Questions & Replies No 1326 to 1350

2010-05-03

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[PMG note: Replies are inserted as soon as they are provided by the Minister]

QUESTION NO.:1326

DATE OF PUBLICATION: 14 May 2010

1326. Mrs C Dudley (ACDP) to ask the Minister of Public Enterprises:

(1)(a) How many boilers will be manufactured in terms of the contract with a certain company (name furnished), (b) what is the (i) capacity and (ii) specification of the boilers for the new Medupi power station and (c) where will these boilers be manufactured;

(2)whether any local engineering firms were invited to tender for the manufacturing of the boilers; if not, why not; if so, what are the relevant details? NW1562E

REPLY

(1) (a) A total of 12 boilers will be manufactured: 6 for the Medupi Power Station and 6 for the Kusile Power Station.

(b) (i-ii) The planned output per unit is 794 MWe.The specification of the Medupi Power Station Boilers comprise of a complete supercritical boiler, with headers, water walls, integral pipe work, isolating valves, insulation, cladding, super-heaters, re-heaters and economiser. It was further specified that the boiler supply should include a complete air system, gas system, low pressure services system, high pressure piping, feed water system, control, instrumentation and an electrical system with an oil fired boiler for auxiliary systems.

(c) The majority of the fabrication work on the boiler will be done in South Africa with a local content of 62% of the contract value. The remaining 38% will comprise of parts and materials sourced all over the world including Canada, Germany, China, Japan and Thailand.

(2) Capability is not locally available. However, local engineering firms do constitute the majority of the sub-contractors, e.g. Murray & Roberts, Steinmüller and others.

QUESTION NUMBER: 1327

DATE FOR PUBLICATION: 7 MAY 20100

DATE REPLY SUBMITTED: 26 MAY 2010

THE LEADER OF THE OPPOSITION (DA) TO ASK THE MINISTER IN THE PRESIDENCY: PERFORMANCE MONITORING AND EVALUATION AS WELL AS ADMINISTRATION:

(1) (a) what are the details regarding the current status of certain complaints (details furnished) registered with the Presidential Hotline and (b) with regard to each complaint, (i) to which department was it referred, (ii) what is the current status of the investigation and (iii) what is the completion date;

(2) Whether any action has been taken with regard to the complaints; if not, why not; if so, what action?

NW1563E

REPLY:

COMPLAINT REF NR	ASSIGNEE (PROV/DEPT)	CURRENT STATUS	ACTION TAKEN UP TO NOW
1952293	The Presidency & SANDF Ministry	Resolved	Matter resolved. SANDF response: the alleged is not in the SANDF payroll.
1845413	The Presidency & Mpumalanga Province	Closed by Presidency and reassigned to Mpumalanga	Mpumalanga Provincial Government is carrying out investigations.
1952438	The Presidency	Closed	Matter closed on the basis that it is a matter between a political party and parliament and has to be addressed through existing parliamentary channels
2086072	Mogalakwena Local Municipality Limpopo	In progress	The matter is being handled by the province – Limpopo
2831795	Limpopo Prov		The matter is being handled by the province – Limpopo
2262376	Free State Province	Assigned	Initially the call was incorrectly assigned to Limpopo, it has now been reassigned to the correct province – Free State and is being attended to.

QUESTION NO 1328

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: 7 MAY 2010

(INTERNAL QUESTION PAPER NO 12- 2010)

Date reply submitted : 1 June 2010

1328. Ms D Kohler-Barnard (DA) to ask the Minister of Police:

(1) How many (a)(i) inspections and (ii) evaluations have been conducted by (aa) national and (bb) provincial inspectorates in each province in each of the past three financial years for which information is available and (b) persons are employed by the National Inspectorate (NI) (i) nationally and (ii) provincially and (c) teams are there in each province;

(2) (a) what is the annual budget of the NI and (b) from which budget programme is it allocated;

NW1564E

REPLY:

(1) (i)(ii)(aa)

Inspections and Evaluations conducted
	2007/2008	2008/2009	2009/2010	Total
National	0	0	0	0

(1) (i)(ii)(bb)

Inspections and Evaluations conducted
	2007/2008	2008/2009	2009/2010	Total
Total	473	566	591	1630

NB: Policy Document 2/2006 centralized the Command and Control of the Inspectorate. National Head Office of the Inspectorate no longer had to conduct Inspections but had to set standards and guide inspection teams at provincial level in terms of the quality and focus of inspections. Hence, Head Office reflects no inspections done since 2007. The only types of "inspection" done by Head Office are Interventions, i.e. an inspection wherein the inspecting team temporarily assumes full control of some or all parts of a station with a view of showing management of that station practically how to manage.

(b)

Number of personnel employed by the Inspectorate (PSA and SAPS members)
	2007/2008	2008/2009	2009/2010
Province	319	313	307
National	128	108	92
Total	447	421	399

(c)

Number of teams in the Inspectorate (SAPS members only)
	2007/2008	2008/2009	2009/2010
Province	29	27	28
National	6	2	2
Total	35	29	30

(2)(a)

Annual Budget Allocated to Inspectorate
	2007/2008	2008/2009	2009/2010	Total
Province	R 9,034,649.00	R 10,079,413.00	R 11,804,092.00	R 30,918,154.00
National	R 5,952,000.00	R 8,684,587.00	R 6,640,000.00	R 21,276,587.00
Total	R 14,986,649.00	R 18,764,000.00	R 18,444,092.00	R 52,194,741.00

(2)(b) The budget was allocated from Programme 1 (Administration).

(3)(a)(b) and (c) The amounts spent nationally on compensation of the National Inspectorate are the following:

* 2007-08 R 20,5 million

* 2008-09 R 19,6 million

* 2009-10 R 17,4 million

QUESTION 1330

DATE OF PUBLICATION: FRIDAY 07 MAY 2010 [IQP No 12- 2010] SECOND SESSION, FOURTH PARLIAMENT

Question 1357 for Written Reply, National Assembly: Ms M R Shinn (DA)to ask the Minister for Agriculture, Forestry and Fisheries:

(1)(a) How many scientists are employed by the Registrar of the Fertilizers, Farm Feeds, Agricultural Remedies and Stock Remedies Act, Act 36 of 1947 and (b) what (i) are their respective specialisations, (ii) is the length of service of each of the scientists thus employed, (iii) is the average length of service with the Registrar and (iv) is the approved staff complement of scientists for the Registrar's office;

(2) whether there is a shortfall of scientists; if not, why not; if so, what are the reasons for the shortfall;

(3) whether any steps are being taken to rectify the shortfall; if not, why not; if so, what steps? NW1566E

REPLY

There are ten appointed scientists responsible for the administration of Act 36 of 1947 and being profiled hereunder.

(1) (a)

NO.	Name	Qualification and Institute	Specialization (reply for question (i)	Years Experience (reply to question ii - iii)

1	Mr. Jonathan Mudzunga	MSc Agric,University Stellenbosch Member of the South African Council for Natural Scientific Professions	Horticulture	3 yrs ARC, Researcher, 7 yrs DAFF (as Technical advisor plus Registrar)
2	Dr. Ernest Mokantla	M.MED VET Member of the South African Veterinary Council	Clinician: Veterinary Medicine	Academic, Specialist, many yrs of experience, 4 years DAFF (As Registrar, and Technical Advisor)
3	Dr. M. Moroe-Rulashe	BVMch, Medunsa Member of the South African Veterinary Council	Veterinary medicine & Surgery	3 yrs DoH, 3 yrs ARC, 7 yrs DAFF (as Technical advisor)
4	Dr. Nolwazi Mkize	PhD, University of Pretoria	Entomology	4 yrs ARC Researcher, 2 yrs DAFF (as Technical Advisor)
5	Mr. Thilivhali Nepfumbada	MSc Agric, University of Natal Member of the South African Council for Natural Scientific Professions	Crop Science: Weed Science	8 yrs industry, DAFF since November 2008 (as Technical Advisor)
6	Ms Sharika Baijnath	MSc Agric, University of Pretoria	Plant Pathology (current study)	DAFF, From 2008 (as Technician)
7	Mr. Siyabonga Mbambo	MSc Agric, University of Natal, MBL Member of the South African Council for Natural Scientific Professions	Animal Science: Animal Nutrition	2 yrs industry, 6 yrs DAFF (as Technical advisor)
8	Mr. Labious Masike	MSc Agric, University of Pretoria Member of the South African Council for Natural Scientific Professions	Plant Production: Weed Science	5 yrs Researcher with ARC, 3 yrs DAFF (as Technical advisor))
9	Ms Tebogo Banda	M.Phil, University of Stellenbosch	Animal Science: Animal Nutrition	6 yrs Nova Feeds, DAFF April 2010 (as Technical advisor))
10	Ms Neervana Khelawanlall	BSc Agric (Hons), University Natal	Genetics, Plant pathology	15 yrs DAFF, (4 years as Technical Advisor)

(iv) The current structure has fourteen staff approved on the establishment. The scientist staff complement is still insufficient given the needs of the industry.

(2) There is limited number of scientists within the Registrar office with all the relevant competencies to evaluate applications for registrations. There is also a shortage of experienced and new expertise in areas such as chemistry, toxicology, microbiology, soil science, pharmacology, environmental chemistry and virology which results in the Department's the failure to work within time scales and meet deadlines. These base sciences are critical and minimum requirements for any scientist to become competent in the chosen field over time. Any undue pressure to meet deadlines without due regard will result in costly errors. Work overload also leads to high staff turn-over and this becomes a vicious cycle that can cause the Department heavily. The current staff can only do so much physically and astutely.

(3) Four more additional scientist posts have been added to the structure. As in (iv) above. Three posts have been advertised already. A preparation for re-advisement of one toxicology scientist post is underway and will be advertised shortly. Given the value of the industries under Act 36 of 1947 and the needs of the industry, a staff complement of 45 to administer the act will be an acceptable minimum over the next three years. Proposals for consideration are being made to the Director General in this regard.

QUESTION NO 1331

DATE REPLY SUBMITTED: FRIDAY, 28 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 07 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr M S F de Freitas (DA) asked the Minister of Transport:

(a) How many border crossing points are there and (b) what is the (i) number, (ii) name and (iii) location of border crossing points in South Africa where officials from the Cross-Border Road Transport Agency (CBRTA) have (aa) been permanently deployed, (bb) been temporary deployed and (cc) not been deployed?

NW1567E

______________________________________________________________________

REPLY:

The Minister of Transport:

(a) and (b) (i), (ii) and (iii) (aa), (bb) and (cc)

South Africa has 53 official land border posts of which 18 are regarded as commercial border posts. The Cross-Border Road Transport Agency (C-BRTA) has a presence at the following border posts, either permanently or on a rotational basis:

PROVINCE

BORDER

DEPLOYMENT STATUS

Free State

Maseru*

Ficksburg Bridge*

Permanent

Caledonspoort *

Van Rooyenshek*

Temporarily

Peka Bridge

Sepapus Gate

Monantsa Pass

No presence

Kwazulu-Natal

Golela*

Quasha's Nek*

Sani Pass

Mahamba*

Temporarily

Onverwacht

Manhoca (Kosi Bay)

Ramatsilitso

Boesmansnek

No presence

Limpopo

Beit Bridge*

Permanent

Giriyondo

Groblers Bridge*

Stockpoort

Zanzibar

Temporarily

Platjan

Pontdrif

Pafuri

No presence

Mpumalanga

Lebombo*

Permanent

Oshoek*

Jeppes Reef*

Mananga

Emahlathini

Temporarily

Nerston*

Bothashoop

Josephsdal

Lunatsi

No presence

North West

Ramatlabama*

Permanent

Kopfontein*

Skilpadshek*

Temporarily

Makopong

Bray

Boshoek

Makgobistad

Swartkopfontein

Derdepoort

No presence

Northern Cape

Alexander Bay

Nakop*

Vioolsdrif*

Gemsbok

Onseepkans

Rietfontein

Middelputs

Temporarily

Noeniput

McCarthy's Rest

Makhaleng Bridge

Tele Bridge

Ongeluksnek

No presence

*Commercial border posts

QUESTION FOR WRITTEN REPLY

1332. Mr A P van der Westhuizen (DA) to ask the Minister of Trade and Industry:

Question 1

In terms of each of the incentive schemes administered by the Enterprise Organisation (TEO) of his department by which grants may be transferred to beneficiaries, with regard to (a) the (i) 2008-09 and (ii) 2009-10 financial years and (b) the period 1 April 2010 up to the latest specified date for which information is available, (i) what was the total amount transferred to beneficiaries, (ii) how many beneficiaries have been assisted financially, (iii) what was the total amount transferred in the case of the largest single beneficiary and (iv) when was

each of these schemes first announced;

Question 2

Whether any of the schemes will be (a) amended or (b) phased out in the 201112 financial year; if not, why not, in each case; if so, what are the relevant details

in each case?NW1568E

RESPONSE - Question 1

TABLE 1: Addresses questions (a) -( i & ii) and (b) (i -iii)

		2008/2009			200912010		01 April 2010 - 30 ADril 2010
		Number of			Number of			Number of
		Enterprises	Largest		Enterprises	Largest		Enterprises	Largest
	Claims	Assisted	claim	Claims	Assisted	claim	Claims	Assisted	claim
Incentive Scheme	Pald(R'OOO)	Financially	pald(R'OOO)	Pald(R'OOO)	Financially	paid('OOO)	Pald(R'OOO)	Financially	paid('OOO)
BBSDP	R 29 400	1851	R 100	R 73.800	2364	R 113	R i. 500	128	R 113
CIS	R 9,330	121	R 300	R 34,523	246	R 300	R 1.268	i3	R 230
EMIA	R 8.950	469	R 50	R 15,566	185	R 100	R~;1	23	R 100
SSAS Project Funding	R 7.833	8	R 2,674	R 776	7	R 392.000	R 2.088	1	R 2.088
SSAS Emerging Exporters	R 2013	14	R 644	R 11.966	24	R 3.467	R 1.400	4	R 780
CPFP	R 8.952	3	R 2.747	R 17,247	3	R 4.478	R 7.727	2	R 1 474
EIP	NIA	NIA	NIA	R 863	2	R 747	RO	0	0
SMEDP	R 994,021	1971	R 8.374	R 1.345.139	2341	R 5.650	R 90 491	206	R S.997
CIP	R 1',8.487	10	R 2S,790	R 10S.601	4	R 24.248	RO	:'	0
FILM	R 105.500	22	R 10,000	R 17S,555	45	R 15.840	R 8.047	7	R 1.670
SIP	NIA	45	NIA	NfA	44	N/A	NfA	NlA	NIA
BPO & 0	R 104.994	10	R 16.200	R 78,438	11	R 24.594	R 1.491	1	R 1 491

ABBREVIATIONS

BBSDP Black Business Supplier Development Programme

BPO & O Business Process Outsourcing and Offshoring

CPFP Capital Project Feasibility Programme

CIP Critical Infrastructure Programme

CIS Cooperative Incentive Scheme

EIP Enterprise Investment Programme

EMIA Export Marketing & Investment Assistance

FILM Large Budget Film Rebate & Small Film Rebate

SSAS Sector Specific Assistance Scheme

SIP Strategic Industrial Projects

SMEDP Small Medium Enterprise Development Programme

TED The Enterprise Organization

thedti The Department of Trade and Industry

NOTES

- the number of enterprises assisted financially refers to the number of enterprises that received financial support;

- the number of claims paid refers to the actual amount paid to beneficiaries the largest claim paid refers to the maximum amount paid to one beneficiary.

- No claims have been paid out for EI P and C I P in 2010-11 yet

- No records for claims for SIP since it is a tax rebate incentive scheme where companies receive a tax allowance based on their annual profit.

(b) - (iv)

- BBSDP was introduced in September 2004 and will be re-launched in 2010

- BPO&O was launched in 2007

- CPFP was launched in 2007

- CIP was introduced in 2002

- CIS was launched in 2005/06 and its administration was transferred to TEO in 2008

- EIP was launched in July 2008

- EMIA was introduced in 2002

- Film was first introduced in 2004 and re-launched on 01 February 2008

- SASS, was introduced in 2004

- SIP programme was approved by Cabinet on 17 August 2000 and applications were accepted until 31 July 2005.

- SMEDP was introduced in the year 2000 until end August 2006 when it stopped receiving new applications and continues to disburse grant payments for approved applications.

RESPONSE - Question 2

The decision whether to amend or phase out an incentive scheme is based on the assessment, review studies and policy changes. All incentives are offered for a specified period of time and there is an on going monitoring process which informs periodic review of incentive guidelines as deemed necessary. After an appropriate period impact evaluation studies are usually conducted. During the financial year 2010/2011, the amended Black Business Supplier Development Programme 'will be launched and the Business Process Outsourcing and Offshoring programme will be reviewed.

QUESTION NO 1 333

Mr A P van der Westhuizen (DA) to ask the Minister of Trade and Industry:

(1) With reference to his reply to question 2335 on 30 November 2009, what is the reason for omitting the details of the post of Companies and Intellectual Properties Registration Office (Cipro) chief executive officer (CEO) from the table under the heading: Employees whose salary level exceeded the grade determined by job evaluation (details furnished) in the 2008-09 annual report;

(2) whether the bonus of R 105 228 that was paid through the PERSAL and ACCPAC systems to the CEO of CIPRO in the 2008-09 financial year includes merit awards and 13th cheque bonuses; if not, (a) why not, (b) what amounts were paid for each respectively and (c) why were all these bonuses not paid through the PERSAL system; if so, what are the relevant details? NW1569E {

Response:

(1) According to Cipro, the Chief Executive Officer has been included in the table under the heading Employees whose salary level exceeded the grade determined by job evaluation see Annual Report 2008/2009 page 66 table 4.5, row 1.

(2) (a) This amount was paid on PERSAL.

(b) The amount is for a merit award.

(c) The merit award is 10% of the remuneration package paid for 2007/2008 financial year paid through PERSAL. It is based on the performance assessment for 2007/2008.

QUESTION NO 1334

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: Friday, 17 MAY 2010

(INTERNALQUESTIONPAPERNO12-2010)

DrALotriet(DA)toasktheMinisterofArtsandCulture:

(1) Whether the Telephone Interpreting Service of South Africa (TISSA) is still operational; if not, (a) why not and (b) what was the total cost of the TISSA project; if so, (i) who is managing the service, (ii) at which location is the service available and (iii) what is the operational cost of the service?

NW1570E

REPLY:

1 (a) No. The Telephone Interpreting Service of South Africa (TISSA) is not operational. The project was rolled back following the results of a forensic audit namely, non-delivery on account of missed milestones and deadlines; fraudulent activities, poor financial management, reporting and under-utilisation of TISSA by stakeholders.

(b) The total cost of the project cannot be determined as the matter is still in court. When a resolution is reached, the Department will be in a position to determine its total cost

QUESTION 1335

QUESTIONS FOR WRITTEN REPLY

INTERNAL REFERENCE NUMBER: 914-2010

MR I OLLIS (DA) TO ASK THE MINISTER OF LABOUR

1. Whether there are any stipulations with regards to the maximum period of time between inspections of workplaces with regards to the Health and Safety Act; (a)Why not and (b)when will such maximum periods be enforced; if so (a) what is the maximum period, (b) what action is taken against the owners of buildings that do not adhere to the Health and safety Act and (c) what period are they given to rectify any failings;

How Many inspectors are there in each province to enforce the Health and Safety Act?

REPLY TO QUESTION 1335:

The Minister of Labour replied:

1. There are no stipulations with regards to the maximum period of time between inspections of workplaces with regards to the Occupational Health and Safety Act.

(a) Currently the legislation does not specify the maximum period between inspections of workplaces.

(b) and (b) We cannot enforce this now because it is not a legal requirement.

(a) See (a) above.

(b) In the event that any owner of building has not complied with the provisions of the OHS Act, the owner is issued with a contravention or prohibition notice depending on the seriousness of the transgression.

(c) If they have been issued with a contravention notice, they are given 60 days to comply. If they have been issued with the prohibition notice, they are required to comply immediately. Failure to comply with the notices may result in the recommendation of prosecution.

Please see table1 attached

Table 1: Occupational health and safety inspectors for department of labour

PROVINCE	NUMBER INSPECTOR
MPUMALANGA	6
FREE STATE	12
WESTERN CAPE	11
GAUTENG NORTH	8
GOUTENG SOUTH	15
NORTH WEST	8
LIMPOMPO	29
EASTERN CAPE	23
KWA ZULU NATAL	35
NORTHERN CAPE	13
Total	160

QUESTION NO 1335

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: Friday, 7 May 2010 (INTERNAL QUESTION PAPER NO 12-2010)

Dr. A Lotriet (DA) to ask the Minister of Arts and Culture:

(a) How many language units have been established in different government departments in accordance with the National Language Policy Framework, (b) which government departments have established language units and (c) which of these established language units are currently operational?

NW1571E

REPLY:

(a) Six (6) of the ten (10) prioritized departments have established language units as stipulated in the National Language Policy Framework ahead of the 2012 deadline according to the phasing in strategy.

(b) They are:

Department of Social Development,

Safety and Security,

Education,

Provincial and Local Government,

Land Affairs and

Correctional Service, the latest.

QUESTION NO: 1336

PUBLISHED IN INTERNAL QUESTION PAPER NO 12 OF 07 May 2010

Mrs M Wenger (DA) to ask the Minister for Cooperative Governance and traditional

Affairs:

Whether any assistance has been provided to the 57 most vulnerable municipalities depicted in the State of Local Government in South Africa: Overview Report published on 20 October 2009; if not, why not; if so, (a) what assistance was given to improve their performance, (b) what are the results of any assistance given and (c) what time line has his department set to improving these municipalities under the Local Government Turnaround Strategy? NW1572E

Reply

Yes assistance has been provided by national and provincial officials who have been deployed in these municipalities in the past four months to provide hands on support to develop the Municipal Turnaround strategies. The implementation of the Municipal Turnaround Strategies would kick in July. It is then that results could be observed.

QUESTION NO 1337

Mr S J F Marais (DA) to ask the Minister of Trade and Industry:

(1) What (a) cash and (b) reserve fund balances of the (i) National Lottery Board (NLB) and (ii) National Lottery Distribution Trust Fund (NLDTF) were transferred from the (aa) 200708 to the 2008-09 and (bb) 2008-09 to 2009-10 financial years;

(2) what (a) accumulated funds are available for distribution to beneficiaries as at the latest specified date for which information is available and (b) amount was received by the NLDTF from Lotto operators in each of the past two financial years;

(3) (a) how many applications were received by the three distribution agencies and (b) what amount of approved funds were not paid out by each of these distribution agencies in each of the past two financial years;

(4) whether there is any policy in place for retaining funds; if not, why not; if so. what are the relevant details?NW1573E

Response:

(1) (a)-(b)(i)-(ii)(aa)-(bb)

According to the NLB, there was no cash or reserve fund balances transferred for either the NLB or the NLDTF for any of the financial years indicated.

(2) (a) Provisional (Unaudited) R 3.006 billion

(b) 2008/2009R 1.537 billion

2009/2010 (Unaudited) R 1.598 billion

(3) (a) 2007/2008 Arts & Culture: 659

Charities: 4 025

Sport & Recreation: 3691

2008/2009 Arts & Culture: 698

Charities: 4025

Sport & Recreation: 867

(b) 2008/2009 2009/2010

(UNAUDITED)

Arts R 763m R (30)m

Charities R 533m R 549m

Sport R 891m R 294m

Miscellaneous R 25m R 85m

(4) NLB policy is to withdraw funds on a need to basis from the NLDTF, hence zero recovery at financial year end

In terms of section 25(2) of the Lotteries Act of 1997, the NLDTF can carry forward any unexpended balance/money as a credit to the next financial year.

QUESTION NO 1338

DATE REPLY SUBMITTED: WEDNESDAY, 14 JULY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 07 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr M S F de Freitas (DA) asked the Minister of Transport:

(1) Whether his department and its entities have a database of approved companies with whom they do business; if not, why not; if so, what criteria were applied when these companies were approved;

(2) whether this database is (a) audited, (b) updated and (c) reviewed; if not, why not; if so, (i) who undertakes such (aa) audits, (bb) updates and (cc) reviews, (ii) how often is this done in each case and (iii) how are companies on the database identified to be disqualified;

(3) (a) how many approved companies have been removed from the database in the past three years and (b) what was the reason in each case?

NW1574E

______________________________________________________________________

REPLY:

The Minister of Transport:

Department of Transport (DoT)

(1) The DoT has a database of approximately 3 000 approved companies with whom it does business. These companies were requested by means of advertisements in the Tender Bulletin to register as suppliers on the Department's database. A suppliers registration form was sent to all interested companies and once their requests were received, the information therein (names of directors, if they have any judgements, et cetera) was verified through the Companies and Intellectual Property Registration Office (CIPRO), prior to them being registered on the suppliers database.

(2) (a) Yes.

(b) Yes.

(i) (aa) Office of the Auditor-General.

(bb) Supply Chain Management.

(cc) Internal Audit.

(ii) Annually.

(iii) If unsatisfactory quality of services are delivered.

(3) (a) Approximately 50.

(b) Changing their contact details without informing the DoT, non delivery or delivering substandard quality goods or services and claiming VAT when they are not registered to do so.

Airports Company South Africa Limited (ACSA)

(1) Yes.

Normally these are gathered when quotations or bids are being invited, or on request, which are then added on the database by Procurement Services. The summary is as follows:

§ Suppliers are requested to complete a vendor form if their services are required by ACSA and a Procurement Specialist reviews for compliance with the technical and B-BBEE requirements.

§ Alternatively, the supplier details are obtained as part of the normal bid process and once they are awarded the service, their details are loaded on the database.

§ They are loaded by procurement services.

§ Furthermore, potential companies are interviewed on a regular basis to establish a need for their commodity or service.

(2) (a) Yes.

(b) Yes.

(i) (aa) Internal Auditors.

(bb) Master Data Administrator.

(cc) Master Data Administrator and Procurement.

(ii)

§ It is audited annually.

§ It is updated as and when suppliers forward their changes to the Procurement Department.

§ It is in the process of updating information (review). The first communication went out in January 2010 and the next communication will be during May 2010.

(iii)

§ If there is no compliance in terms of requirements and other contract performance indicators, i.e. non conformance resulting from a contract agreement that allows ACSA to terminate.

§ Master data base clean-ups for unused companies.

§ Natural end of suppliers' contracts.

(3) (a) 3 257 suppliers were removed on 19 January 2010.

(b) All unused suppliers were removed and those that do not comply with the B-BBEE requirements. This was done on the basis that there are new requirements needed from suppliers and the aligning of these requirements with the laws and the strategy of the Company were a necessity, e.g. B-BBEE contract management.

Air Traffic and Navigation Services Company Limited (ATNS)

(1) ATNS has a database of approved companies with whom they do business. They comply with the company's policy, which includes providing ATNS with a B-BBEE certificate, a tax clearance certificate, et cetera.

(2) (a) Yes.

(b) Yes.

(i) (aa) The database is audited annually by external financial auditors.

(bb) and (cc) It is updated and reviewed through an internal quality management system in terms of ISO 9001:2008 and external SGS audits in terms of re-certification.

(ii) Annually.

(iii) When companies do not deliver satisfactory services in terms of their Service Level Agreements.

(3) (a) and (b)

No approved companies have been removed in the past three years.

Cross-Border Road Transport Agency (C-BRTA)

(1) The C-BRTA has a database and the companies must be tax compliant, i.e. a tax clearance. Other criteria will be implemented once the Supply Chain Management Unit is established with competent staff.

(2) (a) Yes.

(b) Yes.

(i) (aa) Internal Auditors and the Office of the Auditor-General.

(bb) Internally, the database gets updated by interns.

(cc) This has not taken place yet.

(ii) The audit is done annually, updates are done daily and the reviews are conducted quarterly.

(iii) Companies that do not have tax clearance certificates are disqualified.

(3) (a)

The C-BRTA has only established a database in May 2009. Therefore, to date, only two companies have been removed.

(b)

§ Reason in case 1: Non delivery and delivery of substandard quality work.

§ Reason in case 2: Failure to provide a valid tax clearance certificate.

South African Civil Aviation Authority (SACAA)

(1) The SACAA has an approved supplier data base. An application form is used for all service providers to complete and compliance requirements are stated on the form.

(2) (a) (b) and (c) (i) (aa), (bb) and (cc), (ii) and (iii)

The database is audited by internal and external auditors. It gets updated by the Procurement Manager and reviewed by the Senior Manager: Facilities and Procurement on an annual basis. If companies do not submit all the necessary documentation they will not be included in the data base.

(3) (a) and (b)

There are no companies that have been removed from the data base. The data base is kept for a minimum period of five years.

South African Maritime Safety Authority (SAMSA)

(1) SAMSA has just completed a tender process for the establishment of a database of approved companies with whom to do business and the database will be implemented soon.

In 2008, under the new management team, SAMSA took a decision to establish a Supply Chain Unit. This was done separate from its Department of Finance, to develop a Procurement Policy Manual (which did not exist) and to review the supplier database. By then the database had not been reviewed or renewed for years. Since then the Supply Chain Management Unit has been established and capacitated with competent staff, the advert for supplier base was closed and the database has now been established in line with National Treasury guidelines.

The criteria that was used for compiling the database was of companies showing interest and demonstrating the ability and competence of being able to provide the services and commodities that are known to SAMSA, as a result of its day to day requirements and use and being able to comply with all statutory requirements (i.e. company being registered with CIPRO, providing a valid tax clearance certificate, being B-BBEE compliant, being able to provide the highest quality and efficiency at competitive prices of the required goods/service).

(2) (a) The database will be audited.

(b) The database will be updated every 12 months.

(i) (aa) SAMSA's internal auditors will undertake the auditing of the database.

(bb) The updating of the database will be conducted by SAMSA's Supply Chain Management Unit.

(cc) The reviewing of the database will also be conducted by SAMSA's Supply Chain Management Unit.

(ii) The updates and reviews of the database will be conducted every 12 months.

(iii) The companies on the database will be identified and disqualified from the database if they are not performing to agreed standards as stipulated in their respective Service Level Agreements. The companies will also be removed if there is a change in SAMSA's purchasing pattern that may result in the use of the respective service/goods being discontinued and/or if a term of contract is signed with one of the respective service provider for goods/services.

(3) (a) and (b)

No companies have been removed from the database in the past three years, because a formal database and relevant processes to measure and monitor performance have not been implemented.

South African National Roads Agency Limited (SANRAL)

SANRAL does not use a database system. In terms of Supply Chain Regulations, the work goes out on public tender.

Passenger Rail Agency of South Africa (PRASA)

(1) PRASA maintains a list of approved suppliers in its database and pre-determined criteria applied was informed by both the requirements of relevant departments in fit, form function, quality, service and general compliance to all legal requirements as stipulated in its Supply Chain Management Policy dated 01 April 2009.

(2) (a), (b) and (c) (i) (aa), (bb) and (cc), (ii) and (iii)

The Internal Audit Department audit and review the database when they do the control register, while the Supply Chain Management Unit updates the database on a three-yearly cycle.

All capital expenditure projects are put out on Open Tender Call, which means all companies can submit bids for such projects, those on and not on the database. Furthermore, the majority of operational expenditure projects are also put out on Open Tender Call. The use of the database is mainly for small purchases and is limited to the Three Quote System, which is purchases costing no more than R350 000.00 as per the Supply Chain Management policy.

(3) (a) and (b)

No company has been removed from the database in the past three years. Proper and due processes would be followed prior to the removal of a supplier in order to be fair to both the supplier and PRASA.

Road Accident Fund (RAF)

(1) The RAF has a database of approved companies that is being used for the procurement of goods and services. The approved companies were identified through open procurement processes advertised through the local media and/or the Government tender bulletins. The criteria used to identify suppliers are in line with the Preference Point System criteria as prescribed in the Preferential Procurement Policy Framework Act (PPPFA), 2000 (Act No 5 of 2000), which covers functional requirements, price (if applicable) and Historically Disadvantaged Individual (HDI) targets.

(2) (a)Yes.

(b) Yes.

(i) (aa) Audits are conducted by the RAF's Internal Audit Department and also by the Auditor-General (AG).

(bb) Updates are conducted by the RAF Procurement Department.

(cc) Reviews are done by the RAF Procurement Department.

(ii) Audits by the AG are done annually and those by the RAF's Internal Audit Department are done more frequently in accordance with the Internal Audit Plan. Updates on the RAF database of approved companies are done regularly based on the RAF requirements. Review of the RAF database is conducted regularly but at least once annually.

(iii) Companies already listed on the RAF database are disqualified on the basis of non-compliance with the requirements of the Service Level Agreements, non-compliance with Procurement Regulations, i.e. expired Tax Clearance Certificates, and also on the basis of being blacklisted based on the List of Restricted Suppliers as maintained by the National Treasury Department.

(3) (a)

The RAF removed 48 vendors from its database in the past three years.

(b)

Some of the reasons for the removal of these vendors are based on the fact that the RAF issued a Database Refresh Tender in April 2009, whereby all RAF vendors on the database were requested to provide updated company information, i.e. Tax Clearance Certificates, et cetera to the RAF. Most of the vendors have been removed, because they were unable to produce/submit a response to the RAF's Database Refresh Tender and as a result their information is outdated and no longer valid.

Railway Safety Regulator (RSR)

(1) The Railway Safety Regulator (RSR) has a comprehensive database of registered and approved suppliers with whom it transact on a business level in compliance with the stipulations of section 38 (1) (a) (iii) of the Public Finance Management (PFMA) Act, 1999 (Act No 1 of 1999), as amended, to maintain an appropriate procurement and provisioning system that is fair, equitable, transparent, competitive and cost effective.

The criterion used by the entity in approving these suppliers and/or companies is the completion of a supplier registration/declaration form with certified copies of the following documents for attachments:

§ A concise company profile.

§ Original valid tax clearance certificate.

§ Company certificate or shareholder(s) register.

§ Certified ID copies of all members/partners/directors.

§ Vat registration certificate (for VAT vendors only).

(2) (a), (b) and (c) (i) (aa), (bb) and (cc), (ii) and (iii)

This is audited by both the Internal (in-house) and External auditors (Auditor-General) bi-annually in terms of the approved audit plans.

The database of suppliers is captured in the iQual system, which allows a pressing need for supplier rotation in order to give emerging historically suppliers an equal opportunity to obtain contracts and submit quotations.

The database of suppliers is updated annually at the insistence of the Finance Committee, which is a Board sub-committee. The last robust update was undertaken by the Supply Chain Management unit in September 2009, followed by an advert in the Weekly Tender and Executive Bulletin: Jessina Naome and Associates in May 2010 for invitations to register as a supplier on the RSR database.

The entire update process is conducted in-house by the Supply Chain Management (SCM) Unit in direct consultation with Predicate Logistics, who are the owners of the iQual system currently in use and annually maintained through a maintenance agreement. The latter entails free updates, free service packs, training, re-training, site visits and support to name but a few functionalities.

SCM in consultation with management performs a review on a monthly basis through BEE status reports.

The Finance Committee reviews the database on a quarterly basis, making use of quarterly BEE reports for discretionary spending to ensure that RSR provides an equal opportunity to all registered and potential suppliers.

(3) (a) and (b)

A total of 943 suppliers were registered on the database until September 2009.

Pursuant to the database clean-up project in September 2009, a total of 322 were inactivated and made dormant for not responding to information updates. A total of 101 were removed due to inaccessibility and incorrect information, expired and non-renewal of tax clearance certificates despite numerous requests. There are currently 520 active suppliers on the RSR database.

Road Traffic Management Corporation (RTMC)

(1) Yes, the RTMC has a database of approved companies. In applying for registration in the RTMC's database, the companies submit completed forms indicating the commodities which they provide as well as shareholder or directorship information. The companies must also submit the following documents, which forms the criteria for approval:

§ Tax Clearance Certificate

§ Company Profile

§ CIPRO Certificate, and/or

§ Shareholders Certificates

Compliance with the above mentioned requirements forms the basis of approval to be registered in the database.

(2) (a) No, the database is not audited. However, the internal audit unit does cover some areas of the database in their audit program as and when they perform audits in the supply chain management environment.

The reason for not being audited is because the audit of the database is not covered in the internal audit plan as a separate audit area. However, the audit of the supply chain management covers some aspects of the database. These audits are conducted annually.

(b) Yes, the database is updated with new companies who apply for registration in the supplier database of the Corporation.

(c) No, the database is not reviewed formally. However, the management within the Supply Chain Management Unit do review the forms and other input documents before new companies are registered in the database. These reviews are done daily or as and when the new companies apply to register in the database.

The review of the database was not considered necessary as all the input

documents are reviewed before capturing into the supplier database.

(i)

(aa) Not applicable.

(bb) This is undertaken by personnel within the Supply Chain

Management Unit.

(cc) Not applicable.

(ii)

· Audits – There is no specific audits for the database. However, the database is covered in the internal audit program for supply chain management. The audit of supply chain management is performed at least annually.

· Updates – Updates of the database is done as and when new companies apply for registration in the database. These updates may take place daily if companies register on a daily basis.

· Reviews – Even though formal reviews of the database are not done, the input documents are reviewed all the time when new companies apply to register in the entity's database.

(iii) There is currently no policy or procedure on disqualification of service providers that are on the database. As a result the entity has not disqualified any service provider who met all the requirements for registration in the database.

(3) (a) and (b)

The entity has not removed companies or service providers from the supplier database.

Ports Regulator

(1) The Ports Regulator has a database of companies with whom it does business. These companies were approved on the basis of their compliance with South African Revenue Services (SARS) information supplied by them in completing a supplier database form. This form was developed to comply with the procedures set out in the Accounting Officers Procurement Procedures (AOPP), as referred to in the Public Finance Management Act, 1999 (Act 1 of 1999) (PFMA).

(2) The database is:

(a) Not audited as a rule, but on tendering compliance is checked and updated.

(b) Updated as more businesses submit the database form.

(i) (aa) Supply Chain Management.

(bb) Finance department.

(cc) Finance department.

(ii) Annually.

(iii) Companies are disqualified if they do not conform to the AOPP.

(3) (a)

No companies have been removed from the database during the past three years.

(b) Not applicable.

QUESTION NO 1339

DATE REPLY SUBMITTED: TUESDAY, 06 JULY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 07 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr M S F de Freitas (DA) asked the Minister of Transport:

(1) Whether his department and/or any of its entities have training academies similar to that of the Transnet Freight Rail Academy; if not, why not; if so, (a) what is the (i) function and (ii) mandate of each of these facilities and (b) what are the further relevant details;

(2) whether his department and/or any of its entities has any mentorship programmes; if not, why not; if so, what are the relevant details?

NW1575E

______________________________________________________________________

REPLY:

The Minister of Transport:

(1) (a) (i) & (ii) and (b)

Department of Transport (DoT)

The Department of Transport (DoT) is not a training provider and therefore do not have established and accredited internal training academies. However, the DoT has established an academic relationship with 14 Higher Educational Institutions to build both human and research capacity in the areas of transport, such as Transport Economics, Transport Logistics, Civil Engineering and Maritime Studies. This is done to address the skills shortages of the transportation sector. Furthermore, the DoT has been working in close collaboration with the Transport Education and Training Authority (TETA), which has both local and international partnerships with various training academies and tertiary institutions.

Airports Company South Africa (ACSA)

Airports Company South Africa (ACSA) has a training academy in existence. The purpose of the academy is to encourage and promote learning and development within ACSA, irrespective of job, grade, level, race, gender, age, or other distinguishing factors, with a specific focus on achieving the ACSA business strategy and improving business effectiveness and efficiency.

This academy has been in existence for over 6 years. The ACSA Training Academy's mandate is to provide training which is central to the business of ACSA so as to ensure adherence to the license requirements for the airports, and to this effect it is mandated to ensure the provision of training in operational areas like fire and rescue, safety and security.

The academy further provides training interventions (in partnership with external providers) in the areas of:

§ Leadership development

§ Behavioural competence

§ Non-regulated function and technical training

§ Development of future talent capability

Air Traffic & Navigation Services (ATNS)

Yes, the Air Traffic and Navigation Services (ATNS) has a training academy.

The ATNS Aviation Training Academy, situated in Bonaero Park, provides training to Air Traffic Controllers, Engineering Technicians and Aviation Management personnel. Training ranges from basic to advance in the disciplines associated with the above functions. In the 2009/10 financial year a total of 1798 learners were trained across the disciplines mentioned above, with a pass rate of 91%. Approximately 12% of these learners come from neighbouring African states.

The ATNS Aviation Training Academy is one of only two facilities in South Africa that provides Air Traffic Services training in a civilian context.

The Training Academy has daily capacity for 120 students in a classroom environment. The Academy holds the following accreditations:

· TETA (Transport Education and Training Authority)

· IATA ( Air Transport Association)

· SA CAA ( Civil Aviation Authority)

· Trainair (ICAO – International Civil Aviation Organisation)

Cross-Border Road Transport Agency (C-BRTA)

The Cross-Border Road Transport Agency (C-BRTA) does not have a training academy as it outsources all training that has to take place.

South African Civil Aviation Authority (SACAA)

The South African Civil Aviation Authority (SACAA) does not have a full time training academy. Inspector qualification training is provided in-house by formally accredited instructors. Additional training such as the Government Inspectors Course, that our employees undergo, is done through the ATNS Aviation Training Academy, an academy qualified and accredited to present ICAO and IATA accredited courses. SACAA instructors with ICAO accreditation present most of these courses.

South African Maritime Safety Association (SAMSA)

The South African Maritime Safety Authority (SAMSA) is the authority charged with the development of maritime skills for the country. Part of that function requires that SAMSA ensures that the quality of the South African Maritime Skills is of an internationally acceptable standard in terms of the "Standards for Training and Certification of Watchkeepers" (STCW). As such, SAMSA is the Maritime Qualifications Authority for the country and presides over the many maritime training providers including the Transnet School of Ports on the Maritime Programs. SAMSA would thus not have its academy as it is considered to be a referee in the industry. It does however accredit and offer support to institutions that offer maritime training. There are however discussions on establishing a Maritime University.

South African National Roads Agency (SANRAL)

The South African National Roads Agency Limited (SANRAL) does not have training academies similar to that of Transnet Freight Rail Academy.

Passenger Rail Agency of South Africa (PRASA)

The Passenger Rail Agency of South Africa (PRASA) does not have a centralised training academy similar to that of Transnet. However, PRASA is registered with TETA (Transport Education and Training Authority) as an accredited training provider. Through its division, Metrorail, it provides accredited train operations training, apprenticeships for artisans in Rolling Stock, other technical training as well as training in Protection Services. The organisation has established training facilities based in Cape Town, Durban, East London, Johannesburg and Tshwane. All these training centres provide training to PRASA employees or trainees predominantly in the train operations grades. Metrorail is busy with the acquisition of train simulators for its 3 major regions. These regions will all have simulators by the end of 2011 which will assist in improving on the effective delivery of training for both new and current train drivers.

The organisation also has a fully accredited apprentice school that trains electrical fitter artisans for the Rolling Stock department based in Cape Town. A similar apprentice school is currently being established in the Metrorail Gauteng Region based in Johannesburg. In addition, the organisation is also capacitated to provide technical training in signalling and overhead electrical maintenance and this training is being provided in both Cape Town and Durban. This training is mainly focussed on the training of employees in the relevant technical areas within the Infrastructure department.

PRASA has also identified the need to start preparing itself to train its own protection services employees and has started the process of capacitating itself to provide training related to the security industry. The organisation has finalised this extension of scope with TETA and has received the necessary accreditation related to this training area.

It is intended to establish a PRASA Training Academy to co-ordinate all training within the various PRASA divisions and subsidiaries. Although this training will be delivered at decentralised level, such training will be co-ordinated to ensure it is effectively utilised and is able to meet PRASA's current and future skills needs.

Road Accident Fund (RAF)

The Road Accident Fund (RAF) is not familiar with theTransnet Freight Rail Academy and we don't have our own Training Academy. RAF will study the TransnetFreight Rail Academy, if required.

RAF has an established Training Department and training is conducted internally.

Railway Safety Regulator (RSR)

The Railway Safety Regulator (RSR) has no training academy. The nature of the RSR's operational scope does not warrant the establishment of a fully-fledged academy similar to that of Transnet. The RSR will however utilise current existing academies/ training institutions for training and development purposes when such needs arise.

Road Traffic Management Corporation (RTMC)

The Road Traffic Management Corporation (RTMC) does not have a physical Traffic Training Academy at present. The 12 approved Traffic Training Colleges in the country belong to the Provinces (6) and the Metro's (6). The RTMC has a Unit of 7 officials who are responsible for curriculum development and updates, monitoring and evaluation of training and national assessments for all training of Authorized Officers at all approved Traffic Training Colleges. It is important to note the following:

· These Traffic Training Colleges are approved in terms of the National Road Traffic Act, 1996, (Act 93 of 1996) and evaluated annually by the RTMC to ensure that they comply with the Policy Document for Traffic Training Colleges.

· This approval mandates them to train Authorised Officers (Traffic Officers and Examiners for Driving Licences and Vehicles).

· The Standards for Training are set and controlled by the RTMC in terms of the Policy Document for Traffic Training Centres.

· The RTMC has a Memorandum of Understanding with the LGSETA (Local Government Sector Education and Training Authority) to co-quality assure any training for Authorised Officers which are registered with the SETA.

Ports Regulator

The Ports Regulator does not have a training academy. It is currently in the process of staffing the organisation.

(2)

Department of Transport (DoT)

The Department does have a mentorship policy which sets out how mentorship programme needs to unfold across various levels of employed staff and unemployed youth on internships. The programme outlines the following:

· The implementation of the mentorship programme is guided by the skills needed in the department and the labour market.

· Divisions are annually expected to identify training and developmental areas upon which mentorship would be required preferably before the end of the financial year for budgetary purposes

· Each mentee is assigned a mentor who is accountable to the Human Resources Department.

· Both mentors and mentees are taken through an induction programme as well as mentor and mentee workshops so that they could both develop a proper understanding of their respective environments.

· Mentorship contracts are developed and signed by both mentors and mentees. Each mentor is expected to develop a Personal Development Plan for each mentee and continuously assess mentees progress, challenges and achievements.

· Mentors are expected to submit progress reports on a periodic basis.

· It is also critical to mention that the programme/ policy makes provision for the implementation of the grievance procedure in case of any form of dissatisfaction on any of the parties involved.

Airports Company South Africa (ACSA)

The ACSA training academy coordinates the development of coaching and mentorship skills for ACSA employees. Supervisors and managers have been provided with the required skills to be effective coaches and mentors.

Furthermore, these issues are addressed in the leadership programmes such as Management Development Programme (in partnership with GIBS) and Supervisory Development Programme (in partnership with the LR Group).

All of the above interventions are further delivered in line with ACSA's Talent Management Principles.

Air Traffic & Navigation Services (ATNS)

There is no formal mentorship programme, but Air Traffic Controllers are developed in the company of experienced Senior Controllers who help develop their skills and ensure validation.

Cross-Border Road Transport Agency (C-BRTA)

The Agency is still in the process of establishing policies that surround the succession plan, which would encompass the mentorship programme. However, in the past two years, an Internship Programme was started..

South African Civil Aviation Authority (SACAA)

The SACAA does not have a formal mentorship programme or an adopted policy on mentorship. However, because of ther mix of experienced and younger inspectors, on-the-job training, which includes mentorship, takes place continuously. Plans are underway to establish training programs for Black Pilots in conjunction with various Government Departments. Consultation meetings have taken place with Black pilots and Industry representatives to discuss the mandate and the format that the program will take.

South African Maritime Safety Authority (SAMSA)

Yes, it has several mentorship programs which are as follows:

§ It has a Gender-Based Program which will ensure that the women on the program are prioritised for development in the technical areas and they are mentored in the process.

§ SAMSA also has a succession plan where surveyors are mentored on entry level by the Principal Officers until they(Principal Officers) are satisfied that they(Surveyors) can do surveys on their own.

§ In addition, the workplace exposure program recruits graduates from the academic institutions who otherwise would not be absorbed by the market, particularly the maritime students. They are placed in the organisation and rotated within the industry while we source berths for them.

§ Furthermore, there is an ABET program for employees without matric, which is linked to their careers. It is aimed at obtaining the relevant qualification to the job employees and therefore looking at their progression. These employees attend classes and afterwards have to do practicals in the work situation.

South African National Roads Agency Limited (SANRAL)

SANRAL has entered into a Commitment and Undertaking with the Engineering Council of South Africa (ECSA). This provides flexibility and an opportunity for candidate engineers to structure their training and to develop professionally in accordance with ECSA's minimum requirements. A mentor registered by ECSA has been appointed to guide candidate engineers in the work situation.

Passenger Rail Agency of South Africa (PRASA)

There are mentorship programmes within PRASA. These are within the train operations and technical departments. In the train operations department, senior train personnel assist trainees that have completed the required theoretical training to acquire practical on-the-job exposure, training and experience. Only on completion of the required training criteria is the employee certified competent and allowed to operate independently in that position.

Within the technical departments, mentoring is provided to learners that require P1 and P2 vocational exposure, experience and training. This training assists the learners to meet the requirements of their qualification and thus are then in a position to graduate with a technical diploma from the respective higher education institution at which they are registered. The organisation is also registered with the Engineering Council of South Africa (ECSA) to provide mentoring to relevant graduates that are registered as engineers in training. Once such exposure is completed, the mentor/ supervisor signs off these submissions so that the engineer in training is able to register as a professional engineer with ECSA.

PRASA has also started the process of exposing newly qualified individuals with tertiary education qualifications to the workplace. This involves structured programmes being developed so that the graduate is able to gain workplace experience and be guided and coached by a mentor. This opportunity affords the person to gain some experience which assists them in the search for gainful employment related to the qualification that they have acquired.

Road Accident Fund (RAF)

RAF does not have a mentorship programme. It does however have a skills development programme in place. The RAF is in the process of introducing the new Operating Model and once the new model is stabilised the Mentorship programme will be introduced.

Railway Safety Regulator (RSR)

Yes, the RSR has a mentorship programme in place. Experienced railway engineers are employed by the RSR to undertake safety assurance activities (safety audits, inspections and occurrence investigations) as well as provide mentorship to young engineers within the Inspectorate division.

Road Traffic Management Corporation (RTMC)

No official national Mentorship Programme exists at present. Plans are in place to develop such programmes and policies as soon as the National Training Framework for Road Traffic Management has been completed at the end of September 2010. Individual Colleges and Provinces like, Gene Louw Traffic Training College in Cape Town and the Eastern Cape Province do have their own Mentorship Programme which forms part of their Field Training Officers Programme, whereby a mentor is assigned to newly trained Officers when they graduate from the Traffic Training College.

Ports Regulator

The Ports Regulator has an internship programme in the Economic Regulation component, primarily as trainee analysts and researchers. Included are:

§ Two black females, with Masters in Maritime Studies,

§ One Black female with a B.Com in Economics (Hons), and

§ One Black male with Certificate in Maritime Studies

In addition, the previous cleaner has been promoted to receptionist and is part of a mentoring and re-skilling process.

QUESTION NO 1340

DATE REPLY SUBMITTED: WEDNESDAY, 14 JULY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 07 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr E J Marais (DA) asked the Minister of Transport:

(1) How many engineers have been appointed in his department and each of its entities in each of the past three financial years;

(2) whether any shortfalls currently exist; if so, (a) where, (b) what is the reason and (c) what are the further relevant details;

(3) whether he has taken any steps to deal with the shortfalls; if not, why not; if so, what steps ?

NW1576E

REPLY:

The Minister of Transport:

Department of Transport (DOT)

(1) The Department of Transport (DoT) has not appointed any engineers during the past three financial years. However, posts on the establishment require engineering qualifications, especially in terms of infrastructure planning and intersphere coordination.

There are currently five employees in the Branch: Integrated Planning and Intersphere Coordination, DoT, with engineering qualifications and performing work related to civil engineering.

In other Branches there are two more employees who have engineering degrees. However, they do not perform functions related to civil engineering.

With the completion of the HR Connect project, which was managed by the Department of Public Service and Administration (DPSA), a database related to the qualifications of employees in Government will be compiled and will provide the Departments the opportunity to suitably match and place their own staff in relevant posts according to their qualifications on the organisational structure of the Departments.

(2) Not applicable.

(3) The service delivery model of the DoT is currently under review, which will affect the structure of the Department. The DoT will use this opportunity to re-align the current structure to the four modes of transport and in doing so posts will be renamed to align with the Occupational Specific Dispensation (OSD) for engineers and related occupational fields. Therefore, the updated structure will reflect the occupational group engineer in future. It needs to be noted that the OSD for engineers and related occupations has not been implemented due to a lack of funds.

Airports Company South Africa (ACSA)

(1) Engineers employed at ACSA during the following three financial years:

§ 01 April 2007 – 31 March 2008: Appointed 17 - Total Engineers 38

§ 01 April 2008 – 31 March 2009: Appointed 5 - Total Engineers 36

§ 01 April 2009 – 31 March 2010: Appointed 8 - Total Engineers 44

(2) ACSA does not currently experience shortfalls, but has identified the need to

focus on employing industrial engineers in the organisation into the future.

(a), (b) and (c) Fall away.

(3) ACSA provides opportunities for young engineers to be taken up in the organisation as trainee engineers. During this period they are exposed to different areas of the engineering profession in which they specialise.

ACSA has identified specific opportunities to also employ Interns into specific engineering fields as to build future capacity.

Air Traffic and Navigation Services (ATNS)

(1) The following appointments have been made in respect of Engineers:

§ 2007/08 - 6 appointed

§ 2008/09 - 1 appointed

§ 2009/10 - no appointments

The above figures bring the total number of engineers in the business to nine with four vacancies.

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

As indicated above there is a shortfall of engineers. The shortfall results from resignations of employees who move to pursue career aspirations elsewhere.

(3) Steps taken to address the shortfall include review of the remuneration strategy and policy to attract and retain the required levels of engineering staff.

Cross- Border Road Traffic Agency (C-BRTA)

(1) In view of the mandate of the C-BRTA, the Agency does not need any specialized engineering competencies to conduct its day-to-day activities. Therefore, the Agency does not have engineers on its staff specifically appointed for specialist engineering duties.

(2) Fall away.

(4) Fall away.

South African Civil Aviation Authority (SACAA)

(1) Due to the nature of the industry as a regulator, six engineers have been appointed in the Certification section and one Pans Ops Specialist in the safety air infrastructure division during the period in question.

(2) Yes.

(a) There is a skills shortage of Aeronautical Engineers, Pans Ops Specialists and Pilots from the historically disadvantaged groups.

(b) and (c)

There is a national shortage of Aeronautical and Pans Ops Specialists in the country, hence the high demands which result in a challenge with the attraction and retention of them.

(3) Submissions have been made to the Transport Education and Training Authority (TETA) for discretionary funding for development programs for the aforementioned scarce skills, i.e. Aeronautical Engineers.

South African Maritime Safety Authority (SAMSA)

(1) SAMSA employs large numbers of Marine Navigation Officers or Marine Engineering Officers for purposes of its key mandates. These are largely employed as surveyors, examiners and in other specialist roles. The engineering officers are generally in short supply all over the maritime world, exacerbated by the fact that they are required to hold international qualifications, and the same skills/qualifications are in demand across the world merchant fleet and maritime industries. Due to multiple factors, SAMSA has only been able to attract and keep three new engineers in the last three years as well as trained four engineering developmental candidates. Key factors being uncompetitive remuneration, previous state of the entity and lack of access to ships for experiential training of marine expertise.

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

The shortfalls continue to exist for as long as the world is in short supply. These are generally in the busier ports (Durban and Cape Town) and are due to the reasons stated above. Durban currently is in the process of recruiting four engineering surveyors, while Cape Town is busy recruiting three. Over the next 18 months, SAMSA is targeting another six engineers for the purpose of both coalface expertise and succession planning in the senior grades.

(3) In order to address these shortfalls, SAMSA continues to advertise for qualified engineers through mass media, headhunt within the world fleet and has also commenced the internal development programme of lower level grade applicants. There are currently two engineers being trained at sea who will complete the training by the end of the year.

South African National Roads Agency Limited (SANRAL)

(1) SANRAL employed engineers and engineering technicians as follows:

Engineers Technicians

§ 2008 8 2

§ 2009 9 8

§ 2010 5 5

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

There is a limited availability of professionally qualified Civil Engineers and technical staff.

(3) SANRAL introduced bursaries for external students:

§ The SANRAL Bursary Scheme for external students was implemented at the beginning of 2007, and is aimed at sponsoring students from disadvantaged backgrounds interested in studying towards Civil Engineering and related studies in the Built Environment degrees.

SANRAL's bursary programme is a tangible contribution to closing South Africa's skills gap, particularly in the engineering fields. In the 2010 financial year SANRAL granted 40 bursaries for the 2009/2010 academic year, with a further 10 per cent growth in the bursary programme over the next three years.

§ Internships - SANRAL provides internships to engineering students to facilitate the attainment of their degrees and diplomas and to provide them with work experience. This is done in co-operation with the consulting engineers working with SANRAL. The number of internships facilitated amount to 10% of SANRAL's staff complement.

Due to the high demand for practical experience in engineering field required by Universities and Universities of Technology for the completion of the Engineering degrees, SANRAL continuously gives opportunity to students to participate in the internship programme and vacation jobs.

Passenger Rail Agency of South Africa (PRASA)

(1) Engineers appointed in the past three financial years:

GRADE	NUMBER OF POSTS IN APPROVED STRUCTURE	NUMBER OF POSTS FILLED	% POSTS FILLED
Apprentice Engineers	14	8	57%
Graduate Engineers	10	7	70%
Professional Engineers	7	5	71%
Mentoring Engineers	9	9	100%
Sponsoring Engineers	12	6	50%

(2) (a) Shortfalls exist within PRASA Rail Operations. However, the baseline required resources are sufficient to manage all systems and productivity.

(b) Due to the scarcity of technical skills in the market, as soon as a candidate has received training and reached such a level of proficiency to become productive, the candidate is lured away by better financial prospects in the market.

(c) A training programme has been established to train 14 engineers for the PRASA Group, and upon successful completion they will be placed as Specialists through the internal recruitment process.

PRASA developed a Development Program for Engineers as part of the strategy to retain their skills.

(3) PRASA has developed a talent and transformation strategy to deal with the shortfalls, which has the following five pillars:

A. Pre employment development – focusing on having a pool of people linked to PRASA through bursaries, mentorship and learnership programs.

B. A focused Recruitment and Selection Strategy for critical engineering and technical skills. The following are prioritised:

· Engineers in all disciplines

· Engineering Technicians at all levels in all disciplines

· Electricians

· Track Masters / Track Inspectors

· Traction Linesmen (OHTE)

· Trade Hand grades (all levels)

C. Entry level recruits.

D. Internal trainees.

E. A Comprehensive Retention Strategy.

Road Accident Fund (RAF)

No engineers are employed at the Road Accident Fund.

Railway Safety Regulator (RSR)

(1) The RSR currently has a total of 18 engineers of which seven are contracted

engineers. The RSR has appointed three engineers in the past three financial years in its organizational structure.

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

The RSR is currently experiencing a shortfall of 23 permanent engineers in the Safety Assurance Department (Inspectorate). These positions cannot be filled currently due to budget constraints. The shortfall is also perpetuated by skills shortage of railway engineers in the industry.

(3) The RSR has appointed 7 retired or semi-retired railway engineers on a contract basis to augment the current capacity in the Inspectorate Division as well as to mentor young engineers.

Road Traffic Management Corporation (RTMC)

(1) No engineers have been appointed within the RTMC in the past three financial years.

(2) (a) There are shortfalls for Traffic Engineering personnel.

(b) The RTMC structure had to be finalised and these posts needed to be funded.

(3) The RTMC is in a process of negotiating a Memorandum of Understanding (MOU) with the University of Pretoria for the establishment of a Research Chair. This agreement will help towards increasing the number and quality of engineers in the field of traffic engineering.

Ports Regulator

(1) Nil

(2) An engineer with an infrastructure background to assist with physical capital adequacy and capital expenditure programme evaluation.

(a) Ports Regulator.

(b) No funding exists for such post at present.

(3) The funding of such post will be addressed with the Department of Transport and National Treasury for the 2011/2012 financial year.

QUESTION NO 1341

DATE REPLY SUBMITTED: WEDNESDAY, 28 JULY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr E J Marais (DA) asked the Minister of Transport:

(1) Whether there is a department or division in his department that researches modern innovations, inventions and ideas within the transport sector; if so, (a) which department or division and (b) what is its mandate; if not,

(2) whether there are plans to consider establishing such a department or division; if not, what is the position in this regard; if so, what are the relevant details;

(3) whether any new and modern transport and transport-related innovations have been considered by his department during the past three financial years for which information is available; if not, why not; if so, (a) how many, (b) what are the details of these innovations and (c) which of these innovations have been taken up and introduced? NW1577E

REPLY:

The Minister of Transport:

(1) Yes.

(a)

The Directorate for Innovation Strategy in the Branch: Transport Policy and Economic Regulation, is the division in the Department of Transport that researches modern innovations, inventions and ideas within the transport sector.

(b)

The mandate of the Directorate: Innovation Strategy is to implement and manage transport innovation and technology research strategy, do research on new developments and to build partnerships regarding research and developmental issues.

(2) Falls away.

(3) (a), (b) and (c)

The Directorate: Innovation Strategy continuously receives suggestions from members of the public and stakeholders on modern innovations, inventions and ideas within the transport sector. There are numerous transport and transport-related innovations that have been considered by the Department of Transport during the past three financial years. These include, amongst others:

Ø Electric cars submission – The Directorate: Innovation Strategy provided an input on behalf of the Department of Transport.

Ø A study conducted by the University of Stellenbosch in the Western Cape, coordinated by the Directorate: Research Studies, Department of Transport, on the use of Global Positioning Devices in Travel Surveys: A Developing Country Application.

Ø In partnership with the Chief Directorate: Economic Analysis, Department of Transport, the Directorate: Innovation Strategy took an initiative to develop and analyse policy implications of car ownership and car use in South Africa. (This is still in a process of being finalised).

QUESTION NO 1342

DATE REPLY SUBMITTED: THURSDAY, 27 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr S B Farrow (DA) asked the Minister of Transport:

(1) What are the details of the negotiations that have been undertaken with the officials who will be required to work extra overtime during and after the 2010 Fifa World Cup Soccer tournament;

(2) whether any of the officials have not agreed to working extra hours; if so, how have such officials been accommodated;

(3) whether officials who worked extra hours will be granted any special leave after the 2010 Fifa World Cup Soccer tournament; if not, why not; if so, on what basis will such leave be granted?

NW1578E

REPLY:

The Minister of Transport:

(1) The Department of Transport has not entered into negotiations relating to the working of overtime, since no employee is/will be required to work additional hours during or after the 2010 Fifa World Cup Soccer tournament.

(2) and (3) Fall away.

QUESTION NO 1343

DATE REPLY SUBMITTED: FRIDAY, 28 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr S B Farrow (DA) asked the Minister of Transport:

(1) (a) What processes, procedures and mechanisms are in place to ensure the highest standard of examiners assessing individuals undergoing their driver's licence test and (b)(i) how often are examiners re-examined and (ii) what examinations do examiners undertake;

(2) whether there are any processes, procedures and mechanisms in place to update the examiner training courses on a regular basis; if not, why not; if so, how what are the relevant details?

NW1579E

REPLY:

The Minister of Transport:

(1) (a) Current legislation prescribes that the Inspectorate for Driving Licence Testing Centres (DLTC) may at any reasonable time, without prior notice, accompany an Examiner for Driving Licences in any motor vehicle when such an Examiner is examining or testing a person for a driving licence for the purpose of evaluation of the said Examiner.

(b) (i) Examiners are evaluated by the Inspectorate upon the yearly inspection of the relevant Driving Licence Testing Centre where they are appointed as Examiners.

(ii) Examiners undertake an Examiners for Driving Licences course at one of the seven Traffic Training Colleges in the country. As stated above, there is no formal re-examination. Depending on the recommendation of the Inspectorate as mentioned in (1) (a) the relevant MEC of a Province may send examiners to refresher courses as set out in (2)

(2) Yes. The curriculum for Examiners for Driving Licences is based on the K53 and the relevant sections in the National Road Traffic Act (NRTA). The curriculum is updated when the K53 and the NRTA is updated to accommodate new legislative requirements. When amendments to the legislation take place, the Road Traffic Management Corporation (RTMC) will update the learning material at Colleges to ensure that those at Colleges are trained on the latest updated information.

Refresher training is also available at Traffic Colleges and is accommodated within the existing courses at Traffic Colleges. Seven out of the 12 Traffic Training Colleges in the country are approved to train Examiners for Driving Licences.

Four Examiners for Driving Licences courses are scheduled per year. During each course, five different grades of Examiners are trained. The Inspectorate or the Management Representative of a Driving Licence Testing Centre (DLTC) would normally identify if there is a need for refresher training and will then refer such a person to the Traffic College.

Should the Inspectorate identify a certain common problem with regard to the skills of Examiners in a particular area, they may also do an informal refresher training session for that area.

The DLTC Inspectorate is also participating on a regular basis in the examination panel meetings for Examiners for Driving Licences, chaired by the RTMC. In these examination panel meetings the Inspectorate would bring to the attention of the RTMC any area with regard to driving licence training that needs specific attention during training in the Traffic Colleges.

Further action taken by the Inspectorate to ensure that Examiners are at all times aware of legislation changes and updates, is the organizing of information sessions each year in all nine provinces.

QUESTION NO 1344

DATE REPLY SUBMITTED: THURSDAY, 27 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr A Louw (DA) asked the Minister of Transport:

Whether it is compulsory for learner drivers to take professional driving lessons from driving schools; if not, why not; if so (a) how does an applicant prove that he/she has taken such lessons and (b) what (i) mechanisms, (ii) processes and (iii) procedures exist to ensure that only recognised driving schools are accepted?

NW1580E

REPLY:

The Minister of Transport

No, the current process does not prescribe that an applicant must undergo any professional driving lessons. However, the Department of Transport is in the process of developing the requirements for a practical driving test, which would be made a mandatory requirement for acquisition of a driving license.

In terms of the proposed legal framework, an application for a driving licence test would have to be accompanied by a certificate from an accredited driving school, proving that an applicant for a driving license has undergone and satisfied the practical driving license standards. The driving schools would be required to keep a register and logbook signed by the applicant during the period of the training confirming the attendance of the test.

All driving schools would be required to comply with the prescribed standards, accredited by the Department of Transport. The process of "driving schools accreditation" is underway, which will be linked with eNaTIS to ensure that only certificates from accredited driving schools are accepted.

(a) and (b) (i), (ii) and (iii) Not applicable.

QUESTION NO 1345

DATE REPLY SUBMITTED: FRIDAY, 28 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr A Louw (DA) asked the Minister of Transport:

(1) (a) What (i) processes, procedures and mechanisms exist with regard to the registration and grading of driving schools and (ii) criteria are used to register driving schools and (b) how are driving schools graded;

(2) how many driving schools have been (a) registered and (b) graded in each province in the past three years;

(3) what mechanisms, processes and procedures exist to ensure that registered driving schools (a) remain registered and (b) retain the highest possible standards;

(4) (a) how are illegal driving schools identified and (b) what penalties are given to illegal driving schools?

NW1581E

REPLY:

The Minister of Transport:

(1) (a) (i) and (ii) There are currently no procedures for the registration and the grading of driving schools. However, the Department of Transport (DoT) has finalised and published for comments draft legislation that lays the basis for the registration of driving schools.

(2) (a) There are no legal requirements to register driving schools, thus the required figure is not available.

(b) Falls away.

(3) (a) and (b) In terms of the envisaged process the driving schools will be evaluated to ensure that they meet the prescribed requirements.

(4) (a) and (b) All driving schools that are compliant will be registered on the eNaTIS system and issued with unique numbers that allow them to issue acceptable certificates. The DoT will also undertake a broad media campaign and information sessions to inform the public about approved driving schools.

QUESTION NO 1346

DATE REPLY SUBMITTED: FRIDAY, 28 MAY 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 7 MAY 2010 (INTERNAL QUESTION PAPER: NO 12 – 2010)

Mr A Louw (DA) asked the Minister of Transport:

(1) What (a) plans are there for the tolling of national roads in each province in the next three years, (b) are the budgets for each planned toll road and (c) criteria are used in each case to construct a toll road;

(2) whether any alternatives are considered before deciding to toll a road; if not, why not; if so, (a) what alternatives are considered and (b) what are the reasons for not using any of these alternatives in each case?

NW1582E

REPLY:

The Minister of Transport:

(1) (a) There are four projects currently under consideration as toll roads. These are:

(i) The Wild Coast Toll Highway traversing both the Eastern Cape and KwaZulu-

Natal. The distance is approximately 560 km.

A Record of Decision (RoD) was received for this project from the Department of Environmental Affairs on 19 April 2010. The next step is the Intent to Toll process that has to be done in terms of the National Roads Act, 1998 (Act No 7 of 1998). This is dependent of the appeals, if any, lodged with the Minister of Environmental Affairs and the outcome thereof.

(ii) The N3 between Cedara and Lion Park for a distance of approximately 35 km. This project is in KwaZulu-Natal. The Environmental Impact Assessment (EIA) studies, which include the public participation process, are underway. Once these studies have been completed and if there are no impediments after receiving a positive record of decision (RoD), the next stage will be undertaken, i.e. the Intent to Toll process.

(iii) The R300 in the Western Cape. This is a partial ring road around Cape Town, linking the Southern Peninsula (Muizenberg, Fish Hoek, Mitchell's Plain, Capricorn Park) with the Northern Peninsula (Blaauwberg Strand, Melkbos Ocean View) via Kuils River, Bellville, the Cape Town International Airport and Durbanville. The EIA studies have been completed and the final environmental impact report is currently being reviewed before being submitted for consideration by the Department of Environmental Affairs.

(iv) The N1- N2 Winelands Toll Project in the Western Cape is already out on tender. This project is approximately 175 km.

(b) Projects listed under (i), (iii) and (iv) above are promoted as public private partnerships. Under this programme these projects are funded by the private sector.

The estimated budget for the project listed under (ii) above is R1,7 billion. The funds for this project will be raised on the capital markets by issuing bonds at the time required.

§ The problem to be solved.

§ The enabling environment.

§ Societal concerns.

§ Various types of risks such as pre-agreement regulatory risk, socio-economic, construction risk and institutional risk.

§ The risk managed life cycle is also a factor in the consideration.

(2) (a) Although this is not a legislated requirement, the South African National Roads Agency Limited (SANRAL) does consider the alternatives available. The alternatives usually considered are the length and condition of the other roads, including the proximity of the plaza to the affected community. SANRAL has also implemented a discount regime on the toll roads.

(b) All possible alternatives are considered by SANRAL, including the do-nothing alternative. Toll roads do allow road infrastructure to be delivered earlier than tax-based revenues and the revenues are, inter alia, dedicated to the maintenance of the roads.

South Africa faces a huge challenge in the upkeep and maintenance of its vast (some 600 000 km) of road network. The monies for this network have to be either provided through tax based revenues or other sources of finance have to be tapped into. It is in line with providing a world-class road network that SANRAL constructively engages the private sector to finance the national road network. Hereunder are two slides that show the effect of the contribution that toll roads make to our ability to maintain and upgrade the national road network.

Presently the toll road network comprises of only 3 120 km of the vast road network of South Africa.

In their quest to meet the challenges, SANRAL will continue to explore and conduct feasibility studies on potential toll roads prior to embarking on the various legislative requirements. For example, the Gauteng Freeway Improvement Project comprises of approximately 560 km. Of this, the first stage under construction comprises 185 km. The next phase of this project will be considered once the studies have been completed - similarly, the R72/N2 in the Eastern Cape.

Question 1347 (Question 1 of 2)

Mr S J F Marais (DA) to ask the Minister of Trade and Industry

(1) Whether the findings of the Southern African Development Community (SADC) tribunal and registering of these by SA courts were taken into account when the bilateral treaty for the promotion and reciprocal protection of investments was signed with Zimbabwe; if not, why not; if so, what are the relevant details?

Response:

The Republic of South Africa is a member of SADC and respects and implements all its obligations in relation to processes mandated under the treaty. The findings in the Campbell case were directed at Zimbabwe and in no way implicated the Republic. In the run-up to the conclusion of treaty, an urgent application was brought by Mr Lious Fick in order to prevent the Republic from entering into the BIPPA with Zimbabwe. Before the matter was heard the parties agreed to 'settle' on the basis of an agreed court order that would clarify and set out the terms thereof. The order, inter alia, spelled out that the Republic respected SADC processes and would honour its obligations under the SADC Treaty and that the BIPPA would in no way affect the rights of claims with regard to the Campbell rulings. The registration of the Tribunal rulings only occurred in February 2010, several months after the signing of the treaty. The fact that the matter appeared before our courts bears testimony to the fact that the Republic had fully complied with its obligations.

(2) Whether this treaty provides protection and security to South African investments in Zimbabwe; if not, why not; if so, what are the relevant details?

Response:

The BIPPA, in addition to other protection provided under international and regional law, gives investors additional rights to approach an international arbitral panel for relief in cases where their rights have been violated. These rights are protected from the day that the treaty enters into force, since previous violations are not covered by the agreement. This is consistent with the position under international law since Article 28 of the Vienna Convention on the Law of Treaties provides as follows: "Unless a different intention appears from the treaty or is otherwise established, its provisions do not bind a party in relation to any act or fact which took place or any situation which exist before the date of the entry into force or the treaty with respect to that party." Investors in Zimbabwe are entitled to full protection and security, national treatment, MFN treatment and are covered by the provisions regarding expropriation only once the BIPPA has entered into force.

QUESTION NO.:1349

DATE OF PUBLICATION: 07/05/2010

1349. Dr S M van Dyk (DA) to ask the Minister of Public Enterprises:

(1)(a) How many (i) days and (ii) work hours of strikes have occurred at the Medupi power station in Lephalale since construction started, (b) what are the reasons for the strikes, (c) what is the monetary loss as a result of these strikes and (d) how much of this amount is being paid by Eskom;

(2) whether there are any measures in place to ensure that the strikes at the Medupi construction site are reduced and/or prohibited; if not, why not; if so, what measures? NW1585E

REPLY

1(a) (i) Since the construction of Medupi Power Station in May 2007, Medupi has lost a total of 86240.5 man days to industrial action. When broken down, it is translated into 13133 man days to protected industrial action during the civil industry National Strike that occurred in July 2009 and 73107.5 man days to individual contractor disputes. This is equivalent to142 days since the start of the project.

1(a) (ii) Medupi has lost a total of 869292 man hours to industrial action broken down into 124763 man hours to protected industrial action during the civil industry National Strike that occurred in July 2009 and 744529 man hours to individual contractor disputes. This is equivalent to 318 work hours since the project started in 2007.

(b) The industrial action incidents categorised are:

· Wage disputes;

· Pay administration;

· Site conditions and hours of work;

· Community based action;

· Intimidation and/or

· National protected industrial action.

(c). The monetary loss encountered as a result of wages is R45 million rand.

(d). There was no financial implications for Eskom as the standard no work no pay policy was applied on the Medupi Project in relation to industrial action.

(2) Yes, the Project Labour Agreement (PLA) is an agreement that governs scheduled construction employees including, artisans, semi-skilled employees and general workers at the Medupi Project. The PLA together with the Labour Relations Act 66 of 1995 set out foundational guidelines for dealing with industrial action and disputes.

The PLA sets out standard conditions of employment, site specific conditions and puts in place the structures, processes and procedures that must be followed by all parties on-site in order to facilitate sound labour relation practices.

Since July 2009, the unprotected industrial action encountered with the Medupi Project has been individual contractor specific issues with no-site-wide effect being experienced.

QUESTION NO.:1350

DATE OF PUBLICATION: 07/05/2010

1350. Dr S M van Dyk (DA) to ask the Minister of Public Enterprises:

(1) What is the (a) outstanding and (b) arrears amount owed by each (i) municipality, (ii) metro council and (iii)(aa) national and (bb) provincial government department, including each specified entity of each department, as at 30 April 2010;

(2) Whether there are any measures in place to ensure that the outstanding/arrears amounts be collected; if not, why not; if so, what measures? NW1586E

REPLY

(1)(a-b)(i-iii) The amount owed by municipalities and metros as at 30 April 2010 was R162 758 715 (See Annexure A). None of the Metro Councils defaulted on their bulk electricity account payments except for small amounts owed which can be attributed, inter alia, to adjustments made to their accounts. These Metros are the City of Tshwane (R19 837), the City of Johannesburg (R4 763), Ekurhuleni Metropolitan Council (R881 463) and the Nelson Mandela Metropolitan Council (R101 796).

(1)(aa-bb) Other government institutions including national and provincial departments in arrears owed Eskom R26 233 239 as at 30 April 2010. Eskom has a very large number of government institutions such as schools and clinics as its customers but their accounts are treated like any other account in the debt collection process. As such, Eskom is not able to report on these and cannot list them separately as Government institutions. As outlined in the Municipal Finance Management Act, Section 41(2)(b), 2003, Eskom and other entities, are required to report arrears and outstanding amounts relating to Bulk Electricity Sales to National Treasury.

(2) Yes, there are measures in place to deal with issues relating to outstanding payments to Eskom. A summary of measures is provided below:

SPECIFIC PROCESSES TO ADDRESS OVERDUE DEBT

· Eskom has a Credit Management Policy, which provides for customer disconnection when they default. The defaulting customers are given a 14-day notice period of possible disconnection of outstanding debt. If payment is done before or on the due date, disconnection orders are cancelled. If not, Eskom goes ahead with the disconnections.

· For large power users such as municipalities, Eskom is required to first ensure through rigorous negotiations, that all essential loads like hospitals, sewage plants and others are properly secured before disconnections are affected. This is done to avoid the disastrous impact that could follow.

· This is normally the challenge why Municipalities are not disconnected as fast as Eskom would like to.

SPECIFIC STRATEGIES TO ADDRESS MUNICIPAL DEBT

· A distribution response plan has been developed to mitigate the risks of municipal/metro debt.

· Eskom is engaging municipalities as well as various key stakeholders such as Mayors, MECs, Premiers, the Department of Cooperative Governance and Traditional Affairs, the Department of Energy, the National Energy Regulator of South Africa (NERSA) and National Treasury to find a solution to improve municipal payment levels.

· The suspension of supply is used as a last resort to encourage payments from municipalities.

2010-05-03

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