Reply:

(1) Werkmans Attorneys are not representing PRASA in the Siyangena Technologies matter. PRASA received a formal notification from Werkmans Attorneys that it took a business decision to withdraw from representing PRASA in all legal matters it was handling on behalf of PRASA. It further informed PRASA that they will hand over all the files of PRASA and will release them as they get paid. PRASA has been paying Werkmans Attorneys since the correspondence. Werkmans Attorneys, like other creditors, are owed by PRASA and based on PRASA’s cashflow, will continue to pay what is outstanding. PRASA has a panel of attorneys from which a law firm has been identified to represent PRASA in the matter.

With regards to the Siyangena Technologies matter which is serving at the Supreme Court of Appeal, both parties to the litigation have already submitted their papers and PRASA is not prejudiced by the withdrawal of Werkmans Attorneys. The new law firm has been furnished with the files and papers for the case.

(2) The PRASA Board Chairperson is not facilitating settlement talks. The matter is still before the Supreme Court of Appeal.

(a) The High Court in North Gauteng, in their judgement, explicitly states that whilst the contract was deemed irregular, PRASA and Siyangena Technologies needed to determine the compensation value of the work and once same is reached, this should also be made an order of the court.

• Despite the above, Siyangena Technologies appealed the decision.
• Whilst the appeal remains pending, Siyangena Technologies wrote to PRASA, reminding them of the outcomes of the court on the determination exercise and reminded PRASA of this outstanding matter, hence the letter to the Chairperson of the Board.
• The Chairperson of the Board correctly referred the matter to the Group CEO to engage with it and advise the Board, hence the meeting by PRASA management with Siyangena Technologies.
• At the meeting Siyangena Technologies, over and above the issue of determination, proposed consideration for a discussion on the possible resolution on the matter outside litigation.

(b) PRASA is not aware of any new evidence.

Reply:

1. Eastern Cape Region - The rail infrastructure in the Eastern Cape is owned and protected by Transnet and as such PRASA utilises this infrastructure by agreement with Transnet. The East London rail corridor cannot be operated using PRASA owned electrical locomotives as the Overhead Electrical Traction power is not available due to vandalism and theft.

PRASA continues to engage with Transnet on recovering and rehabilitating the network. In addition, PRASA is in process of temporary leasing diesel locomotives from the market while pursuing long-term solution to acquire shunting diesel locomotives to mitigate the risk of Transnet locomotives withdrawal and leasing arrangements. The engagement has been escalated to the level of the CEOs at both organisations.

Western Cape Region - On 8 March 2022 an ESKOM Traction substation supplying power for the running of Trains in Cape Town in Western Cape was vandalised resulting in the interruption of train service in Cape Town. Eskom responded and repaired damaged equipment and cables and the power supply was restored the following day, on 9 March 2022. PRASA, working in collaboration with ESKOM, has since deployed additional security personnel to guard this important power supply node (and other vulnerable hotspots) for the trains in the Western Cape.

(2) Eastern Cape Region - PRASA is intervening with a number of options, the short term being to hire diesel locomotives fit for this purpose to operate both the East London and Gqeberha corridors. In the long term, as part of its initial rolling stock procurement program, PRASA is planning to provide the Eastern Cape with the new fleet of trains as an integral part of its overall rolling stock replacement program.

Western Cape Region - PRASA, ESKOM and TRANSNET have set up Security Response actions as a means to bring better collaboration and resources to secure the SOEs infrastructure against vandalism.

PRASA has further deployed security in the network to safeguard critical installations, substations, relay rooms and hotspots areas.

There is a process underway for substations and relay rooms to be installed with “target hardening army spec” security fencing, CCTV surveillance and alarm systems for intruder detection.

Reply:

1. Yes, my Department has plans to promote collaboration with different arts and culture organisations. One such, being the Debut Programme, an initiative of the Department in partnership with Business and Arts South Africa (BASA (NPC), with over one hundred and sixty (160) private sector/corporate members.

BASA's purpose is to attract corporate sector investment, through financial or in-kind support of the arts and culture organizations, as well as individual artists, within South Africa

It seeks to develop emerging artists from rural and peri-urban communities towards launching their creative business ventures. The Programme provides them with knowledge, skills, funding, networking opportunities and mentoring support, and helps them leverage their artistic talent into agile, sustainable, and profitable enterprises.

Since its inception in July 2017, one hundred and forty-two (142) participants, graduated from the programme. Most of the participants identified as African, the majority are identified as male, and most (42.4%) were aged between 25 and 29.

One hundred and twenty (120) participants also launched their businesses online and have officially opened for business, which demonstrates the investment that the department has done through this incubator programme.

Reply:

The Ministry has never travelled to Ukraine and is therefore not in a position to respond this question.

Reply:

The Department of Transport and various other Departments are working closely with the Department of Cooperative Governance (DoCG) and the National Disaster Management Center (NDMC), the designated government body responsible for handling of natural disasters taking place in South Africa.

The NDMC received incident reports from various provinces and shared same with affected sector departments for support coordination and intervention measures.

Relevant structures were activated in all affected provinces through the coordination of Provincial Disaster Management Centres (PDMCs) for activation of provincial response plans as well as coordination of reports by organs of state and relevant stakeholders. This was done in line with the 2021/22 National Summer Seasonal Contingency Plan.

All PDMCs and some Sector Departments also submitted their Summer Seasonal Plans. The NDMC activated and coordinates the National Joint Flood Operational Committee (NJFCC) that constitutes all relevant organs of state for preparedness measures, contingency arrangements and intervention measures

a) Based on the initial assessments conducted by provincial road authorities, the extent of the damages is estimated at R11 919 909 965 in the various provinces.

Province	District Municipalities	No of Local Municipalities	Assessments Estimated Cost
			Reprioritisation	Shortfall
Eastern Cape	Sarah Baartman, Joe Gqabi, Amathole and OR Tambo	27	Not Quantified	R1 469 393 770
Free State	Lejweleputswa, Xhariep, Fezile Dabi, Mangaung and Thabo Mofutsanyana		Not Quantified	R504 400 000
Kwa-Zulu Natal	eThekwini Metro, Ugu, iLembe, Umgungundlovu, Amajuba, Harry Gwala Uthukela and uMzinyathi,	32	Not Quantified	R2 794 650 801
Limpopo	Capricorn, Sekhukhune, Waterberg, Vhembe and Mopani	22	R29 370 000	R2 021 780 000
Mpumalanga	Bohlabela, Ehlanzeni, Gert Sibande and District Nkangala District	16	R4 000 000	R157 600 000
North west	Dr. Kenneth Kaunda, Bojanala, Ngaka Modiri Molema and Dr. Ruth Segomotsi Mompati	10	R99 300 000	R4 632 900 560
Northern Cape	Francees Baard, John Taolo Gaetsewe, Namaqua, ZF Mgawu and Pixley ka Seme		0	R309 814 834
Grand Total			R132 670 000	R11 919 909 965

Table 1: Estimated Cost of Flood Damages

b) The restoration works of infrastructure will be planned, scheduled and undertaken based on the inspections and assessments. Officials from the Department shall assist the teams to conduct the detailed site inspections and assessments (already in progress) as per details provide below:

Province	District / Region	Roads / Sites	Date
Kwa-Zulu Natal	Ladysmith, Durban, Pietermaritzburg	D2502, D91, P40, P549, P205/2, P213, D96	10-11 March 2022
Eastern Cape	Amathole, Alfred Nzo, Sarah Baartman, Joe Gqabi, OR Tambo, Chris Hani	DR08047, DR08403, DR08044, DR08331, DR08346, DR2764	16-17 March 2022
Free State	Lejweleputswa, Thabo Mofutsanyana, Mangaung, Fezile Dabi, Xhariep	S556, S570, S118, S571, P8/1	24-24 March 2022
Mpumalanga	Nkangala, Bohlabela, Gert Sibande, Ehlanzeni	D1175, D957, D2685, D1604, D2950, D1604, P77/2	29-31 March 2022
North West	Dr Ruth Segomotsi Mompati, Ngaka Modri Molema, Bojanala, Dr Kennet Kaunda	D141, P34/2, P48/1, D171, D970	5-6 April 2022
Limpopo	Capricon, Sekhukhune Waterberg, Vhembe, Mopani	D3830, D3749, D3653	9-11 April 2022

Table 2: Details of Inspections and Assessments

In the case of the National Route R61 at Tsomo junction between Ngcobo and Cofimvaba in the Chris Hani District Municipality, the repairs were completed by SANRAL and this road officially opened to motorists on the 28 February 2022.

In case of provincial and municipal roads, the implementation of emergency repairs works was activated by the various road authorities to the affected road infrastructure that falls within their respective areas of jurisdiction.

It must be noted that:

• In terms of the Disaster Management Act No 57 of 2002, when a disaster occurs:
  • the cost of repairing or replacing public sector infrastructure should be borne by the organ of state responsible for the maintenance of such infrastructure.
  • any financial assistance provided by a national, provincial or municipal organ of state must be in accordance with the national disaster management framework and any applicable post-disaster recovery and rehabilitation policy of the relevant sphere of government
• as storms continue to cause floods in some areas, the road authorities continues to assess and intervene by repairing damages to restore access, including temporary bypasses and alternative routing for continued access to basic amenities and socio-economic facilities.
• the reconstruction and rehabilitation to infrastructure damaged by floods, including road infrastructure will depend on the approval of budget reprioritisation and allocation of additional funds by the NDMC and National Treasury;
• National Government shall assist provinces through the Provincial Road Maintenance Grant (PRMG) and municipalities through the Municipal Infrastructure Grant (MIG), as allowable with the provisions of these grant frameworks in terms of the Divisional of Revenue Act (DORA);
• discussions are taking place at the Inter-Governmental Committee on Disaster Management (ICDM) and the National Disaster Management Centre (NDMC)’s Disaster Operations Centre (DOC) remains activated to coordinate and facilitate the implementation of focused intervention and response measures including the monitoring and reporting of summer-related incidents and declared disasters;
• The Department shall comply with any policy changes approved by ICDM.

Reply:

“Whether, with reference to the Chief Dawid Stuurman International Airport in Port Elizabeth, the Airports Company South Africa has:

a) completed the review of the precinct plan announced in the 2018-19 financial year;

Yes

b) developed a plan to upgrade the airport infrastructure to increase capacity; if not, why not; if so, what are they?

No. Due to the Covid-19 pandemic impact, passenger traffic demand declined with more than 80% over the entire ACSA airport system. Passenger traffic at Chief Dawid Stuurman International Airport decreased from approximately 1.7 million passengers in the 2019/2020 FY to approximately 400 000 passengers in the 2020/21 FY. As a result of low traffic volumes and ACSA’s financial position (-R2.6 billion loss in 2020/21) it was decided to suspend all capacity projects, including the Development Plans for Chief Dawid Stuurman International Airport. The business strategy was refocused on critical refurbishments and replacements and, all capacity projects had to be deferred. ACSA continues to monitor traffic and intends to re-initiate capacity projects of this nature in line with passenger demand.(i) relevant details of the plan, including dates of commencement and completion, See Sections 2-4, for the approach, capacity projects, and detailed process followed.

1. Background and Context

The development of Airports in the ACSA group is guided by a hierarchy of plans at a macro and micro level. At a macro level, development is guided by the Airport Master Plans followed by Precinct Plans, where precinct plans focus on specific areas or precincts as identified in the Airport Master Plan, e.g., terminal precinct, cargo precinct. etc. On a micro level, development plans focus on a specific infrastructure, e.g., passenger terminal, parking area, etc., within a specific precinct.

For the purpose of this response, the focus will be placed on the Landside Terminal Precinct Plan and the Development Plans for Chief Dawid Stuurman International Airport. The Precinct Plans do not identify specific infrastructure projects to increase capacity, but the Development Plans respond directly to interventions to increase capacity in line with traffic demand.

The Airports Company South Africa commenced with the development of a Landside Terminal Precinct Plan/Urban Design Framework for Chief Dawid Stuurman International Airport in the 2019/20 financial year and successfully completed the Precinct Plan in the 2020/21 financial year. The study area for the Precinct Plan consists of the landside terminal precinct area as identified in the Chief Dawid Stuurman International Airport Master Plan.

The primary focus of the Precinct Plan was to ensure clear linkages of the precinct with the land uses in the airport’s adjoining and surrounding areas to create a fully integrated precinct in the urban context.

The main purpose of the Precinct Plan is to determine sustainable land use and to define a development strategy, based on the commercial development potential of the airport property that is not required for core aviation uses. This is in accordance with ACSA’s strategic objective of generating non-regulated revenue/non-aeronautical revenue.

The process to arrive at the Precinct Plan consisted of the following phases, each with associated deliverables:

• Phase 1: Inception / Scoping Report
• Phase 2: Data Collection and Consolidation
• Phase 3: Future Conceptualisation and Objectives
• Phase 4: Conceptual Design Framework
• Phase 5: Final Precinct Plan / Framework

2. Development Plans - Chief Dawid Stuurman International Airport

Two major projects for Chief Dawid Stuurman International Airport were planned to commence during the 2019 to 2023 Permission Period i.e., Terminal Re-development and Landside Parking. The details of these projects or developments at the time (pre-Covid-19) are indicated below:

Project Name:	terminal Development
PrOJECT CATEGORY	New Capacity
Project Motivation	The terminal was last renovated in 2009. The renovations took the overall capacity of the terminal to 2 Million Annual Passengers (MAP) with limitations on the departure lounge, concourses, and queuing areas. The 2 MAP overall capacity was expected to be reached by 2019.
Project Scope/Description	The cost estimate of R 10 million at this stage only consisted of initial fees to initiate design development. Construction or implementation of the development was not included in the estimated cost. The fees were also to be utilised to finalise scoping. It was envisaged that the eventual terminal development will entail the demolition of a part of the existing terminal and reconstruction of a new building on the existing site. The new building was to have double the footprint of the existing terminal. Passenger loading bridges were to be introduced.
PROJECT BENEFITS	This terminal development project was targeted at addressing the current constraints at the time and to provide additional capacity to meet future demand. Benefits included improvement of the ASQ score for the airport along with the IATA Levels of Service (LOS). An additional 2 MAP capacity was also anticipated.
ASSOCIATED Opex/NON-AERO REVENUE	This was going to be determined once the scope was finalised and it was going to be realised once the development of the terminal was complete.
Project Cost	The full project cost was estimated at R 1,2 billion, however only R 10 million was required for this Permssion period to commence with the intial design development.
PrOJECT TIMELINES	The design was to commence in 2023. The terminal development was estimated to be completed by 2026.

Project Name:	PARKING
PrOJECT CATEGORY	New Capacity
Project Motivation	The demand for car rental bays was expected to exceed the current allocation. The airport has sufficient bays to meet the overall demand, however, the allocation between car rental and public parking needed to be re-assigned.
Project Scope/Description	This project entails re-organising and optimising the existing parking. The boundary between car rental and public parking was to be relocated, with parking re-assigned between car rental and public parking. The ingress and egress layout were intended to be re-organised in-line with the parking reassignment.
PROJECT BENEFITS	This project was aimed at improving utilisation of the existing parking facilities and to optimise utilisation of the landside.
ASSOCIATED Opex/NON-AERO REVENUE	Parking revenues were to be generated for the reallocation of public and car rental bays.
Project Cost	The project was estimated to cost R 17 million.
PrOJECT TIMELINES	The project was planned for completion in 2022.

Due to the Covid-19 pandemic impact, passenger traffic demand declined with more than 80% over the entire ACSA airport system. Passenger traffic at Chief Dawid Stuurman International Airport decreased from approximately 1.7 million passengers in the 2019/2020 FY to approximately 400 000 passengers in the 2020/21 FY. As a result of low traffic volumes and ACSA’s financial position (-R2.6 billion loss in 2020/21) it was decided to suspend all capacity projects including the Development Plans for Chief Dawid Stuurman International Airport mentioned above. The business strategy was focussed on critical refurbishments and replacements, therefore, all capacity projects had to be deferred. ACSA continues to monitor traffic and intends to re-initiate capacity projects of this nature in line with passenger demand.

(ii) relevant details of the successes achieved as a result of the Airport Airlift Project;

(iii) any further, relevant details?”

3. Airport Airlift Project

The Nelson Mandela Bay Airlift project is a collaboration between Nelson Mandela Bay Municipality, Airports Company of South Africa, Nelson Mandela Bay Tourism, and the Nelson Mandela Bay Business Chamber.

The main objective of the project is to increase the number of tourists to Gqeberha, to stimulate economic growth for the city and region.

The key strategic pillars for the project are:

• Improving airlift – by partnering with airlines to develop new air routes whilst maintaining and expanding existing routes at Chief Dawid Stuurman Airport.
• Collaborative destination marketing – to create/stimulate demand and drive inbound tourist arrivals into the city and region.

Other objectives are to:

• increase our market share of tourists.
• inspire travellers and change perceptions regarding Nelson Mandela Bay.
• increase awareness and positivity for the destination.
• increase searches and engagement on our destination marketing channels.

Progress to date:

• The development of an Airline Incentive Framework/Policy, which has been included in the City’s Investment Incentive Policy. An incentive programme is vital to mitigate the risk in the early stages of a new airline operation and thereby ensuring the sustainability of route development opportunities.
• Partnership with Mango Airlines to increase airlift between Chief Dawid Stuurman International Airport and Lanseria in 2019.
• Partnership with Cemair to develop direct routes between Chief Dawid Stuurman International Airport to Braam Fischer International Airport and King Phalo Airport.
• Development of a route pipeline, with targeted routes earmarked for development.

Reply:

1. (a) No

(b) No

The Minister of Transport will not ask for the capability assessment to be conducted;

(i) N/A

(ii) N/A

(iii) N/A

Reply:

1. The Foreshore Freeway is a City road and the original plan was to implement it in phases. When the time came for building the missing portion of the Foreshore Freeway, the predicted traffic for the commencement date of construction had not materialised. A decision was taken to postpone the completion of the Foreshore Freeway until a later date when the traffic had increased to the levels that could justify the completion. Since that date, the emphasis then changed from road building to promoting public Transport and the completion of the freeway was not prioritized above improving public transport. Since then the City being able to afford the completion of the freeway has been a challenge. The current predicted cost of completing the Foreshore Freeway is in the order of R1.808billion.

2. It is certainly the City’s desire to complete the Foreshore Freeway but for this to happen will require a partnership between all three spheres of government. The anticipated duration of the completion of the |Foreshore Freeway project is 9 years including the review of the conceptual design, detailed design, construction tender documents preparation as well as construction. The earliest the Foreshore Freeway could be completed and open to the public would be in the 2030/2031 City financial year provided budget is secured timeously.

Reply:

SANRAL and the City of Cape Town (CoCT) signed an Implementation Protocol (IP) in terms of section 35(1) of the Intergovernmental Relations Framework Act, 2005 (Act No. 13 of 2005) ("IRFA"), in Dec 2020. This IP is a codification of the Constitutional obligation placed upon all organs of the state to cooperate with one another when embarking on major projects that will draw on the resources of two or more such organs of the state. It also allows for the exercising of statutory powers by both parties in a coordinated manner.

The IP sets out in detail the role and responsibilities of each party thereto.

In this instance, the statutory function or the provision of a service, depends on the participation of organs of state in different governments who must co-ordinate their actions. This has been done as it would be in the best interest of both the CoCT and SANRAL to construct the N2 through Somerset West, thus positively impacting the economy of Western Cape Province and that of the country. This initiative by SANRAL is accordingly in the national and local public interest.

In brief, the IP requires that SANRAL would design and construct the proposed extension of the 13 km of Greenfields N2, amongst others, whereas the CoCT would be responsible for the procurement of alternative land suitable for housing, take transfer of such alternate land, procure all necessary development rights and to develop such land to enable the main relocations and other relocations of the informal settlements within the N2 Road Reserve to be effected in keeping with the N2 Project Timeline.

The IP established an Intergovernmental Forum (the IgF) which consists of delegated management officials from both SANRAL and the CoCT. Both parties provide the alternating chairperson for the “IgF”. Various work plans have been prepared and adopted by the IgF which set out all the tasks relating to the full spectrum of the IP in support of the N2 Project. There are but two outstanding work plans which are currently being finalised. These work plans, inter alia, are geared and detailed to the extent that the projected timelines for the both the construction of the N2 Project and the relocation of all occupants from the road reserve is achieved. The CoCT has identified various land parcels for the main relocation and is currently finalising the acquisition thereof. Once this process is finalised a more detailed timeline for the main relocation will be submitted to the IgF for approval and adoption.

Once all work plans are approved and adopted by the IgF, each party is bound to these and the timeframes that flow therefrom. In terms of the IP, the IgF is empowered to intervene and seek higher authority and assistance to ensure any risk of “slippages” are addressed before they are realised. In this regard the IgF will also shortly be required to consider and adopt a full “Risk Register” that will guide the whole process under the IP. Further the IP will also be requested to consider, adopt and manage a joint communication strategy that will ensure there is a unified approach to all aspects of communication both with the communities settled in the N2 Road Reserve, the wider community of Somerset West and the greater CoCT Community. .

The work plan for project timelines will be submitted to the next IgF meeting on the 17 May 2022. At this point the provisional timeline is for the main relocation to commence from September 2024 and be concluded by December 2026. This will be in a phased manner allowing the affected section of the N2 Project to commence from July 2025.

Based on the current SANRAL planning and timelines as submitted and already considered by the CoCT, SANRAL must be able to commence with road construction when in possession of “a vacant road reserve “by the fourth quarter of 2024/2025”, as per the two planned construction sections.

It must be emphasized that the conclusion of the land acquisition by the CoCT and the procurement of all development rights to enable the alternative land procured to be developed into integrated townships, is on the “critical path” that will determine the timeline for the N2 Project construction activities. This aspect is complex, and the consents required in terms of the Planning and Environmental Laws are not within the control of SANRAL and the CoCT.

Reply:

a) The consulting engineering service providers are finalising the required detail plans and construction tender documents, subject to finalisation of various outstanding matters such as land acquisition.

b) Based on the current SANRAL planning and timelines as submitted and already considered by the City of Cape Town (CoCT), SANRAL can only commence with road construction when in possession of a ‘vacant road reserve’, which for now is planned for the period January 2025 to July 2025, as per the two planned construction sections. It must be emphasized that the conclusion of the land acquisition by the CoCT and the securing of all development rights to enable the alternative land procured to be developed into integrated townships, is on the “critical path” that will determine the timeline for the N2 Construction Projects. This aspect is complex, and the consents required in terms of the Planning and Environmental Laws are not within the control of SANRAL and the CoCT.

Reply:

1. Yes, intergovernmental assessment to determine the ability and/or preparedness of municipalities to implement the Administrative Adjudication of Road Traffic Offences Act, Act 46 of 1998 (AARTO) has been conducted from 2015/16 Financial Year with the most recent readiness assessment completed in the current financial year 2021/22.

The readiness assessments were conducted in all 9 (nine) provinces and covered 213 Metro/Municipal jurisdictions. The readiness assessment scope sought to establish the following:

1.1 Whether an issuing authority has an issuing authority code and user group office code as per NaTIS system;

1.2 Whether all key actors have been trained i.e. law enforcement, data capturers and cashiers;

1.3 Whether the requisite IT equipment has been installed;

1.4 Whether all the SLAs between IAs and SAPO, GPW & RTIA are in place(this relates to printing and posting as well as the availability of stationery);

1.5 Whether all actors are registered on the system;

1.6 Whether Back Office and Camera enforcement system is managed by the IA or an external service provider; and

1.7 Whether the service provider is linked to National Contraventions Register (to establish whether the service provider is AARTO ready).

2. My Department in the process of rolling out AARTO engaged with the MEC’s for Transport and Community Safety and Minister of Justice & Correctional Services requesting their concurrence in the promulgation of the AARTO regulations. All MEC’s within the Road Transport Management portfolio with the exception of Western Cape provided their concurrence to the Department to proceed with the envisaged National AARTO rollout.

Furthermore, there is already a National AARTO National Steering Committee comprising of the Provinces and Municipalities tasked with monitoring the readiness to implement AARTO, I will look at that report and should the need arise to engage the MEC’s on the provincial readiness before the final implementation.

Reply:

As responded in question 818. The status quo remains.

Reply:

(a) What are the reasons that his department has not provided bus stations in townships to serve as shelters for commuters of the bus rapid transit Go George similar to those in suburban areas?

The GO GEORGE public transport service does not differentiate between suburban and township areas, but rather between urban, peri-urban and rural contexts. In terms of this context, all urban areas in the Municipal area are accommodated in the same manner, using a phased infrastructure approach in areas where the bus service is implemented. This phased infrastructure approach includes the provision of stops, followed by the addition of shelters and other infrastructure as the service settles and the chosen routing and user patterns stabilise adequately.

These shelters are provided based on a warrant system, which considers several aspects and provides a priority weighting of which stops require shelters as budget becomes available. This weighting includes elements such as the number of passengers using a specific stop, the number of intersecting bus routes at that stop, pedestrian safety and exposure to the elements. The warrant also provides an indication of the size of shelter required.

(b) Does his department have any plans to build such waiting shelters?

At this point in time, the service has not yet been implemented in Thembalethu (Township) but the routes covering Thembalethu are in the planning and design process. Bus stops are currently being planned along these routes and once the service is implemented, shelters will be placed at the stops in a phased manner, based on budget availability and the outcomes of the afore-mentioned warrant weighting system.

Reply:

The transport sector, across the world, experienced massive ridership drop due to the pandemic brought about by the Coronavirus (Covid-19). This followed stringent measures imposed by many countries to mitigate and curb the spread of the virus. Some of these measures included restrictions in the movement of people through lockdowns as well as encouragement for people to work from home.

In South Africa, the taxi industry bore the brunt of these measures. Initially, taxis were permitted to carry only 50% of their licensed vehicle capacity and this was later increased to 70% when the lockdown restrictions were eased. The industry also had to contend with increased cost of procuring cleaning disinfectant materials for vehicles and sanitisers for passengers. The net effect of all these to the industry has been a declining revenue base and an increase in costs, which left many operators struggling to stay financially afloat.

In response, the Department secured once off ex gratia relief funds to the value of R1,135 billion to assist operators to mitigate the effect of Covid-19. The relief scheme is not intended to compensate for loss of income and was provided in terms of the Disaster Management Act.

The Taxi Relief Fund was approved as relief to operators from the impact of the Covid-19 pandemic.

Reply:

a) The Department of Transport developed the Green Transport Strategy (GTS), which was approved in 2018. The GTS establishes the national environmental policy directive for the transportation sector. It begins by identifying the transportation sector as the fastest-growing source of SA's GHG emissions, with road transport being the primary source, and emphasizes the importance of transitioning to an accessible, cost-reflective, and affordable low carbon transportation system. The Strategy considers a variety of policy interventions that could significantly reduce "GHG emissions and other environmental impacts from the transportation sector by 5% by 2050, thereby promoting economic growth and inclusive development."

The GTS also makes provision for discussing the outlook for green transport technologies in its implementation pillars. Implementation Theme no 8. specifies the following actions: i) Reduce the carbon footprint and over-reliance of petroleum-based fuels, by decarbonizing the transport sector, ii) Promote the use of alternative fuels such as compressed natural gas (CNG) or biogas, and liquid biofuels, and iii) Promote and facilitate the uptake of electric, hybrid-electric, and fuel cell powered vehicles.

The policy statements from the GTS in its implementation themes as well as in its strategic pillars, have afforded the transport sector clear directives from the Department of Transport, as our predominant goal is to decarbonise the transport sector, and reduce the over-reliance on petroleum-based fuel in the sector, by promoting and encouraging the mass uptake of green transport technologies, including the mass uptake of electric vehicles.

Since the adoption of the GTS, and especially since the issue of electro-mobility is cross-cutting, the Department has been working in conjunction with other Departments such as DTIC (Department of Trade, Industry and Competition) on their work regarding automotive industry, specifically regarding new and efficient vehicle technologies.

Amongst the challenges identified were the, (i) range anxiety among consumers that became key in discussions around electric vehicles. Although this has dramatically been alleviated with the recent provisioning and upgrade of over two hundred charging stations throughout the country, it still remains a key challenge which we are constantly engaging among one another as government departments to resolve. (ii) The issue of the constrained power grid from ESKOM that also becomes a challenge for the overall uptake with a key issue of how these vehicles will be recharged should a major power outage should occur, or even during the regular load shedding intervals. There is also the issue of market stimulations of offering monetary incentives that other countries have incorporated into their ideals for the mass uptake of electric vehicles. The incentives can be offered to both the consumers and the manufacturers as was done in the areas around the EU such as Sweden, or Norway.

b) The Department is are also very cognisant however to the challenges that will occur for this shift in vehicle technology to occur, especially if it would be “mass uptake”.. The first challenge is that the tax regime (import duties) for electric vehicles in South Africa has created a situation of barrier to trade. Compared with the around 18% import duty currently added to the price of a vehicle with an internal combustion engine landing in South Africa, an all-electric vehicle is taxed by up to 25%, Thus pushing the electric vehicle out of the typical affordability market also puts the electric car into being classified as luxury, irrespective of the type, or model of the car. The import duties are currently being imposed by the Department of Trade Industry and Competition.

In the past rigorous, engagements between the two Departments, DOT and DTIC has occurred, on how to sufficiently manage the issues surrounding the import duties and how they are becoming a market barrier for the technological switch within the transport sector. To date the DTIC has developed a “Green Paper on New Energy Efficient Vehicles” which has the purpose of establishing a clear policy foundation that will enable the country to coordinate a long-term strategy that will position South Africa at the forefront of advanced vehicle manufacturing as well as advanced vehicle-component manufacturing. The strategy is complemented by a consumption leg, and a focus on increasing competitiveness in the global race to transition from the internal combustion engine era into electro-mobility solutions and technologies, and to help develop a roadmap to the local production of electric vehicles.

There are also efforts to build electric vehicles in SA, to keep our auto industry at the cutting edge of new market developments and to maintain our export capacity for key markets such as the EU and UK, whom have both set new targets and deadlines to reduce the number of fossil fuel reliant vehicles on their roads. We need charging infrastructure – and must expand beyond the existing two hundred charging points for electric vehicles in SA using the agreed SABS standards.

The ever-pressing issue of fiscal and non-fiscal incentives also becomes a challenge when dealing with making the electro-mobility market appealing to the consumer. The DTIC currently offers manufacturing incentives to OEMS’s in the country through their Automotive Incentive Scheme: the AIS provides for a non-taxable cash grant of 20% of the value of qualifying investment in productive assets for original equipment manufacturers (OEMs) and 25% of the value of qualifying investment in productive assets for component manufacturers and tooling companies, as approved by the DTIC: However, while these incentives are appreciated, they seem to be inadequate in ensuring that electric vehicles are competitively priced within the domestic market for both manufacturing of these vehicles and selling of the vehicles domestically.

The policy developments within each and between both the DOT and DTIC have created a shift as the country creates an enabling electro-mobility space. This new space within the vehicle industry will need intensive support from both the local OEM’s and government to ensure that there is seamless entry to the EV market throughout the whole value chain of electro-mobility. With the base of policy directive from the GTS and follow-up policy directive from the Auto Green Paper, there is a clear policy will form government regarding the uptake and implementation of EV’s within the South African car market.

Reply:

The Department is expediting the finalisation of the public transport subsidy policy that proposes specific measures that will be implemented in the short, medium and long term. The policy document makes recommendations for the subsidisation of the taxi industry. The Department is preparing the policy draft for submission to Cabinet for approval to embark on stakeholder consultation.

 

Reply:

	Minister (i)	Deputy Minister (ii)	Department (iii)
Catering (a)	63,270	27,170	5,301,157
Entertainment (b)	56,535	20,292	350,045
Accommodation (c)	549,363	214,495	27,793,537

Reply:

There is currently no determined date for Prasa to allow private sector access and operation of key routes. The Department of Transport is currently finalising the White Paper on National Rail Policy which pronounces on concessioning of commuter rail as an alternate method of delivery for rail services. Once approved by Cabinet , Prasa will implement the policy provisions.

Reply:

1. Operators are required to investigate all occurrences and report them to the Railway Safety Regulator (RSR) in terms of section 38 of the National Railway Safety Regulator Act, 2002. The type of investigations the RSR conducts is where occurrences result in any of the following:

(i) Multiple (more than 1) injury or fatality in any occurrence category.

(ii) Significant damage to property including assets.

(iii) Significant environmental damage.

(iv) Any occurrences on the network which may attract media attention or may give rise to a possible evacuation of a community or part thereof, occurrences which may affect the normal public road usage or an injury/death to a public figure.

a) On 7 November 2021, at approximately 00h35 it was reported that Transnet Blue train that was staged at Union station had run away and derailed at SCAW SA siding. The RSR responded to the occurrence site to determine facts which contributed to the derailment.

Transnet Freight Rail has indicated that they are conducting a Board of Inquiry (BOI) into the cause of the derailment to establish facts surrounding the occurrence and develop recommendations aimed at reducing the recurrence of the occurrence.

b) On 16 January 2022 at 11h18 it was reported that A Blue train derailed during shunting at the TFR yard in Pretoria at 11h00. No injuries were sustained, no impact on assets and operations.

This occurrence does not meet the requirements for RSR to respond to site in accordance with the RSR procedures. Since it did not result in fatalities and/or injuries to operators’ employees, members of the public, and passengers. There were no injuries sustained and no impact to asset and operations as a result of this occurrence.

2. Transnet has one safety permit; the safety permit expires on 30 June 2022. Following a request from Transnet to submit their safety application in May month, their safety permit will be extended to expire in August 2022.

Reply:

(i) Minister Vehicles Mr Fikile Mbalula, MP

(a)Make	(b)Model	(c)Year of Manufacture	(d)Price	(e)Purchase Date	Office	Order Date	Comments
Mercedes Benz	Benz	2017	984,990.00	12/07/2017	Pretoria	28/06/2017	Returned for Disposal
BMW	5 Series Sedan	2021	748,624.04	27/01/2022	Pretoria	29/11/2021
Toyota	Fortuner	2017	557,927.65	28/04/2017	Cape Town	15/ 02/2017

 

(ii)Deputy Minister Hon. Sindisiwe Chikunga, MP

(a)Make	(b)Model	(c)Year of Manufacturer	(d)Price	(e)Purchase Date		Office	Order date	Comments
BMW	X5	2017	924,146,24	12/05/2017		Pretoria	12/05/2017
Jaguar	XJ	2017	800,000.00	31/03/2017		Cape Town	29/03/2017

Reply:

The Railway Safety Regulator has received reports with regards to (a) the incident where an empty Transnet Freight Rail (TFR) Blue train derailed at the Union Station Loop in Germiston on Sunday, 7 November 2021 and (b) two Blue Train coaches derailing within the Salvokop Blue Train train-yard in January 2022.

The reports are currently being reviewed by the Railway Safety Regulator.

Reply:

a) The Department of Transport and /or its Entities do not manage road traffic at the mouth of the border, it falls within the Nkomazi Local Municipality jurisdiction supported by the Mpumalanga Department of Public Works in line with Schedule 5 Part B of the Constitution of the Republic of South Africa. However, the Cross-Border Road Transport Agency (C-BRTA) supports and contributes to the unimpeded flow of goods and passengers between South Africa and her neighbouring states through its law enforcement arm.

b) Since the Department of Transport and or its entities does not monitor traffic as stipulated above it has not done surveys to ascertain the impact of this practice. However, such a practice can contribute to the bridge collapse, congestion, reduction of efficiencies, lack of compliance to road traffic regulations and does not promote road safety.

Looking into the future, the C-BRTA is in a process of implementing a pilot, with the South African Revenue Service (SARS), on an Operator Compliance Accreditation System (OCAS) and Authorised Economic Operator (AEO). This pilot will fast-track accredited trucks to cross the border with limited interventions from border stakeholders. Furthermore, the C-BRTA is also in a process of negotiating with other government and private stakeholders regarding the implementation of a new electronic Queue Management system that will allow trucks to the border to be allocated designated time slots, the electronic queue management system will also be implemented together with a holding facility closer to the mouth of the border as there is no parking space along the corridor for such truck volumes. If trucks arrive at the border before their allocated time slots, they will then be allocated numbers on arrival and be released when called by border authorities to cross. These measures will alleviate congestion at the border and eliminate the possible utilisation of the Komatipoort Bridge as a parking space for trucks.

Reply:

(a)(i)	(b)	(c)	(d)	(e)
Number	Name of Contractor	Type of work	National Route	Estimated Completion Date
1	Geomech Africa (Pty) Ltd	GEOTECHNICAL DRILLING SERVICES FOR THE UPGRADING OF NATIONAL ROUTE 2 BETWEEN UMTENTWENI INTERCHANGE (SECTION 22, KM 34.8) AND HIBBERDENE INTERCHANGE (SECTION 23, KM 5.3)	N2	June 2021
	Geomech Africa (Pty) Ltd	GEOTECHNICAL DRILLING SERVICES FOR THE UPGRADE OF NATIONAL ROUTE 2, SECTION 32 FROM PONGOLA (KM 30.80) TO THE MPUMALANGA BORDER (KM 70.16)	N2	June 2021
	Geomech Africa (Pty) Ltd	GEOTECHNICAL DRILLING INVESTIGATION FOR THE DESIGN OF THE UPGRADE TO NATIONAL ROUTE 2 SECTION 24 AND SECTION 25 BETWEEN LOVU RIVER (KM 12.0) AND UMLAAS CANAL (KM 2.7)	N2	October 2021
2	Leomat Construction (Pty) Ltd	WIDENING OF NATIONAL ROUTE R22 SECTION 5, THROUGH KWANGWANASE TOWN	R22	June 2023
3	Martin & East (Pty) Ltd	MANUFACTURE OF A TEMPORARY VEHICLE RESTRAINT CONCRETE BARRIER SYSTEM FOR THE UPGRADING OF NATIONAL ROUTES 2 AND 3 IN THE EASTERN REGION	N2 & N3	April 2023
4	Raubex Construction (Pty) Ltd	THE UPGRADE OF NATIONAL ROUTE 3, SECTION 2 FROM DARDANELLES (KM 26.6) TO LYNNFIELD PARK (KM 30.6)	N3	June 2024
	Raubex Construction (Pty) Ltd	THE UPGRADE TO NATIONAL ROUTE 3, SECTION 2, FROM CATO RIDGE (KM 20,2) TO DARDANELLES (KM 26,6).	N3	April 2025
	Raubex Construction (Pty) Ltd	THE UPGRADING OF NATIONAL ROUTE 2 FROM KWAMASHU INTERCHANGE, SECTION 25 (KM 28.6) TO UMDLOTI RIVER BRIDGE, SECTION 26 (KM 14.0)	N2	December 2025
5	Raubex KZN (Pty) Ltd	PERIODIC MAINTENANCE OF THE NATIONAL ROUTE N2, BETWEEN SECTION 21, IZINGOLWENI (KM 101.1) AND SECTION 22, MURCHISON (KM 18.4)	N2	June 2022
	Raubex KZN (Pty) Ltd	PERIODIC MAINTENANCE OF NATIONAL ROUTE 2 SECTION 22 FROM MTAMVUNA RIVER (KM 0.00) TO KANDANDLOVU (KM 12.40) - Package 1	N2	April 2022
	Raubex KZN (Pty) Ltd	PERIODIC MAINTENANCE OF NATIONAL ROUTE 2 SECTION 22 FROM KANDANDLOVU (KM 12.40) TO MBIZANA RIVER (KM 24.00) - Package 2	N2	April 2022
	Raubex KZN (Pty) Ltd	RECONSTRUCTION OF THE SLOW LANE ON NATIONAL ROUTE 3 SECTION 3 FROM SANCTUARY ROAD INTERCHANGE (KM 15.2) TO LINK ROAD (KM 21.2)	N3	August 2022
6	Rumdel Construction Cape (Pty) Ltd	THE UPGRADE TO NATIONAL ROUTE 3, SECTIONS 2 AND 3 FROM LYNNFIELD PARK (KM30.6) TO ASHBURTON (KM0.8)	N3	January 2025
7	Tau Pele Construction (Pty) Ltd	PERIODIC MAINTENANCE ON NATIONAL ROUTE 2, SECTION 29 FROM EMPANGENI T-JUNCTION (km 13.00) TO km 28.80	N2	July 2022
	Tau Pele Construction (Pty) Ltd	PERIODIC MAINTENANCE ON NATIONAL ROUTE 2, SECTION 29 FROM km 28.8 TO ETEZA WEIGHBRIDGE (km 44.6)  - Package 2	N2	July 2022
8	Telegenix Trading 799 (Pty) Ltd	MOOI RIVER TRAFFIC CONTROL CENTRE OPERATIONS	N3	May 2026
9	Trench and Blasting (Pty) Ltd	THE PROVISION OF CRUSHED AGGREGATE FROM THE RCL 9 QUARRY FOR THE UPGRADE OF THE N3 BETWEEN CATO RIDGE TO NEW ENGLAND ROAD	N3	August 2026
10	Triamic Construction (Pty) Ltd	CONSTRUCTION OF THE NEW KOKSTAD INTERCHANGE AND TRAFFIC CONTROL CENTRE ON NATIONAL ROUTE 2, SECTION 21 (KM 6.4)	N2	November 2023

Reply:

1 The Board of Control of PRASA is governed by section 24 of the Legal Succession to the South African Transport Services Act, 1989 (Act No. 9 of 1989) which provides that –

“(1) the affairs of the Corporation shall be managed by a Board of Control of not more than 11 members including the chairman, who shall be appointed and dismissed by the Minister.

(2) At least-

(a) one of the members of the Board of Control shall be an officer in the Department of Transport;

(b) one of the members of the Board of Control shall be an officer in the Department of Finance;

(c) one of the members of the Board of Control shall be nominated by the South African Local Government Association recognised in terms of section 2 (1) (a) of the Organised Local Government Act, 1997 (Act 52 of 1997);

(d) three of the members of the Board of Control shall have expertise and experience in the management of a private sector enterprise.”

(a) There are currently nine Board members, with only two vacancies

(b) The two vacancies have been advertised through a mass advertisement for all Transport entities, and the process of filling the positions is underway.

(2) The Board of Control of PRASA does quorate with the 9 members as the Act requires not more than 11 members rather than 11 members. What will cause the Board of Control not to quorate will be vacancies emanating from non-compliance with section 24 (2) of the Act, of which the 2 vacancies mentioned above are not related to the provisions of section 24(2).

 

Reply:

(a) Department

Invoice Age Analysis	Number of Invoices	Total Amount (b)
More than 30 days (aa)	29	R 71,851.69
More than 60 days (bb)	13	R 35,607.16
More than 90 days (cc)	0	R 0.00
More than 120 days (dd)	223	R 1,187,235.53
Total	265	R 1,294,694.38

(c) The invoices more than 30 days and 60 days will be paid within the next 30 days. The invoices more than 120 days are disputed Phakisa invoices. A final offer was accepted by the supplier and once the supplier provides the new invoices, it will be paid.

Airport of South Africa (ACSA)

Days	Amount	Number of Invoices
120	18 770 475,26	499
90	1 267 884,84	25
60	2 791 207,73	20
30	5 280 488,09	56
Current	38 047 207,76	118
Total	66 157 263,68	718
As a response to the Covid-19 pandemic, ACSA undertook a rental reprieve process for its tenants by giving out credit notes for the rental owed, amounting to R2,8 billion. In addition, the traffic volumes decline significantly reduced ACSA’s total revenues in the last two financial years. For the financial year ended 31 March 2021, revenues declined by about 80% i.e., from R7,2 billion to R2,2 billion, and this has led to decreased cashflows. ACSA engaged its suppliers for relaxed payment terms where possible, particularly among the bigger suppliers, leading to days average creditor days exceeding 30 days. The monthly payment to suppliers averages R150m to R200m. Invoices for which there are no queries are paid on a monthly. Invoices older than 30 days are those wherein there are queries with the suppliers pertaining to contractual matters pertaining to scope of works/goods delivered, timing and budgets/fees.

Air Transporting Navigating System ( ATNS)

Based on 31st January 2022 age analysis

		(aa)	(bb)	(cc)	(dd)
	Current Period	31 - 60 Days	61 - 90 Days	90 - 120 Days	120 Days and over	Total
	R	R	R	R	R	R
(a) No. of invoices	101	57	48	35	390	631
	16%	9%	8%	6%	62%	100%
(b) Total Amount	12,197,617	4,155,346	5,927,040	1,665,189	3,775,262	27,720,453
	44%	15%	21%	6%	14%	100%
Total No. of suppliers						150

(c) All suppliers where there are no disputes will be paid in 30 days

Cross Board Transport Agency( CBRTA

a) There are eleven (11) supplier invoices that currently remain unpaid at (b) Cross-Border Road Transport Agency (C-BRTA) and are shown in the table below.

(a)	(aa) – (dd)	(b)	(c)
Total number of invoices	Period of non-payment	Amount Outstanding	Envisaged date on which amount will be paid
2	180 days	R127 123.89	The Service Provider has invoiced us incorrectly. They have agreed to re-invoice and once we receive the updated invoices, payment will be processed. The envisaged payment date is 28 February 2022.
9	90 days	R63 357.97	The Agency has raised a dispute with the service provider regarding the billed amounts. Disputed amounts will be settled once engagements are concluded. The envisaged payment date is 28 February 2022.
11

South African National Roads Agency Limited (SANRAL)

(a)(ii) SANRAL has 5 outstanding invoices, which are older than 30 days. The age analysis of the creditors is indicated in the Table below.

Age	Number of invoices		(b) Value (R)	Reason
> 30 days	1		1 268 262.99	Rejected by bank due to banking details incorrectly supplied
> 60 days	1		1 738.00
> 90 days
> 120 days	3		12 405.80
TOTAL	5		1 282 406.79

b) The invoices will be paid immediately, once the vendor has supplied the correct banking details, as verified by the bank. SANRAL has a payment run twice a week.

Road Accident Fund (RAF)

(a)(ii) The number of supplier invoices that currently remain unpaid by the Road Accident Fund for more than	(aa) 30 days, is	(bb) 60 days, is	(cc) 90 days, is	and (dd) 120 days, is
	33	109	65	170
b) the total amount outstanding in each case is	R2,196,378.25	R5,921,095.21	R2,647,942.17	R11,881,697.38
and (c) the processing for payment of the outstanding amounts is an ongoing process, which is subject to certain challenges, including, unresolved queries relating to suppliers’ invoice details; suppliers’ change of banking details; disputes with suppliers on services or goods provided; and a lengthy and labour-intensive process involved in perusing itemised legal invoices, per item of cost incurred, having regard to different rates allowed per item.

Road Traffic Management Corporation (RTMC)

A) We have 8 invoices that are unpaid, please see table below:

Except for the one service provider, SAPO, all other invoices will be paid within 14 days and they are still within 30 day.

There is currently a dispute that is being resolved with SAPO, invoice to be paid within 7 days.

Road Traffic Infringement Agency (RTIA)

a) What number of supplier invoices currently remain unpaid by

(ii) each entity reporting to him for more than

(aa) 30 days =0,

(bb) 60 days = 2,

(cc) 90 days = 3 and

(dd) 120 days = 4,

(b) what is the total amount outstanding in each case and

(aa) 30 days =0,

(bb) 60 days = R121 034.52,

(cc) 90 days = R117 134.56 and

(dd) 120 days = R25 136.72

(c) by what date is it envisaged that the outstanding amounts will be settled?

(aa) 30 days =Not applicable,

(bb) 60 days = January 2022,

(cc) 90 days = January 2022 and

(dd) 120 days = under dispute

Drivers Licence Card Agency (DLCA)

(aa) 0

(bb) 0

(cc) 0

(dd) As at 10 February 2022, the DLCA has one invoice that remains unpaid for longer than 120 days, the invoice was received in February 2021. However, the DLCA has paid the portion of the invoice that was not disputed. The other portion is still under dispute.

(c) By 31 March 2022 after the legal dispute is resolved.

South African Maritime Safety Authority (SAMSA)

a) (i) Not applicable

(ii) (aa) 48

(bb) 10

(cc) 16

(dd) Included above, system ages up to 90+ days

b) (i) Not applicable

(ii) (aa) R95 043.21

(bb) R2 819.35

(cc) R205 930.79

(dd) Included above, system ages up to 90+ days

c) All outstanding invoices are planned to be settled in February 2022.

Ports Regulator of South Africa (PRSA)

(a)(ii) The Ports Regulator does not have any invoices that are outstanding for more than (aa) 30, (bb) 60, (cc) 90 or (120) days. The Ports Regulator has systems and processes in place to ensure that all invoices are paid within average of 14 to 21 days after the receipt of the invoice from supplier with no required amendments. This was further confirmed by the Auditor General during the 2020/2021 financial year audit.

(b) N/A

(c ) N/A

Railway Safety Regulator (RSR)

Number of invoices outstanding

Number of invoice outstanding
(aa) 30 days	(bb) 60 days	(cc) 90 days	(dd) 120 days
3	0	0	6

a) The total amount outstanding in each case is:

Period outstanding	Amount
30 days	R179,591-23
60 days	R0
90 days	R0
120 days	R19,923,304-65

b) The date envisaged for the outstanding amounts to be settled is:

Period outstanding	Amount	Envisaged date of payment	Notes
30 days	R179,591-23	28 February 2022	-
60 days	R0	Not applicable	-
90 days	R0	Not applicable	-
120 days	R1,855,767-89	31 March 2022	-
	R16,264,306-26	Unknown	The amount is being disputed and payment date is therefore unknown.
	R1,696,738-74	Unknown	The amount is being disputed and payment date is therefore unknown.
	R106,491-76	31 March 2022	-

South African Civil Aviation Authority (SACAA)

(ii) The SACAA currently has (aa) zero 30 days outstanding invoices (bb) zero 60 days outstanding invoices and (dd) only has one invoice outstanding as per the creditors age analysis that is in 120 days (b) amounting to R33 741. (c) The invoice is currently in dispute and will be paid once the dispute is resolved.

Passenger Rail Agency of South Africa (PRASA)

Number of invoices outstanding

c) The total amount outstanding in each case is:

Please refer to table above in (a).

d) It is impossible to specify the date on which the outstanding amounts will be settled given the current situation that PRASA finds itself in, especially with the OPEX.

• The total group debt amounts to R4,8 billion, with OPEX accounting for 92% of this debt.
• Most of the debt, 53%, is owed to Transnet, with other suppliers constituting 39% and municipalities a further 8%.
• PRASA is currently not able to pay its debt as they become due with most of its debt being in excess of 180 days.
• Only invoices over 180 days will be settled monthly except for payroll, critical suppliers (i.e. ICT, security, municipal rates, etc.), statutory items, insurance related claims, legal disbursements and court orders.

Reply:

The Department of Transport has plans to introduce the digital driving licence card in 2024/25 financial year. This project is the responsibility of the Driving Licence Card Account (DLCA) which is the trading entity responsible for the production of driving licence cards in South Africa. The introduction of the digital driving licence (commonly referred as the eDL) will be preceded by the introduction of the new driving licence card which is set to be launched in October 2023.

The design for the new driving licence card has been completed and is undergoing process for cabinet approval.

Reply:

(1) What (a) are the relevant details of the plan regarding the mooted R90,00 temporary driving licence card fee and (b) measures are in place for persons who cannot afford to pay the specified amount;

The Temporary Driving Licence (TDL) Fees vary from Province to Province and that is from R54 to R94. It is Government plan to standardise the TLD fees so that the TDL holders can remain within their Provinces for service. All motoring public who have vehicles and are driving are encouraged to renew their driving licenses before end of March 2022.

(2) whether there is a plan to subsidise citizens who cannot afford the amount; if not, why not; if so, how will the subsidy process be implemented? NW330E

The Honourable Minister has expressed a desire to engage with the Shareholder’s Committee to offer a bouquet of incentives to encourage the public to comply before deadline. At present there is no subsidy for the people who cannot afford to pay for the TDL.

 

Reply:

1. (a) The Department of Transport’s mandate relates to the monitoring of adherence to Committee of Transport Officials (COTO) requirements with regard to condition surveys performed by the SA National Roads Agency Limited (SANRAL) and the various Provincial Authorities. Therefore, the Department of Transport does not conduct its own condition surveys. (Department to verify response)

(b) As per COTO requirements, road condition surveys are required to be performed at least once after every 2 years for Class 1 roads. For the 69.1 km of National Roads (Class 1) under SANRAL administration in Uthukela District Municipality, the road condition surveys were performed on 9 October 2021 and 3 November 2021. For the 229 carriageway km (both directions) of National Roads (Class 1) under N3TC administration the road condition surveys were performed between 23 and 26 September 2021.

In addition to the above road condition surveys, both SANRAL and N3TC also perform daily route patrols to monitor for any accident damage, broken fences, flood damage, potholes, etc. and then issue appropriate job instructions for repairs to appointed service providers.

2. The outcome of the automated road condition surveys performed with road condition survey vehicles for the National Road sections in Uthukela District Municipality is summarised in Table 1 below for each km of National Road. The condition parameters measured include:

a) Roughness (m/km) - Measures smooth ride and wear and tear on vehicles and cargo.

b) Ruth Depth (mm) - Measures accumulation of surface water in wheel tracks and risk of vehicle aquaplaning

c) Texture Depth (mm) - Measures friction for safer wet weather travel at speeds exceeding 60km/h

d) Stuctural Strength – Measures structural strength to withstand the axle loads been applied.

e) Overall Condition Index – Weighted combination of the above condition parameters on a scale of 0 to 100, where 100 is perfect

Reply:

1. Yes, the Minister and the Department of Transport did share information with provincial governments about the implementation of the Administrative Adjudication of Road Traffic Offences Act, 1998 (Act No 46 of 1998)

(a) Minister of Transport through the Entity issued a Letter “LINKING OF SAPS OFFICERS TO ISSUING AUTHORITIES” dated 14 January 2021. The substance of the correspondence clarified the linking of the SAPS to the local traffic authorities.

The Minister of Transport issued a circular on “AARTO ROLL-OUT FROM 01 JULY 2021” as pronounced. The aforesaid circular is dated 9 July 2021. Was forwarded to all provinces.

The Minister further through the Entity facilitated virtual meetings with the all provinces regarding the AARTO Rollout. The engagements further presented the following:

• AARTO Master Implementation Plan;
• AARTO Readiness assessments;
• System Deployments and NaTIS Connectivity;
• AARTO Training for Law Enforcement & Back-Office Staff;
• AARTO Service outlets to be deployed per province;
• Signing of MoU’s between stakeholders to give effect to the rollout;

(SAPO & GPW issues)

• AARTO Education and Awareness Campaigns;
• Monitoring & Evaluation of the AARTO Implementation.

The virtual consultation dates with provinces were as followed:

Schedule of AARTO Meetings with HoDs in Provinces

Province	Meeting Date
Eastern Cape	09 March 2021
Mpumalanga	16 March 2021
North West	16 March 2021
Free State	17 March 2021
Limpopo	30 March 2021
KZN	19 April 2021
NC & WC	No confirmation of availability was received as requested
Gauteng	Currently implementing AARTO

August 2021 schedule of meetings held with Provincial Management

Province	Date
MP	17 August 2021
LP	17 August 2021
WC	19 August 2021
EC	19 August 2021
KZN	19 August 2021
GP	20 August 2021
NC	20 August 2021
FS	20 August 2021
NW	25 August 2021

September 2021 schedule of meetings held with Provincial Management

PROVINCE	DATE
FS	02 September 2021
GP	08 September 2021
MP	13 September 2021
LP	13 September 2021
WC	14 September 2021
EC	14 September 2021
KZN	14 September 2021
NC	16 September 2021
NW	16 September 2021

(b) The Minister & the Department of Transport have established an AARTO National Steering Committee (ANSC) that convenes quarterly for AARTO Stakeholders to engage on matters of mutual interest in the implementation of AARTO. The ANSC is preceded by technical support committees before the main committee could convene. The following are dates and issues deliberated upon in the ANSC:

ITEM	DATE
ANSC	28 January 2021
ANSC	29 March 2021
ANSC	11 June 2021
Special ANSC	14 July 2021
ANSC	24 August 2021
ANSC	28 September 2021
ANSC	17 February 2022

ANSC Issues:

The following are standard agenda items discussed at the ANSC:

• Feedback on Executive Directives & Shareholder Engagements
• AMIP/ Draft AARTO roll out plan and related updates
• AARTO IT equipment deployment report
• System enhancement update
• Technical support committee reports
• Municipal Monitoring and Oversight Sub-Committee/ SALGA Engagements
• Provincial AARTO Coordinating Committee meeting feedbacks

2. The Minister & the Department through its Entity received the following substantive responses from the Western Cape in response to information shared, all stating that the province will not be ready to implement of AARTO by 01 October 2021and further raised the following concerns:

2.1. The RTIA Capacity to implement AARTO

2.2. Lack of meaningful consultation;

2.3 The issues around the AARTO Regulations and the need to review AARTO legislation;

2.4. Delays in Training;

2.5. The challenges around the successful rates of representations;

2.6. Transparency in reporting; and

2.7. Absence of an implementation report in the two jurisdictions where AARTO was piloted.

2.8 The province further requested the Entity, the RTMC and the Department to accommodate the e-force interface for the province since the province was already using smart law enforcement, which request is still under discussions;

Reply:

1. Yes, the KZN Department of Transport has a plan to undertake the heavy rehabilitation of R74 known as P11 and will be executed utilising the EPC approach (Engineer, Procure and Construct).

2. a) The sections for the rehabilitation of R74 will be from 10.00 km to 33.00 km only.

b) Work of the section for heavy rehabilitation will start at the beginning of 2022/23 financial year and is expected to be completed at the end of 2022/23 financial year.

c) Prior to the heavy rehabilitation ,the province is planning to undertake the following maintenance activities, that is:-

• Design and construct of pavement layers that include sub base layer, base layer and wearing course
• Road markings and installation of road studs
• Construction of fixing of the drainage, and
• Reinstating the damaged road signs and guardrails.

d) (i) All maintenance activities will start in June 2022 and are expected to be completed by December 2022.

(ii) Considering the dangerous condition of the road, especially potholed during the rainy season, the department will continue with preventative maintenance such as pothole fixing using internal maintenance team until this section of road (10.00 km to 33.00 km) is rehabilitated.

Reply:

Yes, although the issue relates to a large extent to employment and labour portfolio and the impasse plays itself on the public road, my Department has taken upon itself to actively participate in resolving the matter. My Department is currently in the process of amending its regulations to ensure that it supports the legal framework that Employment and Labour operates with regard to the acknowledgement of the driver documentation for the purposes of driving in the Republic.

My Department has established a Task Team of all the stakeholders within the transport sector, wherein issues that needs to be resolved are being presented and interventions developed. To this end there is some consensus with all the Stakeholders on those issues and they are currently being dealt with.

 

Reply:

No such correspondence was ever received by the Department of Transport.

Matters of recruitment, selection appointment and placement of CEOs and Board Chairperson and Board Members of State Entities as well as Director General of Departments are governed by respective legislative and regulatory prescript as applicable in the Public Sector.

The Department of Transport ensures full compliance with all such laws, regulations and process

(a)(b) (c) Not applicable

Reply:

Background

The department of Transport has made an assessment on the condition of road network in South Africa based on the road condition data available from the various road authorities, which is summarised for paved roads in Table 1 and for gravel roads in Table 2 below.

Table 1: Summary of Paved Road Condition

Table 2: Summary of Un-Paved (Gravel) Road Condition

There are numerous factors influencing the performance of a pavement. The following five are considered the most influential:

• Traffic is the most important factor influencing pavement performance. The performance of pavements is mostly influenced by the loading magnitude, configuration and the number of load repetitions by heavy vehicles.
• Moisture can significantly weaken the support strength of natural gravel materials, especially the subgrade. Moisture can enter the pavement structure through cracks and holes in the surface, laterally through the subgrade, and from the underlying water table through capillary action. The result of moisture ingress is the lubrication of soil particles, loss of particle interlock and subsequent particle displacement resulting in pavement failure.
• Subgrade: The subgrade is the underlying soil that supports the applied wheel loads. If the subgrade is too weak to support the wheel loads, the pavement will flex excessively which ultimately causes the pavement to fail. If natural variations in the composition of the subgrade are not adequately addressed by the pavement design, significant differences in pavement performance will be experienced.
• Construction Quality: Failure to obtain proper compaction, improper moisture conditions during construction, quality of materials, and accurate layer thickness (after compaction) all directly affect the performance of a pavement. These conditions stress the need for skilled staff and the importance of good inspection and quality control procedures during construction.
• Maintenance: Pavement performance depends on what, when, and how maintenance is performed. No matter how well the pavement is built, it will deteriorate over time based upon the above-mentioned factors.

a) As an Honourable Member may be aware, it is difficult to eradicate potholes on the road network as the emergence of new potholes depends entirely on the extent and nature of rainfall in that month or year.

It is true that potholes cannot be eradicated, however, to ensure that roads are properly maintained, my department is providing support (supplementary funding of just over R12 billion per annum to provinces) through the Provincial Road Maintenance Grant that is ringfenced for the maintenance, rehabilitation, strengthening of paved roads, re-gravelling, gravel road blading and blacktop patching (including pothole repairs).

b) The value of maintenance backlogs to address the road condition was estimated to be R197 billion in 2013. Based on the assessment of the 2017 data and additional data being collected, this figure is expected to increase and the process to update this calculation is work in progress.

Reply:

Operators are required to investigate all occurrences and report the to the Railway Safety Regulator. The type of investigations the Railway Safety Regulator conducts is where occurrences result in any of the following:

 (i) Multiple (more than one) injury or fatality in any occurrence category.

(ii) Significant damage to property including assets.

(iii) Significant environmental damage.

(iv) Any occurrences on the network which may attract significant public interest or may give rise to a possible evacuation of a community or part thereof, occurrences which may affect the normal public road usage or an injury/death to a public figure.

a) On 7 November 2021, at approximately 00h35, it was reported that Transnet Freight Rail Blue Train that was staged at Union station had run away and derailed at SCAW SA siding. The Railway Safety Regulator responded to the occurrence site to determine facts which contributed to derailment.

Transnet Freight Rail has indicated that they are conducting a Board of Inquiry (BOI) into the cause of the derailment to establish facts surrounding the occurrence and develop recommendations aimed at reducing the recurrence of the occurrence. The BOI is expected to be concluded by end of February 2022.

b) On 16 January 2022, at 11h18, it was reported that a Blue Train derailed during shunting at the Transnet Freight Rail yard in Pretoria at 11h00. No injuries were sustained, with no impact on assets and operations.

This occurrence does not meet the requirements for the Railway Safety Regulator to respond to site in accordance with the Railway Safety Regulator procedures, since it did not result in fatalities and/or injuries to operators’ employees, members of the public and passengers. There were no injuries sustained and no impact to assets and operations as a result of this occurrence.

Reply:

a) The Department has mobilized all relevant stakeholders within the state, and across all three spheres of government, based on their respective mandates to develop and implement a plan to remove the shacks built along the railway line.

The relevant stakeholders are:

• Department of Transport, Department of Human Settlements, Department of Public Works and Infrastructure;
• Western Cape Provincial Government represented by the Departments of Transport and Public Works as well as Human Settlements;
• The City of Cape Town;
• The Housing Development Agency (HDA); and
• PRASA

Collectively, the stakeholders have identified parcels of land to which the illegal occupants in the railway reserves could be relocated to. The relocation was opposed by communities adjacent to the parcels of land identified for the resettlement of the illegal occupants. Alternative parcels of land are being further identified for acquisition to be used for the resettlement.

b) The provision of housing settlements is not within the mandate of the Department of Transport. Hence the Department has partnered with the Department of Human Settlements through the Housing Development Agency (HDA) for the provision of housing structures to those families that would be relocated from the railway reserves. To this extent an Implementation Protocol has been initiated to be signed by all stakeholders involved in the removal of families that have settled within the PRASA reserves. The objective is to identify suitable land for human settlements on which basic services like water and sanitation, roads and other amenities can be installed.

Reply:

a) PRASA, is currently running multiple investigations into scrap metal theft, and together with law enforcement agencies, is running multi-disciplinary operations in the pursuit of combatting crime (with investigation continuing to close down on syndicates).

On 31 January 2022, the Minister of Transport, joined PRASA’s ongoing operations, where there were multiple incidents and raids conducted that resulted in arrests.

To date there has already been 1 500 arrests due to these operations with many receiving lengthy prison sentences.

b) Damages, over the period from the beginning of the Covid-19 lockdown in March 2020 to date, is in excess of R1,2 billion.

Reply:

a) The contract with Muhlbauer ID Services was subsequently terminated on 26 July 2021. The SCM process was followed and the local suppliers (South African) were appointed to provide this service.

b) The total amount paid during the extension from 27 January 2021 to 26 July 2021 amounted to R 8 million which was within the variation threshold (15%/ R15 million) provided by the National Treasury.

Reply:

The total cost for fuel, tyres, oil and repairs for the official vehicles from May 2019 to December 2021 is R 1 035 615.32.

The cost for E toll from May 2019 to October 2021 is R47 500.00.

The total cost for fuel, tyres, oil, repairs and toll fees is R1 083 115.32.

Reply:

1. (a) The Mabopane train station has been built prior to 1980, with the ownership falling under the South African Railway and Harbours Administration (SAR&H). During all the changes in administration, the land ownership has changed as set below.

The station comprises of two interlinked terminals: the railway terminal and the bus terminal. The railway terminal is located on land owned by PRASA and the bus terminal, at the time of construction, was locate on three land parcels:

(1) Portion 3 of Farm Rietgat No 611–JR

(2) Remainder of Farm Boekenhoutfontein No 236–JR

(3) Portion 266 of Farm Rietgat No 611–JR

Land parcel (1), was owned by the State and fell under the jurisdiction of Department of Land Affairs. The Department of Land Affairs agreed to donate this property to the South Africa Rail Commuter Corporation (SARCC, currently PRASA). A recommendation to dispose the property was done in 2006 and was approved by the Minister of Land Affairs. National Treasury also granted approval to donate the land parcel to PRASA on 16 May 2007. The State Attorney was appointed to effect the transfer. To date, the transfer has not taken place, however, the State Attorney’s office is reopening the case and will complete the transaction.

In April 2000, Land parcel (2) and (3) were consolidated into a single property known as Farm Mabopane No 702–JR and registered via title deed T73872/2012 in favour of City of Tshwane Metropolitan Municipality (City of Tshwane). According to the Department of Land Affairs, the City of Tshwane had agreed in principle to transfer the portion of land, on which the bus station is located, to PRASA.

In 2008, City of Tshwane transferred the remainder of Farm Mabopane No 702–JR, to Tutuni Investments 31 PTY LTD, No 2008/002145/07.

In 2012, Farm Mabopane No 702–JR, was subdivided to create portions 44 – 58. These newly created portions were registered in favour of various owners. On 28 September 2012, the remainder of the Farm reverted to the City of Tshwane via Title Deed T73872/2012.

Portion 52, which included the portion on which the bus terminal is constructed on, was surveyed via SG Diagram No 2683/2012 by Mr G Pettit (Professional Land Surveyor, PLS0913) and registered in favour of Tutuni Investments 31 PTY LTD, No 2008/002145/07 on 22 August 2012. Less than a month later, on 10 September 2012, the property was endorsed in favour of Permacorp Investments PTY LTD, No 2011/118721/07.

It needs to be noted that:

• The survey created a property cutting through a building, and
• Both transactions, registration of the remainder of Farm Mabopane No 702–JR and the portion 52 were handled by the same attorneys Maponya Incorporated.

(b) Portion 3 of Farm Rietgat No 611–JR (donation to PRASA) is with the State Attorney who was appointed to effect the transfer.

The ownership of a portion of Portion 52, on which the station is situated, is still in private ownership after having been transferred by the City of Tshwane in 2008, as stated above. The City of Tshwane committed that they would assist with resolving the issue around the land they sold but has not yet done so. The land must be urgently acquired, either through negotiations or expropriation.

2. (a), (b) and (c)

Project planning for the improvement and upgrade of Mabopane Station commenced during 2013/14. The zoning and land ownership issues was known by PRASA and the City of Tshwane. As the building was in existence and only to be upgraded, the construction team, relied on the provision of subsection 4 of the National Building Regulations and Building Standard Act 103 of 1997 which prescribes that:

“…in respect of any building to be erected by or on behalf of the State, such plans, specifications and certificate as may be prescribed by national building regulation, shall before the commencement of such erection be lodged with the local authority in question for its information and comment”.

Construction work therefore commenced on the basis of subsection 4 as set out above and no building plans were lodged for approval.

However, in 2018, PRASA lodged building plans for the Mabopane Concourse with the City of Tshwane to be considered and/or approved. Following submission of the plans, several meetings were held with the City of Tshwane’s Planning Department and the latter eventually communicated on 27 September 2019 that:

• the plans submitted to City of Tshwane’s Planning Department by PRASA cannot be supported,
• the Occupation Certificate cannot be issued due to the Station Precinct, stretching over a number of erven (Erf 611/43, Rietgat and the remaining extend of portion 3 and 52 of Rietgat) and
• the land parcels and rights is not supporting the current use.

3. There is currently a security contracts in place on the Mabopane – Pretoria corridor. Personnel has been deployed compromising of both PRASA internal security and those sourced through private security companies. To date, there has been no vandalism or crime incidents reported since the deployments.

4. PRASA has deployed 160 permanently employed security officers on the corridor. The private security contract expires in September 2022.

 

Reply:

Maintenance activities are carried out continually on the N12 and there is a dedicated Routine Road Maintenance team working on the road. Most of the N12 road under SANRAL jurisdiction is in a good condition.

There is a sinkhole that developed on the N12 near Stilfontein in the North West province. The sinkhole on the road reserve has affected both SANRAL and municipal land. To address this, SANRAL appointed consulting engineers who completed the required design work. For construction work to commence, SANRAL requires that a Memorandum of Agreement (MOA) be entered into between itself and the Matlosana Local Municipality. SANRAL is in constant communication with the Matlosana Local Municipality to finalise the MOA.

SANRAL has gone out on public tender for the appointment of a contractor to repair the sinkhole but cannot complete the award of the construction tender until the MOA is finalised.

Reply:

1. There are no officials that received a combined salary increase of 88% in the past three years at the DLCA. The salary payments to the executives at the DLCA are provided below in line with the figures audited by AGSA and published in the audited Annual Performance Report of the Entity. All payments to staff at the DLCA are regulated by the Department of Public Service and Administration.

a) In 2018/2019 financial year, the top four executives earned a total of R3,404,000. The average was R 851,000 each. This average is distorted by the executive who worked only two months in the year and resigned. The average for the three executives excluding the resigned manager is 1,098,000.

b) In 2019/20 financial year, there were three (3) executives, who earned a total of
R3,104,000. This resulted to an average of R 1,035,000 each.

c) In 2020/21 financial year, there were three (3) executives, who earned a total of
R3,196,000. The average was R 1,065,000. The difference is due to the fact that the CFO did not act for 12 months.

Executives	2018/'19	2019/'20	2020/'21
Former CFO	178,000	Resigned	Resigned
Acting CFO	1,038,000	927,000	1,016,000
Senior Manager: Information Technology	109,000	Resigned	Resigned
Senior Manager: Production & Infrastructure	1,061,000	1,107,000	1,111,000
Senior Manager: Risk, Governance & Compliance	1,018,000	1,070,000	1,069,000
Total	3,404,000	3,104,000	3,196,000
Average	851,000	1,034,667	1,065,333

2. Refer to (1) above

3. Refer to (1) above

4. Refer to (1) above

5. Although the DLCA executives would appreciate the salary increase of 7.3%, all salaries paid to the DLCA executives are aligned to the DPSA directive of which in 2020-21 financial year no increases were paid to the executives/ senior managers.

Reply:

 

The eThekwini Rolling Stock fleet has been severely affected by the following:

• Theft and vandalism;
• Old railway lines affecting the condition of the rolling stock wheels.

The above mentioned resulted in the loss of coaches which could not be recovered through internal maintenance processes.

PRASA has appointed a panel of external service providers for a period of 36 months through a Maintenance Support Contract to assist with the recovery of coaches as well as reliability improvement which will result in the functionality of trains.

In addition, PRASA is also concluding the procurement of Mission Critical Components contract, which will also improve the availability of spares and sustainability of rolling stock.

With regards to infrastructure, rehabilitation work is planned for the Durban-KwaMashu line as follows:

• Substation rehabilitation
• Rehabilitation of the Over Head Tract Equipment (OHTE) system\Replace stolen signalling equipment
• Track rehabilitation\installation of backup fibre
• Bridges project
• Station rehabilitation

Infrastructure work on the Durban-Umlazi lines will cover the following:

• Substation rehabilitation
• Tunnels rehabilitation
• Signalling rehabilitation
• Perway rehabilitation
• Installation
• Bridges rehabilitation
• Station rehabilitation

Reply:

 

South African Civil Aviation Authority (SACAA)

1. Unlike the occurrences i.e., accidents/serious incidents conducted under either ICAO Annex 13 or Part 12 of the Civil Aviation Regulations, the SAA Alpha Floor investigation was conducted under Section 73 of the Civil Aviation Act (Act 13 of 2009).

“Section 73 reads -

2. In addition to the functions referred to in subsection (1) the Civil Aviation Authority has the following functions:

m) to investigate aircraft accidents and aircraft incidents that the Aviation Safety Investigation Board has determined not to investigate in terms of Chapter 4 and for purposes of regulatory compliance with this Act;”

Investigations conducted under the above regulation are meant to determine regulatory compliance and therefore they are not published nor shared with the public as they present the compliance status of the operator and may also include punitive action taken against the operator or licence holder by the Regulator. Regulatory compliance inspections, audits and investigations are of a confidential nature as they may contain individual organisation’s sensitive information.

(2) The SACAA, did not receive nor is aware of any complaints and/or charges received from any Belgium and/or other jurisdiction and/or authority regarding any regulatory breaches allegedly committed by SAA. Our investigation though did reveal that the Alpha Floor activation at OR Tambo for the outbound flight to Brussels was not the first one the operator had experienced; an enforcement action has been taken against the operator for a failure to report both the last occurrence and the three previous occurrences.

Reply:

 

The expenditure on the 1321 km of national roads under SANRAL in KwaZulu-Natal, including the portion of the N3 concessioned to the N3 Toll Concessionaire is summarised in the table below per financial year.

Table 1: SANRAL Annual Expenditure in Kwazulu-Natal (R Million)

	2012	2013	2014	2015	2016	2017	2018	2019	2020	2021
(a) Employee Cost	R12.4	R13.4	R16.8	R18.5	R20.0	R22.8	R24.5	R25.8	R26.7	R32.2
(b) New road construction	R98.5	R65.9	R242.4	R260.8	R266.3	R593.5	R562.5	R442.0	R275.9	R62.8
(c) Maintenance	R1 204.0	R1 475.1	R1 691.4	R1 916.5	R1 637.7	R1 128.9	R1 230.6	R1 179.7	R988.6	R918.0

Reply:

 

The expenditure on the 183.2 km of national roads which are under SANRAL in the Uthukela District of KwaZulu-Natal is summarised in the table below for each financial year. Please note that the employee cost of SANRAL’s regional office in Kwazulu-Natal has been pro-rated in proportion to the network length in the Uthukela District as SANRAL has no employees at municipal level.

Table 1: SANRAL Annual Expenditure Uthukela District (R Million)

	2012	2013	2014	2015	2016	2017	2018	2019	2020	2021
(a) Employee Cost	R2.2	R2.3	R2.6	R2.8	R3.0	R3.2	R3.4	R3.5	R3.7	R4.1
(b) New road construction	R0.0	R0.0	R0.0	R15.6	R0.0	R0.0	R0.0	R0.0	R0.0	R0.0
(c) Maintenance	R189.5	R187.5	R322.2	R218.6	R153.7	R132.9	R90.9	R206.3	R206.6	R229.8

Reply:

 

Penalties fees are charged in terms of section 45A of the National Railway Safety Regulator Act NO.16 of 2002 as amended and the penalty fee model developed in terms of the Penalty Fee Regulation of 2011.The penalty fees are approved by the Minister of Transport and published in the Government Gazette. The purpose of imposing such penalties is to: (i) Promote, improve and achieve sustained compliance with the National Railway Safety Regulator so that incidents where penalties are reduced over a period of time; and to (ii) promote safe railway operations.

The RSR uses various tools to regulate the rail industry which includes; issuing of safety permits, issuing penalties (fines) in accordance with the Act, conducting safety awareness and training of operators, developing standards, conducting audits, investigations and inspections to monitor compliance with the RSR regulatory tools, with the main aim of improving safe railway operations. As indicated issuing of penalties (fines) is only one of the instruments used by the RSR and it is intended to serve as a deterrent from contravening the Act. The issuance of penalties is not intended to be a revenue generating tool. It should be noted that the RSR does not budget for penalties. Penalty revenue for 2019/20 and 2020/21 amounted to R770 000 and R800 000 respectively.

The significant bank balance that the RSR has, is as a result of the entities implementation of its 2018 financial recovery plan and 2021 financial sustainability plan.

Reply:

 

During the Covid-19 pandemic lockdown, operators experienced a significant increase in both recorded and unrecorded theft and vandalism security-related incidents on their assets and infrastructure. The RSR continued to advocate for means to curb these incidents throughout the rail sector influence and stakeholders. State agencies, private security employed to guard assets and infrastructure and law enforcement agencies, such as the South African Police Services (SAPS) have been actively engaged by the RSR to employ proactive measures to arrest perpetrators of these incidents. These activities included the RSR making submissions during the National Rail Crime Combating Forum under the guidance of the SAPS for action, including proactive investigations for possible prosecutions.

The 105% does not mean it is an increase between two financial periods but between 2010/11 and 2018/19 reporting. The immediate comparison between the 2019/20 and 2020/21 reporting period, reflects a decrease from 9 996 to 8 052 security-related incidents. This represents a 19% decrease.

Reply:

 

(a). (i) & (ii) Leasing and usage of locomotives does not take place at PRASA Corporate, but happens at regional level.

Gauteng Metrorail is currently leasing shunting locomotives which are primarily supposed to be used for shunting operations in the marshalling yards at Wolmerton and Braamfontein depots.

The Eastern Cape service are operated with diesel locomotives as opposed to electrified motor coaches as PRASA has a 25KV AC overhead voltage as opposed to 3KV DC in other regions/provinces for commuter services.

In the Western Cape diesel locomotives are leased for hauling movements of train sets/wagons/coaches where no Over Head Traction Equipment is available to enable self powering of motor coaches. Metrorail also lease diesel locomotives for shunting purposes of coaches and train sets within the maintenance yards, other related depots as well as for train set rescue in section and emergency during incidents/accidents.

KZN Metrorail is currently leasing shunting locomotives which is primarily used for shunting operations in the Durban marshalling yard and in Springfield maintenance yard.

(b). The number of Transnet locomotives that have been in use under the specified rental, lease and/or loan agreement conditions in the past 36 months are as follows:

Region	Gauteng	Eastern Cape	Western Cape	Kwazulu-Natal
2019/2020	4	8	1	1
2020/2021	4	10	1	1
2021/2022 to date	8	0	1	1

1. Operational costs on Transnet locomotives carried by (i) PRASA and (ii) Metrorail:

• 1. Refer to response in (a)
  2. Operation cost per region

Region	Amount
Gauteng Region	R80,735,340-75
Eastern Cape Region	R75,288,586-93
Western Cape Region	R11,079,828-00
Kwazulu Natal Region	R2,168,752-32

Reply:

The Department enquired about the taxi riots in Atteridgeville from the Gauteng Department of Roads and Transport as well as the Taxi Industry in the Tshwane Region. Their response is that they are not aware of such an occurrence of taxi riots in that area.

Reply:

An infrastructure audit has been undertaken by PRASA, with the below breakdown per region:

(a) Please see response below.

(b) (i) Goods fall within the portfolio of the Department of Public Enterprises

(ii) Please see response below.

Gauteng Region

17% of the network is functional

• 2 lines under electric traction (TFR Vereeniging & Saulsville)
• 2 lines under diesel traction (Naledi & Leralla)

List of functioning lines:

• TFR Vereeniging – Union (249 patronage per day)
• Saulsville – Pretoria (1973 patronage per day)
• Naledi – Johannesburg (4096 patronage per day)
• Leralla – Germiston (6142 patronage per day)

Kwa-Zulu Natal

47% of the network is functional

 

List of functioning lines:

• Umlazi – Durban (9830 patronage per day)
• TFR Cato Ridge – Durban (5830 patronage per day)
• Kelso - Durban Partially Functional from Umkomaas to Durban (1660 patronage per day)

Western Cape

 

40% of the network is functional

List of functioning lines:

• Kraaifontein - Cape Town via Monte Vista (4583 patronage per day)
• Cape Town - Langa via Mutual (325 patronage per day)
• TFR Cape Town - Malmesbury (429 patronage per day)
• Cape Town – Retreat via Athlone (1112 patronage per day)
• Cape Town – Simon’s Town (3257 patronage per day)

Eastern Cape

The infrastructure network utilised by PRASA in the Eastern Cape belongs to Transnet Freight Rail (TFR)

List of functioning lines:

• TFR Gqeberha - Uitenghage (466 patronage per day)
• TFR East London - Berlin (5826 patronage per day)