Questions and Replies

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)

1. (a)The South African Civil Aviation Authority conducted inspections at the SA Flying Training Academy in terms of two Air Operating Certificates (AOC) namely the Flight Operations Part 141 (Aviation Training Organisation) as well as the Aviation Maintenance Organisation (AMO) that maintains the fleet of the Part 141 Operations. The audits were conducted in (i) 2010 (ii) 2011 (iii) 2012 (iv) 2013 and (v) 2014. (b) listed below are a summary of the findings per year. (c) All Audit findings are signed off by an Airworthiness Review panel prior to any approval being granted.  

   (i) In 2010 the following audits were carried out:

  In the Flight Operations Part 141 unit - one (1) audit was conducted with no findings.

In the Airworthiness General Aircraft (AMO) unit - a total of six (6) audits were conducted which included a Surveillance audit; Amendment audit and Renewal audits, (b) a total of 27 findings were identified which comprised a lack of documentation, shortage of personnel and tools. Two (2) follow up inspections were called for by the Review board.

(ii) In 2011 the following audits were carried out:

In the Flight Operations Part 141 unit – one audit was conducted with no findings.

In the Airworthiness General Aircraft (AMO) unit - a total of 17 audits and inspections were conducted including Surveillance audits; Amendment audits, Renewal audits and Aircraft Inspections, (b) a total of 34 findings were identified. The type of findings included lack of documentation, shortage of personnel and tools as well as not closing previous audit findings. On Aircraft inspections it was found that defects were not being logged or repaired.

(iii) In 2012 the following audits were carried out:

In the Flight Operations Part 141 unit – two (2) audits were conducted and two (2) findings relating to lack of management and quality control.

In the Airworthiness General Aircraft unit - a total of seven (7) audits were conducted including Surveillance audits; Amendment audits, Renewal audits and Aircraft Inspections, (b) a total of 15 findings were identified. The type of findings identified included a lack of documentation and publications, shortage of personnel and tools as well as not closing previous audit findings. On Aircraft inspections it was found that defects were not being logged or repaired. Maintenance was not recorded correctly.

(iv)  In 2013 the following audits were carried out:

In the Flight Operations Part 141 unit - a total of 2 audits were conducted and seven (7) findings were identified including lack of management, documentation, publication and quality control.

In the Airworthiness General Aircraft unit – a total of six (6) audits including Surveillance audits, Amendment audits, Renewal audits and Aircraft Inspections, (b) a total of 21 findings were identified including lack of documentation, shortage of personnel and tools as well as not closing previous audit findings. On Aircraft inspections it was found that defects were not being logged or repaired. Maintenance was not recorded correctly.

(v) In 2014 The following audits were carried out:

In the Flight Operations Part 141 unit - a total of 1 audit was and 0 findings were recorded.

In the Airworthiness General Aircraft unit – a total of five (5) audits were conducted including Surveillance audits; Amendment audits, Renewal audits and Aircraft Inspections audits, (b) a total of 22 findings were identified including a lack of documentation and publications, shortage of personnel and tools as well as not closing previous audit findings. On Aircraft inspections it was found that defects were not being logged or repaired. Maintenance was not recorded correctly and a serious finding of an incorrect engine fitted to an aircraft. These can also be linked to Quality and Management control.

in cases where problems were identified by the CAA, (a) what recommendations were made to remedy the problems, (b) what records are there that the problems were indeed remedied, (c) who signed off on the reports of the problems and (d) what remedial action was taken?

(2) In cases where problems were identified by the SACAA, (a) the SACAA does not make recommendations but the following process ensues after an audit where findings are identified: the Civil Aviation Regulations requires that the operator submits a Corrective Action Plan (CAP) that outlines how and when the operator will close the identified findings. Should the SACAA be satisfied that the CAP addresses all deficiencies, they allow the operator to continue with closing the findings. If the findings are major the SACAA will schedule an ad hoc inspection to verify if the findings are closed however if the findings are regarded as minor then the SACAA will verify if they were addressed in their following annual audit. In the case of the Flight Operations Part 141 operations SAFTA didn’t present with any major findings and therefore no further action was taken. In 2010 when the AMO started up the lack of personnel was identified and follow up audits were conducted to ensure that the maintenance could be conducted on the SAFTA fleet. Throughout its existence, the same personnel shortage was noted and after each of these remedial plans were put into place to employ or contract more personnel. These contracts unfortunately didn’t last very long and the AMO suffered from a high staff turnover. In one particular case the QA manager was replaced three times in a period of 6 months. Currently they have only one certifying engineer left. In January 2015 a combined Flight Operations and Airworthiness in-depth surveillance was conducted at the facility. Seven (7) major findings and nine (9) findings were identified, which include process control and maintenance records, management responsibility and quality control, publications and documentation availability and utilisation, lack of defect rectification on aircraft. As with every audit a corrective action plan was submitted by the client to the SACAA. This action plan was found to be satisfactory in addressing identified findings.

In July 2015 surveillance was conducted on SAFTA following numerous Mandatory Occurrence Reports (MOR). During this surveillance 11 major findings and 2 findings were identified in the AMO of the SAFTA operations. These findings were similar in nature to those of the January audit but it was clear that the situation had deteriorated. As a remedial action a recommendation has been made to the enforcement department of the SACAA to suspend the operations of the AMO.

SAFTA’s Part 141 (Flight School) operations attracted 5 minor findings that will be addressed by the Instructors at the school. For the continued operations of the school, SAFTA will have to use an alternative and accredited AMO as there is no compelling evidence to close down the school.

(b) Records relating to these inspections are kept at the SACAA records management department.

(c) The reports are signed off firstly by the inspectors conducting the inspection or audit and thereafter the decision is verified by a Review Board or panel.

(d) In general the findings were similar in nature from all the inspections conducted, as required by the Promotion of Justice Act (Act 3 of 2000); approval holder was granted an opportunity to remedy the non-compliances discovered during our inspections. And this was indeed the case, however we have taken cognisance that the situation is deteriorating and we have now embarked on a much more comprehensive enforcement action against the AMO since our last inspection.

Reply:

(a) The N2 extends for roughly 190 km between Mthatha and Kokstad. On this section safe passing opportunities have been provided over approximately 150km, particularly between Mthatha and Mount Frere, and between Mount Ayliff and Kokstad. Between Mount Frere and the Ngcelweni river, 40km north of Mount Frere, the N2 is of an older standard but design is in progress to upgrade this section which will include the provision of passing opportunities.

(b) Fencing of the N2 reserve boundaries was upgraded during construction and thereafter maintained through routine maintenance projects. The South of Brooks Nek fencing has recently been upgraded as part of a construction project. Fencing between Qumbu and Mount Frere is being upgraded over 37km as part of a construction project. Furthermore, about 33 km of fencing will be upgraded under the future construction project in the Southern side of Qumbu.

Vandalism and theft of fencing components is an ongoing challenge, as is the control of the closure of gates. The non closure of gates results in the entry of animals into the road reserve and then being trapped in a fenced corridor. The Provincial Department of Transport have introduced rangers to patrol the roads for the purpose of controlling stray animals.

(c) The N2 is considered to be a mobility road and the location of trading facilities should be considered with caution as it introduces additional turning movements with the associated reduction of the safe operation of this high speed mobility road. Such facilities are best located on lower speed access roads which operate under lower traffic volumes and speeds. Additionally it should be noted that trading on public and national roads are controlled under legislation.

Reply:

1. As per the response to question 2633, the camera equipment installed on the GFIP system complies with the technical requirements of SANS 1795, Part 5 on data capturing and recording devices for road traffic law enforcement.
2. In terms of Section 22 of Legal Metrology Act, Act 9 of 2014, the Minister is referring to the vehicle classification system as stated in the previous response

Reply:

The information regarding investigations of testing stations and their operation lies at Provincial and local level, therefore the Department has requested such information from the relevant authorities, which is herewith submitted in response to the question.

Table 1 deals with response to questions (i) aa), bb) and cc), d) and f)

Table 2 and 3 deals with the responses to questions in (c) and e). Table 4 deals with the response to question (b)

EASTERN CAPE

EC Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Testing stations that passed a vehicle that was failed by another testing station	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Other investigations	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A

EC Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	None	None	None
Testing station registration cancelled	None	None	None
Examiner registration suspended	None	None	None
Examiner registration cancelled	None	None	None
Examiner resigned before completion of investigation	None	None	None
Other testing station staff - fired	None	None	None
Vehicles retested	N/A	N/A	N/A
Other:	-	-	-

EC Table 3

No	Nature of Charges (Short summary)
1	N/A

EC Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	N/A	-
South African Police Service	N/A	-
HAWKS	N/A	-
Inspectorate of Testing stations	N/A	-
Provincial Monitoring Units	N/A
Other (specify):	-	-

FREE STATE

FS Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Testing stations that passed a vehicle that was failed by another testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	-	-	-
	2013-14	1	1	1
	2014-15	-	-	-
Other investigations	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-

FS Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	-	-	-
Testing station registration cancelled	-	-	-
Examiner registration suspended	-	-	-
Examiner registration cancelled	-	-	-
Examiner resigned before completion of investigation	-	-	-
Other testing station staff - fired	-	-	-
Vehicles retested	-	-	-
Other:	-	-	-
	-	-	-

FS Table 3

No	Nature of Charges (Short summary)
1	Examiners of vehicles Mr. TA Tau & MR Minnie of Welkom VTS was departmentally charged for declaring unroadworthy vehicle at Welkom VTS during August 2013. The matter was reported to Departmental Employee Relations Section on the 1st of September 2013 but nothing materialised ever since.

FS Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	-	-
South African Police Service	-	-
HAWKS	-	-
Inspectorate of Testing stations	-	-
Provincial Monitoring Units/Provincial Inspectorate Unit	Provincial Inspectorate Unit: Free State	1

GAUTENG

GP Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	10	0	26
	2013-14	0	0	0
	2014-15	0	0	0
Testing stations that passed a vehicle that was failed by another testing station	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	10	0	26
	2013-14	0	0	0
	2014-15	2	0	0
Other investigations	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0

GP Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	4	0	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	0	0
Examiner registration cancelled	0	0	7
Examiner resigned before completion of investigation	0	0	0
Other testing station staff - fired	0	0	0
Vehicles retested	0	0	0
Other:	0	0	0

GP Table 3

No	Nature of Charges (Short summary)
1	Fraud – certified vehicles road worthy while the vehicles were not at the testing station

GP Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	-	-
South African Police Service	Yes	26
HAWKS	-	-
Inspectorate of Testing stations	-	-
Provincial Monitoring Units	Yes	2
Other (specify):National Task Team	Yes	26

KWAZULU-NATAL

KZN Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Testing stations that passed a vehicle that was failed by another testing station	2012-13	1	1
	2013-14	-	-	-
	2014-15	-	-	-
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	5	1	-
	2013-14	7	3	-
	2014-15	1	3	-
Vehicle Testing Stations that pass a vehicle that is not roadworthy	2012-13	2	-	-
	2013-14	5	-	-
	2014-15	1	1	-
Other investigations	2012-13	-	-	-
	2013-14	1	1	-
	2014-15	-	1	-

KZN Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	-	-	1
Testing station registration cancelled	-	-	-
Examiner registration suspended	-	-	-
Examiner registration cancelled	-	2	1
Examiner resigned before completion of investigation	-	-	-
Other testing station staff - fired	-	-	-
Vehicles retested	-	-	-
Other:	-	-	-

KZN Table 3

No	Nature of Charges (Short summary)
1	Examiner of vehicles not present at VTS when vehicles were being passed – CAS886/9/2013
2	Entrapment operation – CAS 504/12/2013 & CAS 506/12/2013

KZN Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	-	-
South African Police Service	-	-
HAWKS	-	-
Inspectorate of Testing stations	YES	9
Provincial Monitoring Units	YES	5
Other (specify):RTMC	YES	1

LIMPOPO

LIM Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	0	0	0
	2013-14	0	0	1
	2014-15	0	0	0
Testing stations that passed a vehicle that was failed by another testing station	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	2	2	2
	2013-14	2	2	2
	2014-15	3	2	3
Other investigations	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0

LIM Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	0	0	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	0	2
Examiner registration cancelled	0	0	0
Examiner resigned before completion of investigation	0	1	2
Other testing station staff - dismissed	0	0	1
Vehicles retested	0	0	0
Other:	0	0	0

LIM Table 3

No	Nature of Charges (Short summary)
1	2012-13: - 2 (two) Examiners of vehicles were suspended for issuing roadworthy certificates without testing the vehicles. Their cases are still under investigation by the Anti-Corruption Unit under the Limpopo Department of Transport (LDoT).
	2013-14: - 2 officials, both Management Representatives (Management Reps.) were charged with the case of issuing roadworthy certificates without testing the vehicles under Polokwane CAS 145/09/2013 Fraud: Issuing of certificate of road worthiness without testing the vehicle and Project Organised Crime SAPS as per Enquiry Number 02/05/2014 Disciplinary enquiry.
	2014-15: - 2 officials, 1 (one) Examiner and 1 (one) Management Rep. were charged with the case of issuing certificates of roadworthiness vehicles without such vehicles being in a roadworthy condition or ever being presented for roadworthy tests CAS Number 142/03/2015 Northam SAPS and CAS Number 145/03/2015 Northam SAPS. The two officers resigned but the station proceeded with disciplinary hearings resulting in the Examiner receiving a no guilt verdict and the Management Rep. a guilty verdict and dismissed. The case of the third official, i.e. an examiner who is alleged to have issued a certificate of road worthiness without testing the vehicle is still under investigation.
2	Contravening Regulations 140(1) and 141of the National Road Traffic Act, 1996 (Act No. 93 of 1996) read together with the Code of Practice SABS 10047.

LIM Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	No	0
South African Police Service	No	0
HAWKS	No	0
Inspectorate of Testing stations	No	0
Provincial Monitoring Units	Yes	1
Other (specify): National Traffic Anti-Corruption Unit (NTACU)	Yes	1
Anti-Corruption Unit under Limpopo Department of Transport	Yes	5

MPUMALANGA

MPL Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	0	0	0
	2013-14	1	0	1
	2014-15	1	1	1
Testing stations that passed a vehicle that was failed by another testing station	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	0	0	0
	2013-14	2	0	2
	2014-15	1	1	1
Other investigations	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-

MPL Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	0	1	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	0	0
Examiner registration cancelled	0	0	0
Examiner resigned before completion of investigation	0	0	0
Other testing station staff - fired	0	0	0
Vehicles retested	0	0	0
Other: Two eNaTis end users resigned before investigation was completed	0	1	0

MPL Table 3

No	Nature of Charges (Short summary)
1	Piet Retief Cas: 33/09/2013 (Fraud) Withdrawn by the court as a results of insufficient evidence..
2	Contravening Regulation 140(1) of the National Road Traffic Act 93 of 1996

MPL Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	No	-
South African Police Service	Yes	2
HAWKS	No	-
Inspectorate of Testing stations	No	-
Provincial Monitoring Units	Yes	3
Other (specify):	None	-

NORTH WEST

NW Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	1	1	-
	2013-14	1	-	-
	2014-15	2	-	6
Testing stations that passed a vehicle that was failed by another testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	1	1	-
	2013-14	1	-	-
	2014-15	2	-	-
Other investigations	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-

NW Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	-	-	-
Testing station registration cancelled	-	-	-
Examiner registration suspended	-	-	-
Examiner registration cancelled	1	-	-
Examiner resigned before completion of investigation	1	-	1
Other testing station staff - fired	-	-	-
Vehicles retested	-	-	-
Other:	-	-	-

NW Table 3

No	Nature of Charges (Short summary)
1	Issuing a roadworthy certificate without testing the vehicle
2	Vehicles passed without being present at testing station

NW Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	Yes	1
South African Police Service	Yes	1
HAWKS	-	-
Inspectorate of Testing stations	Yes	2
Provincial Monitoring Units	Yes	1
Other (specify):	-	-

NORTHERN CAPE

NC Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	1	-	-
Testing stations that passed a vehicle that was failed by another testing station	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	1	-	-
Other investigations	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-

NC Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	-	-	-
Testing station registration cancelled	-	-	-
Examiner registration suspended	-	-	-
Examiner registration cancelled	-	-	1
Examiner resigned before completion of investigation	-	-	-
Other testing station staff - fired	-	-	-
Vehicles retested	-	-	-
Other:	-	-	-
	-	-	-

NC Table 3

No	Nature of Charges (Short summary)
1	FRAUD

NC Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	-	-
South African Police Service	YES	1
HAWKS	-	-
Inspectorate of Testing stations	-	-
Provincial Monitoring Units	YES	1

WESTERN CAPE

WC Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	Cannot confirm	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Testing stations that passed a vehicle that was failed by another testing station	2012-13	Do not have stats. Report on eNaTIS?	-	-
	2013-14	-	-	-
	2014-15	-	-	-
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	2	-	-
	2013-14	3	-	-
	2014-15	Cases under investigation	-	-
Other investigations	2012-13	-	-	-
	2013-14	-	-	-
	2014-15	-	-	-

WC Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	0	0	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	3	0
Examiner registration cancelled	2	0	0
Examiner resigned before completion of investigation	0	0	0
Other testing station staff - fired	0	1	0
Vehicles retested	0	0	0
Other:	2 cases pending	25 cases pending	3 cases pending

WC Table 3

No	Nature of Charges (Short summary)
1	MOST CASES ARE CORRUPTION

WC Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	-	-
South African Police Service	Y	13
HAWKS	Y	16
Inspectorate of Testing stations	-	-
Provincial Monitoring Units	-	-
Other (specify):	-	-

Reply:

(a) The modernization of stations in the country is occurring according to the programme of implementation.

   (i) Of the total of 135 stations identified for modernization, 25 are located in KZN

   (ii) Duffs Road station is the only station in KZN in the current financial year undergoing modernization at a cost of R143 095 385, with expenditure to date being R82 114 808.

(b) The expected date of service of the KZN Business Express between Pietermaritzburg and Durban in early November 2015.

Reply:

(a) Yes, from 29 November - 06 December 2014

(b) No

(c) Yes

(i) State Visit to the People’s Republic of China

(ii) (a) R163 199.30

(ii) (b) Airfare: R149 459.00

S&T Advance: R 13 740.30

DIRCO has not submitted the invoices for Accommodation, Translators and Ground transport.

(c) (i) see table below

(ii) (a) R582 771.48

(b) See table below

Passenger	Purpose of visit (c) (i)	Travel Date	Breakdown of Costs (c) (ii) (b)
Mr Mkhacani Godfrey Maluleke	Integrated Border Management Agency During September and October 2015 (BMA)	18-27 October 2014	Airfares: R 71 764.00 Daily Allowance: R 8 683.65 Accommodation: Waiting for invoices from DIRCO Ground transport: Waiting for invoices from DIRCO Total Amount: R80 447.65
Ms Keitumetse Mathibe	State Visit to the People’s Republic of China	29 November - 06 December 2014	Airfares: R149 459 Daily Allowance: R 12 491.20 Accommodation: Waiting for invoices from DIRCO Total: R161 950.20
Ms Lesego Ntsieni	State Visit to the People’s Republic of China	29 November - 06 December 2014	Airfares: R149 459 Daily Allowance: R 12 491.20 Accommodation: Waiting for invoices from DIRCO Total: R161 950.20
Mr Mawethu Vilana	State Visit to the People’s Republic of China	29 November 2014	Airfare: R62 446 Advance: R 12 575.32 Accommodation: Waiting for invoices from DIRCO Total: R75 021.32
Mr P Mohan	Cross Border Road Transport study Tour to China	7-13 March 2015	Airfares: R 72 332.14 Accommodation: R 15 670.00 Daily Allowance: R 15 400.00 Total Amount: R 103 402.14
TOTAL COST			R582 771.48

Reply:

(a) No audits is being undertaken by PRASA.

Reply:

1.  The inquiry has not been finalized.

      (a) See response in (1).

      (b) R19.3 million

2.  See response in (1)

 

Reply:

(a) The Gauteng Freeway Improvement Project is not treated differently from other plazas. However, in order to avoid disruption of toll collection, independent back-up power supply is installed at the locations where money is collected. The back-up power supply automatically switches on when the main supply is interrupted. Similarly, such precautions are in place at the Hugeunot tunnel.

(b) Load shedding does not affect the toll system due to the above measures.

(c) See (a) above.

(d) The system was implemented to accommodate power failures. The Contractor, in terms of the obligations under the contract must ensure that the above systems are maintained and operational in order to overcome any potential loss in transactions at a gantry. This is part of the contractual obligations and not a priced item for which compensation is paid for on a monthly basis. To date, no additional payments in this regard were made to the contractor.

Reply:

It must be noted first of all that the information requested resides with the nine provincial departments of Transport. In order to make it easier for the provinces to provide the information in a uniform manner, a template was designed for them to complete. Table 1 deals with the information requested in i) aa), bb) and cc), d) and f)

Table 2 and 3 deals with part c) and e). Table 4 deals with part b). Information is tabled per financial year, rather than per month.

EASTERN CAPE

EC Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Testing stations that passed a vehicle that was failed by another testing station	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A
Other investigations	2012-13	None	None	N/A
	2013-14	None	None	N/A
	2014-15	None	None	N/A

EC Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	None	None	None
Testing station registration cancelled	None	None	None
Examiner registration suspended	None	None	None
Examiner registration cancelled	None	None	None
Examiner resigned before completion of investigation	None	None	None
Other testing station staff - fired	None	None	None
Vehicles retested	N/A	N/A	N/A
Other:	-	-	-

EC Table 3

No	Nature of Charges (Short summary)
1	N/A

EC Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	N/A	-
South African Police Service	N/A	-
HAWKS	N/A	-
Inspectorate of Testing stations	N/A	-
Provincial Monitoring Units	N/A
Other (specify):	-	-

GAUTENG

GP Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	10	0	26
	2013-14	0	0	0
	2014-15	0	0	0
Testing stations that passed a vehicle that was failed by another testing station	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	10	0	26
	2013-14	0	0	0
	2014-15	2	0	0
Other investigations	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0

GP Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	4	0	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	0	0
Examiner registration cancelled	0	0	7
Examiner resigned before completion of investigation	0	0	0
Other testing station staff - fired	0	0	0
Vehicles retested	0	0	0
Other:	0	0	0

GP Table 3

No	Nature of Charges (Short summary)
1	Fraud – certified vehicles road worthy while the vehicles were not at the testing station

GP Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)
South African Police Service	Yes	26
HAWKS
Inspectorate of Testing stations
Provincial Monitoring Units	Yes	2
Other (specify):National Task Team	Yes	26

KWAZULU-NATAL

KZN Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13
	2013-14
	2014-15
Testing stations that passed a vehicle that was failed by another testing station	2012-13	1	1
	2013-14
	2014-15
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	5	1
	2013-14	7	3
	2014-15	1	3
Vehicle Testing Stations that pass a vehicle that is not roadworthy	2012-13	2
	2013-14	5
	2014-15	1	1
Other investigations	2012-13
	2013-14	1	1
	2014-15		1

KZN Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended			1
Testing station registration cancelled
Examiner registration suspended
Examiner registration cancelled		2	1
Examiner resigned before completion of investigation
Other testing station staff - fired
Vehicles retested
Other:

KZN Table 3

No	Nature of Charges (Short summary)
1	Examiner of vehicles not present at VTS when vehicles were being passed – CAS886/9/2013
2	Entrapment operation – CAS 504/12/2013 & CAS 506/12/2013

KZN Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)
South African Police Service
HAWKS
Inspectorate of Testing stations	YES	9
Provincial Monitoring Units	YES	5
Other (specify):RTMC	YES	1

MPUMALANGA

MPL Table 1

Nature of investigations	Financial year	Number of Investigations per year	Number of investigations pending for year	Number of persons charged as result of investigations per year
Vehicles passed without being present at testing station	2012-13	0	0	0
	2013-14	1	0	1
	2014-15	1	1	1
Testing stations that passed a vehicle that was failed by another testing station	2012-13	0	0	0
	2013-14	0	0	0
	2014-15	0	0	0
Examiners of vehicles that pass a vehicle that is not roadworthy	2012-13	0	0	0
	2013-14	2	0	2
	2014-15	1	1	1
Other investigations	2012-13
	2013-14
	2014-15

MPL Table 2

Conclusion of Investigations	Number of instances per Financial year
	2012-13	2013-14	2014-15
Testing station registration suspended	0	1	0
Testing station registration cancelled	0	0	0
Examiner registration suspended	0	0	0
Examiner registration cancelled	0	0	0
Examiner resigned before completion of investigation	0	0	0
Other testing station staff - fired	0	0	0
Vehicles retested	0	0	0
Other: Two eNaTis end users resigned before investigation was completed	0	1	0

MPL Table 3

No	Nature of Charges (Short summary)
1	Piet Retief Cas: 33/09/2013 (Fraud) Withdrawn by the court as a results of insufficient evidence..
2	Contravening Regulation 140(1) of the National Road Traffic Act 93 of 1996

MPL Table 4

Persons/Organisations that conducted investigations	Involved in Investigation Yes / No	Number of Instances
Special Investigations Unit (SIU)	No
South African Police Service	Yes	2
HAWKS	No
Inspectorate of Testing stations	No
Provincial Monitoring Units	Yes	3
Other (specify):	None

NOTE:

Information is still being coordinated with Free State, Limpopo, North West, Northern Cape, Western Cape Provinces.

.

Reply:

No current service provider or supplier has conducted fraudulently and/or illegal activities that PRASA is aware of.

Reply:

(a) (i) Driving Licences issued 2012/ 13 financial year:

PROV	Apr 12	May 12	Jun 12	Jul 12	Aug 12	Sept 12	Oct 12	Nov 12	Dec 12	Jan 13	Feb 13	Mar 13
EC	9392	12474	12440	13692	12706	10349	12030	12540	6747	17276	14037	13278
FS	6874	9805	9568	10474	9515	7947	8753	8637	4671	13121	11230	9868
GP	50661	70317	68403	75559	73440	61958	68434	68946	39148	101448	78961	76874
KZN	21859	30604	29055	31493	30617	25800	28034	28409	16686	44105	33705	31572
LIM	11762	15552	15378	17079	16956	14165	15701	15220	8498	22219	18151	16628
MPL	11346	16038	15345	16682	16546	13955	15581	15298	8456	21828	17360	16456
NW	6644	8937	8611	8995	9314	7876	8461	9172	5213	11836	10512	10196
NC	2687	3572	3472	3876	3810	3473	3622	3614	1961	4764	4433	4012
WC	22606	32816	31582	32830	32103	26213	28646	29087	17300	48447	37291	34285
Grand Total	143831	200115	193854	210680	205007	171736	189262	190923	108680	285044	225680	213169

 

(a) (ii) Driving Licences issued 2013/ 14 financial year:

PROV	Apr 13	May 13	Jun 13	Jul 13	Aug 13	Sept 13	Oct 13	Nov 13	Dec 13	Jan 14	Feb 14	Mar 14
EC	12357	14850	12835	12524	13267	9484	15833	15052	11712	13327	12754	12291
FS	10062	10800	9084	10158	9515	8624	10447	9562	7625	9834	8903	8960
GP	73628	78857	67409	73625	70816	63412	76280	74557	56316	73135	62877	64868
KZN	31401	34296	28709	31914	31284	28695	34127	32717	28142	34155	29413	28998
LIM	16418	17811	15481	17347	16176	14509	17116	15956	13485	16974	15467	15589
MPL	16941	17613	15465	16685	17570	14527	18002	17340	12958	17025	16092	15399
NW	9790	10898	9119	9927	9863	8476	9927	9593	7137	9198	8528	8595
NC	4058	4349	3800	4056	3973	3706	4251	4228	2970	3665	3368	3601
WC	32783	36624	29491	30942	29025	27995	33771	32232	27039	31906	26600	28868
Grand Total	207438	226098	191393	207178	201489	179428	219754	211237	167384	209219	184002	187169

(a) (iii) Driving Licences issued 2014/ 15 financial year:

PROV	Apr 14	May 14	Jun 14	Jul 14	Aug 14	Sept 14	Oct 14	Nov 14	Dec 14	Jan 15	Feb 15	Mar 15
EC	12064	13656	12135	14236	13442	12329	14467	14313	10329	15367	13845	14848
FS	8723	9453	8102	10243	9716	8776	9391	8699	6797	11402	10037	10418
GP	61082	70525	59247	70734	70647	62664	73288	65968	55644	79129	67777	71353
KZN	27193	33159	26977	32857	31853	28914	31199	31798	24240	40237	30629	32553
LIM	14858	16926	14024	17547	16408	14895	16924	15343	12099	19733	15973	16473
MPL	15087	17361	14809	17970	17402	15740	18397	16422	12642	19230	16453	17884
NW	8055	9578	7870	9693	9678	8636	9645	9359	7490	10149	9381	10078
NC	3351	3786	3252	3911	3981	3719	3767	3730	2560	4053	3613	3819
WC	26134	29537	24932	29361	30841	27125	29785	30228	23552	36054	29036	31283
Grand Total	176547	203981	171348	206552	203968	182798	206863	195860	155353	235354	196744	208709

(b) (i) and (ii) the delay was as a result of contractual disputes between the Department and the Card Production Facility. This matter has been sorted out and the Department will henceforth in partnership with other relevant government entities take over the issuance of the driving licenses.

Reply:

(a) (i) In terms of the current information that the Department has received the number of cloned motor vehicles that have been captured by our law enforcement systems in and around the Province of Gauteng is ten (10).

(ii) There are no erroneous number plates that have been issued as the system automatically allocates number plates and does not have margin for errors.

(b) I am informed that currently, there has not been an increase in relation to the use of cloned number plates after the roll-out of the Gauteng e-Toll.

Additional information for the Minister:

The Department will be engaging with the SAPS to ensure that there is an interface between the SANRAL and the SAPS systems with regards to the transferring and sharing of information on the cases reported and captured by the various systems.

Reply:

 

(a) The De Wildt station to Wolmerton Depot line is identified for testing the new train and is ready. Procurement for the Wolmerton Depot testing facilities processes is underway.

(b) Permanent Way projects:

• Steffanutti Stocks – Cleveland Station (Platform rectification);
• Mpfumelelo Business Enterprises – Toronga Station & Denver Station (Platform Rectification)
• Lenong Civil engineering – Hercules Station  - Drainage Project; and
• Lettam Building and DKPB (JV) – Denneboom Station – Drainage Project

(c) Other than the pending appointment of contractors for the Wolmerton Depot and the non-performance of the perway contractor, current contractors are in compliance with their contracted timeline schedule.

Ministerial Note:

Due to deficiencies in the supply chain management process, the Wolmerton Depot tenders was withdrawn. Subsequent to re-advertising the tenders, it is being evaluated.

Reply:

(a)  None.

(b)  Not applicable

Reply:

1. Yes. The Executive Authority has instructed the Board of PRASA and all other Department of Transport agencies / entities to verify the academic qualifications of all senior officials and to report to the Department by 31st October 2015.
2. See above response in (1).
3. (a) One

          (b) One

         (c) none

Reply:

(a) The standard return of company assets.

(b) Sensitive information / unprocessed.

(c) 1st August 2015 to 30th November 2015.

(d) None.

(e) PRASA Board of Control decided that it was in the best interest of the entity that the then Group Chief Executive Officer be released early.

Reply:

The Road Accident Fund (RAF) is funded by a levy on fuel sold, which serves as an indirect tax used to fund the payment of compensation and to rehabilitate qualifying persons injured in road crashes. The fuel levy is also used to pay for the loss of support and funeral costs of those qualifying dependents that lost breadwinners in road crashes.

Although drunken driving has an impact on the incidence of road crashes and therefore on the cost of providing compensation, rehabilitation, support and funeral cover; the RAF does not currently maintain information or statistics (a)(i) of the estimated cost, and (ii) actual cost incurred by the RAF as a result of drunken driving and (b) does not have information or statistics of the economic cost of drunken driving in each (i) province and (ii) local authority for the (aa) 2012-13, (bb) 2013-14 and (cc) 2014-15 financial years.

Reply:

(a) A preliminary investigation was conducted immediately after the accident by the Railway Safety Regulator (RSR), the preliminary report was released on Monday, 20th July 2015. A Board of Inquiry (BOI) is currently underway to determine the root cause that led to the accident.

(b) It is estimated that the BOI process will take three to four months to finalise.

(c) The RSR has appointed specialists for the BOI with a Chairperson of the BOI, Human Factors Specialist and Signaling Specialist.

(d) The estimated cost of damage to both the Rolling Stock and the Infrastructure is R7 567 999.14

(e) Information not yet complete.

(f) See response in (e).

Ministerial Note:

Criteria used to determine compensation?

In the ordinary course of business, and because passengers who get involved in accidents of the nature this one is would invariably sustain injuries which affect each one of them differently, given the extent of such injuries, an opportunity gets created for claims to arise and for litigation to be instituted, by way of exercise of one’s rights, to recover damages that emanates from such accidents.

Ordinarily, the root cause of these types of accidents would be some negligence on the part of PRASA or its operators, and in full cognisance of the fact that passengers involved are affected and inconvenienced in a variety of ways, PRASA has had to, in the past, recognise that most of the passengers who are affected, require assistance that caters for their immediate medical expenses and other damages of the like, depending on the unique personal circumstances of the affected and injured persons. This recognition has led to some acceptance that indeed it is a responsible act of compassion to assist those very passengers PRASA is out to serve, which assistance normally takes place only in circumstances stated here under:

• (a)  That an accident, or incident of the nature this one is must have occurred;

          (b) That any passenger so to be assisted, or compensated, must have been involved in such an accident;

          (c) That such an involved passenger must have sustained bodily injuries, alternatively must have experienced traumatic emotional shock, which then necessitate medical treatment;

       (d)  That such an injured passenger must have received treatment, as a result of the accident and the injuries involved, from the hospital, a clinic or any other medical facility were medical treatment would be rendered; and

      (e) That such injuries sustained have resulted in passengers incurring medical and hospital expenses, or loss of income, or that in future there would be a need for medical treatment, and/or that non pecuniary losses, often referred to as general damages, are indicated.

It is against the background above that PRASA would engage with the affected and injured commuters in order that such a determination for the damages suffered, and/or compensation sought, be made. This exercise normally leads to settlements with the different passengers affected, and subsequently to compensation, as may be, depending on the nature of the injuries suffered.

Further, it is to be noted that over and above verifying the details and the information or documents as indicated above, and in respect on non-pecuniary damages, PRASA embarks upon a strict process of assessing damages by relying on useful legal tools and remedies that solely depend on legal authorities given the seriousness of the injury or injuries involved. The assessment of general damages, it must be added, is to a great extent arbitrary and incapable of true economic evaluation. There are strict guidelines, though, that are followed, that are dictated to by documents like the Quantum Yearbook, by Robert Koch, and Quantum of Damages, by Corbett & Buchanan, as an indication of what the estimation of such compensation should be.

There are no statutory limitations on what an affected passenger can recover from PRASA, and such passengers have a constitutional right, on common law grounds, to institute proceedings against PRASA, which they normally do through the assistance of attorneys.

Reply:

(a) and (b)

	NAME AND SURNAME	Designation	Qualifications
1.	Mr Charles Maluleke	Chairperson	B Com MBA
2.	Mr Lesedi Dinte	Deputy Chairperson	Baccalaureus Juris Baccalaureus Legum
3.	Mr Titus Malaza	Member	B Degree Police Science Masters in Public Administration
4.	Professor Imtiaz Vally	Member	Masters in Accountancy
5.	Professor Ntombizozuko Dyani - Mhango	Member	LLB Master of Legum Doctor of Law
6.	Ms Divhane Tshivhase	Member	Secondary teachers diploma B Com
7.	Mr Paul Browning	Member	Fellow of Chartered Institute of Logistics and Transport

(C) March 2016

Reply:

(a) (i) There was no advertising (ii) and no media space purchased by the department in the 2014-15 financial year (aa) in print, (bb) on radio, (cc) on billboards, or (dd) in any format to promote, advertise, educate or inform the public about the Cape Winelands Toll Project and

(b) in each case, (i) no space was sold in each month and (ii) no costs were incurred in each month.

Reply:

(a) The specified queue lengths are monitored at all plazas. CCTV surveillance systems are in place at the toll plazas to monitor this. All Plazas’ performance and operating efficiency is assessed to ensure adequate capacity exists to meet demand.

Several additional measures, as the circumstance demands, have been implemented at toll plazas that operate at near full capacity. These include the following:

• The implementation of tandem tolling which is a mechanism of allowing two vehicles to be processed at the same time in a single lane. This allows an increase in throughput of vehicles in comparison with normal lanes.
• Additional personnel are deployed in the lane area to ensure that motorists who pay toll fees in cash have the correct change, in advance of getting to the toll booth.

Further, to alleviate toll plaza capacity problems and increase vehicle processing speeds, additional, automated electronic toll payment method is being implemented at the toll plazas. This will allow non-stop passage through the lane via payment with an electronic tag. This system has been in operation for over ten years on the Platinum Toll Road, and is in an advanced stage of testing at most of the toll plazas. This will greatly assist with alleviating plaza capacity problems and long queue build-up. As has already been clearly demonstrated at the Platinum Toll Route Plazas, the processing rate of toll lanes dedicated for tag users, is 3 times that of manual payment methods.

(b) Historic traffic volumes, catering for traffic volumes from major events (sporting, cultural, etc.), seasonal traffic shifts, school holidays, long weekends, public holidays, etc. are analysed to plan for the future.

The traffic volumes at the plazas are also regularly monitored and examined. Traffic criteria such as the 30th highest hour traffic volumes and higher than average projected traffic growth rate, which could be indicative of the need to trigger dedicated electronic tag lanes, or a toll plaza expansion is regularly reviewed.

Regular analysis of the traffic volumes is undertaken to optimise the distribution of payment methods available to the road user as well as determining appropriate lane configurations.

(c) Regular traffic and capacity planning together with trained vehicle toll collectors improve the through flow. Flexible lane configuration allows for the accommodation of directional traffic flows so as to minimize the queue length.

The rapid deployment of the automated electronic toll payment method – payment of toll via electronic tag will greatly improve vehicle processing speed at the toll plazas.

Freeway Management Systems and Incident Management, with the assistance of CCTV surveillance of the road network, have facilitated rapid responses to incidents that may impact throughput at the plazas and thereby minimise the impact on traffic flow. These systems can also inform of traffic flows to and from the plaza.

 

Reply:

(1) The commissioning certificates were issued in sections and in accordance with the provisions of the FIDIC Conditions of Contract for design, build and operate projects (FIDIC), being the contract which applies to the project. The commissioning certificate for the sections comprising the Gauteng Open Road Tolling system and the Transaction Clearing House was issued on 18 December 2013 and effective from 2 December 2013. The section certificate for the relevant part of the Violations Processing Centre (VPC) was issued on 30 April 2015 and effective from 15 December 2014. Although the section of the system comprising the VPC was only commissioned with effect from 15 December 2014, it was considered ready for operation from toll commencement based on the contractor's confirmation (and extensive testing, trial operations and pilot testing) that the system and operations were ready from toll commencement. This all in accordance with FIDIC.

(2) The Employer's Representative, in terms of Sub clause 11.6 of FIDIC, issued the section commissioning certificates. Certificates were issued were in terms of Sub clause 11.6 of FIDIC and that in terms of Sub clause 11.5 of FIDIC which provides that:

"i. Issue the Commissioning Certificate to the Contractor, stating the date on which the Works or Section were completed in accordance with the Contract, except for any minor outstanding work and defects which will not substantially affect the use of the Works or Section for their intended purpose…"

(3) There were no "faults" outstanding on the launch date of 3 December 2013. FIDIC contemplates and as will be appreciated from the section of FIDIC recorded above, that the commissioning certificates are issued subject to certain outstanding work and defects. This is addressed in Clause 12 of FIDIC and this is the basis upon which the section completion certificates were issued.

(4) The operations continued based on the requirements of FIDIC and the issuing of the requisite commissioning certificates. Delays were dealt with in accordance with the delay damages provisions of the contract and were applied accordingly where delay occurred. For the period 1 July 2013 to 15 December 2013 the following amounts were paid to the contractor in respect of the services provided.

 

Month	Operations
Jul-13	R 29 827 326.93
Aug-13	R 15 126 538.85
Sep-13	R 30 559 820.76
Oct-13	R 33 290 653.38
Nov-13	R 47 446 297.39
Dec-13	R 80 869 591.90

The followings are to be noted in this regard:

(i) The payments to the contractor, in addition to payments for the services provided by the contractor, payment for the maintenance of all buildings and gantry's maintained by the contractor, payments for systems maintenance, payments in respect of utilities (water and electricity), rentals of customer kiosks and operations undertaken by the contractor including those for the benefit of the road user;

(ii) The contractor was required, at all times, to be operationally ready not knowing the toll commencement date and having regard to the various court cases;

(iii) The increases in payments in October, November and December 2013 should be viewed in light of the ramp-up of operations required for purposes of toll commencement;

(iv) All payments are determined based on a measurement based contract (add-measured contract) and accordingly the contractor is only paid for services actually rendered; and

(v) The December payment is for the full months services not just to 15 December 2013 as a result of the end of the year industry shut down.

Reply:

The facts show differently. The system correctly captures more than 99% of the number plates & transactions. SANRAL accepts that no system is flawless. However, there are customer service options available to users through customer service centres, call centre, and the web to make e-toll enquiries. Also, the honourable member would appreciate that these so called errors and invoices would be minimized if the honourable member would join me in encouraging road users to register their details on the toll system.

Reply:

DEPARTMENT

(a) and (b) (i). Reflect the toatal numberof engineers in the Department of Transport irrespective of them not having been e,mployed as engineers. e.g. DDG Hlabisa of Road sis an engineer and soi s many others. All Government Departments that appoint Engineers are guided by the Occupational Specific Dispensation (OSD) for Engineers that specifies the criteria as well as qualifications that are required for the various categories of Engineers.

1. Road Accident Fund (RAF)

The Road Accident Fund (RAF) does not currently employ engineers in that capacity, nor does the RAF accredit anyone in that capacity.

2. South African National Road Agency (SANRAL)

(a) SANRAL uses the criteria as per the requirements of the Engineering Council of South Africa (ECSA) including those bodies who are signatories to the Washington Accord of 1989.

Registration as a professional engineer with ECSA is a statutory requirement for roles which take responsibility for the performance of engineering work. On meeting the criteria the following designations are used as per the ECSA regulations:

Professional Engineer (Pr Eng)

Professional Engineering Technologist (Pr Tech Eng)

Professional Engineering Technician (Pr Eng Techni)

(b) The basic qualifications required to attain the above are a Bachelor of Science in Engineering; Bachelor of Engineering; Bachelor of Technology; and Diploma in Engineering from a University or the then technikons.

3. Road Traffic Management Cooperation (RTMC)

(a) Currently RTMC does not have an engineer in its employ. The candidate should be registered with the Engineering Council of South Africa (ECSA) , and

(b) Possess a B Degree in Civil Engineering or Equivalent qualification if the agency were to employ one.

4. Road Traffic Infringement Agency (RTIA)

(a) For RTIA, the criteria for employing the Engineers would be based on the requirements of the position.

(b) The qualifications required would also be based on the needs of the position as well as those of the Agency

5. Cross-Border Road Transport Agency (C-BRTA)

(a) The incumbent will have to be registered with the Engineering Council of South Africa (ECSA).

(b) Qualifications to qualify a person to be called an engineer: Bachelor of Engineering degree or Bachelor of Technology with a focus on Civil/ Transport/ Structural Engineering.

Air Traffic & Navigation Services SOC Limited (ATNS)

(a) Criteria

ATNS employs two types of engineers, namely, Systems Engineer and Senior Systems Engineer. A Systems Engineer is a person who holds a Bachelor’s degree or Bachelor of Technology in Engineering or Science from the university and is eligible for registration as a professional engineer.

The second level of engineer is the Senior Systems Engineer level where professional engineers are appointed. A professional engineer is a person who holds Bachelor’s degree in Engineering and is registered as a professional engineer with the Engineering Council of South Africa (ECSA).

The criteria used for the appointment of engineers, is the academic qualification, years of experience and professional registration with the Engineering Council of South Africa as a candidate or professional engineer or technologist.

(b) Qualifications

The qualifications used for engineer positions in the company are Bachelor’s Degree in Engineering from the university (including university of technology).

Airports Company South Africa SOC Limited (ACSA)

(a) Criteria

The Airports Company South Africa defines the need for specific positions based on the nature of the business. Formal structures exist which includes Engineers. The positions in the different Engineering disciplines are clearly defined in terms of a role description detailing:

• key outputs,
• qualifications; and
• competence needed in the position.

(b) Qualifications

People appointed to positions of Engineers in the different disciplines, are required to have a formal B Tech or Engineering degree and/or with a Government Certificate of Competency, depending on the business need.

Further to this, qualifications are verified via a formal verification process with the institutions that issued the qualifications prior to making an appointment into an Engineering position.

South African Civil Aviation Authority (SACAA)

(a)(b)(i)N/A (ii) the South African Civil Aviation Authority’s criteria and qualification requirements for engineers are as follows:

Engineering Stream within the SACAA	Job Title	Qualifications and Criteria
Mechanical Engineering	Certification Engineer	Qualifications: BSc degree in Mechanical Engineering Criteria: 3 year experience as Certification Engineer in the aviation environment.
Electrical Engineering	Certification Engineer	Qualification: BSc degree in Electrical Engineering Criteria: 3 year experience as Certification Engineer in the aviation environment.
Aeronautical Engineering	Certification Engineer	Qualification: BSc degree in Aeronautical Engineering Criteria: 3 year experience as Certification Engineer in the aviation environment.

Railway Safety Regulator

(a) Criteria – Minimum National Diploma/ Degree

(b) A bachelor degree in engineering and a candidate for registration as a professional engineer or technologist with ECSA.

Passenger Rail Agency of South Africa (PRASA)

(a) As employee must have obtained a four year university engineering degree to be an engineer.

(b) The qualification for an engineer is a B.Sc (Engineering), B.Eng or any 4 year degree from a recognized university.

Ports Regulator South Africa (PRSA)

The Ports Regulator in terms of its organogram, does not employ engineers, thus this is not applicable.

While it is not applicable to the Ports Regulator, the CEO of the Ports Regulator is an engineer by virtue of being:

(a) accredited as a professional engineer (Pr Eng) by the Engineering Council of South Africa (ECSA)

(b) qualified with a university degree in engineering, in his case a masters degree (MSc Eng)

South African Maritime Safety Authority (SAMSA)

(a) The South African Maritime Safety Authority (SAMSA), as a special agency of the Department of Transport on matters relating to Maritime employs Marine Engineers. Marine engineering is a specialist field which is regulated internationally by the International Maritime Organization (IMO) and here in South Africa, those standards are implemented and monitored by SAMSA.

(b) We hire Marine Engineers who holds Certificates of Competency as Chief Engineer[1] of a ship of any propulsion power in accordance with standards set by the IMO, through the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (STCW Convention). These Marine Engineers qualifications are vetted and accepted by the IMO and its member states, e.g. UK, Netherlands, Singapore, Liberia, Philippines, etc. There is no requirement for Marine Engineers to be a member of the Engineering Council of South Africa (ECSA) to be employed. However, some of them are members through their membership of the South African Institute of Marine Engineers and Naval Architects (SAIMENA)

Reply:

(a) Matric and a few subjects in Mechanical Engineering according to a personnel file.

(b) Matric is from Fundulwazi Senior Secondary school in Sebokeng, whilst the mechanical engineering subjects are from Vaal University of technology.

(c) Mr Mthimkhulu joined Metrorail as an intern in 2000 and went through the ranks to Head: Engineering in PRASA Rail.

(d) Mr. Mtimkhulu may have given his peers the impression that he had the necessary qualifications and thus without being detected slipped through the verification process.

(e) Gross dishonesty and submission of fraudulent qualifications.

(f) PRASA Rail will not accept his resignation however criminal/Fraud charges are being pursued. A legal opinion was requested prior to take the appropriate actions against an employee who submitted his resignation.

(g)  The legal process will take its course.

(h) Acting Executive Manager: Engineering Services Mr Letsane Rathaba.

Reply:

(a) The information used in the formulation of the response to question 2495 on 14 July 2015, included the following

(i) The positive overall economic impact was assessed from:

1. The information from the toll gantries and SANRAL’s Comprehensive Traffic Observation (CTO) stations located on the freeways and interchange approach roads measuring the alternative road network.
2. The data recorded at the toll gantries
3. The original traffic and transport planning studies regarding the travel time savings and how it is linked to economic spin offs (economic reports)

(ii) The measurement of travel time and hence delays for the entire network are obtained from traffic studies which includes a traffic model that was developed and used for this purpose. The original model was calibrated to the 2006 conditions and the current situation has been validated against the traffic data obtained from the GFIP traffic monitoring systems as well as independent data from TomTom. The reduction in the delays on the roads considers all time periods and takes into account the reduction in the duration of the morning and afternoon peak periods where higher traffic volumes are moving through the road network in a shorter time period.

(iii) Traffic volumes and speeds on national and other roads are continually recorded through SANRAL’s Comprehensive Traffic Observations (CTO) programme, which has been in operation since the early 1990s. These consist of physical counting stations installed in the road surface. In addition, in 2006 when the traffic models mentioned above were developed a comprehensive exercise of additional traffic surveys were undertaken at interchanges in the GFIP network. The comparison of the 2006 and 2014 traffic data provided the evidence that there were many instances where traffic increases of more than 20% could be accommodated. At specific locations, i.e. the Malibongwe, William Nicol and Rivonia Interchanges increases in traffic volumes during the morning peak hour were 32%, 25% and 38% respectively. On the freeways, the highest increase in traffic has been on the Albertina Sisulu (R21) freeway, but also in the peak direction on the highly trafficked section of the N1 and N12.

(iv)  Arial photographs pre and post the upgrades of these interchanges reflects the development that has taken place in the immediate vicinity of upgraded interchanges. It should be noted that development rights are dependent on adequate road capacity on the freeways and through interchanges being available to accommodate the traffic generated by the proposed developments. In the past, many of these developments could not take place due to the lack of capacity available at these interchanges

(b) There are two economic studies:

(i) Studies performed by the Business School of the University of Cape Town and ARUP

(ii) A study performed by economist Roelof Botha

Reply:

The GFIP e-toll system comprises a number of components, only certain of which are regulated by the legislation referred to. In the case of the camera equipment installed on the GFIP system, this equipment complies with the technical requirements of SANS 1795, Part 5 on data capturing and recording devices for road traffic law enforcement.

With regard to other equipment used and in the absence of specific technical regulations, this matter is being handled by the National Regulator for Compulsory Specifications (NRCS) in terms of the legal Metrology Act of 1973.

The CEO of the NRCS will set requirements and conditions for use of the equipment in terms of section 22 of the Legal Metrology Act.

It must further be noted that SANRAL has a classification system in place for the motor vehicles and a representation procedure for users who wish to query the classification of a motor vehicle for a specific transaction. In the event that there is any dispute regarding the classification of the vehicle and having regard to the representation procedure already applied by SANRAL, the actual size of the vehicle (length, width and height) may be verified by having regard to the specifications as provided by the vehicle manufacturer.

Reply:

(a) In line with Section 24 (1) of the Road Traffic Management Corporation, Act No 20 of 1999 the RTMC is funded from:

• monies prescribed, subject to section 48(1)(b) which must include transaction fees charged by the Corporation for the sale of services; -  transaction fees for vehicle licenses
• penalties and fines payable to the RTMC as an issuing authority in terms of Section 32 of the Administrative Adjudication of Road Traffic Offences Act, 1998 (Act No. 46 of 1998);-
• infringement fees issued by NTP (interest on invested cash balances); and
• monies appropriated by Parliament - grant from the Department of Transport.

(b) what (i) processes, (ii) procedures and (iii) mechanisms are in place to ensure the integrity of the specified funding model

The legislative framework governing RTMC and the Treasury Regulations are in place to ensure integrity of the funding model.

(c) The financial sustainability assessment that was conducted in house amongst others proved that the financial dependency of RTMC on Government funding is not sustainable. Developing a sustainable funding model warrants scientific and intellectual proneness and specialty of a particular type in ensuring long term sustainability.

Reply:

(a) The Accident and Incident Investigation Division investigates all major crashes that occur on the roads. Major crashes are defined as: (i) crashes where five or more people died, (ii) crashes where there are four or more vehicles involved with a fatality, (iii) crashes involving transportation of hazardous substances and there is a fatality and (iv) any crash that the Corporation may deem necessary to investigate.

1. In 2012 -13 there were 107 major crashes investigated
2. In 2013 – 14 there were 122 major crashes investigated
3. In 2014 – 15 there were 109 major crashes investigated

(b) (i) Investigations were initiated as soon as a crashes occurred and (ii) concluded on average after three months.

(c) (i) In 2012-13, 99 cases were referred to the SAPS for prosecution.

(ii) In 2013-14, 118 cases were referred to the SAPS for prosecution.

(iii) In 2014-15, 71 cases were referred to the SAPS for prosecution.

 

Reply:

South African Civil Aviation Authority (SACAA)

With reference to the SA Civil Aviation Authority, (a)(i)(ii)(aa),(bb),(cc)

• The number of examinations written for the 2012-2013 financial year, including Air Law and Procedures was 23686.
• The number of examinations written for the April 2013 to December 2014, including Air Law and Procedures was 21773.
• The number of examinations written for the period January 2014 to 31 March 2015, which included Air Law and Procedures was 24186.
• The SACAA introduced a new examination system in January 2014, and as such monthly statistics for the specified period could not be automatically generated. The legacy system did not have the capabilities for such reporting.

(b) It is not possible to generate the average percentage per assessment or paper by using the current reporting template. However, in all cases, a print-out is provided to the examinee on completion of the examination, which indicates in what aspect of the syllabus a deficiency was encountered.

(c) The examination fees are published in the Civil Aviation Regulations 2011, Part 187, Regulation 187.01.9 (e)(ii) which is R260 per online examination and Regulation 187.01.9 (e)(iii) which is R370 per hand written examination.

(d) The SACAA makes use of reputable examination system, known as “Question Mark Perception” (QMP). The QMP provides for a learning syllabus (which is published and known to the examinee through the Appendices contained in the South African Civil Aviation Technical Standards of 2011, Document SA-CATS 61) that forms the foundation of a database of questions to be populated. Four detractors (answers) are provided in the database for each question and the student is then provided with four answers, from which the correct one must be chosen.

The QMP, through its pre-set assessment criteria, generates an examination paper for each examinee when they enter into the examination system. No two examination papers are the same. Each examination paper uses the same pre-set assessment criteria in the system to examine competency across the entire set syllabus.

Examinees are required to select the correct answer from the four answers provided for each question. On completion of the exam, the examinee requests the system to assess and the system then immediately provides the assessment mark.

(e) (i), (ii) and (iii) No investigation was conducted during the 2012-2013 financial year. No investigation was conducted during the 2013-2014 financial year. Only one (1) investigation was conducted during the 2014-2015 financial year. The investigation was initiated as the result of a complaint received from a member of the public and a holder of an expired Airline Transport Pilot’s Licence, who alleged that the questions used in the Air Law and Procedures examination were inappropriate, irrelevant and designed in such a way that no person can get the right answers. The complainant was of the view that such amounted to “fraud and that the SACAA was fleecing the public by continuously collecting examination fees whilst they knew that no person could pass such examinations”.

(f)(g) and (h) The investigation was conducted by the SACAA’s Internal Forensic Unit, with the assistance of an independent aviation expert. Among others, the investigation probed the examination admission process and procedures, question formulation, suitability, appropriateness and relevance.  The investigation also focused on determining the suitability, appropriateness and relevance of examination questions. The investigation revealed and concluded that whilst there was slight room for future improvement on the processes and procedures of admitting candidates into the examination room; the Air Law and Procedures examination questions were suitable, appropriate and relevant to the establishment of the candidate’s theoretical knowledge and competency. The investigation, therefore, found no evidence to support the allegations levelled against the SACAA.

Reply:

1. The graph below depicts the monthly cash receipts since the announcement of the new dispensation.

1. The graph below depicts the monthly cash flow comparison for the 12 months prior to the announcement of the new dispensation.

Reply:

In the 2013-14 financial year -

(a) the following national Road Accident Fund roadshows were hosted:	in the following provinces:	(b)(i) the budget for the respective roadshows were:	(b)(ii) the expenditure for the respective roadshows were:
Balfour	Mpumalanga	R 350 000	R 72 053.40
Mamelodi	Gauteng	R 350 000	R 145 400.00
Cape Town - Nyanga	Western Cape	R 350 000	R 100 000.00
Venda - Thohoyandou	Limpopo	R 350 000	R 215 266,00
Welkom - Thabong	Free State	R 350 000	R 184 268.60
Mafikeng - Barolong	North West	R 350 000	R 264 063.00
Eastern Cape - Mt. Frere	Eastern Cape	R 350 000	R 201 708.00
Kwazulu Natal - Port Shepstone	Kwazulu Natal	R 350 000	R 197 831.34
Polokwane	Limpopo	R 350 000	R 185 668.6
Kimberley	Northern Cape	R 350 000	R 599 014.54
Bloemfontein - Mangaung	Free State	R 350 000	R 547 692.04
Port Elizabeth: Kwa - Zakhele	Eastern Cape	R 350 000	R 75 580.00
Bushbuckridge	Mpumalanga	R 350 000	R 122 655.00
Upington	Northern Cape	R 350 000	R 298 930.98
Eastern Cape - Umthatha	Eastern Cape	R 350 000	R 486 401.52
Gauteng - Soweto	Gauteng	R 350 000	R 228 994.42
Durban - Umlazi	Kwazulu Natal	R 350 000	R 332 458.00
Secunda	Mpumalanga	R 350 000	R 259 269.75

In the 2013-14 financial year the Road Accident Fund assisted a total of 20 490 people at RAF on the Road.

Reply:

 

(a) No

(b) No

(i)(aa) Not applicable

(i)(bb) Not applicable

(ii)(aa) I am informed that a Recruitment Process Outsourcing was appointed to work with the Department of Labour to process matters of adjacent community involvement.

(ii)(bb) I am also informed that the Recruitment Process Outsourcing Company was appointed by Gibela in April 2015.

Reply:

Department

(a) (aa)

(bb) (i) R280 740.96

(ii) R32 864.83

(cc) (i) 0

(ii) 0

Air Traffic & Navigation Services SOC Limited (ATNS)

I am imformed that ATNS has not advertised in any of the mentioned publications in the financial years indicated.

South African Civil Aviation Authority (SACAA)

(a) I am informed that it is not applicable and (b) the South African Civil Aviation Authority’s advertising spend in the (i)(aa) Sowetan was R0 in the 2012-13, R72 368,04 in the 2013-14 and (i)(cc) R23 118,62 in the 2014-15 financial years and in the (ii)(aa)(bb)(cc) Daily Sun it was R0 during the same periods.

Airports Company South Africa SOC Limited (ACSA)

I am informed that, “ACSA does not procure its advertising services with these newspapers directly, but uses marketing agencies who then choose respective newspapers”. ACSA therefore does not have records of amounts spent per newspaper.

(b) Road Accident Fund (RAF)	(aa) 2012-13,	(bb) 2013-14, and	(cc) 2014-15 financial years:
(i) The Sowetan and	R0.00	R133 966.87	R101 183.44
(ii) The Daily Sun	R0.00	R111 398.97	R269 472.04
(b) Cross-Border Road Transport Agency (CBRTA)	(aa) 2012-13,	(bb) 2013-14, and	(cc) 2014-15 financial years:
(i) The Sowetan and	R0.00	R0. 00	R0. 00
(ii) The Daily Sun	R0.00	R0. 00	R0. 00
(b) Road Traffic Management Corporation (RTMC)	(aa) 2012-13,	(bb) 2013-14, and	(cc) 2014-15 financial years:
(i) The Sowetan and	R0.00	R0. 00	R186 250.87
(ii) The Daily Sun	R0.00	R0. 00	R0. 00
(b) South African National Road Agency Limited (SANRAL)	(aa) 2012-13,	(bb) 2013-14, and	(cc) 2014-15 financial years:
(i) The Sowetan and	R64 943	R2 061 673	R1 565 367
(ii) The Daily Sun	R100 711	R2 711 834	R1 787 011
(b) Road Traffic Infringement Agency (RTIA)	(aa) 2012-13,	(bb) 2013-14, and	(cc) 2014-15 financial years:
(i) The Sowetan and	R0.00	R0. 00	R 89 706.12
(ii) The Daily Sun	R0.00	R0. 00	R 63 635.04

South African Maritime Safety Authority (SAMSA)

(b) I am informed that No payment was made to any of the newspapers for any of the period stated above.

(i) (ii) (aa) (bb) (cc) Falls away

Railway Safety Regulator (RSR)

1. I am informed that Railway Safety Regulator has spent the following amounts on advertisement in The Sowetan (Times Media):

1. 2012-13 R56 886, 00
2. 2013-14 R0,00
3. 2014-15 R132 481,68

1. I am also informed that Railway Safety Regulator has not placed advertisements in The Daily Sun on the mentioned financial years.

Passenger Rail South Africa (PRASA)

1. The Sowetan
2. 2012-13 R0
3. 2013-14 R0
4. 2014-15 R104,470.71
5. The Daily Sun
6. 2012-13 R0
7. 2013-14 R0
8. 2014/15 R0

Reply:

Nether the department nor PRASA has given any information indicating of any investigation that can clarify the matter raised in the question.

Reply:

(a) When were the Transit Administration Agencies (TAA) established in respect of each of the integrated public transport system

The term Transit Administration Agency is the specific term used by Nelson Mandela Bay from 2007 in developing the institutional structure for overseeing Integrated Public Transport Networks in the City. Currently, this City is still studying the future feasibility of having a completely standalone Municipal Entity such as the Transit Administration Agency overseeing the IPTN. In the meantime Nelson Mandela Bay, along with other cities such as Polokwane, Tshwane, Mbombela, Rustenburg, George, etc., are currently planning and implementing IPTNS through specialist project teams that either fall under Transport Departments or Infrastructure and Engineering Services Departments.

The City of Johannesburg in 2013 established a Scheduled Services Unit to oversee Rea Vaya and IPTN operations, planning and regulation. This unit falls within the Municipality’s Transport department.

Cape Town in 2012 launched Transport for Cape Town as their specialized Transport Department that also deals with all IPTN matters.

EThekwini has set up a long standing Transport Authority which has assumed full responsibility for IPTN matters amongst other transport matters.

(b) What (i) mechanism, (ii) processes and (iii) procedures exists to monitor the TAA’s

(i) The mechanism to monitor IPTN implementation teams is through the National Department of Transport as the custodian of the 2007 Public Transport Strategy and the 2009 National Land Transport Act. The NDoT is also the Transferring Officer in terms of the Public Transport Network Grant that funds IPTNS through the Division of Revenue Act as a municipal conditional grant.

(ii) The processes are based on the Division of Revenue Act and the related Public Transport Network Grant Framework.

(iii) The procedures include monthly financial reports, quarterly reports, annual reports, quarterly bilateral meetings between municipal teams and NDoT, technical support and guidelines etc.

Reply:

(a) I am informed that the overall economic impact was positive. As a result of the additional road capacity, delays on the road network were substantially decreased, and traffic growth of more than 20% in many instances could be accommodated. Improvements in travel speeds/reduced congestion was also confirmed by independent studies (refer to reports from Congestion survey by Tom Tom). Furthermore, the development that took place in the immediate vicinity of upgraded interchanges such as Lynnwood, Atterbury, Garsfontein, John Vorster, Allandale, etc reflects the positive impact the road improvement project had on Gauteng. As was demonstrated in various economic studies, the project renders a high return on investment and a B:C ratio of 8 to 1. The Panel to investigate the social and economic impact of the GFIP made amongst others the following conclusions (the full report is available from the Gauteng Province):

The impact of the GFIP in the GCR economy;

Reduced Travel time benefits:

• 45 000 hours at morning peak
• Average speed increase of 64 km/hr (without GFIP) to 100 km/hr (with GFIP)
• Average speed increase on secondary routes from 40km/hr to 48 km/hr

Reduced vehicle operating costs (5% to 20% depending on route and distance)

• Reduced fuel consumption
• Reduced maintenance costs

Improved logistics efficiencies

Improved travel conditions

• Enhanced safety
• Rapid response emergency services and prevention of secondary accidents (1 400 / month)

(b)Sees (a) above

(c) SANRAL has various counting stations on the freeway network as well as parallel routes to the freeway network that counts traffic on an ongoing basis. The graphs below provides an indication, based on the situation in 2014, what the impact of the GFIP on traffic speeds on both the freeways and supporting road network was with and without the toll roads as well as before and after the tolling of the freeways commenced.

As can be seen from the graphs below, the conditions on the freeways and alternative roads are substantially better than what it would have been if the GFIP was not implemented, even after toll collection commenced.

Freeways & Alternatives Routes. See Annexure A

Reply:

(1) (a) I am informed that no expenditure incurred before financial year 2014/15.

(b) nil

(c) nil

(d) nil

(2) R1 2 11 224.91

Reply:

The contract for the rehabilitation of the N11 from Nkunzi River Bridge to One tree Hill was completed in April 2015.

(a)(i)&(ii) I do not see the significance of the 10 km distance; surely the honourable member is not suggesting that communities from within the locality of the project but beyond the 10 km that was approximately 14,3 km long, should not be employed.

(b) I trust that the honourable member is not suggesting that skilled labour is termed as general labour? In terms of the Contract, the contractor is permitted to bring onto site its skilled employees.

(c ) The general labourers were sourced from within the local communities.

Reply:

1. (i) (ii) The project consists of two phases: Rehabilitation of the N11 from Nkunzi River Bridge to One tree Hill which includes the sections between Sunset Rest and Fort Mistake. This phase of the project is 14,3 km long and was completed in April 2015. The total cost of the works were R255,5 million (rounded) including VAT and CPA.

The second phase between Ladysmith and Nkuzi River Bridge is in the design phase. The honourable member has unfortunately confused the locations of the project limits.

(aa) The first phase of the project that includes Sunset Rest and Fort Mistake consisted of, inter alia, the rehabilitation of the pavement and widening the cross section to 13,4 m. Your question NW2712E also makes reference to this portion of the road.

(bb)  As stated above, the first phase is complete. Construction of phase 2 will commence subsequent to the completion of the design and all relevant legislative permissions have been obtained; It is intended that this Contract commence around November 2015.

(cc) It is envisaged that the construction period will be between 18 and 24 months.

(dd)  The cost of construction is estimated at R850m.

(ee) The advertisement date will be determined once the design and legislative requirements have been finalised.

(2) SANRAL is committed to community development and allows for use of local labour on all its projects. The general labour will be recruited from the local communities.

Reply:

1. The Department does not have any relations with Prodiba and as such, any access of department property by Prodiba is illegal. You are therefore referred to the recent North Gauteng high Court order of the 22 April 2015, Case No. 34273/12 and the latest constitutional court judgment of the 27 May 2015.
2. The Court order stated in (1) above refers, there is no month to month contract agreement between the Department and Prodiba, Note that as from the 5th May 2015, the Driving License Card Account (DLCA), a trading entity under the Department of Transport took over all services that were previously provided by Prodiba.
3. The Department does not intend to, in the short to medium term, commercialize the use of the decryption key, especially given the provision of the POPI Act.
4. Given the response in (3) above, there is therefore no contact persons in this regard

Reply:

(a) In terms of the PFMA, Act of 1999, with specific reference to section 38(j), The Department annual secures written assurance from SANTACO that it implements effective, efficient and transparent financial management and internal control systems. The aforesaid is in the form a Memorandum of Agreement signed annually between the Department and SANTACO. SANTACO receives the funding through quarterly payments, and they are also required to submit quarterly reports on expenditure.

(b) (i) The management and performance of SANTACO is overseen by its National Executive Committee. The Department in its Memorandum of Agreement oversees only the financial performance of SANTACO to ensure that there is transparency and accountability of the funds transferred.

(b)(aa) Please refer to response in (b) (i) above

(b) (cc) Please refer to response in (b) (i) above

 

Reply:

(a)  The Department has not as yet appointed any service provider to co-ordinate the implementation of the 365- days Road Safety Programs. Tender evaluations were conducted and the successful bidder’s pricing was above the allocated budget for the project, therefore no appointment was made. The co-ordination of all the 365- days Road Safety Programs is currently being done internally by the Department , Provincial Departments of Transport, Transport Entities and some of its major role-players.

(b)   (b),(c) and (d), falls away.

Reply:

1. The Policy was approved by Cabinet on the 27 May 2015
2. The policy provides a framework in support of other public transport legislation through which learner transport must be provided
3. (i) (ii) (iii) Detailed implementation plans with timelines, milestones are developed by the provinces.(iv) budgets for implementation are allocated by provinces

Reply:

There are municipalities with outstanding invoices. However, since it is an outstanding invoice, it may still be in process to be paid by the particular municipality and payment thereof is awaited.

(1)	(2) municipality vehicles are registered with an e-tag in respect of each municipality in Gauteng
(a) List of Municipalities	(b) Amount Owed
City of Tshwane Metropolitan Municipality	R351644	740
Ekurhuleni Metropolitan Municipality	R1796445 & R41938.38 (two accounts)	no information found on System using search criteria as described
Sedibeng District Municipality	R4026.45	47
Emfuleni Local Municipality	R127685	No cars registered with an e-tag
Lesedi Local Municipality	R111294	26
Midvaal Local Municipality	R3395	110

As the honourable member is aware the new etoll dispensation makes provision for all debtors to qualify for a 60% discount. Thus all the above amounts will be reduced by 60%.

Reply:

(a) The Road Accident Fund (RAF) does not own (title deeds registered in the name of the RAF) any properties (erven). Note that ownership of improvements (such as buildings) on properties is associated with the ownership of the property, and therefore the RAF does not own any buildings. The RAF has purchased the property on which its Menlyn office is situated, but the transfer of ownership has not yet occurred.

Reply:

(1) (a) The Board of Inquiry has just commenced, it is expected that a report will be available in the next three months.

(b) The determination of the costs associated with the accident will be part of the Board of Inquiry.

(2) The Inquiry is still underway; once the recommendations are available the Rail Safety Regulator will ensure compliance.

Reply:

The (a) (b) (c) minutes of the Road Accident Fund Board are "records" as defined in the Promotion of Access to Information Act, No. 2 of 2000 (PAIA), which Act regulates access to records of both public and private bodies. PAIA requires that a request for access to records must be made to the information officer of the public body concerned, in the present instance the Road Accident Fund.
Consequently, neither the Minister nor the Department of Transport are in a position to make the minutes of the Road Accident Fund Board available.