safety.

c) New Car Safety Assessment Programme

New vehicles entering SA must comply with the South African compulsory specification for motor vehicles. These specifications are based on UN regulations and are revised as and when necessary. New vehicles entering the SA market are inherently safe, further advancement in safety could be mandated through internal policies and procedures.

d) Encourage universal deployment of crash avoidance technologies

The South African compulsory motor vehicle specifications are in the process of being revised to include various advanced safety requirements which will be implemented in 2016. South Africa leads the world in the fitment of retro-reflective contour marking for vehicles.

e) Fiscal and other incentives for motor vehicle

South Africa in consideration of safety features, has barred the importation of used vehicles with the view to maintain UN safety standards.

Pillar 4: Safer Road Users

i) Prevention Interventions

Over the years South Africa has implemented several programmes that support or focus on the reduction of road safety risk factors, namely but not limited to:

a) The Railway Level Crossing Unit: The aim of the programme is to ensure safety at railway level crossings. The implementation resulted in the establishment of such level crossing units in high incident zones across 3 provinces, in collaboration with Transnet.

b) Enhancement of compliance: The introduction of the AARTO Act that promotes road traffic quality by providing for a scheme to discourage road traffic contraventions and to facilitate the adjudication of road traffic infringements.

c) Strategic Law Enforcement: The National Rolling Enforcement Plan is a consolidated programme by the Traffic Authorities throughout the country and offers a centralised reporting and monitoring framework.

d) Fighting Fraud and Corruption: The establishment of the National Traffic Anti-Fraud and Corruption Unit within the RTMC to combat acts of fraud and corruption by collaborating with other law enforcement agencies has resulted in several prosecutions for unlawful acts across the traffic environment.

e) Law Enforcement in SADC: The Cross Border Road Transport Agency is mandated to facilitate unimpeded movement of passengers and goods within the SADC region. Since 2013 the Agency has hosted several member states as part of its exchange programmes trail some of which are Zimbabwe, Zambia, Namibia, Botswana, Swaziland and Mozambique. In all these activities the Agency sponsored solid support in both regional and national road safety programmes.

ii) Road Safety Educational Awareness Programs and Campaigns

The achievements of road safety awareness campaigns is informed by an integrated and intensified approach to road safety awareness activities targeting cyclists, pedestrians, passengers and drivers through the pooling of traffic management resources across the various levels of Government through the implementation of the 365 day road safety programme. The following awareness campaigns were undertaken:

a) Child Restraint Campaign: It aims at educating communities on the child restrain regulation and child car seats are being distributed in strategic areas.

b) The “Get there. No Regrets” Campaign: it was a multi-pronged media campaign targeting different road users.

c) Cheki-iCoast: An imaginative campaign to promote roads safety among younger audiences on campuses and schools

ii) Road Safety Educational Programmes

a) Junior Traffic Training Centres/Mats Programme: aims to teach and instil safer road conduct to children in a safer, miniature simulated road environment.

b) Scholar Patrol: The programme is one of the longest existing road safety projects and it ensures the safe crossing of learners to and from school by learners under adult supervision. The number of scholar patrols operational nationwide are 1480.

c) Safe Kids Walk this Way: Project creates a safe environment for kids to operate in thereby contributing to the reduction in pedestrian fatalities and injuries. This project has been rolled out in all Provinces.

d) Road Safety Schools Debates: The programme is directed at secondary / high school learners in grades 10 and 11 and is conducted in line with the World Schools Style of Debating adapted for the purposes of imparting road safety knowledge amongst peers.

e) Participatory Educational Techniques (P.E.T) Programme: The program is aimed at encouraging high school learners to identify road safety challenges in their communities and being part of developing and implementing sustainable solutions that will positively contribute to safer road users and roads.

f) Professional Drivers’ Awareness: The programme assesses the road safety competencies (skills and knowledge) of heavy vehicle drivers. South Africa is a member of the Union Internationale des Chauffeurs Routiers (UICR) a world body which coordinates the interest of professional drivers worldwide.

g) Road Safety Education in Curriculum: The back to basics approach of government to inculcate a culture of road safety at a young age has resulted in the mandatory implementation of road safety at primary schools as part of life skills.

h) Scholar Transport: The programme aims at addressing the problem of scholar transport safety, the implementation of the Shova Kalula programme is part of a low cost mobility solution to improve rural accessibility and urban mobility “by cycling” to basic services including educational centres. It is directed to learners who walk more than 3 up to 5km to schools, youth and farm labourers.

i) Cross-Alive Road Safety Programme: The aim of the programme is to address challenges such as:

• Safety of scholar transport

• Cycling and helmets

• Child restraint and safety belts

• Distracted walking

iv) Set and seek compliance with speed limits

The deployment of Average Speed over Distance (ASOD) on approximately 700 km of National and Provincial Routes, namely N3, N1, N2, R27 and R61.

v) Set and seek compliance with drink-driving

Review of standardisation in relation to equipment used in the ascertaining and prosecution of alcohol contents in the driver blood specimen.

vi) Set and Seek compliance with child restraint and seatbelts

Regulations were amended to require a driver of a motor vehicle operated on a public road to ensure that an infant traveling in such a motor vehicle is seated on an appropriate child restraint.

vii) Set and Seek compliance with standards and rules for motorcycle helmets

The country has a legislation that prescribes minimum standards for wearing helmets on motorcycles and bicycles.

viii) Set and Seek compliance with Transport, occupational health and safety laws

Requirements were set that require that public transport be fitted with speed governors, to ensure that the set speed is not exceeded.

ix) Establishment of Graduated Driver Licensing

A learner license programme has been implemented targeting Grade 12 and Final year tertiary students. This programme provides learners and youth with theoretical and practical knowledge, based on the rules of the road. It is a computer- based programme that also uses simulators for practical driving lessons.

Pillar 5: Post-Crash Care

a) Pre Hospital Care

The country’s post-crash care programme including the pre-hospital care systems place an emphasis on pre-empting and prevention of road fatalities and disabilities. The entity of the Department, the Road Accident Fund is mandated to provide cover to all road users within the borders of South Africa. A single medical tariff under the Road Accident Fund (RAF) ensures equitable access to emergency medical treatment as per set tariff to all victims of crashes. The Department is working through RAF to secure a single emergency hotline, in partnership with the South African Private Ambulance Emergency Services Association (SAPAESA).

i) Foster partnerships with public and private healthcare sector – ongoing

1. The Department of Health has engaged with the Department of Communication into the single nationwide telephone number – redirected to the Department of Telecommunications
2. ii) Hospital Trauma Care Systems

Through the RAF Act, government’s crash care system starts from providing emergency care cover from the scene of the crash, transportation to hospital, the cost for hospital treatment, as well as victim reintegration and rehabilitation as part of the post recovery treatment interventions. South Africa’s public and private healthcare services provides for a hospital trauma care through the hospital emergency centres. Following a crash and the related trauma, the Department with its entity RAF, through the healthcare sector provides post-crash response as follows:

i) Immediate phase: Emergency medical care

ii) Therapeutic phase: Medical care to treat and stabilize

iii) Rehabilitation phase: Medical and non-medical assistance and support

RAF in collaboration with civil society identifies hospitals with poor trauma care units and systems with the objective of providing funding to improve conditions of care in the SA trauma units.

c) Rehabilitation Programme

The Department through RAF provides a compulsory cover to all road crash victims for medical, loss of support, loss of income, general damages and funeral costs. This helps provide a social and economic safety net for road crash victims and their families who are in need of rehabilitation, trauma care, and psychological counselling. The Department through RAF further provides for social reintegration of road crash victims through dedicated case management, home-based care, counselling as well as provide for past, current, and future medical undertaking expenses.

d) Introduction of Road User Insurance Schemes

South Africa as a country doesn’t have a compulsory third party insurance cover for road users. The South African Insurance Association is currently in pursuit of government approval towards legislating a compulsory third party cover for road users.

e) Crash Investigation Management and Claims Settlement

The RAF is mandated to identify the wrongdoer through a fault-based road accident compensation system aimed at compensating road crash deaths and injuries. The country currently uses a fault-based system to compensate for road crash victims. The RAF uphold an objective determination of the claim through courts and provision of medical cover and legal experts In terms of the RSA constitution everyone has the right to a lawyer and a free and fair hearing through the Legal Aid Board and SA court system. The country is investing in capacity building within the traffic environment by training on crash investigation and management of dangerous goods. All major crashes as per the set out criteria are investigated to determine cause and prevention of these crashes as well as the monitoring of the implementation of the recommendations.

f) Employment of People with disabilities

South Africa through the National Department of Labour, champions various legislations pertaining to the employment of people with disabilities. These legislations include the Employment Equity Act, which in turn, falls within the domain of the Labour Relations Act and the Basic Conditions of Employment Act (BCEA). Chapter 2 of the RSA Constitution provides that there should be no discrimination of the basis of disability, gender, race and age.

g) Research and Development

Investment in research remains a focal point to ensure effective and efficient utilisation of the resources of existing institutes and research bodies. The establishment of relationships with research bodies and the academia to has resulted in the formation of various relationships with medical and specialist organisations focusing on rehabilitating victims of road trauma. The 2014/15 financial year saw government, through the Road Accident Fund, partnering with the South African Spinal Injury Association with the aim of encouraging and contributing to resourcing research and development aimed at improving the treatment of spinal injuries.

h) Incident Response

The entire national road network has incident management systems in place to ensure the optimal coordinated response to incidents. Initiatives are under way to legislate and roll out incident management systems on all major routes in South Africa, including an expanded network. The Intelligent Transport Systems (ITS) is being used to manage freeway operations. Freeway Management Systems (FMS) have already been deployed in Gauteng, KwaZulu-Natal and Western Cape and are being expanded and enhanced to ensure an even more efficient and coordinated response to incidents.

The recommendations as notified by the Department and all the key stakeholders who participated in the drafting of the UN Mid-Term Country report are as follow:

South Africa is aware that there is still a lot of work to be done to reduce not only the crash and fatality rates in terms of road traffic deaths per population, or deaths per the number of registered vehicles or the distance travelled, but also in terms of real straight figures.

Road crashes are amongst the main causes of death in South Africa. They have serious ramifications to the economy; the emergency and health cost along with lost economic output is significant. The estimated cost of road crashes is estimated at billions of rands per annum.

Our continued commitment to the reduction of road fatalities by 50% as outlined in the Decade of Action for road safety will see a drastic shift in the implementation of various provisions and models for the acceleration and implementation of sustainable road safety programmes.

Key to these is an increase in educational road safety programmes to ensure our road users know how to stay safe, and keep others around them safe mainly the changed behaviour and attitudes of our road users and that will be supported by intensified law enforcement to deal with those who put other road user lives in danger. Eventually, we want to see a culture of voluntary compliance in South Africa and we will get there.

As a recommendation going forward post 2015, the multidisciplinary approach will be undertaken in order to create a safer road environment by fostering partnerships and increasing the participation of all strata of society to enable the drastic reduction in the number of road fatalities. Road safety is in every citizen’s interest and given that safety starts with an individual road user itself, whether motorist, passenger or pedestrian, the involvement of the entire civil society on an on-going basis can never be overstated. The fight against road crashes is yet to be won, and we envision a future where our people feel safe and secure on our roads.

The Department with its Roads entities developed the 365 Days Road Safety Programme which is in line with the Decade of Action for Road Safety 2011-2020. The 365 Days Road Safety Programme consists of 5 Pillars and it also focuses on the 4E’s (Education, Enforcement, Engineering and Evaluation). The 365 Days Road Safety Programme ensure that road safety takes place at all times through the whole year and not only during the pick seasons, such as the Easter and Festive season.

The 365 Days Road Safety Programme is guided by the Decade of Action for Road Safety 2011-2020.

Reply:

The information is based on the transactions recorded for trips to Cape Town from Gauteng irrespective of the routing and purpose

(1)(a)(i) The total amount spent on the Ministers travel between Gauteng and Cape Town for the financial year 2014-15 irrespective of the routing is R268,395-05

(1)(a)(ii) The number of trips undertaken by the Minister between Gauteng and Cape Town based on the record of transactions is 64.

(1)(b)(i) The total amount spent on hotel accommodation in Cape Town for the Minister is R980-00

(1)(b)(ii) Travel Services does not keep a record of this information.

Please note that this information is based on travel procured via Wings from March 2015. The Office of the Deputy Minister contacted their previous travel agent to supply the information.

(2)(a)(i) The total amount spent on the Deputy Minister’s travel between Gauteng and Cape Town for the financial year 2014-15 irrespective of the routing is R56,762-46

(2)(a)(ii) The number of trips undertaken by the Deputy Minister between Gauteng and Cape Town based on the record of transactions is 20

(2)(b)(i) The Deputy Minister did not have any hotel accommodation in Cape Town.

(2)(b)(ii) Travel Services does not keep a record of this information.

Reply:

a) The request for assignment is still being considered;

b) The decision will be made after due consideration of all the factors;

c) The expectation from the city is a response on the request made, which is still under consideration. The department and the city are working together on the matter.

Reply:

1. The proposed new route of the N11 through and/or around Ladysmith, Kwazulu-Natal is in the basic planning phase.  Prior to finalizing the route - including the land required - an environmental impact assessment will be undertaken to establish the feasibility of the various options (route locations).

(a)                        As such, the route has not been finalized.

(b), (c) & (d)         Tenders for construction cannot be called for until such time that all the prior steps have been completed.  Forward planning is underway regarding this project.

(e)                        The construction cost can only be estimated once the work prior to the construction phase has been completed.  The route has not been chosen, nor have any of the environmental impact studies been undertaken.

(2)   The portion of the N11 under question will be developed as a greenfield project and, as such, will require land to be purchased.

a)    As the project is still in the basic planning phase, it is not yet known which specific and/or how much land will be required for the road.

 

b)    Once the land requirements for the construction project have been assessed, the affected land owners will be contacted directly regarding the sale of the required land.

(c) & (d)               The project is still in basic planning phase and it is not yet known which specific land will be required for the road.

3.    The project is still in basic planning phase and it is not yet known which specific land will be required for the road.  Transactions between the buyer and the seller will be within the bounds of the applicable legislation.

4.    The details of the proposed new route of the N11 through and/or around Ladysmith, Kwazulu-Natal have not yet been determined.  Given the current growth of traffic and adopting a prudent growth scenario, it is envisaged that the ultimate solution will comprise a dual carriageway that will be constructed in phases.

5     The funding requirements for the proposed new route of the N11 through and/or around Ladysmith, Kwazulu-Natal have not yet been determined, as the project is still in the basic planning phase.  The decision on the funding method will be taken once the initial cost estimates have been completed.

(a) & (b)               The funding method for this road has not been decided upon yet.


 

ADDITIONAL INFORMATION FOR THE MINISTER

PARLIAMENTARY QUESTION BY MR R A LEES (DA) FOR WRITTEN REPLY

Mr R A Lees from the DA requested information regarding the proposed new route of the N11 through and/or around Ladysmith, Kwazulu-Natal.

SANRAL has supplied the following additional information:

The delivery of road infrastructure that meets the needs of a growing country requires forward planning. 

In the planning of roads, sustainable land use poses a challenge as to how to deal with the conflict that arises between people’s future needs and the present infrastructure and land use.  The road network itself is a form of land use, and the planning of this network strongly depends on the other land uses.  Land for human development uses rely heavily on this network.

It is with this in mind that the current exercise with respect to the N11, through and/or around Ladysmith, is underway.  The project is in the basic planning phase and the route is not finalized. 

Prior to finalizing the route - including the land required - an environmental impact assessment will be undertaken to establish the feasibility of the various options (route locations).  Thus there is still a long road to travel.

Tenders for construction cannot be called for until such time that all the prior steps have been completed.  Forward planning is underway. The cost of construction can only be estimated when the prior work has been completed.

A road network developed as a greenfield project, as the portion of the N11 under question will be, will require land to be purchased.  All affected landowners will be contacted on completion of the various studies still to be undertaken.  It would be premature to contact landowners at this stage, since it is not yet known which specific and/or how much land will be required for the road.  The affected parties will be directly contacted once the land requirements have been assessed.  However, the public in the area have been informed of the potential future developments that may take place with respect to a new road.

All transactions by SANRAL when purchasing land for road requirements are made within the bounds of the applicable legislation.  The land is acquired on the basis of the willing seller, willing buyer principle.  Independent valuers determine the price, all land is acquired at market related prices; the purchase price includes economic, if any, losses of the willing seller.

The details of the road to be built have not yet been determined.  Given the current growth of traffic and adopting a prudent growth scenario, it is envisaged that the ultimate solution will comprise a dual carriageway that will be constructed in phases.

The funding requirements for this route have not been determined as yet.  Given the constraints on the fiscus, all financial instruments must be considered.  This includes the application of the ‘user-pay’ principle as espoused in the National Development Plan.  The funding method has not been decided upon yet.  The decision on the funding method will be taken once the initial cost estimates have been completed.

 

Reply:

Currently there is no legal instrument that links the non-payment of tolls to the renewal of vehicle licences.

I am not aware of any instances where vehicle licenses have not been renewed for the non-payment of toll. I urge the honourable member to bring all such instances to the attention of the relevant authority.

However, as the honourable member is aware it is an offense as stated in Act No 7 of 1998 not to pay toll fees.




END

Reply:

1. (a) Yes all speed cameras have valid calibrator certificates.

 

(b) Truvelo Manufactures for Prolaser cameras,

• Trans Atlantic Equipment for Trumcam and Radar (Medaco)
• InterCalibration Natal for Radar and Laser – (Traffic Management Technology) and (Syntel)

(c) Yes, all operators of the above specified speed cameras have operator’s certificates.

(d) Yes, all certificates are valid

(2) Trucam

• Radar,
• Prolaser II & III
• Laser I

(3)(a) ANPR is man by Traffic Officers and Medaco officials who have been trained and appointed as assistant Clerk of the court for any payments.

(b) Officials are trained to work on Trafman and Remcom system and Magistrate is training the same officials as assistant Clerk of the court.

(c) Yes all officials have the requisite qualifications and are duly appointed.

(d) Motorist are not compelled to pay unless it is an outstanding warrant of arrest which was authorised by Magistrate and is executed in terms of Criminal Procedure Act.

If motorists did not receive the Section 54 notice they are notified of the outstanding payment and given the option to make payment to the service provider or to deposit the money through the departmental account.

Offender’s rights are given to them before any payment is received should they wish to make payment on the ANPR bus.



END

Reply:

 

(a)(i) The RTMC budget for the 2015/16 year is R30 000 000

(a)(ii) The budget incorporates digital, print, television and radio mediums.

(a)(iii) The advertising budget is informed by the mandate of the RTMC as expressed in both the National Road Traffic Management Act (NRTA) and the Road Traffic Management Act (RTMCA) and the strategic documents as approved.

Section 52 of the NRTA prescribes as follows:

“The Chief Executive Officer may:

Give guidance regarding road safety in the Republic by means of national congresses, symposia, summer schools, study weeks and mass communication media and in any other manner deemed fit by the Chief Executive Officer”

Section 18(1) of the RTMCA prescribes as follows:

The RTMCA prescribes one of the ten (10) functional areas of the RTMC is communication and education that should be in line with the business and financial plan.

2015 – 2020 Strategy and 2015/16 Annual Performance Plan

The 2015-2020 Strategy of the RTMC as approved by the Shareholders Committee provides for Goal 1: To promote and create a safer road environment, this is where the marketing and communication efforts of the corporation find strategic expression in terms of its deliverables. The Annual Performance Plan (APP) Key Performance Indicator (KPI) 5 is number of national road safety marketing campaigns implemented in line with the 365-day programme.

(b)(i)(aa) The cost of advertising is R 1 820 000 excluding vat and production of static perimeter boards for international and domestic rights to advertise during the 2015/16 cricket season for a year. This is cost effective when compared with a newspapers advertisement on a Sunday newspaper which can cost R800 000 for a single placing..

(b)(i)(bb) The type of advertising is the branding of the RTMC and broadcasting of road safety related messages using LED platform at South African National Cricket Team matches and static perimeter boards at all cricket stadiums for the domestic league.

(b)(ii) The rationale behind the adertising is informed by the mandate of the RTMC as expressed in (a)(iii) above.






END

Reply:

PRASA has no differential salaries for any employee grade on the basis of their geographic location either in the Cape Town, Johannesburg or any other Metropolitan area that provides commuter rail services. PRASA has a centralised salary grading system applicable to all its regions.

a)  Any differences that may exist would be based on the banding within each salary grade, consisting of three to four notches. An employee progresses within these notches based on the length of service and performance review outcomes.

b)  Not applicable

c)  Not applicable

Reply:

The Government is implementing a 365 days road safety plan to reduce fatalities and serious injuries on the roads. Through the implementation of this plan, which includes road safety education, law enforcement, road engineering and evaluation we have seen a progressive year-on-year decline in road fatalities.

Year	Fatal Crashes	Percentage Increase/ Decrease	Fatalities	Percentage Increase/ Decrease
2010	10 837		13 967
2011	11 228	3,61%	13 954	-0,09%
2012	10 977	-2,24%	13 528	-3,05%
2013	10 170	-7,35%	11 844	-12,45%
2014	10 367	1,94%	12 702	7,24%

Figures for 2015 are still being compiled and this will be followed by quality assurance. These figures will be available at the end of the calendar year.