Transport

2010-07-06

THIS FILE CONTAINS 25 REPLIES.

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QUESTION NO 3534

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 39 – 2010)

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

(1) Whether (a) his department and (b) any entities reporting to his department provided any financial support to the National Youth Development Agency (NYDA) for the World Festival of Youth and Students to be held in Pretoria in December 2010; if not, why not; if so, (i) what amount was provided to the NYDA, (ii) from which budget were these funds drawn, (iii) who made the decision to provide these funds to the NYDA and (iv) how is this (aa) decision and (bb) amount justified;

(2) whether the NYDA made any other request to (a) his department and (b) any entities reporting to his department to provide support to the festival; if not, what is the position in this regard; if so, what are the relevant details? NW4373E

REPLY:

The Minister of Transport:

Department of Transport (DOT)

(1) (a) (i), (ii), (iii) (aa) and (bb)

The Directorate: Capacity Development and Gender, Disability, Youth and Children (GDYC) has been allocated a very limited budget to the amount of R 200, 000 in the current financial year. The above mentioned funds are intended to address all special programmes activities and events. It is against this background that the Department is not in a position to provide any financial support to the National Youth Development Agency (NYDA) for the above-mentioned youth event.

(2) (a)

No other requests were received from the NYDA.

Airports Company South Africa (ACSA)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The Airports Company South Africa (ACSA) has not provided any financial support to the National Youth Development Agency (NYDA) for the World Festival of Youth and Students to be held in Pretoria in December 2010.

(1) (b)

The NYDA wrote to the Managing Director of ACSA requesting a meeting to discuss ways in which ACSA could be of assistance in facilitating the movement of their event delegates though the ACSA airports. ACSA had offered to meet with officials from the NYDA and had scheduled a meeting for Monday, 1 November 2010, at 14h00. Unfortunately, the officials from the NYDA did not turn up for the meeting, and ACSA have not received any further communication from them.

Air Traffic and Navigation Services (ATNS)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The Air Traffic and Navigation Services (ATNS) have not provided any financial support to the National Youth Development Agency (NYDA) for the World Festival of Youth and Students to be held in Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

Cross-Border Road Transport Agency (C-BRTA)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The Cross Border Road Transport Agency (C-BRTA) did not provide any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in Pretoria in December 2010. No support was provided as the Agency was not approached to provide financial support and no budgeted funds are available to provide such support.

(2) (b)

No other request was received to provide support to the festival. The C-BRTA supports initiatives whereby critical current issues are raised to contribute to the harmonisation of SADC policies and will be interested in playing a participative role pertaining to cross-border road transport issues, should it form part of the conference discussions. However, no requests were received from the NYDA in this regard.

South African Civil Aviation Authority (SACAA)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The South African Civil Aviation Authority (SACAA) was approached by the National Youth Development Agency with an invitation to exhibit at the 'Friendship Fair' exhibition which is part of the 17^th World Festival for Youth and Students, earmarked for 13–21 December 2010. Whilst supportive of youth development initiatives, the SACAA declined the offer to participate as no funds were budgeted for such an activity. Furthermore, the SACAA has its own youth outreach and development programme and therefore felt that the requested resources should rather be reserved for that programme.

(2) (b)

No other requests were received from the NYDA.

South African Maritime Safety Authority (SAMSA)

(1) (b) (i), (ii), (iii) (aa) and (bb)

SAMSA has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

South African National Roads Agency Limited (SANRAL)

(1) (b) (i), (ii), (iii) (aa) and (bb)

SANRAL has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

Passenger Rail Agency of South Africa (PRASA)

(1) (b) (i), (ii), (iii) (aa) and (bb)

PRASA has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

Yes, the NYDA made a request for the transportation of delegates. PRASA responded positively to this request and will provide train and bus transport services in support of the World Festival of Youth and Students.

Road Accident Fund (RAF)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The RAF has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

Railway Safety Regulator (RSR)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The RSR has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

Road Traffic Management Corporation (RTMC)

(1) (b) (i), (ii), (iii) (aa) and (bb)

The Corporation has not provided any financial support to the National Youth Development Agency and has never been approached by the Agency with a view of requesting any financial assistance or support for the World Festival of Youth and Students.

(2) (b)

No other requests were received from the NYDA.

Ports Regulator

(1) (b) (i), (ii), (iii) (aa) and (bb)

The Ports Regulator has not provided any financial support to the National Youth Development Agency for the World Festival of Youth and Students to be held in

Pretoria in December 2010.

(2) (b)

No other requests were received from the NYDA.

QUESTION NO 3486

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 39 – 2010)

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

(a) How many employees of (i) his department and (ii) any entities reporting to his department who are on level 11 salary scale and above have been suspended with full pay (aa) in the 2009-10 financial year and (bb) during the period 1 April 2010 up to the latest specified date for which information is available and (b) what is the total amount of money that was paid by his department in respect of these salaries? NW4321E

REPLY:

The Minister of Transport:

Department of Transport (DOT)

(a) (i) (aa)

Two (2) employees were suspended in the 2009-10 financial year.

(bb)

One (1) employee was suspended for the period 1 April 2010 up to the latest specified date for which information is available

(b) The total amount of money paid to these employees is R 1,783,932.70

Airports Company South Africa (ACSA)

(a) (ii) (aa)

Two (2) employees were suspended in the 2009-10 financial year.

(bb)

One (1) employee was suspended for the period 1 April 2010 to 31 October 2010.

Air Traffic and Navigation Services (ATNS)

(a) (ii) (aa) No employee was suspended during the 2009/10 financial year.

(bb) During the current financial year four (4) employees were/are on suspension

and details thereof are as follows:

Employee	Period	Money Paid During Suspension
A	26 April 2010 to 31 May 2010	R35 707
B	20 July 2010 – 5 August 2010	R44 981
C	13 May 2010 – 25 August 2010	R443 042
D	13 May 2010 – Ongoing	R757 632
TOTAL		R1 281 362.00

Cross-Border Road Transport Agency (C-BRTA)

(a) (ii) (aa)

Two (2) employees were suspended with full pay in the 2009-10 financial year;

(bb)

One (1) employee was suspended with full pay in the period April 2010 to 30

November 2010.

(b) The total amount of money paid by Cross Border Road Transport Agency in respect of these salaries is R105 560,00.

South African Civil Aviation Authority (SACAA)

(a) (ii) (aa)

One employee was suspended on 12 June 2009 and reinstated on 10 May 2010 which included 4 months maternity leave. 3 other employees were suspended prior to the 2009-10 financial year, but their suspension carried over into the FY 09_10. Of these, 1 was dismissed, 1 resigned just prior to dismissal and one was reinstated.

(bb) No other suspensions have taken place to date.

(b) R1 924 083.70 over 2 financial years.

South African Maritime Safety Authority (SAMSA)

(a) (ii) (aa)

No SAMSA employee was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

South African National Roads Agency Limited (SANRAL)

(a) (ii) (aa)

No SANRAL employee was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

Passenger Rail Agency of South Africa (PRASA)

(a) (ii) (aa)

Five (5) employees were suspended with full pay in the 2009-10 financial year;

(bb)

Four (4) employees were suspended with full pay in the period April 2010 to 30

November 2010.

(b) The total amounts of money paid were R1, 150,968.76 in the 2009/10 financial year, and R1, 544,429.38 for the period 1 April 2010 to date.

Road Accident Fund (RAF)

(a) (ii) (aa)

Three (3) employees were suspended in the 2009/10 financial year.

(bb)

Two (2) employees were suspended for the period April 2010 to Nov 2010

(b) R1 635 351

Railway Safety Regulator (RSR)

(a) (ii) (aa)

In the 2009/10 financial year, no employee was suspended by the entity.

(bb)

One employee on level 12 salary scale was suspended effective from 07/07/2010.

(b)

The total value paid over to the incumbent in salaries inclusive of bonus provision

amounted to R275, 545.25.

Month	Gross Salary	Pension	Total
July '10	44,949.49	4,020.71	48,970.20
Aug '10	44,949.49	4,020.71	48,970.20
Sept '10	44,949.49	4,020.71	48,970.20
Oct '10	44,949.49	4,020.71	48,970.20	Inclusive of bonus provision
Nov '10	75,643.74	4,020.71	79,664.45
Total	255,441.70	20,103.55	275,545.25

Road Traffic Management Corporation (RTMC)

The information has not yet been received from the RTMC. As soon as it has been finalised, it will be forwarded to the Honourable Member.

Ports Regulator

(a) (ii) (aa)

No employee at the Ports Regulator was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

QUESTION NO 3486

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 39 – 2010)

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

3. THE REPLY

The following reply to Question No 3486, asked by Mr S B Farrow, DA MP, has been furnished by Ms Dipsy Mereeotlhe, Deputy Director-General (Champion) of the Branch: Management Services, Department of Transport and the various Chief Executive Officers of the transport entities, and is hereby submitted for the Minister's consideration and approval, please.

REPLY:

The Minister of Transport:

Department of Transport (DOT)

(a) (i) (aa)

Two (2) employees were suspended in the 2009-10 financial year.

(bb)

One (1) employee was suspended for the period 1 April 2010 up to the latest specified date for which information is available

(b) The total amount of money paid to these employees is R 1,783,932.70

Airports Company South Africa (ACSA)

(a) (ii) (aa)

Two (2) employees were suspended in the 2009-10 financial year.

(bb)

One (1) employee was suspended for the period 1 April 2010 to 31 October 2010.

Air Traffic and Navigation Services (ATNS)

(a) (ii) (aa) No employee was suspended during the 2009/10 financial year.

(bb) During the current financial year four (4) employees were/are on suspension

and details thereof are as follows:

Employee	Period	Money Paid During Suspension
A	26 April 2010 to 31 May 2010	R35 707
B	20 July 2010 – 5 August 2010	R44 981
C	13 May 2010 – 25 August 2010	R443 042
D	13 May 2010 – Ongoing	R757 632
TOTAL		R1 281 362.00

Cross-Border Road Transport Agency (C-BRTA)

(a) (ii) (aa)

Two (2) employees were suspended with full pay in the 2009-10 financial year;

(bb)

One (1) employee was suspended with full pay in the period April 2010 to 30

November 2010.

(b) The total amount of money paid by Cross Border Road Transport Agency in respect of these salaries is R105 560,00.

South African Civil Aviation Authority (SACAA)

(a) (ii) (aa)

(bb) No other suspensions have taken place to date.

(b) R1 924 083.70 over 2 financial years.

South African Maritime Safety Authority (SAMSA)

(a) (ii) (aa)

No SAMSA employee was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

South African National Roads Agency Limited (SANRAL)

(a) (ii) (aa)

No SANRAL employee was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

Passenger Rail Agency of South Africa (PRASA)

(a) (ii) (aa)

Five (5) employees were suspended with full pay in the 2009-10 financial year;

(bb)

Four (4) employees were suspended with full pay in the period April 2010 to 30

November 2010.

(b) The total amounts of money paid were R1, 150,968.76 in the 2009/10 financial year, and R1, 544,429.38 for the period 1 April 2010 to date.

Road Accident Fund (RAF)

(a) (ii) (aa)

Three (3) employees were suspended in the 2009/10 financial year.

(bb)

Two (2) employees were suspended for the period April 2010 to Nov 2010

(b) R1 635 351

Railway Safety Regulator (RSR)

(a) (ii) (aa)

In the 2009/10 financial year, no employee was suspended by the entity.

(bb)

One employee on level 12 salary scale was suspended effective from 07/07/2010.

(b)

The total value paid over to the incumbent in salaries inclusive of bonus provision

amounted to R275, 545.25.

Month	Gross Salary	Pension	Total
July '10	44,949.49	4,020.71	48,970.20
Aug '10	44,949.49	4,020.71	48,970.20
Sept '10	44,949.49	4,020.71	48,970.20
Oct '10	44,949.49	4,020.71	48,970.20	Inclusive of bonus provision
Nov '10	75,643.74	4,020.71	79,664.45
Total	255,441.70	20,103.55	275,545.25

Road Traffic Management Corporation (RTMC)

The information has not yet been received from the RTMC. As soon as it has been finalised, it will be forwarded to the Honourable Member.

Ports Regulator

(a) (ii) (aa)

No employee at the Ports Regulator was suspended in the 2009/10 financial year and during the period 1 April 2010 up to the latest specified date.

(b) Falls away.

QUESTION NO 3417

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 19 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 38 – 2010)

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

(1) Whether, with reference to his reply to question 1155 on 26 April 2010, any plans have been developed for the Moloto corridor project to go ahead; if not, why not; if so, (a) at what stage is the project currently, (b) what is the budget for the remaining part of the project and (c) what is the specified breakdown of all costs involved;

(2) (a) what are the results of the feasibility study that has been completed, (b) when was the study done and (c) what is the breakdown of the costs that were involved;

(3) whether any plans or proposals have been drawn up for public-private partnerships; if not, why not; if so, (a) what are the relevant details and (b) at what stage is the process currently? NW4255E

REPLY:

The Minister of Transport:

(1) (a), (b) and (c)

The Department of Transport (DoT) is continuously reviewing plans to arrive at the best possible model to implement the Moloto corridor project. The DoT has agreed with National Treasury to consider the project under the Public-Private Partnerships (PPP) processes and this process is at a conceptual stage.

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

A feasibility study was completed in 2008. However, no new (current) study has been done or completed.

(3) (a) and (b)

The PPP process is at conceptual stage.

QUESTION NO 3311

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 12 NOVEMBER 2010 (INTERNAL QUESTION PAPER NO 37 – 2010)

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

(1) With reference to the Auditor-General's 2009-10 report on his department and its entities, what procedures, processes and mechanisms are being implemented (a) by his department and (b) all the entities under his department to improve on (i) wasteful, (ii) irregular and (iii) unauthorised expenditure;

(2) what is being done by (a) his department and (b) all the entities under his department to improve current noncompliance with regulatory requirements? NW4136E

____________________________________________________________________________

REPLY:

The Minister of Transport:

Department of Transport (DOT)

(1) (a) (i)

Fruitless and wasteful expenditure that is incurred due to "non-arrivals" and "no shows" are detected by the Directorate: Office Services in the Department of Transport. Officials who incurred fruitless and wasteful expenditure are provided an opportunity to respond and explain the circumstances that led to bookings that are made but not utilised. The responses are considered by a "No Show Committee" that makes recommendations regarding the recovery or write-off of the incidents.

(ii)

The Department implemented the Supply Chain Management system when its implementation was due in 2003. Circulars were issued to implement all Practice Notes that were issued by National Treasury. Several further circulars were issued to govern the Supply Chain Management system and processes in the Department. All issued circulars are posted on the internal control manual which is published on the department's website, which is accessible to all officials.

For all procurements above R500,000, a competitive bidding process must be followed, and for procurements up to R500,000, quotations must be obtained via Supply Chain Management.

Procurement delegations prescribe various limitations to holders of posts and committees to approve bid specifications, evaluation committees, and the awarding of bids.

Some further control measures that were put in place to prevent and to detect irregular expenditure are:

· An independent official from the Internal Control component checks all quotations before an order is issued.

· All procurements above R200,000-00 are checked at Deputy Director-General level.

· Payments for all procurements are processed via Supply Chain Management, so that any irregular procurement can be detected before payment.

· All payments are checked against orders that are placed. Payments for which no orders were issued or payments that will cumulatively exceed the contract value are detected and investigated to check whether irregular expenditure was incurred.

· All cases of irregular expenditure are referred to the Department's legal services to determine whether any official can be held liable and to advise on actions to be taken. The relevant managers are requested to take disciplinary steps, if considered necessary, as per the advice from legal services.

· The Bidding Committee will not consider condoning irregular expenditure until a legal opinion has been obtained and the advice from legal services is implemented by the relevant managers.

(iii) Unauthorised expenditure was incurred as a result of over expenditure on bus subsidies. The national bus subsidy budget was moved to Conditional Grants under the Division of Revenue Act from 20009/10 onwards, so that expenditure on bus subsidies can be limited and better managed to ensure that there is no future over-expenditure on bus subsidies.

(2)(a) Quarterly reports on performance are presented to the Executive Committee before being forwarded to the Executive Authority. These reports are also tabled at Audit Committee meetings.

To address the challenges that were experienced with the timeous completion of the fourth quarterly report, an official was given the responsibility to oversee quarterly reporting until the post of Director: Strategic Planning and Monitoring can be filled.

Airports Company South Africa (ACSA)

(1) (b) (i), (ii) and (iii)

Communication and Awareness Process, Procedures and Mechanisms:

ACSA has developed a Code of Ethics and Business Conduct which has been communicated and shared with all employees. It plans to embark on regular refresher training and awareness with regard to the Code of Ethics and Business Conduct .

Training sessions are held on a regular basis to educate and train employees on the Procurement Policy within the ACSA environment.

Ownership, Accountability and Transparency is encouraged throughout the environment:

· General Managers and Corporate Executives are held accountable and are required to do a monthly declaration that there were no irregular and wasteful expenditure. If incurred, these would have to be disclosed.

· Internal Audit and or External Auditors would notify the Audit Committee and the Board of Directors, depending on the materiality of the issue.

· The company will also comply with the Public Management Finance Act, 1999 (Act No 1 of 1999) (as amended by Act No. 29 of 1999) in terms of the disclosure on the financials.

(2) (b)

Monitoring Process:

Identified areas of concern are investigated and a formal audit process is followed to identify the nature, extent and reasons for wasteful, irregular and unauthorized expenditure. This report would include the following mechanisms:

· A list and definition of control weaknesses identified by Internal Audit and related managements comments.

· Recommendations on control environment by Internal Audit to ensure prevention of recurrence.

· The implementation of recommended controls is tracked and follow-up reviews planned and executed to monitor the progress and adherence thereof.

· Disciplinary action is initiated against identified perpetrators.

· Where necessary, criminal proceedings are instituted.

Air Traffic and Navigation Services (ATNS)

(1) (b) (i), (ii) and (iii)

The ATNS has three (3) sub-committees that consider different expenditures, especially over-spending and under-spending, and then report this to the Board Committee.

§ CATECOM considers all expenditures that relates to investment in Capex.

§ The Project Review Committee consider all close-up reports in respect of Capex projects, lessons learnt in the implementation phase, forex cover-taking (if they were implemented) and how the company has benefited from those.

§ All Opex non-budgeted items above R500, 000 are tabled at EXCO for consideration with an executive motivation. Any amount below this is considered and approved through the CEO office.

Budget reviews are considered twice a year at the Board strategy session. Matters that require urgent approval are done through a round robin resolution that is noted at the relevant meeting. These measures ensure that no unauthorised expenditure occurs.

(2) (b)

To improve or mitigate the risk of wasteful, irregular and unauthorised expenditure, the ATNS, in accordance with the gazetted tariff increase, has requested all airlines to provide one to two months bank guarantees for the services that the ATNS render to the airlines. This has assisted in the reduction of the bad debt level and all bad debt provisions.

Cross-Border Road Transport Agency (C-BRTA)

(1) (b) (i), (ii) and (iii)

A Supply Chain Management Framework has been implemented, including a policy delegation of authority matrix, templates, flow diagrams and training to avoid and detect wasteful and unauthorized expenditure. An Irregular Expenditure Policy has been developed to outline the manner in which irregular expenditure should be detected and dealt with, including disciplinary action and personal liability clauses.

(2) (b)

An Internal Audit and Risk Management Unit has been established to monitor statutory compliance. The internal audit plan was amended to focus on the monitoring of governance-related activities. A compliance checklist is also a standard reporting item at each Audit Committee whereby non-compliances are reported at Board level.

South African Civil Aviation Authority (SACAA)

(1) (b) (i), (ii) and (iii)

The Auditor-General reported an amount of R1, 625,685 as fruitless and wasteful expenditure in SACAA Annual Financial Statements, note 20. This was incurred due to two senior officials being reinstated following their suspension. In order to resolve matters like this, a Case Management Framework will be developed by Internal Audit. This framework will ensure that appropriate processes, procedures and policies are complied with before a decision to suspend an employee is made. The delays in finalisation of cases for suspended employees will also be addressed by this framework.

SACAA has recently employed a Head of Internal Audit (a very first in the history of the organisation) in order to improve internal controls and to ensure that the controls are monitored consistently throughout the year, in line with section 38 of the Public Finance Management Act and Treasury Regulations, section 3. All internal audit function has until now being outsourced.

Workshops have been conducted for all senior management on prudential corporate governance in order to build capacity, but more importantly, to promote a value-based culture of compliance and respect for public assets. More capacity building measures of this nature are planned for other staff members. These capacity building interventions looked at the PFMA, King III, sustainability reporting and prudential regulation. This will be mitigated through design of proper systems of internal controls by the Internal Audit Unit, which will be monitored on quarterly bases by the SACAA Audit Committee and the Board.

(2) (b)

No material findings were raised by the Auditor-General for the 2009-10 financial year of matters related to noncompliance with regulatory requirements.

South African Maritime Safety Authority (SAMSA)

(1) (b) (i), (ii) and (iii)

SAMSA's irregular expenditure in the 2009/10 financial year occurred as a result of its budget being approved late by its Board due to the challenges faced around the constitution of the Board. The Minister of Transport has now appointed Board Members for all the positions which were vacant, and the Board is now fully functional. SAMSA has also written to National Treasury for condonation of the irregular expenditure, which has been granted by the latter.

(2) (b)

To improve non-compliance with regulatory requirements, SAMSA's Board have been capacitated as the non-compliance issues reported by the Auditor General were centered around Board issues.

South African National Roads Agency Limited (SANRAL)

(1) (b) (i), (ii) and (iii)

The honourable Member would observe from SANRAL's annual report that it has received an unqualified report from the Auditor General. This is a clear indication that the systems in place at SANRAL are functioning and that none of the matters raised by the honourable Member are applicable to SANRAL.

(2) (b)

SANRAL is fully complaint.

Passenger Rail Agency of South Africa (PRASA)

(1) (b) (i) (ii) and (iii)

A stringent payment process has been implemented to ensure that payments are made timeously. Furthermore, a creditors' age analysis is performed by the operating units in the Finance Department, with an oversight role performed by the PRASA Corporate office.

In addition to the above, additional preventative measures have been introduced to include the Finance Manager's review of expenditure, to ascertain alignment to allocated budget and current strategy of the organization prior to such expenditure being incurred.

(2) (b)

With reference to non-compliance, related findings raised by the Auditor-General, procurement policy and procedures are in existence. PRASA Corporate office compiles weekly analysis of purchase orders which are sent to the Operating Unit Supply Chain Management for confirmation.

A comprehensive PRASA Enterprise Wide Risk Assessment is currently underway. This risk assessment will incorporate non-compliance to regulatory requirements. Upon finalization of the risk assessment, comprehensive measures and controls will be implemented, based on the outcomes.

Road Accident Fund (RAF)

(1) (b) (i), (ii) and (iii)

From the date of lodgment of a claim, the Road Accident Fund (RAF) is allowed 120 days within which to investigate the claim and prepare an offer to the claimant. Once the 120 days are reached, the claimant may issue summons against the RAF.

Due to the complexity of some of the claims, and the insufficiency of the information obtained from the claimant at lodgment, it is often not feasible or possible to make an offer within the 120 days.

Most attorneys do not wait any longer than the required 120 days before issuing a summons, and thus the costly exercise of litigation commences. The matter is then delayed extensively due to the long waiting periods for appointments with medical experts and trial dates. Inevitably, the longer a claim takes to settle, the higher the eventual quantum settlement escalates, and with it the legal costs also escalate.

From this it is clear that the 120 days period negatively impacts on the cash flow of the RAF. Had the RAF been allowed a reasonable opportunity to settle the claim before litigation commences, the cost of settlement would be greatly reduced, and this would improve the entity's cash flow.

An indirect result of the increase in litigation is an increase in warrants of execution for capital and cost settlements and sheriffs' costs due to liquidity constraints. The RAF is largely funded on a pay-as-you-go basis and currently experiences cash flow constraints by the second week of the month.

According to the annual report for the year ended 31 March 2010, an amount of R23 207 000.00 was incurred by the RAF as fruitless expenditure. This amount entails interest on late payments of capital and cost settlements, leading to writs, sheriff's costs, duplicate payments, legal costs related to applications to compel capital, costs and undertakings.

Whilst adequate funding is the ultimate solution, those weaknesses in the RAF's systems and controls that can be addressed, are being addressed by the following urgent interventions which are being embarked upon:

· A project team was established to evaluate the weaknesses and to make recommendations to tighten and strengthen controls.

· Specific areas to be addressed in the project scope are:

o IT system to be developed for litigation management

o Quicker payment of court orders

o The roll-out of writ units in all regional offices

o Automating the payment process

o The posting of dedicated resources at court

o Consultative internal and external stakeholder meetings to inform and create awareness of the legislative framework which the RAF currently operates under

o Corrective disciplinary actions are taken against staff members found to be responsible for wasteful expenses

(2) (b)

The Auditor-General has not identified any non-compliance with regulatory requirements during the year under review.

The Corporate Legal Services department reports on a quarterly basis to the Risk Management Committee of the Board of the RAF, on new and proposed legislation which may impact on the business of the RAF.

In terms of the report it is noted which department will be impacted, the person responsible, the action required as well as the status. The departments which will be affected by new or proposed legislation are informed thereof.

In terms of Treasury Regulation 26.1.2, the Board of the RAF is required, on a quarterly basis, to report to the executive authority on the extent of the compliance on the Public Finance Management Act, 1999, and regulations. Any non-compliance must be reported, together with reasons for the non-compliance.

Railway Safety Regulator (RSR)

(1) (b) (i), (ii) and (iii)

In the 2009-10 Annual Report, the Railway Safety Regulator (RSR) reported fruitless and wasteful expenditure of R566.00 (five hundred and sixty six rand only) as a result of a late payment of a Telkom account.

The process, procedure and mechanism implemented are, that upon discovery of wasteful expenditure, the Finance Department has an obligation to immediately report such findings to the Accounting Officer through the monthly expenditure reports as required by section 40(4)(b) of the PFMA.

Due to the nature of the fruitless and wasteful expenditure incurred, no disciplinary action was taken and the expenditure was duly reported to National Treasury at year end in terms of Treasury Regulation 9.1.2, as require by the PFMA. A letter was subsequently received acknowledging notification thereof.

(ii) No irregular expenditure was reported by the RSR for the year ended March 2009-10.

(iii) No unauthorized expenditure was reported by the RSR for the year ended March

2009-10.

(2) (b)

To improve the situation on late payment of accounts, the entity is currently in a process of moving away from manual cheque payments of utilities accounts to a more effective electronic funds transfer system.

No improvements are needed for irregular or unauthorized expenditures as the entity

had not reported such in the 2009-10 financial year.

Road Traffic Management Corporation (RTMC)

(1) (b) (i), (ii) and (iii)

The following procedures, processes and mechanisms have been put in place to mitigate the risk of wasteful, fruitless and irregular expenditure, as reported by the Office of the Auditor- General:

§ Approval of purchase orders has been centralised in the Office of the Chief Executive Officer where the Acting CEO approves the orders;

§ Approval of invoices of payments has also been centralised in the Office of the Acting CEO. Furthermore, the account for eNaTis transaction fees is sent regularly to the Departments of Transport;

§ The ERP system (Pastel Evolution and VIP Payroll Integration) has been procured and is being deployed. The ERP system includes a suppliers' database and integrated procurement modules.

§ Capacity is being created through filling of the critical posts at the RTMC. The post of Manager: Payroll and Senior Manager: Supply Chain Management has been prioritized.

§ Policies and procedures, as well as delegation of authority, are being reviewed.

§ The internal audit function has been tasked with the responsibility of performing follow-up audits on findings raised by the Office of the Auditor- General with a view of providing assurance that there is implementation of audit recommendations to ensure non-recurrence of similar findings;

§ The establishment of the Risking Management and Compliance functions is underway.

(2) A comprehensive compliance certificate for the PFMA and Treasury Regulations is developed and the level of compliance is reviewed on a quarterly basis. The internal audit function also gives assurance on the level of compliance. Areas where non-compliance is a challenge are given more specific attention and capacity is added where necessary.

Ports Regulator

(1) (b) (i), (ii) and (iii)

The Ports Regulator implemented the following controls to curtail wasteful, irregular and unauthorised expenditure.

§ An invoice register was implemented to control and monitor dates on which invoices are received and finalised. This process will also prevent duplication of payments.

§ A control paper trail, to monitor the payment process from completion to actual payment for services rendered, has been instituted.

§ A system to monitor recurrent monthly payments, such as rental, telephone, etc, was implemented in order to minimise delays in payment.

(2) (b)

The Ports Regulator implemented a system to monitor all compliance issues on a monthly basis.

QUESTION NO 3309

DATE REPLY SUBMITTED: WEDNESDAY, 08 DECEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 12 NOVEMBER 2010 (INTERNAL QUESTION PAPER NO 37 – 2010)

Mr S Mokgalapa (DA) asked the Minister of Transport:

Whether he intends establishing an Independent Aircraft Crash Investigation Board; if not, (a) why not and (b)(i) who or (ii) what structure or entity is currently fulfilling the functions of such a board; if so, when? NW4134E

REPLY:

The Minister of Transport:

Provision has been made for the establishment of an independent Aviation Safety Investigation Board (ASIB) in terms of Chapter 4 of the Civil Aviation Act, 2009 (Act No 13 of 2009), which became effective on 31 March 2010. Certain Parts of Chapter 4 of the Act, which provides for the powers and functions of the ASIB, are not yet in force. The Board will only be able to function when the relevant provisions of the Act are in force and after budgetary allocations have been made for that purpose. It is envisaged that the National Treasury will make budgetary allocations for the creation of the ASIB in the next financial year.

(a) Falls away.

(b) (i) and (ii)

The Accident and Incident Investigation Division (AIID) created within the South African Civil Aviation Authority (SACAA) is carrying out the investigation of accidents and serious incidents on a cost recovery basis on behalf of the Department of Transport. This is an arrangement that has been in place since the creation of the SACAA on 01 October 1998. All less serious incidents are investigated by the appropriate departments within the SACAA. The function of investigation of selected accidents and serious incidents will be transferred from the SACAA to the ASIB on a mutually agreed date when the ASIB has been established and is suitably staffed.

QUESTION NO 3249

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 12 NOVEMBER 2010 (INTERNAL QUESTION PAPER NO 37 – 2010)

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

(1) (a) Who were the members of the task team appointed by him to investigate the corruption and maladministration of the Road Traffic Management Corporation (RTMC) under the management of the previous chief executive officer (name furnished), (b) what were their (i) qualifications and (ii) terms of reference and (c) what were the findings of the investigation;

(2) whether the report will be released to the public; if not, why not; if so, when? NW4065E

REPLY:

The Minister of Transport:

(1) (a) The Members of the Task Team were:

§ Ms Riah Phiyega : Chairperson of the Task Team

§ Mr Lee Dutton

§ Mr Fouché Burgers

§ Dr Oupa Monamodi

(b) (i) The qualifications of each member are outlined below –

· Ms Phiyega has vast experience in executive management, sound knowledge and experience in corporate governance; past experience in investigative commission work and she also have sound Public Enterprises experience and significant networking equity. She holds a BA (Social Work) degree, BA (SS) Hons, an MA (SS) and a Post Graduate Diploma in Business Administration. She also attended an Executive Development Programmes.

· Mr Dutton is a specialist Consultant to the motor industry and is regarded as a leading authority in relation to vehicle related frauds and compliance abuses.

· Mr Burgers is a professional project manager and a specialist in motor vehicle crime prevention and road traffic matters. He possesses vast experience in the road traffic environment and in South Africa's National Road Traffic Act, 1996 and its Regulations. He holds a National Diploma in Agriculture (Zoology), a National Diploma in Computer Data Processing and a B.Com. (Information Systems and Economics)

· Dr Monamodi brings extensive executive management experience and high levels of expertise in Information Systems and Technology, procurement processes, organizational development and design and corporate governance. He holds a BSc, MBA and a PhD.

(ii) The Task Team was mandated to investigate and review:

· The mandate of the RTMC;

· Transferred functions and remaining functions still to be transferred to the RTMC by DoT;

· The capacity of RTMC to fulfill its mandate, including public entity oversight and transport regulation at DoT;

· The location of the eNatis within the DoT structures and RTMC's preparedness to assume responsibility;

· Allegations about financial mismanagement;

· Impact on AARTO implementation;

· Allegations about usage of transaction fees; and

· Broad recommendations on the effectiveness and appropriateness of RTMC.

Ø RTMC Mandate and Relevance: That there is a manifest need for the RTMC to

exist as a critical role player in the road traffic.

Ø Procurement: The RTMC displayed significant weaknesses;

Ø Use of eNatis fees to fund over expenditure: The RTMC knowingly and

consciously chose not to comply with stipulated regulatory provisions of managing and utilizing eNatis transaction fees. Instead, the fees were utilized to fund over-expenditure.

Ø Governance: The Board failed in its fiduciary responsibilities and duty of care that it owes the RTMC and therefore violated the Public Management Finance Act (PFMA) and the RTMC Act. The Shareholders Committee failed in their role as contemplated by the RTMC Act, by not providing a written delegation of authority, and not holding the RTMC Board accountable; Failure to maintain accurate accounting records; Systematic and routine violation of policies and procedures of the RTMC, thus reinforced a culture of con-compliance within.

Ø RTMC Financial capacity: The RTMC as currently funded is not sustainable.

Ø Legislative and Regulatory Capacity: Some of the provisions of the RTMC Act

need to be reviewed to facilitate operational and governance support of the

Corporation.

Ø RTMC and DoT Oversight: There was poor governance and oversight by the Board of the RTMC.

(2) On 29 July 2010, I invited the members of the media to a media briefing session where the abridged version of the report was released. A question and answer session also took place at the briefing session. It must however be pointed out that the report was never intended to be released publicly.

____________________________________________________________________________

QUESTION NO 3198

DATE REPLY SUBMITTED: WEDNESDAY, 08 DECEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 05 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 36 – 2010)

Mr P J Groenewald (FF Plus) asked the Minister of Transport:

(1) Whether he is planning the appointment of an independent aircraft investigation council in terms of the Civil Aviation Act, Act 13 of 2009; if not, why not; if so, (a) when and (b) what are the reasons for the delay in the appointment;

(2) how many flying accidents have taken place (a) in (i) 2007, (ii) 2008 and (iii) 2009 and (b) from 1 January 2010 until the latest specified date for which information is available;

(3) whether he will make a statement on the matter?

NW4008E

REPLY:

The Minister of Transport:

(1) The applicable Parts of Chapter 4 of the Civil Aviation Act, 2009 (Act No 13 of 2009), which provides for the powers and functions of the Aviation Safety Investigation Board, are not yet in force. The Board of the South African Civil Aviation Authority (SACAA) will only be able to function when the relevant provisions of the Act are in force and after budgetary allocations have been made for that purpose. It is envisaged that the National Treasury will make budgetary allocations for the creation of the Aviation Safety Investigation Board in the next financial year.

(a) and (b) Fall away.

(2) (a) (i), (ii) and (iii) and (b)

The number of accidents for the last four years (updated: 03 November 2010) is as follows:

Total Accidents

	Jan	Feb	Mar	Apr	May	Jun	Jul	Aug	Sep	Oct	Nov	Dec	Total
2007	18	13	16	18	10	17	20	15	14	8	16	19	184
2008	11	22	21	22	15	7	18	15	15	18	12	14	190
2009	7	11	11	10	16	10	11	7	6	8	17	12	126
2010	11	20	11	6	9	8	17	12	12	16	2	-	124

Fatal Accidents

	Jan	Feb	Mar	Apr	May	Jun	Jul	Aug	Sep	Oct	Nov	Dec	Total
2007	4	2	3	2	2	1	1	1	4	1	4	2	27
2008	3	1	3	4	1	1	1	2	5	7	4	1	33
2009	1	2	2	0	1	0	1	2	0	1	3	3	16
2010	0	2	1	2	2	0	2	3	1	0	2	-	15

Fatalities

	Jan	Feb	Mar	Apr	May	Jun	Jul	Aug	Sep	Oct	Nov	Dec	Total
2007	4	1	4	4	2	1	1	1	7	1	9	3	38
2008	7	3	6	7	1	2	1	6	30	26	4	1	94
2009	1	2	4	0	1	0	1	4	0	2	5	8	28
2010	0	3	1	2	3	0	4	7	1	0	3	-	24

(3) Section 15 of Act No 13 of 2009 prescribes the procedure and requirements in appointing the Members of the Aviation Safety Investigation Board. This includes the requirement that Parliament must be notified of such appointment within 30 days of appointing the Members. The Minister may make an announcement once the prescribed processes for appointment of Members have reached an advanced stage.

QUESTION NO 3148

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 5 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 36 – 2010)

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

Which specific projects will be funded with the 26% of the R811,2 billion which was set aside in the Adjusted Estimates of National Expenditure 2010 for transport infrastructure investment? NW3948E

______________________________________________________________________

REPLY:

The Minister of Transport:

An Adjusted Budget of R 202,821,000 was allocated to the Department of Transport, which is approximately 26% of the R811,2 billion that was set aside in the Adjusted Estimates of National Expenditure 2010 for transport infrastructure investment.

The amount that was allocated to the Department of Transport on its Adjusted Budget for 2010and is made up as detailed below:

		R'000

Funds rolled over from the previous year		9,981

	Project management office for 2010 World Cup Intercity Bus Services	8,336
	Bus contract model	1,300
	Performance management system	345

Significant and unforeseeable economic and financial events		6,800

	Salary and housing allowance increase	6,800

Self financing amounts		186,040

	eNaTIS transaction fees – Self-financing expenditure for the maintenance and development of the eNaTIS system	186,040

Total of Adjusted Budget		202,821

QUESTION NO 3108

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 5 NOVEMBER 2010 (INTERNAL QUESTION PAPER: NO 36 – 2010)

Mr L S Ngonyama (Cope) asked the Minister of Transport:

Whether he has decided, notwithstanding the report issued by environmental consultants, to continue with the new toll road on the N2 near the Wild Coast; if not, what is the position in this regard; if so, what are the relevant details? NW3888E

______________________________________________________________________

REPLY:

The Minister of Transport:

Whilst the Honourable Member's interest in this project is appreciated, it should be noted that there is a legislative process that has to be followed prior to the implementation of the project. A Record of Decision (RoD) was issued by the Director-General of the Department of Environmental Affairs on 19 April 2010.

The legislation allows for appeals to the Minister of Water and Environmental Affairs to be lodged against the RoD. Appeals have to be lodged within 30 days of the issuing of the RoD. The previous Minister of Water and Environmental Affairs, Ms Buyelwa Sonjica, MP, allowed appeals to be lodged outside this period and no decision was taken in connection with the appeals.

We therefore await the decision of the Minister of Water and Environmental Affairs regarding the appeals. If the appeals are unsuccessful we will then take the next step in the implementation of the project.

QUESTION NO 3099

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 29 OCTOBER 2010 (INTERNAL QUESTION PAPER: NO 34 – 2010)

Adv. A de W Alberts (FF Plus) asked the Minister of Transport:

(a) How many toll gates countrywide are in use, (b) how many (i) toll gates and (ii) toll gate systems are planned for the future, (c) what was the reason for the decision to make use of these specified (i) toll gates and (ii) toll gate systems and (d) what are the further relevant details? NW3828E

REPLY:

The Minister of Transport:

(a) There are 33 mainline and 37 ramp plazas countrywide.

(b) (i) and (ii)

There are two projects currently under consideration, i.e. the N2 Wild Coast traversing the provinces of the Eastern Cape and KwaZulu-Natal, and the N3 between Candella Road Bridge (eThekwini) and Cedara Interchange (Hilton) in KwaZulu-Natal. The Record of Decision (RoD) has been given by the Department of Environmental Affairs for the first project, but it is awaiting the outcome of the appeals before proceeding. The latter one is at the Environmental Impact Assessment stage.

Roads play a vital role in the growth of our country's economic and social development. Therefore, it is an imperative that the roads are upgraded and maintained as and when required. Unfortunately, the needs of the road network cannot be met from tax-based revenues alone and therefore alternative sources of funding are actively sought by the South African National Roads Agency Limited (SANRAL). The sole funding source for the non-toll national roads is the annual allocation received from the national budget. These allocations must support expansion of the network, upgrading of existing roads and asset preservation. Available funding for the national road network is decided in the context of other pressing demands on the fiscus. SANRAL recognizes this as an ongoing challenge, given that South Africa's road infrastructure requires substantial investment – and frequent reinvestment – if we are to enhance our global competitiveness and accelerate economic growth and reap the derived benefits of social upliftment.

More than half of South Africa's non-toll road network is older than its design life. It is important that, for the sake of economic growth and social development, the required funds are sourced for the expanded national network.

In the face of these challenges, SANRAL has adopted the 'user pay' principle, which allows the Agency to preserve and provide infrastructure sooner than traditional tax-based revenues would allow. This mechanism enables SANRAL to maintain a high-quality road network while contributing to improved road safety and generally shorter travelling distances, resulting in substantial savings on vehicle operating costs and time.

(d)

In order to meet our challenge, SANRAL will continue to actively pursue the selective use of the 'user pay' principle and constructively engage the private sector to deliver a world class road network.

When considering the impact of tolling, the very positive effect on economic growth opportunity, associated job creation and increased business opportunities (also for the freight industry), should be considered against an environment where congestion is causing reduced economic growth opportunities with its associated adverse impacts. The South African Chamber of Commerce and Industry has reported that congestion costs the economy R15 million per hour.

QUESTION NO 3097

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 29 OCTOBER 2010 (INTERNAL QUESTION PAPER: NO 34 – 2010)

Adv. A de W Alberts (FF Plus) asked the Minister of Transport:

(1) When did his department commence with the approval process for the umbrella toll gate system project in Gauteng;

(2) whether all the statutory requirements had been met before the project was approved; if not, why not; if so, what are the relevant details;

(3) (a) how long was the period within which the public could submit representations and objections to the project, (b) what were the starting and closing dates of this period and (c) how many objections to the project were received;

(4) whether his department considered all objections received; if not, why not; if so, (a) in what respect were the public's objections (i) taken into account and (ii) factored in and (b) what were the major reasons why the public's objections to the project did not succeed? NW3826E

REPLY:

The Minister of Transport:

(1) The toll declaration process commenced in October 2007. Preceding this process, the various Provincial and Metropolitan authorities were consulted, and they accepted the principles of the project, namely that the freeways are upgraded and financed through the 'user pay' principle.

(2) Yes, all statutory requirements have been met. The statutory requirements and process which have been followed, are spelt out below:

In terms of The South African National Roads Agency Limited and National Roads Act, 1998 (Act No 7 of 1998), the sections of the N1 and the R21 as a continuous toll road are shown below.

· National Road 1: Section 20: Armadale to Midrand.

· National Road 1: Section 21: Midrand to Proefplaas Interchange (N4).

· National Road 3: Section 12: Old Barn Interchange to Buccleuch Interchange.

· National Road 4: Section 1: Koedoespoort to Hans Strijdom Interchange.

· National Road 12: Section 18: Diepkloof Interchange to Elands Interchange.

· National Road 12: Section 19: Gillooly's Interchange to Gauteng/ Mpumalanga Provincial Border.

· R21 between Hans Strijdom Interchange and Boksburg.

The declaration was done in accordance with Section 27 (4) (a) of Act No 7 of 1998, by the publication of a Notice of Intent, informing Interested and Affected Parties of the South African National Roads Agency Limited's (SANRAL) intent to request the Minister of Transport to approve the declaration of the above-mentioned sections as a continuous Toll Road. This Notice of Intent also showed the approximate locations of the proposed Toll Gantry positions along each section. During this process, comments were received from Interested and Affected Parties.

In terms of Section 27(4) (a) of the Act, SANRAL is required to give notice of its intention to request the Minister of Transport to declare a proclaimed National Route a Toll Road, and in the Notice of Intent-

Ø to give an indication of the approximate positions of the Toll Plazas/Gantry pay positions contemplated for the proposed toll road; and

Ø invite Interested and Affected Parties (I&AP's), Municipalities (District and Local Councils) and relevant Premiers to comment and make representations on the proposed declaration and the positions of the Toll Plazas/Gantry pay positions and direct written comments and representations to SANRAL within 30 days of the date of the Notice for I&AP's and 60 days for the others mentioned herein.

The closing date for representations for the public was 14 November 2007 and 14 December 2007 for public authorities.

In order to comply with Section 27(4) of the Act, SANRAL published a Notice of Intent, in English and Afrikaans, respectively, in Government Gazette No 30372 of 12 October 2007. In addition, the Notice of Intent was also published in the following print media with an estimated circulation indicated below:

Circulation Date

· Star 168 878 15 October 2007

· Sunday Times 504 056 14 October 2007

· Sowetan 143 900 12 October 2007

· Pretoria News 28 140 12 October 2007

· Mail and Guardian 48 183 13 October 2007

· Beeld 105 185 15 October 2007

· Government Gazette No 30372 12 October 2007

Government Gazette No:

· No. 962: National Road 1: Section 20: Armadale to Midrand.

· No. 963: National Road 1: Section 21: Midrand - Proefplaas Interchange

(N4).

· No: 965: National Road 3: Section 12 : Old Barn Interchange to Buccleuch

Interchange.

· No. 964: National Road 4: Section 1: Koedoespoort to Hans Strijdom

Interchange.

· No: 967 National Road 12: Section 18: Diepkloof Interchange to Elands

Interchange.

· No. 966: National Road 12: Section 19: Gillooly's Interchange to Gauteng/

Mpumalanga Provincial Border.

Dedicated fax numbers, postal addresses and post boxes were arranged for each of the proposed six toll sections.

In addition, I&AP's were given the opportunity to hand deliver mail to SANRAL, Northern Region, in Menlo Park, where written representations could be deposited in dedicated boxes for each section.

The Act specifies that SANRAL must request the Premier in whose Province the proposed toll road is situated (in this case the Premier of Gauteng) to comment on the proposed declaration and any matter with regard to the toll road and particularly as to the position of the toll collection points. In addition to these letters, SANRAL made various presentations to, and met regularly with officials and members of the Gauteng Provincial Government regarding the Gauteng Freeway Improvement Project (GFIP). Officials from the Gauteng Provincial Government participated in various technical forums regarding the GFIP. Letters were sent to:

Ø The Honourable Premier, Mr M Shilowa – former Premier of Gauteng; and

Ø The Honourable MEC, Mr I Jacobs – former MEC of the Gauteng Department of Public Transport, Roads and Works.

The Act furthermore specifies that SANRAL should give every Municipality, in whose area of jurisdiction the road is situated, the opportunity to comment on the proposed declaration and any other matter with regards to the toll road. In addition to the letters that were forwarded to the Municipalities, various presentations were made to the Portfolio and/or Mayoral Committees and/or Councils of directly affected Municipalities. Officials from these local authorities participated in various technical forums regarding the GFIP.

Letters were sent to:

Ø Mr M D Nkosi: Executive Mayor- Ekurhuleni Metropolitan Municipality

Ø Mr P Fluks: City Manager - Ekurhuleni Metropolitan Municipality

Ø Mr A Masondo: Mayor - City of Johannesburg Municipality

Ø Mr M Dlamini: City Manager - City of Johannesburg Municipality

Ø Dr G Ramokgopa: Executive Mayor - City of Tshwane Municipality

Ø Mr K Kekana: City Manager - City of Tshwane Municipality

Ø Mr Mlondolozi: Executive Mayor - Metsweding Municipality

Ø Mr C Chikane: City Manager - Metsweding Municipality

Ø Mr A Digoro: Executive Mayor - Nokeng tsa Taemane Municipality

Ø Mr M Mogale: City Manager - Nokeng tsa Taemane Municipality

Ø Mr T Z Mokhatla: City Manager - West Rand District Municipality

Ø Mr M G Seitisha: City Manager - Westonaria Local Municipality

Ø Mr D Mashidisho: City Manager - Mogale City Local Municipality

Ø Mr A S.A de Klerk: City Manager – Midvaal Local Municipality

Ø Mrs M M Bakane-Tuoane: City Manager – Emfuleni Local Municipality

Ø Ms L Nthinga-Makoro: City Manager – Randfontein Local Municipality

Ø Ms L.Seftel: City Manager – Sedibeng Local Municipality

Ø Mr P J van den Heever: City Manager – Leseding Local Municipality

Ø Mr A.D Mabona: Executive Mayor – Kungwini Municipality

Ø Mr J S Gomba: City Manager – Kungwini Municipality

(3) (a) See the response in (2) above.

(b) See the response in (2) above

(c) 79 representations/objections were received from the public. Of these, 53 signed a single petition, one was received outside the comment period and one was not forwarded in the manner stipulated in the Notice of Intent. SANRAL responded to all written representations.

(4) (a) (i) The public's comments (all 79) were taken into account in the declaration of the national route as a toll road and the impact that the decision to be made would have on affected parties.

(ii) They were factored in the decision reached by mitigating adverse impacts, if any, that the toll road would have.

(b) Written responses to all representations and comments received were provided in an effort to accommodate all issues raised by I&AP's. From the representations and comments received, the following issues were identified as the key issues with typical responses provided below.

o The benefits to the motorists and the economy as a whole were of much greater value than the impacts (unproven) it would have by the objectors.

o The ever increasing congestion and resulting impacts have a significantly negative impact on the economy and quality of life of people in Gauteng. When considering that the Gauteng economy generates nearly 38% of the total value of South Africa's Gross Domestic Product (GDP), it is clear that Gauteng cannot afford any impediment to traffic flow, since such impediment will stifle economic growth and also have significant impacts on general human safety and quality of life.

o Increased GDP – i.e. increased production – is experienced in the form of job creation, higher wages and reduced economic hardship, which is clearly an important measure. Economic studies further indicated that the non-upgrading of roads will slow down economic growth in the Gauteng Province, which will affect the economic prosperity of Gauteng residents in general.

o At the height of the construction period in 2009, more than 29 000 people could be directly employed as a result of the project. From 2012 onwards it is expected that 3 030 people would be directly employed on either maintaining the road or maintaining and operating the toll system. This number then increases to 12 843 in 2027, largely as a result of the business time savings. The majority of the direct jobs created during the construction period are created at the low income level, thus having the ability to contribute significantly to poverty alleviation. The project generates an even higher number of indirect job opportunities.

o The proposed Gauteng toll roads would result in increases in transport capacity and, in consequence, lower transport costs and road user costs of the existing roads, even after tolling compared to the 'do nothing' alternative. In addition to this there are likely to be reduced costs on the road transport system generally as the increased capacity of the toll roads would result in reduced congestion on the road network.

o These cost reductions would be felt in the economy, either as changes in spending patterns (as people spend these cost reductions), or as increased savings. The savings, in turn, would come back into the economy as increased loanable funds and probably increased investment. Not only do these changed spending patterns and increased investment impact directly on the GDP, but they also have their own multiplied effect on the macro-economic variables.

o The levying of road-user charges is an international phenomenon, where developed and developing countries utilize the user-charge principle for various reasons such as funding of road infrastructure, mitigating/ reducing the growth of emissions and the impact on the environment and to reduce the attractiveness of private and single occupant traveling. The proposes scheme aims to address all of these principles.

o Not expanding, upgrading or maintaining the existing freeway networks will slow down economic growth in the Gauteng Province, which will affect the economic prosperity of Gauteng residents in general.

QUESTION NO 3084

DATE REPLY SUBMITTED: FRIDAY, 05 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 29 OCTOBER 2010 (INTERNAL QUESTION PAPER: NO 34 – 2010)

Ms D Carter (Cope) asked the Minister of Transport:

Whether an amount of R3,25 billion is being made available to cities to advance with regard to their respective integrated rapid transport systems; if not, what amount is being made available; if so, (a) how will the amount be allocated to the respective cities and (b) what are the specified time frames? NW3809E

REPLY:

The Minister of Transport:

For the 2010/11 financial year, an amount of R3,699,462 has been allocated to the 12 cities – see the table below:

(a)

City	DORA Allocations 2010/11
Cape Town	850,000
Ekurhuleni	20,000
eThekwini	330,000
Johannesburg	1,070,471
Nelson Mandela Bay	408,333
Tshwane	864,180
Buffalo City	71,478
Mangaung	15,000
Mbombela	15,000
Msunduzi	15,000
Polokwane	20,000
Rustenburg	20,000
Overall total	3,699,462

These Public Transport Infrastructure Systems Grant (PTIS) allocations are for the 2010/11 financial year only.

QUESTION NO 3064

DATE REPLY SUBMITTED: FRIDAY, 05 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 29 OCTOBER 2010 (INTERNAL QUESTION PAPER: NO 34 – 2010)

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

(1) Who was nominated to serve on the Board of the Civil Aviation Authority (CAA);

(2) whether all nominees met the requirements of the CAA; if not, which nominees did not meet the requirements; if so, (a) who are these nominees and (b) what are their qualifications;

(3) whether the names of the nominees who were appointed were published in the Government Gazette; if not, why not; if so, (a) what are their names and (b) why were they appointed? NW3784E

REPLY:

The Minister of Transport:

(1) The following persons were nominated to serve on the Board of the South African Civil Aviation Authority (SACAA):

NO.	NOMINEES
1.	Mr Bassa Ahmed
2.	Adv Derrick J Block
3.	Adv Roshan Rai Dehal
4.	Mr Lucas J Dlamini
5.	Ms Doris L Dondur
6.	Mr Mabutho B Dube
7.	Mr Zola Fihlani
8.	Mr Desmond Golding
9.	Mr Randall Howard
10.	Ms Refilwe Ledwaba
11.	Ms Asnaath Mahapa
12.	Ms Nomaxabiso Majokweni
13.	Mr Sam Manamela
14.	Mr Mandla Mangethe
14.	Mr Khalatse Marobela
15.	Mr Peter Masegare
16.	Mr Tshamunwe Masindi
17.	Mr Harry Mathabathe
18.	Ms Kokodi Morobe
19.	Mr Samuel Mphuthi
20.	Mr Sipho Msikinya
21.	Ms Nwabisa Mtshali
22.	Mr Blessing Musarurgwa
23.	Mr Sello Motau
24.	Mr Preven Naidoo
25.	Mr Patrick Ndlovu
26.	Mr Phakamile Ngaki
27.	Mr Themba Ntsibande
28.	Ms Elmarie Olivier
29.	Mr Russel Patterson
30.	Mr Luyolo Poswa
31.	Mr Nkhumbuleni Ramulifho
32.	Ms Phindile Riba
33.	Ms Nozipho Sangweni
34.	Mr Viwe Sidali
35.	Ms Priska Soko
36.	Ms Wrenelle Stander

(2) No, not all the above-mentioned nominees met the requirements. It is only the following list of nominees that were eligible for appointment to serve on the Board and their names were published in Gazette No 33482, dated 27 August 2010, in accordance with the provisions of the Civil Aviation Act, 2009 (Act No 13 of 2009):

NO.	NOMINEES ELIGIBLE FOR APPOINTMENT
1.	Adv Roshan Rai Dehal
2.	Mr Randall Howard
3.	Mr Harry Mathabathe
4.	Mr Sello Motau
5.	Mr Blessing Musarurgwa
6.	Mr Patrick Ndlovu
7.	Mr Themba Ntsibande
8.	Ms Elmarie Olivier
9.	Dr Nozipho Sangweni
10.	Ms Priska Soko

(a) Falls away.

(b) The criteria was not about qualifications, but rather expertise, taking also into consideration the exclusions prescribed by Act No 13 of 2009, as to who should not serve on the SACAA Board.

(3) (a) See the reply to (2) above.

(b) No nominees have been appointed yet.

QUESTION NO 3063

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 29 OCTOBER 2010 (INTERNAL QUESTION PAPER: NO 34 – 2010)

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

(1) Whether his department keeps a record regarding the issuing of tickets for speeding and traffic violations to motorists and road users; if not, why not; if so, (a) how (i) is it maintained and (ii) frequently is it updated and (b) since what date have these statistics been kept;

(2) whether the statistics are used by any other government department or entity; if not, why not; if so, by whom is it used;

(3) what traffic and speeding violation trends (a) are being monitored and (b) have been identified in each specified province by means of the statistics? NW3783E

REPLY:

The Minister of Transport:

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

The Road Traffic Management Corporation (RTMC), in terms of the National Rolling Enforcement Plan, receives monthly reports from law enforcement authorities. These reports contain notices issued for all traffic offences.

Monthly reports are submitted by authorities on a standard reporting format, either through fax or e-mail.

The reports from all authorities are collated, verified and analysed. The reports are updated monthly.

(b) The revised Rolling Enforcement Plan, which was launched on 10 September 2010, requires that all authorities submit monthly reports from October 2010 onwards.

(2) No requests have yet been made by other departments or entities to use any statistics. However, the RTMC, together with the authorities, use these records for tactical planning purposes.

(3) (a) The RTMC is conducting an independent Road Traffic Offence Survey on an annual basis. The tables below show speed violation trends at National and Provincial level.

Table 1: Speed Offence – Urban

YEAR ON YEAR COMPARISON OF SPEED OFFENCE INDICES – URBAN
YEAR	GA	KZ	WC	EC	FS	MP	NW	LI	NC	SA	Standard
2002	5.2	8.8	10.3	11.1	8.7	14.3	14.0	7.6	11.1	8.9	1 = 5%
2003	15.3	9.0	8.2	11.1	11.0	13.5	10.2	12.1	5.5	11.7
2005	7.4	3.4	5.4	5.2	7.3	7.7	9.5	9.6	4.2	6.4
2006	7.8	6.2	3.4	5.4	5.9	8.1	7.3	8.0	3.6	6.5
2007	5.8	3.6	2.5	2.5	5.1	4.3	5.6	5.1	1.9	4.4
2008	7.7	8.4	4.4	5.6	5.8	7.1	4.7	7.8	3.0	6.7
2009	6.4	8.0	4.9	6.2	6.6	5.1	6.7	7.5	4.4	6.3
ANNUAL CHANGE IN SPEED OFFENCE INDICES - URBAN
2006 - 2007	-1.9	-2.6	-0.9	-2.9	-0.8	-3.8	-1.7	-2.8	-1.6	-2.1
2007 - 2008	1.8	4.8	1.9	3.1	0.7	2.7	-0.9	2.7	1.0	2.3
2008 - 2009	-1.3	-0.4	0.4	0.6	0.7	-1.9	2.0	-0.2	1.4	-0.4

The information above shows that on a national basis, the index for urban offences has decreased from 6.7 in 2008 to 6.3 in 2009. The province with the largest increase is North West, where the offence index increased from 4.7 to 6.7, followed by the Northern Cape where the offence index increased from 3.0 to 4.4. KwaZulu-Natal is the province with the highest offence index in this regard for 2009, with 8.0, followed by Limpopo with 7.5. Mpumalanga shows the largest decrease in its offence index from 7.1 to 5.1, followed by Gauteng from 7.7 to 6.4.

Table 2: Speed offence – Rural

YEAR ON YEAR COMPARISON OF SPEED OFFENCE INDICES – RURAL
YEAR	GA	KZ	WC	EC	FS	MP	NW	LI	NC	SA	Standard
2002	5.7	6.7	8.8	6.0	5.7	9.4	3.0	5.2	4.0	6.5	1 = 5%
2003	6.8	4.6	4.7	3.6	7.3	5.4	5.6	5.2	2.9	5.5
2005	6.8	4.3	5.7	3.8	7.2	5.8	8.4	8.2	5.9	6.0
2006	5.2	5.8	5.1	3.5	6.8	3.6	5.9	4.9	5.8	5.1
2007	4.5	4.0	6.7	3.9	6.8	5.4	4.0	4.7	6.2	5.0
2008	4.6	5.8	7.5	5.2	8.2	5.1	5.9	7.3	7.8	5.8
2009	7.6	10.5	6.5	9.5	8.4	6.4	7.9	6.7	6.4	7.9
ANNUAL CHANGE IN SPEED OFFENCE INDICES - RURAL
2006 - 2007	-0.6	-1.8	1.6	0.4	0.1	1.9	-2.0	-0.2	0.4	-0.2
2007 - 2008	0.0	1.8	0.8	1.3	1.4	-0.4	1.9	2.6	1.6	0.9
2008 - 2009	3.0	4.7	-1.0	4.3	0.2	1.3	2.0	-0.6	-1.4	2.1

The information above shows that on a national basis the index for rural offences has increased from 5.7 in 2008 to 7.9 in 2009. The province with the largest increase is KwaZulu-Natal, where the offence index increased from 5.8 to 10.5, followed by the Eastern Cape where the offence index increased from 5.2 to 9.5. KwaZulu-Natal is also the province with the highest offence index in this regard for 2009, with 10.5, followed by the Eastern Cape with 9.5. Northern Cape shows the largest decrease in its offence index from 7.8 to 6.4, followed by the Western Cape from 7.5 to 6.5.

(b) All provinces below are listed in order of highest to lowest offence index for the 2009 traffic violation survey:

• Mpumalanga with an offence index of 6.2.

• KwaZulu-Natal with an offence index of 6.0.

• Eastern Cape with an offence index of 5.9.

• Gauteng with an offence index of 5.8.

• Limpopo with an offence index of 5.7.

• North West with an offence index of 5.1.

• Western Cape with an offence index of 5.0.

• Free State with an offence index of 5.0.

• Northern Cape with an offence index of 4.3.

Definition: Combined Offence Indexes – the index numbers are called "combined offence indexes", because they represent the joint results of the national offence monitoring programs in different provinces and of the country as a whole.

QUESTION NO 2939

DATE REPLY SUBMITTED: WEDNESDAY, 08 DECEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 22 OCTOBER 2010 (INTERNAL QUESTION PAPER NO 32 – 2010)

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

(1) (a) What were the total costs incurred by his department to establish the Provident Fund of the Passenger Rail Agency of SA (Prasa), (b) where were these funds sourced from, (c) what is the name of the entity which is responsible for the administration of this fund, (d) why were train drivers and their assistants transferred from Shosholoza to (i) Prasa and (ii) Transnet without consultation and (e) what measures have been implemented to resolve this situation;

(2) whether any upgrading commitments were made to Transnet Rail Engineering by his department; if not, why not; if so, what are the relevant details regarding these commitments and the conditions thereof? NW3629E

REPLY:

The Minister of Transport:

(1) (a)

When Transnet Limited was launched as an entity and the South African Rail Commuter Corporation (SARCC) was formed, a Provident Fund was established on 01 April 1990 as the South African Spoorpendelkorporasie Beperk Voorsorgfonds. This same Fund has evolved over the years from being the SARCC Provident Fund to the current Passenger Rail Agency of South Africa (PRASA) Provident Fund. The cost of setting up this Fund in 1990 is unavailable as it has been more than 20 years since it was established. There were no costs incurred by changing the name of the Fund to its current name.

(b) This information is not available, but it is assumed that these costs were part of the SARCC's expenses at that time.

inception.

(d)

(i) Train Drivers and Assistants cannot be transferred between Shosholoza Meyl and PRASA. When Shosholoza Meyl was transferred to PRASA from Transnet Limited, all its employees were legally transferred and employed by PRASA as it is the legal employer. No employee is transferred between divisions of PRASA, without proper consultation and notification.

(ii) The issue of transfer between Shosholoza Meyl and Transnet relates to disputes that were declared by employees and this relates to outcomes of these disputes. In these instances the employees concerned are well aware (and have been engaged on the disputed outcome) as they were parties to these disputes.

(e) There are processes in place to resolve such matters and with any changes within the Agency there are bargaining structures that have been established in which business is able to engage with labour on these matters. Furthermore, if there are disputes, then there are agreed upon mechanisms to address these disputes. The Agency has also established communication structures to engage with employees and to ensure that employees are updated on business matters on a regular basis.

(2) Yes, there are upgrades commitments given to Transnet Rail Engineering – see the attached document, please.

QUESTION NO 2938

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 22 OCTOBER 2010 (INTERNAL QUESTION PAPER NO 32 – 2010)

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

(1) What mechanisms will his department implement to accommodate road users who are not in possession of a valid bank account, but who wish to utilise prepaid tollgates;

(2) (a) what are the names of the companies who will be responsible for operating the (i) closed-circuit television cameras linked to the system and (ii) tow trucks and related vehicles linked to this system of prepaid tollgates and (b) what process was followed to appoint these companies;

(3) what (a) were the initial costs to the SA National Roads Agency Ltd (Sanral) when these companies were appointed and (b) is the monthly cost to Sanral to retain the services of these companies? NW3628E

REPLY:

The Minister of Transport:

(1) All toll road users will be required to set up a toll account with the Transaction Clearing House (TCH).

It is not a requirement that the user must have a valid bank account to set up the account with the TCH. Users will be able to have a pre-paid account (similar to cellular phone) and be able to top up their account by various means, i.e. top up vouchers and paying cash into their toll account at customer service centres.

(2) (a) (i) and (i) and (b)

The South African National Roads Agency Limited (SANRAL) advertised for pre-qualified service providers to provide a comprehensive and integrated service linked to these services, as well as others related to incident management and Intelligent Transport Systems (ITS). The pre-qualified service tenders provide for the implementation as well as operations. These tenders have closed and are currently at the tender evaluation stage.

(3) (a) and (b)

SANRAL is currently evaluating the technical proposal and has not opened discussions on the financial proposal as yet.

QUESTION NO 2893

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 22 OCTOBER 2010 (INTERNAL QUESTION PAPER NO 32 – 2010)

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

(1) Whether his (a) department or (b) any of its entities has signed any contractual agreements with certain companies (names furnished) or any of their affiliates (i) in the (aa) 2006-07, (bb) 2007-08, (cc) 2008-09 and (dd) 2009-10 financial years and (ii) during the period 1 April 2010 up to the latest specified date for which information is available; if so, (aaa) with whom was the agreement signed, (bbb) what is the nature of each contract, (ccc) what is the (aaaa) start and (bbbb) end date of each contract and (ddd) what is the monetary value of each contract;

(2) whether a tender process was followed in each case; if not, why not; if so, in each case, (a) what are the relevant details, (b) who else tendered for the contract and (c) what was the amount tendered by each?

NW3581E

3. THE REPLY

The following reply to Question No 2893, asked by Mr S B Farrow, DA MP, has been furnished by Ms Dipsy Mereeotlhe, acting Deputy Director-General of the Branch: Management Services, Department of Transport, and the respective Chief Executive Officers of the various Public Entities that report to the Department of Transport, and is hereby submitted for the Minister's consideration and approval, please.

REPLY:

The Minister of Transport:

Department of Transport (DoT)

(1) (a) No.

(b) Not applicable.

(2) Falls away.

Airports Company South Africa Limited (ACSA)

(1) (a) Not applicable.

(b)(aa)

The Airports Company South Africa (ACSA) had a lease withSouthern Reservations in Port Elizabeth Airport from 2005. This lease was ceded and assigned to African Dune Investments 23 Pty Limited Reg No. 2005/043120/07 (trading as Southern Reservations) on 17 October 2006.

(ii)ACSA concluded alease in Port Elizabeth Airport with African Dune Investments 216 (Pty) Ltd, Reg no. 2008/002981/07, trading name as Southern Reservations.

(aa) The signatory of the lease was Essack Abdullah. His designation on the lease is Chief Executive Officer.

(bb) ACSA leases space for administration only which is approximately 14.96 square metres.

(cc)

(aaa) the lease started on 01/07/2010

(bbb) the contract will expire in June 2015.

(ccc) monthly rental is approximately R4,600 per month.

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

A tender process was not followed as this is a property lease and not a retail lease where turnover rental is charged, and this is in accordance with ACSA procurement process.

Air Traffic and Navigation Services (ATNS)

(1) The Air Traffic and Navigation Services (ATNS) have not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(2) Falls away.

Cross-Border Road Transport Agency (C-BRTA)

(3) The Cross-Border Road Transport Agency (C-BRTA) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(4) Falls away.

South African Civil Aviation Authority (SACAA)

(1) The South African Civil Aviation Authority (SACAA) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(2) Falls away.

South African Maritime Safety Authority (SAMSA)

(1) The South African Maritime Safety Authority (SAMSA) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(2) Falls away.

South African National Roads Agency Limited (SANRAL)

(1) The South African National Roads Agency Limited (SANRAL) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(2) Falls away.

Passenger Rail Agency of South Africa (PRASA)

(1) and (2)

The Passenger Rail Agency of South Africa (PRASA) has a contract with one of the companies, namely, African Dunes Investments, but no contract with Roux Property Development Africa.

The Tshwane Metrorail Region required Service Providers to clean its train sets. The Region invited quotations from eight suppliers from the Supplier Database. See details below.

African Dunes Investments was among the companies awarded work. The region decided to also award work to two other companies, to mitigate against some performance risks they experienced with the previous contractor. The other two companies who were awarded work were Landelani Cleaning and Maja's Gardening and Cleaning.

The contract value is R51 369.00 per month for nine months. The total value of the contract is R462 321.00 incl. VAT and it expires on 26 February 2011.

African Dunes Investments

Coach Cleaning Services for TBE, P16, P17 and normal train sets – Gauteng North
Date advertised	13 May 2010
Method of advertising	Confine Tender - Database
Site Inspection / briefing session	14 May 2010
Closing date & time	17 May 2010; 13h00
Number of tenders issued / sold	08
Number of tenders received	08
How proposals received	Sealed envelopes
Proposals received from	1) African Dune Investment R42 940.00 incl 2) Landelani Cleaning R 66 465.90 incl 3) Maja's Gardening & Cleaning R32 148 incl. 4) Mbita Consulting R96 044.92 incl. 5) Marena Naledi Cleaning R 85 557.14 incl. 6) Prubern Development R212 781.00 incl. 7) Reatile Construction R141 840.27 incl. 8) Bohlane ba Sechana R102 942.00 incl.
Validity expiry date of offer:	26 February 2011
Value of contract	R51 368.00 (Incl. VAT) per month x 9 months
	R462 321.00 (Incl. VAT)
Period of Contract	3 months, since extended by 6 months = 9 months

Road Accident Fund (RAF)

(1) The Road Accident Fund (RAF) entered into 2 contractual agreements with Roux Property Fund (Pty) Limited on 01 October 2010.

(aaa) The agreements were signed between the Road Accident Fund and Roux Property Fund (Pty) Limited.

(bbb) The contracts are agreements to lease office space in the Pretoria Central Business District where the RAF previously had a lease agreement in place with the previous property owner from where the RAF conducted its operations for more than 8 (eight) years. The new lease caters for reduced office space to be utilized by the RAF's Internal Litigation Department and also for the RAF's Walk-in Centre.

(ccc) (aaaa) The start date of both agreements are 01 October 2010.

(bbbb) The end date for the Walk-in Centre (WIC) lease agreement is 30 September 2015; and the end date for the Internal Litigation Department (ILD) lease agreement is 30 September 2013.

(ddd) The monetary value of the WIC contract is R 535,805.88 (incl. VAT) per annum, with a CPI based annual increase from year 2. The Monetary value of the ILD contract is R 934,234.56 (Incl. VAT) per annum, with a CPI based annual increase from year 2.

(2) There was a procurement process followed whereby proposals were invited from property agents in the Pretoria area.

(a) Request for Proposals were invited from the following property agents operating in the Pretoria area: Private Property, City Square, Sky Cribs Instant Offices, Innovation, Rennie Property, Sokolic Property Group, Hermans & Roman Property, First Property Trust, Gensec Property, JHI Properties, and also from Roux Property Fund (Pty) Ltd. The agents provided lists of available properties matching the space requirements of the RAF where after site visits were conducted by the RAF evaluation team.

(b) The following agents submitted proposals: City Square, Sokolic Property Group, Gensec Property, JHI Properties, Roux Property Fund (Pty) Ltd.

(c) The following amounts were tendered: JHI Properties tendered a rate of R92.34 (incl. VAT) per square meter, but this was for available office space in the Lynnwood area. Roux Property Fund (Pty) Ltd. offered office space in the Pretoria CBD at a rate of R102.60 (incl. VAT). Only these 2 agents were requested to provide cost proposals as their sites were identified as most suitable during the site visits. It was important for the RAF to have a presence in the CBD close to it's original offices as the public is well aware that the RAF had been operating from the same premises for more that 8 (eight) years.

Railway Safety Regulator (RSR)

(1) The Railway Safety Regulator (RSR) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(2) Falls away.

Road Traffic Management Corporation (RTMC)

(1) The Road Traffic Management Corporation (RTMC) has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(1) Falls away.

Ports Regulator

(2) The Ports Regulator of South Africa has not signed any contractual agreements with the companies to which reference is made, for the periods as indicated above.

(3) Falls away.

QUESTION NO 2784

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 OCTOBER 2010 (INTERNAL QUESTION PAPER NO 31 – 2010)

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

What (a) are the names of taxi associations that are funded by his department, (b) is the total amount of funding that each association received in the (i) 2006-07, (ii) 2007-08, (iii) 2008-09 and (iv) 2009-10 financial years and (c) why does the department fund each of these associations? NW3463E

REPLY:

The Minister of Transport:

(a)

The only taxi association that is funded by the Department of Transport is the South African National Taxi Council (SANTACO).

(b)

The sums paid over the periods from 2006 to 2010 are as follows:

(i) 2006/07 - R13 952 000

(ii) 2007/08 - R12 975 000

(iii) 2008/09 - R 2 852 739 (R 11 978 000 budgeted)

(iv) 2009/10 - R 11 236 000

In the 2008/9 financial year the Department of Transport withheld monies due to the lack of reporting measures in place by SANTACO. Only once they were able to provide proper accounting records for the use of the money were the payments reinstated.

(c)

The funding of the SANTACO emanated as a resolution from the National Taxi Task Team whereby the Ministerial Committee (MINCOM) recommended to Cabinet that an amount of R40 million be allocated for implementation of the resolutions. The key components of the National Task Team recommendations are as follows:

Ø Formalisation of the industry.

Ø Regulation and control.

Ø Economic growth and enhancement.

The formalisation of the industry was done through a democratic and elective conference, whereby SANTACO was appointed as the representative mother body.

QUESTION NO 2783

DATE REPLY SUBMITTED: WEDNESDAY, 17 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 18 OCTOBER 2010 (INTERNAL QUESTION PAPER NO 31 – 2010)

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

(1) Whether the SA National Taxi Council (Santaco) is funded by (a) his department or (b) any of its entities; if not, what is the position in this regard; if so, what (i) are the details of the funding, (ii) are the conditions attached to the funding, (iii) procedures and mechanisms are in place to ensure that these conditions are complied with, (iv) amount of funding was awarded to Santaco in each of the past four financial years and (v) is the (aa) name and (bb) designation of the Santaco employee responsible for (aaa)(aaaa) accounting and (bbbb) reporting to his department in respect of the funds and (bbb) record keeping;

(2) whether Santaco's financial statements have been audited with regard to each year that it has received funds from his department; if not, (a) why not, (b) what steps has the department taken in this regard and (c) what has been done to ensure that Santaco's financial statements are audited annually; if so, what are the relevant details? NW3462E

REPLY:

The Minister of Transport:

(1) (a) Yes, the Department of Transport (DoT) currently funds the South African National Taxi Council (SANTACO).

(b) No.

(i) The sums paid over the periods from 2006 to 2010 are as follows:

§ 2006/07 - R13 952 000

§ 2007/08 - R12 975 000

§ 2008/09 - R 2 852 739 (R11 978 000 budgeted)

§ 2009/10 - R11 236 000

(ii)

The funding is governed by a Memorandum of Agreement (MOA) signed annually between the Director-General, Department of Transport, and the President of SANTACO. The MOA encapsulates the agreed projects and expenditure items and ensures accountability by SANTACO for the funds expended.

(iii)

The DoT only releases funds in tranches and the agreed milestones for these funds must be met first and financial reporting documents for the previous funds must be submitted prior to funds being released.

(iv)

Please refer to (i) above.

(v) (aa) and (bb) (aaa) (aaaa) and (bbbb) and (bbb)

Mr Thomas Massase is the Treasurer and he is responsible for the accounting of the funds and reporting to the Department of Transport.

(2) (a) and (b)

The first two years of allocations were not audited and the DoT, after numerous requests, then withheld funds for the 2008/9 financial year until the outstanding documents were provided.

(c)

The MOA signed annually sets out milestones for compliance prior to the release of funds. SANTACO has since submitted all outstanding audits.

QUESTION NO 2688

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 17 SEPTEMBER AUGUST 2010 (INTERNAL QUESTION PAPER NO 29 – 2010)

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

Whether his department has launched an investigation into the cause of the continued delays of trains; if not, why not; if so, (a) what are the outcomes of this investigation, (b) what steps has he taken to resolve and prevent these delays from reoccurring and (c) how are solutions to this problem communicated to the public?

NW3353E

REPLY:

The Minister of Transport:

(a), (b) and (c)

The Passenger Rail Agency of South Africa (PRASA) monitors train performance and the issues that contribute to train delays are highlighted below.

Metrorail train delay contributions August 2010:

Rolling stock delays remain the biggest contributor to train delays. Specific actions are being taken around critical components failing, such as traction motors. Signal failures are also a significant contributor to train delays. PRASA has implemented a preventative maintenance programme to address the rolling stock issues. PRASA is also embarking on major signaling upgrade to modernize the signaling system. Timekeeping on Metrorail trains have been improving steadily, but are still below the targeted levels. Special attention is being given to key priority corridors such as the Johannesburg – Naledi, Johannesburg – Pretoria, KwaMashu – Umlazi, Cape Town – Khayelitsha, Cape Town – Kraaifontein and Cape Town – Simons Town lines. In addition focus on peak periods will also improve performance.

Mainline Passenger Services (MLPS), comprising of the Shosholoza Meyl services and Premier Classe, performance for the period April – July 2010 was as follow:

Major contributors towards MLPS delays for July 2010 were:

Transnet Freight Rail (TFR) is responsible for the bulk of delays on MLPS with signals, occupations, speed restrictions and overhead power the major contributors to delays from TFR.

Metrorail delays are also mainly as a result of speed restrictions, occupations and signals. Delays caused by MLPS are mainly due to faulty locomotives and train driver and crew delays. PRASA is implementing a modern three shift system to deal with these issues.

PRASA is also in the process of restructuring the services of MLPS to ensure a better fit between resources and services in order to improve the poor performance of this service.

PRASA uses station communications systems, commuter publications and commuter forums to communicate these challenges to commuters.

QUESTION NO 2687

DATE REPLY SUBMITTED:

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 17 SEPTEMBER (INTERNAL QUESTION PAPER: NO 29 – 2010)

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

(1) What are the names of the (a) passenger rail lines and (b) routes which have been closed (i) completely or (ii) partially in the past three years;

(2) what (a) are the reasons for these closures, (b) alternative (i) lines and (ii) routes are in operation in each case, (c) criteria were used to close such lines and (d) is being done to ensure that such assets are not left to deteriorate? NW3352E

REPLY:

The Minister of Transport:

(1) (a) and (b) (i)

The Passenger Rail Agency of South African Limited (Prasa) does not own, maintain or operate any railway lines on the long distance services and are therefore not in any position to close a railway line. Prasa, through Shosholoza-Meyl, run train services on these railway lines, provided and maintained by Transnet. The following train services. from the overall passenger train services, namely

§ the Hoedspruit - Kaapmuiden service; and

§ the Kimberley – Mafikeng service

were stopped from running in the last three years, even though Transnet still continued to run freight trains on some parts of these routes.

(ii) None.

(2) (a), (b) (i) and (ii)

Route / Line	Reason for closure	Timeframe	Alternative lines / routes?
Hoedspruit - Kaapmuiden	Very low passenger rail demand as opposed to the taxis and buses, which are moving the bulk of the travelling public.	May 2010	Taxis and buses are the major transport modes
Kimberly -Mafikeng	Prasa coaches coupled to Transnet freight trains and rail are not an "attractive" or feasible mode as the journey takes 9 hours by train, which is twice the time on a taxi or bus. There's also very low passenger numbers and high costs in running the service (which runs with less than 30% occupancy). Of the 17 stations on this route, only 5 meet the minimum requirements for the utilization by people as they have the required ablution, shelter and other service facilities.	1 Feb 2008	Taxis and buses are the major transport modes

§ passenger numbers and services demand

§ capacity provided

§ rolling stock utilisation

§ the cost of running the train service

Some of the sections on these routes are not electrified and thus diesel locomotives are required to run the services at a higher cost than those running on electrified lines.

(d) The railway lines belong to Transnet and are maintained and operated by Transnet. Freight traffic makes up the majority transport mode on these lines. The facilities that belong to Prasa are mainly stations; the majority consisting of halts (stopping stations with no buildings) and the few stations that exist are in close proximity to the Transnet operations and are currently secured by security guards.

QUESTION NO 2686

DATE REPLY SUBMITTED: MONDAY, 06 DECEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 17 SEPTEMBER 2010 (INTERNAL QUESTION PAPER: NO 29 – 2010)

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

(a) How many scholarships or bursaries that have been offered to his department or any of its entities in the past three years were (i) taken up and (ii) not taken up, (b) why were scholarships or bursaries not taken up, (c) who provided these scholarships or bursaries, (d) what was the value of each of these scholarships or bursaries offered to his department and entities and (e) what are the relevant details of the scholarships or bursaries that were offered in each case? NW3351E

REPLY:

The Minister of Transport:

Department of Transport (DoT)

(a) The Department of Transport (DoT) has funded 17 scholarships, 404 internal bursaries and 883 external bursaries over the past three years in the following manner:

(i) The following bursaries / scholarships were taken up:

Internal Bursaries: This refers to financial assistance of internal departmental officials through the bursary scheme of the DoT.

Ø During the 2008-09 financial year, a total of 184 bursaries were taken up and funded at an amount of R492, 114.77.

Ø During the 2009-10 financial year, a total of 84 bursaries were taken up and funded at an amount of R1636, 204.00.

Ø During the 2010-11 financial year, a total of 93 bursaries were taken up funded at an amount of R800, 000.

The total numbers of active bursaries funded were 404.

External Bursaries

The DoT has entered into a framework agreement with 13 tertiary
institutions to build both human and research capacity in the areas of transportation.

Ø During the 2008-09 financial year, a total of 261 students were funded at an amount of R7,796 million.

Ø 172 students were funded during the 2009-10 financial year at an amount of

R 8,178 million; and

Ø During the 2010-11 financial year, 450 students were funded at an amount of

R 8,669 million.

(ii) and (b)

Out of the above-mentioned total active bursaries, 37 were inactive. This implies that some of the bursaries were not taken up due to medical conditions, family related challenges and loss of interest to pursue academic studies, work overload, etc.

(c) The DoT is currently funding the scholarships; however, the external bursaries are funded through transfer payments to the Department.

The Department has entered into a Memorandum of Agreement (MOA) with two local academic institutions, namely, Universities of Pretoria and the University of the North West as well as the University of Pardubice in Prague, to fund 17 students through a scholarship programme. One of the scholarship beneficiaries had to cancel her studies due to ill-health. Currently, 16 of the remaining students are studying towards programmes that the local academic institutions do not have capacity to deliver on, amongst others, Transport Informatics, Transport Engineering with specialization in Rail, Transport communications, Marketing and Logistics.

(d)

Ø During the 2008-09 financial year, an amount of R 1,858,071.10 was spent for amongst others, accommodation, tuition medical insurance and visa fees.

Ø During the 2009-10 financial year, an amount of R1, 205,461.50 was spent.

Ø For the 2010-11 financial year, an amount of R1, 477,180.01 has already been spent.

(e) The value of the bursary can be measured through upward career mobility of staff within and outside the Department, skill transfer to peers, mentorship to unemployed graduates as well as the ability to take up challenges of higher and complex nature in acting positions etc

The details of the above mentioned scholarship have been briefly outlined as annexure A and Annexure B outlines students' records across various study areas.

Airports Company South Africa Limited (ACSA)

(a) (i) and (ii)

Questions	Responses
	University of Johannesburg	University of Pretoria	University of KZN	TOTALS	Comments
How many scholarships / bursaries have been offered in the past 3 years?	2009 8 Students 2008 10 Students 2007 12 Students	2009 4 Students 2008 4 Students 2007 5 Students	2009 5 Students 2008 5 Students 2007 5 students	2009 17 Students 2008 19 Students 2007 22 Students	Students started in 2005 / 6 and progressed over the years, by 2009 some of them had completed their qualifications, others will complete during 2010/2011.
How many taken up?	30	13	15	58	Funding continued for the same students
Not taken up	0	0	0	0

(b) All bursaries/ scholarships were taken up.

(d) and (e)

Reasons

All bursaries taken up

Value

2009

R452 485

2008

R384 243

2007

R351 301

2009

R231 815

2008

R203 780

2007

R246 590

2009

R196 288

2008

R245 935

2007

R193 875

2009

R880 588

2008

R833 958

2007

R791 766

Total amount spent 2007 – 2009 =

R2,506.312

Relevant details

10 Engineering

4 Finance /

Economics

1 Marketing

students

5 Engineering students

4 Engineering

1 Property Development

Students

Received awards from the UKZN for sponsoring and supporting students in the Engineering department

Air Traffic and Navigation Services (ATNS)

(a) (i) & (ii)

There were no scholarships or bursaries offered by the ATNS in the past three years.

(b), (c), (d) and (e)

Fall away.

Cross-Border Road Transport Agency (C-BRTA)

(a) (i) & (ii)

There were no scholarships or bursaries offered by the C-BRTA in the past three years.

(b), (c), (d) and (e)

Fall away.

South African Civil Aviation Authority (SACAA)

(a) (i) Seven

(ii) Nil (although one person did not complete a course)

(b) Falls away.

(d) and (e)

The South African Civil Aviation Authority (SACAA) has, over the past three years, invested a lot in the upliftment and training of less experienced pilots with few flying hours, both Helicopter and Fixed Wing Pilots. This is in recognition of the scarcity of skills in this area, as has been highlighted by the Transport SETA's Sector Skills Plan (Transport Education Training Authority). The SACAA set aside funds to train employees from designated groups as pilots. Of the six who succeeded, three (3) are African women, one (1) African male and two (2) Indian males. Three (3) of these are helicopter pilots and three (3) are fixed wing pilots.

Over and above the training costs, SACAA has been paying these employees full bursaries at a total cost of R2 970 000.00

(The salary bill for all these employees for the past three years amounted to R7 195 859.60)

In addition to pilot training, the SACAA has offered a bursary to a student (African male) who is studying Aeronautical Engineering at Wits University. He will be completing in 2011. SACAA have paid for his tuition fees for the past three years and a stipend of R6 000.00 for accommodation and subsistence.

TOTAL COST: R216 060. 00

SACAA have also sponsored one of its trainee employees (African female) who is currently placed at Denel Avionics doing Aircraft Mechanic In-service training.

TOTAL COST: R478 831.56 (including salary for the past three years).

One of our inspectors (African female) has received a scholarship to study Specialized Masters in Aviation Safety (Aircraft Airworthiness) in France, Toulouse with ENAC for 18 months starting September 2010. The SACAA will be paying her full salary plus R60 000.00 for her accommodation.

TOTAL COST: R697 607.70

South African Maritime Safety Authority (SAMSA)

(a) (i) & (ii)

No bursary or scholarship was offered by SAMSA in the past three years.

(b), (c), (d) and (e)

Fall away.

South African National Roads Agency Limited (SANRAL)

(a) (i) 98 scholarships and 85 bursaries have been taken up in the past three years.

(ii) All of the bursaries and scholarships were taken up.

(b) Falls away.

(c ) The South African National Roads Agency Limited (SANRAL)

(d) Expenditure:

- Scholarships: R610 000-00

- Bursaries: R4 297 753-00

(e) SANRAL offers both – bursaries and scholarships. Bursaries are offered to qualifying students to attend university and pursue careers in civil engineering. Scholarships are offered to learners in grades 11 and 12 with an aptitude for mathematics and science. The programme aims to create opportunities for tertiary studies and promote tertiary and career readiness to develop learners to further their studies in applied science.

Page 62 of SANRAL's 2009-10 annual report provides further details.

Passenger Rail Agency of South Africa (PRASA)

(a) 629 bursaries have been offered in the past three years.

(i) All bursaries have been taken up.

(ii) Falls away.

(b) Falls away.

(c) PRASA offered the bursaries. These bursaries are offered to both employees to complete studies on a part-time basis. Full-time bursaries are offered to external learners.

(d) The details of the bursaries (both part-time and full-time) that were offered by PRASA over the last 3 years (inclusive of the current financial year) are reflected in the table below:-

FINANCIAL YEAR	NUMBER OF BURSARS	TOTAL COSTS
2008/2009	261	R 5 172 004.80
2009/2010	240	R 5 183 017.00
2010/2011	128	R 3 514 739.62

(e) In all instances, bursaries that are offered are taken up as employees usually apply to complete part-time studies aligned to individual development plans. Externally learners apply for full-time bursaries and are considered based on merit and field of study.

Employees are granted bursaries in various study fields which has to be relevant to the organisation, while external bursaries are offered predominantly in the engineering sciences (either at universities or universities of technology) related to the business. Bursaries offered are generally taken up. The organisation may decline or withdraw bursaries based on relevance of field of study, changes to approved degrees/diplomas of the current bursary, discontinuation of studies and on academic performance.

Road Accident Fund (RAF)

(a) (i) & (ii)

The Road Accident Fund (RAF) has an internal bursary scheme offered to its employees as part of their career development, which is contained in the RAF's Human Resources policies. Between April 2008 and March 2010, three hundred and sixty one (361) bursaries have been offered and the value of these bursaries totaled R2 490,266.64.

Ø During the 2008-09 financial year, a total of 83 bursaries were taken up and funded at an amount of R536, 650. 00.

Ø During the 2009-10 financial year, a total of 214 bursaries were taken up and funded at an amount of R1 583,107.64.

Ø During the 2010-11 financial year, a total of 64 bursaries were taken up funded at an amount of R370, 509. 00

(b) All bursaries were taken up.

(c) Bursaries are sponsored by RAF in compliance with the provisions of its Bursary Policy, and are provided for under the Learning and Development budget.

(d) The value of the bursaries ranges between R 3000, 00 and R 25 000, 00.

(e) The bursaries that had been offered are for qualifications that are relevant to the job families and careers within the RAF. Most bursaries are awarded in the fields of law and commerce.

Railway Safety Regulator (RSR)

(a) The Railway Safety Regulator offered eight (8) bursaries to its employees over the last three years.

(i) All eight (8) bursaries were taken up by staff members.

(ii) No staff member declined or did not take up the bursaries.

(b) Falls away.

(c) The RSR, in compliance with the provisions of its Bursary Policy, offered bursaries to staff members who were keen on advancing their careers. Bursaries are provided for under the Training and Development budget.

(d) The value of each bursary offered is as follows:

EMPLOYEE	VALUE
Letsane Rathaba	R37,075
Eric Nkwinika	R10,362
Lawrence Venkile	R7,740
Oupa Masogo	R12,185
Martina Ntlangula	R6,200
Luize Morais	R14,000
Jacintha Naidoo	R20,050
Lufuno Magoro	R6,901

(e) The relevant details of the bursaries are as follow:

EMPLOYEE	JOB TITLE	COURSE	INSTITUTION	STATUS OF STUDIES
Letsane Rathaba	Principal Safety Inspector	MBA	UNIVERSITY OF PRETORIA (GIBS)	Graduated
Eric Nkwinika	Safety Inspector	MBA	UNISA SBL	Final year
Lawrence Venkile	General Manager : Corporate Services	MBA	MANCOSA	First year
Oupa Masogo	Manager : Internal Audit	MBA	MANCOSA	First year
Martina Ntlangula	Chief Financial Officer	MBA	MILLPARK BUSINESS SCHOOL	Final year
Luize Morais	Assistant Manager : HR	Advanced Labour Law	UNISA	Final year
Jacintha Naidoo	Senior Manager : Standards	MBA	MANCOSA	Graduated
Lufuno Magoro	Creditors Officer	Chartered Management Accounting	Chartered Institute of Management Accountants	Final year

Road Traffic Management Corporation (RTMC)

(a) Two bursaries were offered by the Road Traffic Management Corporation (RTMC) for the past three years.

(i) Two

(ii) All bursaries have been taken up.

(b) Falls away.

(d)

Ø R 15 895.00 (bursary no 1)

Ø R 18 000.00 (bursary no 2)

(e)

Ø Bursary number 1 is for studies towards a Masters degree in Public and Development Management. 2010 is the final year of study for the employee.

Ø Bursary number 2 is for studies towards a Diploma in Road Traffic Management. 2010 is the final year of study for the employee.

Ports Regulator

(a) (i) & (ii)

No bursary or scholarship was offered by the Ports Regulator in the past three years.

(b), (c), (d) and (e)

Fall away.

QUESTION NO 2642

DATE REPLY SUBMITTED: WEDNESDAY, 10 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 17 SEPTEMBER 2010 (INTERNAL QUESTION PAPER NO 29 – 2010)

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

(1) Whether, with reference to his reply to oral question 130 on 25 August 2010, a certain person (name furnished) has been formally dismissed; if not, why not; if so, (a) what process was followed in this regard and (b) what are the further relevant details;

(2) whether the person received payment of a settlement amount; if so, (a) what was the amount paid and (b) what are the reasons for this payment;

(3) whether the person was remunerated whilst he was suspended; if so, what (a) amount of money was paid to him, (b) was the total value of the remuneration package and (c) are the further relevant details;

(4) whether he will take any steps to recover any wasteful and fruitless expenditure incurred by the person during his tenure in office?

NW3299E

REPLY:

The Minister of Transport:

(1) No, the person referred to has not been dismissed as yet. The Road Traffic Management Corporation (RTMC) is currently making preparations for a formal disciplinary hearing against the person in question. More details may be supplied once the disciplinary hearing is concluded.

(a) and (b) Fall away.

(2) No, the person has not received any settlement amount.

(a) and (b) Fall away.

(3) Yes, the person is being remunerated whilst on suspension.

(a)

The person is being remunerated at a cost of R103 334.29 per month (gross remuneration).

(b)

The remuneration package is in line with level 16 as per the Department of Public Service and Administration (DPSA) compensation dispensation. The applicable notch in this instance amounts to R1 275 732.00 per annum.

(c)

There is an additional 10% non-pensionable cash allowance according to the DPSA remuneration dispensation that is applicable to employees on the relevant salary scale.

(4) Yes, steps will be taken to recover wasteful and fruitless expenditure, if any, in line with the outcome of the disciplinary process.

QUESTION NO 2556

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 13 SEPTEMBER 2010 (INTERNAL QUESTION PAPER NO 28 – 2010)

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

(1) Whether any routes for the Shosholoza Meyl have been launched in the past three years; if not, why not; if so, (a) why were these routes launched in each case, (b) what is the ridership (number of passengers) of each of these routes and (c) what (i) is the cost and (ii) profit to the company per route in each month;

(2) whether any routes have been (a) cancelled or (b) temporarily cancelled in this period; if not, what is the position in this regard; if so, (i) why was each route cancelled or temporarily cancelled, (ii) what was the ridership in each case, (iii) what was the total saving per route per month since the closure of the route and (iv) what are the profits to the company per route in each instance?

NW3195E

REPLY:

The Minister of Transport:

(1) (a)

The only new route that has been opened was the Port Elizabeth – Cape Town route in 2008, and it is serviced by the Premier Classe via the Garden Route. The following new services were added to existing routes:

Ø Premier Classe : Johannesburg – Durban : 2008

Ø Tourist Class : Johannesburg – Port Elizabeth : 2008

Ø The Premier Classe train service was introduced between Johannesburg – Durban – Johannesburg and is made up of 16 coaches and caters for 76 passengers. The frequency of the service is twice a week, departing Johannesburg every Tuesday and leaving Durban every Wednesday. The train also departs Johannesburg every Friday and returns from Durban every Sunday.

The routes were introduced to target leisure travellers and people on holiday, local and inbound international market travellers, and thus continue to increase and diversify the various markets that the Passenger Rail Agency of South Africa (PRASA) serves.

(b)

The ridership on the Premier Classe's Johannesburg - Durban route varies, but averages about 56%.

The cost per kilometre to manage (run) trains is calculated at R188 for Economy and R225 for Tourist and Premier Classe. Premier Classe trains are focussed on full cost recovery and the pricing is structured accordingly. The current recovery is at about 60% on the Johannesburg – Durban route.

Other routes are being investigated, e.g. the Hoedspruit route to serve the Nelspruit and Kruger National Park surroundings, given the high number of tourist travellers on the route who would prefer rail travel compared to road transport. Test runs have been conducted departing from Johannesburg on a Thursday and returning on a Sunday in partnership with travel and tour organisations operating in the region.

(2) (a) and (b)

Some uneconomical routes were identified and from this exercise the following services were withdrawn:

Ø Kimberley – Mafikeng route

Ø Kaapmuiden – Hoedspruit route

(i)

The criteria employed to identify these routes included the occupancy, i.e. passenger numbers from studies and ticket sales, viability of supporting linkage with other transport modes on those routes, as well as the cost coverage of the service on the route, i.e. cost of running the route versus the income generated and the availability of locomotives, thus leading to the temporary closure of these routes.

(ii)

The ridership of these routes ranged between 9% – 39%.

(iii) and (iv)

Some of the costs that contribute to the costs per route are embedded in other fixed costs and therefore would not contribute to any saving. The total cost required to run all the services properly is about R1.4 billion per year, but currently PRASA receives only R500 million. It is therefore not possible to quantify savings, but more of a redirection of resources to those routes where the demand is very high and rail is the most prominent transport mode. Some of the costs have been offset by the other businesses, both within PRASA and within Transnet, given the interwoven nature of the current operating model. The current numbers and condition of the locomotives and coaches does not cover the full service and to run them on routes where the capacity does not warrant the rail service would only further compound the problem of scarce rolling stock and further deplete the fleet. Therefore, the termination of these services only served to reduce the funding shortfall for the Mainline Services Operation.

QUESTION NO 2519

DATE REPLY SUBMITTED: TUESDAY, 12 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 03 SEPEMBER 2010 (INTERNAL QUESTION PAPER: NO 26 – 2010)

Mr P J Groenewald (FF Plus) asked the Minister of Transport:

(1) Whether his department has incurred any costs by allowing employees of the SA National Roads Agency Ltd (SANRAL) to undergo neck and back massages; if so, (a) in respect of how many employees, (b) what were the costs and (c) what was the reason for these massages;

(2) whether this is an annual event; if not, what is the position in this regard; if so, what are the relevant details;

(3) whether he will make a statement on the matter? NW3096E

REPLY:

The Minister of Transport:

(1) No.

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

(2) This is not an annual event, but the employee wellness programme of the South African National Roads Agency Limited (SANRAL) is a holistic approach towards caring for its employees. SANRAL is obliged by the Occupational Health and Safety Act (Act No 85 of 1993) to identify and implement measures to reduce and avoid any possible health risks to its employees. SANRAL's employee wellness programme therefore does not only go towards meeting the requirements of the Act, but is also part of its overall employer value propositions, which is based on integrity and care. This is to ensure that we get the best from the employees. The author of the request for proposals may have been a bit exuberant in adding the neck and shoulder massage which is not essential and will be removed from the said tender.

The stability within SANRAL with regard to employee movement can be attributed to the fact that such services are available. This is also manifested in SANRAL's small attrition rate and the fact that it has been voted as the Best Employer by the CRF Institute for three consecutive years. The Honourable Member should also be informed that SANRAL is dependent on scarce skills in the engineering and related fields in order for it to deliver on its mandate. Therefore, since SANRAL competes for these skills with the private sector that offers benefits to its employees that SANRAL are not able to provide, SANRAL has to find other ways of attracting and retaining these scares skills. It is proven in research that ensuring good wellness for one's employee, aided in reducing absenteeism and increased productivity.

(3) Given the comprehensive answer in (2), there is no need to make a statement on the matter.

QUESTION NO 2517

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 03 SEPTEMBER 2010 (INTERNAL QUESTION PAPER NO 26 – 2010)

Adv A de W Alberts (FF Plus) asked the Minister of Transport:

(1) How the Sanral tender for welfare services, which includes nonwork-related services in the call centre, psychologists, biokinetics staff, dieticians, legal practitioners, debt counsellors and nursing staff for employees, will be funded over the next three financial years;

(2) why are these services offered, in the light of priorities that have been set for state expenditure;

(3) whether he will consider retracting this tender and rather utilising the funds to lower the fee per kilometre that is paid by the Gauteng road user; if not, why not; if so, what are the relevant details?

NW3094E

REPLY:

The Minister of Transport:

(1) The Chief Executive Officer of the South African National Roads Agency Limited (SANRAL) has informed me that the services are funded from non-toll allocations and represents 0,0067% of non-toll expenditure.

(2) SANRAL is obliged by the Occupational Health and Safety Act, 1993 (Act No 85 of 1993), to identify and implement measures to reduce and avoid any possible health risk to its employees. SANRAL's employee wellness programme, therefore not only goes towards meeting the requirements of Act No 85, but is also part of its overall employer value propositions, which is based on integrity and care. This is to ensure that SANRAL gets the best from the Company's employees. The author of the request for proposals may have been a bit exuberant in adding the neck and shoulder massage, which is not essential and will be removed from the said tender. However, the other elements are essential for wellbeing and are largely advisory in nature and/or a referral service. The legal advice that the Honourable Member refers to is a referral service in an emergency situation and not a legal advice service with a lawyer. The stability within SANRAL with regard to employee movement can be attributed to, inter alia, such services being available. This is evident in SANRAL's attrition rate that is relatively small and the fact that it was voted as the Best Employer by the CRF Institute for three consecutive years due to taking a holistic approach towards caring for its employees. The Honourable Member should also be informed that SANRAL is dependent on scarce skills in the engineering and related fields in order for it to deliver on its mandate. Therefore, since SANRAL competes for these skills with the private sector that offers benefits to its employees that SANRAL are not able to provide, SANRAL has to find other ways of attracting and retaining these scares skills. It is proven in research that ensuring good wellness for one's employee, aided in reducing absenteeism and increased productivity.

(3) No. However, the neck and shoulder massage information will be removed from the tender.

QUESTION NO 2498

DATE REPLY SUBMITTED: TUESDAY, 12 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 03 SEPTEMBER 2010 (INTERNAL QUESTION PAPER: NO 26 – 2010)

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

(1) Whether a study has been conducted since 1 April 2010 to compare the efficiency of the Road Accident Fund (RAF) current to (a) 2005, (b) 2000 and (c) 1995; if not, why not; if so, (a) what were the findings and (b) how are these findings being incorporated in the modus operandi of the RAF;

(2) what (a) is the chief executive officer's (CEOs) cost to company package to the RAF on a monthly basis, (b) components comprise this package, (c) was the rationale behind the decision and (d) measurable obligations and procedures are incumbent upon the CEO to fulfil each month;

(3) whether any staff transfers within the RAF have taken place within the past three years; if not, what is the position in this regard; if so, what (a) are the reasons for each transfer over the specified period and (b) was the total cost to his department;

(4) what (a) are the reasons for the various continuous delays experienced in RAF cases and (b) steps are being taken to address this issue? NW3071E

REPLY:

The Minister of Transport:

(1) (a), (b) and (c) and the second (a) and (b)

Yes, various studies have been undertaken during the last 15 years, both formally and informally. The last commission of enquiry was the Satchwell Commission that found that the current Road Accident Fund (RAF) system was unaffordable, unsustainable, inequitable and unfair. The no-fault policy document that was published by the Department of Transport (DoT) earlier in the year is meant to address all the weaknesses that were identified by the Satchwell Commission.

More recently, the RAF Board and management finalised a rescue plan in the form of a three year rolling strategic plan, which was presented to the Portfolio Committee of Transport (National Assembly) in 2006 and was approved by the Minister of Transport.

The initiatives revolved around three main areas, namely:

Systems and processes

One of the initiatives of the rescue plan was a business diagnostics study that was conducted in 2006, that highlighted; inter alia, the following weaknesses that had to be addressed:

· The need for an accurate accident database, in order to validate whether accidents really took place, and do effect proper planning in that regard.

· The need for increased accessibility across the country.

· The need for a call centre in order to record accident data and to assist accident victims in the registering of their claims.

· The need for a centralized back-end processing unit where key claims assessment and settlement functions are specialized.

To this end, the RAF has developed (and is in the process of implementing) a

New Operating Model that addresses all the mentioned key areas. The main

building blocks already implemented are:

· SAP ERP system was implemented in 2007 to integrate all back-end Financial and Human Resource systems.

· A Customer Service Network was developed in order to increase the RAF footprint. By the end of the 2010 financial year, the RAF had a presence in 65 hospitals.

· A new paperless claims solution has been piloted and is in the final stages of being implemented.

· A renewed IT infrastructure for all applications that is developed in order to access from anywhere in the world

Legislative amendments

The RAF Amendment Act was promulgated in order to address main areas, i.e. abuse of General Damage's claims, caps on passenger claims, and ceilings on Loss of Earnings claims in order to address exorbitant claims like the Swiss claim for R520 million.

Funding model

A revenue requirement model was developed in order to determine the RAF fuel levy independently and scientifically.

(2)

(a) The CEO's monthly TEC as at 1 September 2010 is R386 677.00. It is made up as follows:

(b) Basic R248 149.81

Travel allowance R 78 959.44

Pension Fund R 33 254.69

Disability PHF R 1 489.02

Med Aid R 4151.54

13^th Cheque R 20 672.50

(d) The Advisory Committee /Board annually enters into a performance agreement with the CEO. The targets / measurable obligations are aligned to the strategic objectives of the RAF. Progress against these objectives is reviewed on a quarterly basis.

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

Transfers during 2008

Number employees transferred	Reasons for the transfers	Costs involved
59	Personal reasons	None

Transfers during 2009

Number employees transferred	Reasons for the transfers	Costs involved
40	Personal reasons	None

Transfers during 2010

Number employees transferred	Reasons for the transfers	Costs involved
13	Personal reasons	None

(4) (a)

The overriding reason for the various delays experienced in RAF cases is the fault-based system founded on insurance principles. The fault-based system requires the determination of merits and in practice this means that police reports need to be sourced manually. The loss of earnings takes long to quantify because a number of medical experts reports are necessary in order to quantify the potential loss of earnings. Injuries also have to stabilize before an assessment in terms of the American Medical Association guide can be made.

(b) The Department of Transport is in the process of changing legislation pertaining to motor vehicle accidents and the RAF is in the process of implementing a new operating system aimed at quicker and more efficient service delivery.

QUESTION NO 2497

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 03 SEPTEMBER 2010 (INTERNAL QUESTION PAPER NO 26 – 2010)

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

(1) (a) At what stage is the process of awarding the new tender for a driving license card, (b) what criteria will be considered for awarding the tender, (c) when is it anticipated that the tender will be awarded and (d) what is the anticipated cost of this process to his department in the (i) short, (ii) medium and (iii) long term;

(2) what (a) is the nature of the objectives which the successful bidder will have to achieve, (b) mechanisms are in place to ensure that these objectives are achieved and (c) sanctions will be imposed upon the successful bidder if it fails to meet its objectives?

NW3070E

REPLY:

The Minister of Transport:

(1) (a)

The Department of Transport (DoT) has concluded all the processes for awarding the new tender for a driving license card as prescribed by the Procurement Regulations and is in the final stages of identifying the successful bidder.

(b)

The criteria for awarding the tender were published in the Request for Proposal that was advertised in the Tender Bulletin. Bidders that received the required points for functionality after evaluation qualified to submit proposals as required by the Best and Final Document (BAFO). The BAFO evaluation was based on

the 90/10 principle where the 90 points for price and functionality were split 60/40, respectively.

(c)

It is anticipated that the new service provider will be appointed during November 2010.

(d)

The cost associated with the production of driving license cards is funded through application fees. Legislation currently makes provision for the collection of R46.50 per card. Early indications in the bidding process is that the current amount collected will be sufficient to sustain the process and that no increase will

be required in the (i) short to (ii) medium term.

(iii) It is not possible at this stage to make a projection for long-term costing, as this contract is linked to a five year period and technology has the tendency of becoming cheaper.

(2) (a)

The service provider will be afforded a maximum of 12 months to set up the production facility, establish the Information Communication Technology (ICT) infrastructure and to procure the required resources.

(b)

The DoT will implement a penalty structure, should the new service provider fail to commence production within 12 months.

(c)

After production commences, the service provider must deliver the produced cards at the point of application within 21 days from date of application. Penalties will be levied for each card delivered outside the 21 day period.

QUESTION NO 2496

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 30 AUGUST 2010 (INTERNAL QUESTION PAPER NO 26 – 2010)

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

Whether his department has a plan to administer extra driving license tests in addition to the applications which are currently being processed by his department; if not, (a) why not and (b) how does his department intend to deal with the current backlog; if so, what are the relevant details of the plan?

NW3069E

REPLY:

The Minister of Transport:

No, the Department of Transport does not currently have any plans in place to administer extra driving licence tests.

(a)

The functions relating to the testing of drivers rest with the Provinces, which have contracted Local Authorities to perform it on their behalf. Therefore, discussions with the relevant Authorities need to take place to ensure that they are able to allocate required human and financial resources to conduct the tests.

(b)

In an effort to reduce the number of applications whose learners' license are due to expire, the Department of Transport (DoT) has increased the validity of the learner's license from 18 to 24 months. Furthermore, the DoT has extended the testing period from 13h00 to 17h00 on a Saturday, and also included the testing until 13h00 on a Sunday.

QUESTION NO 2452

DATE REPLY SUBMITTED: TUESDAY, 12 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 03 SEPTEMBER 2010 (INTERNAL QUESTION PAPER: NO 26 – 2010)

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

(1) Whether his department obtained the consensus of the Helderzicht community to implement a cut-and-fill policy in respect of the N2, which will divert the N2 highway through their village; if not, why not; if so, (a) when was consensus reached and (b) what was the stated rationale contained in the Record of Decision (ROD) for electing to embark on this course of action;

(2) (a) what is the estimated cost of implementing the cut-and-fill option in terms of the provisions in the ROD, (b) what were the estimated costs of constructing the viaduct to the N2 through Somerset West as an alternative plan to the cut-and-fill option and (c) on what date was the most recent estimate for each option completed? NW3020E

REPLY:

The Minister of Transport:

(1) (a)

The alignment through Helderberg, which included Helderzicht, was proclaimed in 1976. The then Minister of Transport, Mr Mac Maharaj, visited the area in 1996 and tasked the Helderberg Municipality to make a proposal that suits the community. A technical task team was formed to identify alternatives after which seven alternatives were considered. The then Helderberg Council approved the alignment through Helderzicht in 1999. The South African National Roads Agency Limited (SANRAL) has since 1999 investigated a variety of engineering, environmental and cost impacts on various alternatives -15 in total - for the area. During this time a number of meetings were held with the affected community.

(b)

A partial Record of Decision (RoD) was granted by the then Department of Environmental Affairs and Tourism in September 2003, which required SANRAL to consider and evaluate a 'cut and cover' (tunnel) through the Helderzicht area. The rationale was to address concerns about the impacts on the community in the Helderberg area where the N2 will bisect the Helderzicht community. Furthermore, SANRAL had to appoint a facilitator to engage and workshop the 'cut and cover' solution with the community including the N2/T2 Crisis Committee.

Once this option was formulated, it was presented to the community, including the N2/T2 Crisis Committee, by the facilitator Prof Linda de Vries. Her final report received by SANRAL on 17 September 2007 can attest to this. During this consultation process, numerous meetings took place between the parties. It is noted that it is only after this extensive process of consultation that the then Minister of Environmental Affairs and Tourism, Mr Marthinus van Schalkwyk, MP, issued the revised RoD on 7 April 2008. The revised RoD of April 2008 was only issued after the facilitator had discussed and presented the 'cut and cover' option to the community.

SANRAL has done everything possible, including its cooperation in the most recent court action (in which the Honourable Member is a participant by providing an affidavit in support of the people who brought the action against SANRAL), to bring this matter to an amicable conclusion. It is not in the best interest that a small group of people stand in the way of such a much needed project.

It is also disingenuous of the Crisis Committee, which purport to represent the affected community, to try and use the current mediation process (ordered by the Magistrate) to revisit the EIA process and question not only the validity of the revised RoD, but also the ruling of the Magistrate regarding the scope of the current mediation.

(2) (a)

The estimated cost of the cut and cover option is approximately R460 million, based on 2006 estimates, and includes land acquisition.

(b)

The estimated cost of constructing the viaduct to the N2 through Somerset West, as an alternative plan to the cut and cover option was R929,4 million (2002). This does not include the land acquisition of 62 properties, including the relocation of the affected families and businesses, nor the relocation of the 1.8m diameter drainage pipe on the provincial road T2 road reserve through Somerset West.

(c)

See the reply as shown above in 2 (a) and (b) above.

QUESTION NO 2420

DATE REPLY SUBMITTED: TUESDAY, 12 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 30 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 25 – 2010)

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

Whether (a) his department or (b) any of its entities has signed any contractual agreements with a certain company (name furnished) or any of its affiliates (i) in the (aa) 2006-07, (bb) 2007-08, (cc) 2008-09 and (dd) 2009-10 financial years and (ii) during the period 1 April 2010 up to the latest specified date for which information is available; if so, (aaa) what is the nature of each contract, (bbb) what is the monetary value of each contract, (ccc) what is the (aaaa) start and (bbbb) end date of each contract, (ddd) what are the details of the process that was followed for the signing of each contract, (eee) who else tendered for each contract that was awarded and (fff) what amount did each tenderer quote in each case? NW2989E

REPLY:

The Minister of Transport:

(a) The Department of Transport did not sign any contractual agreements with General Nyanda Security Services (GNS).

(b) None of the transport entities, except for the Passenger Rail Agency of South Africa (PRASA), have signed any contractual agreements with General Nyanda Security Services (GNS). See below for PRASA's responses:

(i) (aa) & (bb)

Not applicable.

(cc) and (dd) (ii)

The said company was contracted in the 2008-09 financial year (October 2008) for a period of two years ending in October 2010.

(aaa)

The services contracted are the provision of security services in respect of security audits, security risk and threat assessments, development of a security strategy, training of security personnel, provision of operational plans and related advice on strengthening the security service provision in the wider operational environment.

(bbb)

The entire contract value is R 28, 495, 166.40 (inclusive of VAT).

(ccc) (aaaa) & (bbbb)

The start date was October 2008 until October 2010.

(ddd)

The process followed for the signing of the contract involved adherence to the provisions of the Supply Chain Management Policy. The contract was awarded using the confinement procedure as provided in the said policy – the work was confined as per policy to one contractor.

(eee) & (fff)

No other suppliers provided quotations.

QUESTION NO 2346

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 30 AUGUST 2010 (INTERNAL QUESTION PAPER NO 25 – 2010)

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

(1) Whether, in light of the Due Diligence Report on Shosholoza Meyl's revelation that the Passenger Rail Association of SA (Prasa) would require about R1.4 billion per annum to run its business effectively and that only R450 million per annum is provided to Prasa to run this service, his department has any plans for funding this shortfall; if not, why not; if so, what are the relevant details;

(2) how will the debt of approximately R1.3 billion owed by Prasa to Transnet for the purchase of Metrorail coaches be covered;

(3) whether any other debt is owed by Prasa to Transnet; if so, what are the (a) amounts and (b) further relevant details;

(4) whether he will consider creating a public-private partnership to remedy the underfunding of Prasa; if not, why not; if so, what are the relevant details?

NW2915E

REPLY:

The Minister of Transport:

(1) The Department of Transport, National Treasury and the Passenger Rail Agency of South Africa (PRASA) are in constant engagement regarding the most appropriate course of dealing with the financial challenge of operating long distance passenger rail services. The funding shortfall for Shosholoza Meyl is not a new "revelation". This was pointed out and raised in Due Diligence Reports prior to Shosholoza Meyl's transfer to PRASA and was further confirmed in a letter by the then Group Chief Executive Officer of Transnet, Ms Maria Ramos, to the National Treasury. In the short-term, PRASA is implementing various measures to introduce efficiencies to the operations of Shosholoza Meyl. These include the introduction of new and modern conditions of employment (including a three-shift system), introducing a wide ranging efficiency project with the assistance of international rail experts, negotiating favourable pricing with suppliers to the rail business, aimed at improving passenger services, whilst at the same time reducing the cost of delivering much needed transport services. It is important to emphasize that without Government support, the long distance passenger rail service will not be viable.

(2) PRASA has consistently disputed the amounts claimed by Transnet. The "debt" owed by PRASA to Transnet has been the focus of major engagement by the two parties for several months. This issue must be seen in the context of the challenges occasioned by separating the passenger rail entities (Shosholoza Meyl in particular) from Transnet and consolidating them into PRASA. The discussion of the "debt" between the two parties has centered around several areas of dispute between the two parties, including, inter alia, issues such as supporting documentation and the lack of schedules that supported the maintenance, energy, haulage, shunting and other operational charges by Transnet to PRASA in respect of Shosholoza Meyl. Another area of dispute has been the levels of pricing for rolling stock upgrading work charged by rolling stock contractors, including Transnet Rail Engineering in this case. The issue of "the debt of approximately R1.3 billion" owed by PRASA to Transnet is far from being conclusive and PRASA has proposed that a mediator be appointed to ascertain the "debt" and all matters relating to it. It has taken Transnet months to substantiate the claims they are making against PRASA, and therefore it raises a serious concern.

(3) No.

(a) and (b) Fall away.

(4) Yes, there is indeed a role for the private sector in the rail sector. It is important, though, to find the appropriate role and balance between the private sector and the State in funding rail passenger transport. In fact, rail passenger transport will always require public funding in order to ensure affordability, due to the high cost of rail infrastructure, which the passenger will be unable to afford without some form of Government support. Therefore, there are key policy interventions necessary, such as effective regulation and upgrading of the system in order to make it attractive for the private sector to invest.

QUESTION NO 2303

DATE REPLY SUBMITTED: MONDAY, 04 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 30 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 25 - 2010)

Mr P F Smith (IFP) asked the Minister of Transport:

(1) Why is a licensed driver whose learner's licence has expired and who is seeking to qualify for a further vehicle code required to repeat the theory test;

(2) whether he has identified any problems with regard to this requirement; if not; what is the position in this regard; if so, what are the relevant details;

(3) whether his department intends to institute a single theory test that will be valid for (a) all codes and (b) life; if not, why not; if so, what are the relevant details? NW2676E

REPLY:

The Minister of Transport:

(1) A driver who is seeking to qualify for a further vehicle code must be in possession of a learner's licence that authorises him/her to operate that class of vehicle. Therefore, if the licensed driver is not also the holder of a valid learner's licence that authorises the operation of the class of vehicle which the driver wants to qualify for, then the driver must repeat the theory test to obtain a valid learner's licence. The learner's licence is valid for 24 months.

(2) No problems have been identified with this requirement. However, the Department of Transport is always analysing the requirements to identify enhancements through its various Technical Committees to ensure that the process is as efficient as possible.

(3) (a) and (b)

One of the matters that is currently being discusses at the Technical Committee is how to amend the legislation and the requirements to consolidate the theory test into a single test for the three different codes that currently exist and how to ensure that it will be relevant. The outcome may be a single learner's licence which is valid for a longer period.

QUESTION NO 2277

DATE REPLY SUBMITTED: MONDAY, 06 DECEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 20 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 23 – 2010)

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

Whether his department and/ or any of its entities has purchased any 2020 FIFA World Cup Soccer tournament (a) clothing or (b) other specified paraphernalia; if not, what is the position in each case; if so, in each case, (i) what are (aa) the details and (bb) the total cost of the items purchased, (ii) (aa) how many items have been purchased and (bb) why, (iii) (aa) to whom has each of these items been allocated and (bb) why have these items been allocated to these persons and (iv) (aa) on what basis was the decision taken to purchase each of these items and (bb) on whose authority was the decision taken to make these purchases?

NW2786E

REPLY:

The Minister of Transport:

Department of Transport (DoT)

The Department of Transport, as part of promoting and supporting the involvement of the country in the 2010 FIFA Soccer World Cup, had indeed procured branded promotional material.

(a) Yes.

(b) Yes.

(i) (aa) Branded clothing, makarapas, vuvuzelas and key holders were purchased.

(bb) R 144 781.00 incl. VAT

(ii) (aa) Details are as follow:

· 500 x South African flag colours scarf's: R27 300.00 excl.VAT

· 500 x South African flag colours makarapas: R48 300.00 excl.VAT

· 500 x South African flag branded winter hats: R 17 500.00 excl.VAT

· 500 x South African flag colours vuvuzelas : R 12 600.00 excl VAT

· 500 X additional South African flag colours vuvuzelas R 17 500.00

· 1000 x branded key holders : R 5 950.00 excl.VAT

(bb) The items were bought as part of the broader marketing effort for the country as

well as transport's contribution to the 2010 FIFA Soccer World Cup infrastructural achievements.

(iii)(aa) Some of the promotional materials were distributed to members of the staff

during the World Cup countdown events and others were distributed as promotional gifts to external stakeholders during events

(bb) For the purpose of promoting transport plans for the tournament.

(iv) (aa) A need to develop promotional material that was branded or linked to a national activity in order to uplift national pride amongst our stakeholders both internal and external. The branded material were procured to further highlight the role of the Department of Transport as the lead department in the development of transport infrastructure, which helped deliver a successful 2010 FIFA World Cup and to maintain the momentum and hype of the event.

(bb) It is the mandate of the Communications Branch to promote programmes of the Department of Transport and Government in general; hence, procurement was approved by the Deputy Director-General: Communications.

Airports Company of South Africa (ACSA)
Decision Foundation and Approval Processes	Strategic Priority Supported	Most Appropriate Tools Selected	Associated Cost
In the 2008/09 Financial Year ACSA developed a Brand Strategy that was approved as follows: 1. Executive Committee approval secured on 11 November 2008. 2. Operational Risk Committee approval secured on 24 February 2009. 3. Board approval secured on 27 March 2009. T Thus, from April 2009 this Brand Strategy has been rolled out and forms the cornerstone for the company's employee, stakeholder and brand plans and interventions. This Brand Strategy is characterised by 5 strategic priorities that respectively relate to a) employees, B b) stakeholders, C c) the passenger (visitor) experience, D d) the essence of each airport and e) the Brand itself. T Two of these strategic priorities were stronglydriven during the 2010 FIFA World Cup™.	"Internalise the ACSA Brand": Through this strategic priority the company is ensuring that every ACSA employee (2,500 in total) lives the company values of PRIDE (passion, respect, integrity, diversity and excellence) by continually informing, motivating and exciting its employees. The energising interventions were spaced from 100 days to kick-off to the week of kick-off itself. The internalisation process with continue throughout the various phases of the ACSA brand.	1. Vuvuzelas	R0,150,000.00
		2. Tournament Booklets (team info, stadia statistics, match fixtures, etc)	R0,063,076.00
		3. Bafana Bafana Replica shirts	R1,932,613.00
		*Sub-Total for 2,500 ACSA employees*	*R2,145,689.00*
	"Strengthen Relations with All Stakeholders": ACSA consciously established a focused stakeholder relationship management function in 2007 that formulates strategy and supporting policies, and recommends mechanisms and processes to facilitate constructive engagement with stakeholders in formal and informal settings. The June 2010 passenger ratings of service standards released by the Airports Council International (ACI) show that all of ACSA's 2010 FIFA World Cup™ host-city airports scored well above their norm, with the three primary international airports having achieved "excellent" ratings of 4.1 and above (out of five). This achievement is indicative of a single-minded effort, a drive for efficiency and a customer-focused culture realised only through a commitment to "strengthen relations with all stakeholders". Investment per stakeholder: R331.76.	Vuvuzelas	R0,019,800.00
		Blankets	R0,004,000.00
		Scarves & Beanies	R0,028,600.00
		Gloves	R0,004,000.00
		*Sub-Total for 170 stakeholders*	*R0,056,400.00*
		TOTAL (Employees and Stakeholders)	R2, 202, 089.00

Air Traffic and Navigation Services Company Limited (ATNS)

(a) Yes, the Air Traffic and Navigation Services (ATNS) purchased clothing

(b) Yes, the ATNS purchased specified paraphernalia.

(i) (aa) Scarves, beanies, vuvuzelas and water bottles were purchased.

(bb) R 15 465,00

(ii) (aa) 20 bottles and 100 sets of scarves, beanies and vuvuzelas

(bb) These items were bought as corporate gifts.

(iii) (aa) To all stakeholders invited to the soccer matches.

(bb) As corporate gifts

(iv) (aa) As souvenirs to clients and stakeholders.

(bb) The decision was taken by the Head: Executive Commercial Services.

Cross-Border Road Transport Agency (C-BRTA)

There was no 2010 FIFA World Cup Soccer Tournament related expenditure incurred by the Cross-Border Road Transport Agency. This fact has been disclosed in the Annual Financial Statements as at 31 March 2010, as audited by the Office of Auditor General.

South African Civil Aviation Authority (SACAA)

(a) Yes, the South African Civil Aviation Authority (SACAA) purchased clothing.

(b) Yes, the SACAA purchased specified paraphernalia.

(i) (aa) Bafana Bafana t-shirts and one tracksuit jacket, flags of the 32 participating countries, small triangular vinyl flags, vuvuzela with a South African flag sock, car flags, South African flag mirror socks, Jabulani soccer ball and a Bafana Bafana tracksuit top.

(bb) The total cost was R24 169. 95.

(ii) (aa) Clothing bought included 60 x Bafana Bafana T-shirts and 1 x Tracksuit top. Other

items bought included: 1xset of cloth/cotton flags for the 32 participating countries and 1 x set of small triangular vinyl flags, 1 x Vuvuzela with an SA Flag sock, 6 x car flags, 2 x pair of South Africa flag mirror socks; 1 x Jabulani soccer ball and Bafana Bafana tracksuit top.

(bb), (iii) (aa) and (bb)

Forty five (45) of the t-shirts were mainly used as prizes for the Organizational Climate Survey project where the first 45 participants were presented with such and rest were used during the 50-days to kick off event as prizes to participants (employees).

The flags were used to promote the World Cup soccer event and therefore were used as decorations in both SACAA buildings in Midrand. The vuvuzela's, soccer ball, car flags, car mirror socks and tracksuit top were presented as prizes for the participants of the 50 days to kick off event who participated in the competition for the diski dance.

(iv) (aa) See response to (bb), (iii) (aa) and (bb)

(bb)

The Bafana Bafana t-shirts were approved by the Director for Civil Aviation, the CFO and and the HR Executive Manager. The rest of the promotional material was approved by the Senior Manager of Communications.

South African Maritime Safety Authority (SAMSA)

(a) Yes.

(b) Yes.

(i) (aa), (bb) and (ii) (aa) Details are as follow:

Details	Total Cost (R)	Quantity
Bafana Replica Jersey	150, 480	200
Vuvuzela	6, 600	200
Small Flags (SA)	7968.60	100
Big Flags (SA)	7857.20	20
Flags (Various Countries)	7857.20	20
Adidas Soccer Balls	11, 397.12	20
TOTAL EXPENDITURE	220 860.72

(ii) (bb)

All purchased clothing and paraphernalia was procured primarily to dress up SAMSA participants during the Morning Live outside broadcast on SABC 2 on board the government vessel, "Sarah Baartman", which was intended to showcase the Maritime Sector's readiness to provide maritime safety and security services ahead of and during the hosting of the Soccer World Cup.

The onboard showcasing of the key maritime institutions' involvement in safety and security (including SAMSA, SAPS, TNPA, DEA, the Navy, SMIT and the NSRI) and their state of readiness for the FIFA World Cup was planned to coincide with the 50 days count-down towards the historic opening of the 2010 Soccer World Cup being staged on African soil.

The same items were used to support the Bafana-Bafana Friday campaign wherein employees were allowed and encouraged to wear the t-shirts and show-off related colours at work on such days.

(iii) (aa) Paraphernalia was allocated in the following numbers to the following persons:

Type of paraphenalia	Numbers allocated	Recipients
Bafana Replica Jerseys and Vuvuzelas	135	SAMSA Staff
Bafana Replica Jerseys and Vuvuzelas	6	SAMSA Board of Directors
Bafana Replica Jerseys and Vuvuzelas (including 20 small SA Flags/ 20 Big Flags and 20 Addidas Soccer Balls	59	The following organisations: (DEA, TNPA, NSRI, The Navy, SA Cadets and Smit Amandla) who participated in the 2010, 50 days countdown, Morning Live Outside Broadcast, held on board the Sarah Baartman (DEA Vessel), in Cape Town

(bb) Please refer to the response in paragraph (ii) (bb) above.

(iv) (aa) Please refer to the response in paragraph (ii) (bb) above.

(bb) The SAMSA Board of Directors and the SAMSA Executive Committee.

South African National Roads Agency Limited (SANRAL)

SANRAL linked the Soccer world cup efforts/branding to its internal campaign of gaining momentum for all staff members to be proud Toll-brand ambassadors. As part of this effort, the official South Africa World Cup t-shirts were purchased for staff and Board members. In addition, vuvuzela's were purchased for staff together with five official balls which were used as part of the internal campaign competition that focused on Open Road Tolling. The total spent on these apparels were R109,348.05. The purchase was authorized by management.

Passenger Rail Agency of South Africa (PRASA)

(a) and (b)

Yes, the Passenger Rail Agency of South Africa (PRASA) did purchase 2010 FIFA World Cup promotional material and paraphernalia.

(i) (aa) and (bb); (ii) (aa) The details are in the table below:

ITEMS	QUANTITY	COST
Fly The Flag Brochure	15 000	R18,991.05
2010 Campaign - Makarapa Fan Helmet	500	R72,100.80
SA Vuvuzelas and fleece blankets	500 and 250 respectively	R111,881.88
Luggage tags & Keyrings	1000 1000	R21,687.50 R19,687.50

(bb), (iii) (aa) and (bb)

§ Fly the flag brochures - were allocated to PRASA's 15 000 employees, to rally support behind the national 'fly the flag campaign'- (marking the 100 days before kick-off to the 2010 FIFA World Cup™), whose other aim was to educate citizens about the flag and national anthem.

§ Makarapa's i.e. PRASA branded fan helmets - were allocated for promotional campaigns amongst commuters and stakeholders such as Commuter Forums – the purpose was to encourage them to enter the competition to win promotional World Cup tickets in order to give our loyal commuters a chance to access this once in a lifetime world football spectacle, especially as most of them were not be able to afford match tickets. Another objective was to promote the PRASA services for the World Cup as a National Supporter and to raise awareness of the PRASA brand and its products and services.

§ South African vuvuzelas and fleece blankets - were allocated to stakeholders such as commuter forums, media, and dignitaries at the launch and opening of newly built and refurbished stations such as Nasrec Station, Moses Mabhida Station, Cape Town Station, Century City station and Orlando Station. These were refurbished or newly built stations to support the integrated transport programmes of Government for the World Cup and beyond. These gifts were also to further support the fly-the-flag campaign and the tournament in its totality.

§ Keyrings and luggage tags - were allocated to the guests of FIFA, media and other national and international guests attending the FIFA draw held at the Cape Town International Convention Centre in December 2009. PRASA as a National Supporter participated in the exhibition by all Commercial Affiliates of FIFA, to promote the PRASA Transport Services ahead of the World Cup and to demonstrate the readiness of these services for the tournament.

(iv) (aa)

PRASA was a National Supporter of the 2010 FIFA World Cup™ – providing Integrated Passenger Transport Services – Commuter Rail, long distance passenger rail and bus services to the "FIFA Family" and the Local Organising Committee (LOC).

(bb)

The decision to become a National Supporter was approved by the PRASA Board of Control in 2009. The decision to purchase these items was taken by management in fulfilment of PRASA's obligations as a National Supporter and to ensure maximum usage of its services during the World Cup. PRASA's participation in the World Cup was an overwhelming success, transporting 1.4 million people by rail to stadia and fan parks during the World Cup, and transporting the "FIFA family" and guests (MATCH officials) by bus. Autopax, the bus service provider was expected to be paid R174 million for the bus service.

Road Accident Fund (RAF)

(a) Yes.

(b) Yes.

(i) (aa)

§ Bafana Bafana Players' replica jerseys

§ Jabulani soccer balls

§ World Cup décor, i.e World Cup soccer balls, etc

(bb) The total cost was R53 701.20

(ii) (aa)

§ 79 Bafana Bafana Players' replica jerseys

§ 20 Jabulani soccer balls

§ World Cup décor, i.e five World Cup soccer balls, five South African branded vuvuzelas, three big flags (x2 SA and one Portugal), fifteen medium-sized South African flags and three flags strips (all the participating countries on one strip)

(bb)

Eight (8) Bafana Bafana players' replica jerseys were purchased as a token of appreciation to give to the outgoing Advisory Committee/ Board Members at the end of their term of five years. The RAF celebrated the 100^th days countdown to the 2010 Soccer World Cup by organising a foosball competition for all employees across the country. Prizes were given to the top three players in each category: female, males and mixed doubles. Further to this, World Cup décor was purchased to bring the feeling and spirit of the historic event to the RAF Head Office in Menlyn. The memorabilia was purchased through petty cash which was included in the total amount above.

(iii) (aa)

§ Eight (8) Bafana Bafana jerseys were allocated to the outgoing Board Members

§ Sixty one (61) Bafana Bafana jerseys were given as prizes for the 1^st and 2^nd places in the foosball competition.

§ Ten (10) Bafana Bafana jerseys were given to the organising committee – this was due to the reduction in price for the jerseys.

§ Jabulani soccer balls were given as prizes for the 3^rd place in the foosball competition.

(bb)

§ The jerseys were given as a token of appreciation for the outgoing Board Members (their 5-year term started in June 2005)

§ Bafana Bafana jerseys were given as prizes for the 1^st and 2^nd places in the foosball competition.

§ Bafana Bafana jerseys were given to the organising committee – this was due to the reduction in price for the jerseys.

§ Jabulani soccer balls were given as prizes for the 3^rd place in the foosball competition.

(iv ) (aa)

§ The Bafana Bafana jerseys were given as a token of appreciation for the outgoing Board Members

§ The rest of the items were given as prizes in the activities (foosball competition, etc) which were geared towards showing support for the 2010 Soccer World Cup being held in South Africa, supporting Bafana Bafana in the tournament and for general motiviation.

(bb)

Proper procedures in the roll out and approval of these purchases were followed in terms of the delegation of authority.

Railway Safety Regulator (RSR)

(a) No clothing items were purchased.

(b) Yes.

(i) (aa) Flags for "Fly the Flag" campaign to mark 100 days before kick-off of the 2010 FIFA Soccer World Cup. This was in light of the month- long tournament, having received the affirmation from FIFA.

(bb) The total cost of items purchased amounted to R400.00.

(ii) (aa) Seventy (70) ball pens at R2.00 each and 65 flags at R4.00 each.

(bb) The items were purchased ahead of the 2010 FIFA Soccer World Cup, in response to Government's call to the public and private sector to support the fly-the-flag initiative and to mobilise South Africans in celebration of the tournament. This celebration was meant to unite the efforts of team South Africa as the international community and the "FIFA family" were to converge on the African soil for the first time for the Soccer World Cup.

(iii) (aa) To RSR staff members.

(bb) Staff members were invited to participate in this initiative to encourage South Africans to fly the national flag and to learn the national anthem.

(iv) (aa) The items were purchased ahead of the 2010 FIFA Soccer World Cup, in response to Government's call to the public and private sector to support the fly-the-flag initiative and to mobilise South Africans in celebration of the tournament. Led by the Government Communication and Information Systems (GCIS) and the International Marketing Council (IMC), the campaign was a multi-faceted initiative targeted at multiple stakeholder audiences with the primary objective to mobilise the domestic market behind the 2009 FIFA Confederations Cup and the 2010 FIFA World Cup™. The call was outlined in various communiqués and Cabinet statements issued by GCIS. Among these communiqués is the Bua Briefs, issue 1 of 2010. Bua Briefs is a communication circular sent to all Government related sectors by the GCIS.

(bb) The purchases to the value R400.00 were authorised by the General Manager for

Corporate Services.

Road Traffic Management Corporation (RTMC)

(a) No, the Road Traffic Management Corporation (RTMC) did not purchase any clothing for the 2010 FIFA World Cup.

(b) Yes, the RTMC did purchase some paraphernalia for the 2010 FIFA World Cup.

(i)

(aa) The Corporation purchased South African flags, vuvuzelas and a Zakumi signature mascot.

(bb) The total cost for the items purchased was R727.90.

(ii)

(aa) The following items were purchased:

- Five (5) vuvuzelas

- One (1) Zakumi signature mascot

- Three (3) South African flags

- Other decoration assortment

(bb) These items were purchased to decorate and brand the reception with a view of

creating a positive spirit amongst the employees towards the 2010 FIFA World

(iii)

(aa) The items were not allocated to anyone and were placed at the reception as part

of branding the building for the World Cup

(bb) Not applicable

(iv)

(aa) The decision was taken to purchase these items in order to create a positive spirit

within the Corporation and its staff towards the 2010 FIFA World Cup.

(bb) The purchase was approved by the Chief Financial Officer.

Ports Regulator

(a) Yes.

(b) No.

(i)(aa) Bafana Bafana shirts as gifts to dignitaries on an overseas visit

(bb) The total cost incurred was R 7 936.00

(ii)(aa) 14 Bafana Bafana t-shirts were purchased.

(bb) This was handed over as gifts to high ranking officials of the ports being visited.

(iii)(aa)

§ M E Harun, Manager: Corporate Communications Maritime, Port Authority of Singapore

§ Mr S Tan, Manager: Group Corporate Affairs, PSA Corporation

§ Ms F Jiayun, Asst Manager: Corporate Communication, MPA

§ Ms F Goh, Assistant Director: Ports Regulations, MPA

§ Ms LL Phing, Manager: Ports Regulations, MPA

§ Mr T Hangiang, Project Officer: Ports Regulations

§ Ms Datin Phang, Port Klang Authority: Malaysia

§ Ms S Kumaresen, Corporate Division PKA: Malaysia

§ Ms Ajwa, PKA, Malaysia

§ Ms Rebecca Landon, Principal Advisor: Rail, Ports and Freight, Queensland Government

§ Ms Alita Singer, Manager: Trade and International Relations, Corporate Office, Queensland Government

§ Mr Ravi Prasad, Team Leader, Queensland Competition Authority

§ Mr Paul Bilyk, Director, Queensland Competition Authority

§ Mr Bill Brett, Acting Dep Executive Director, Treasury Dept., Queensland Government

(bb) As a token of appreciation for hosting the Ports Regulator delegation.

(iv)(aa)

The overseas visit was approved by the Ports Regulator and it was decided to provide dignitaries with a token of appreciation for hosting the Ports Regulator delegation. Since South Africa was the host country of the 2010 Soccer World Cup tournament, and it was decided that gifts should reflect the essence and spirit of the forthcoming event.

(bb) The Chief Executive Officer of the Ports Regulator approved these purchases.

QUESTION NO 2214

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 20 AUGUST 2010 (INTERNAL QUESTION PAPER NO 23 – 2010)

Mr M Swart (DA) asked the Minister of Transport:

(1) With reference to his reply to question 1147 on 6 July 2010, what is the (a) name and (b) position of the person who authorised and requested that an alternative fog spray to the product that was initially approved should be applied to the runway surfaces at George Airport;

(2) whether the decision to utilise the alternative fog spray was taken after (a) consultation with and (b) the approval of the consulting and engineering groups (details furnished); if not, why not in each case, if so, what are the relevant details in each case;

(3) whether it has been established that the fog spray originally created unsafe runways and conditions in wet weather; if not, what caused the unsafe runways and conditions thereon; if so, what are the relevant details of the investigation;

(4) why was the tender awarded to a third party after a certain company (name furnished) put in the lowest tender to resurface the runways;

(5) with reference to a second company (name furnished) resurfacing the runways in recent months at a cost of R12 166 294,37, (a) what is the name of the company responsible for resurfacing the runways prior to the last resurfacing, (b) what was the total cost of the service rendered by the said company and (c) who will be liable to pay the surfacing company (name furnished) for the last resurfacing?

NW2722E

REPLY:

The Minister of Transport:

(1) An Airports Company South Africa Limited (ACSA) Civil Engineer, Mr Arvind Jeewan, authorised the use of an alternative fog spray.

(2) (a) and (b)

The alternative fog spray was recommended to the client, ACSA, by the civil engineering consultants, SSI. Once the merits of the recommendations were considered, ACSA's Engineer approved the recommendation to change the fog spray standard.

(3) ACSA has done various tests, which confirmed that the runway, after the work was completed, did comply to the required minimum standards as laid down by the International Civil Aviation Organisation (ICAO) and local South African legislation. The South African Civil Aviation Authority (SACAA) has prepared a draft investigation report and is the designated body to determine the cause of the accident and the safety of all South Africa's runways. ACSA will be submitting its response to the draft report.

(4) During the evaluation process the lowest company was disqualified for not complying with tender conditions.

(5) (a) The main contractor responsible in 2009 for the works prior to the latest works was

Roadmac Surfacing KZN (PTY) Ltd.

(b) The cost related to the work done in 2009 by Roadmac Surfacing KZN (PTY) Ltd was R10 667, 294.37.

(c) ACSA is responsible and has paid for the last work on the runway that was completed in May 2010. Once the insurance claim and all legal issues are dealt with, ACSA will initiate processes towards the recovery of some of these funds from third parties.

QUESTION NO 2205

DATE REPLY SUBMITTED: WEDNESDAY, 15 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 20 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 23 – 2010)

Mr P J C Pretorius (DA) asked the Minister of Transport:

Whether his department has been informed of the Special Investigation Unit's findings on the number of illegally issued driving licences; if so, (a) how many driving licences were found to be illegal in each province in each of the past three years for which information is available and (b) how many of these licences were cancelled in each province in each of the past three years for which information is available?

NW2712E

REPLY:

The Minister of Transport:

Yes, the Department of Transport has been informed about the Special Investigation Unit's findings on the number of illegally issued driving licences.

(a) and (b)

The results as furnished by the Special Investigation Unit (SIU) for the past three financial years are contained in the tables below.

For the period 01 April 2007 to 31 March 2008

2007/2008	Invalid Licences / Conversions	Referred for cancellation	Cancelled
Western Cape	7 306	5 647	3 183
Gauteng	6 957	1 792	711
Eastern Cape	11 335	386	-
KwaZulu-Natal	4 221	2 999	278
North West	20 591	17 171	4
Free State	697	63	9
Mpumalanga	3 111	5 041	8
Northern Cape	13	52	12
Limpopo	2 221	5 466	1
Total	56 452	38 617	4 206

For the period 01 April 2008 to 31 March 2009

2008/2009	Invalid Licences / Conversions	Referred for cancellation	Cancelled
Western Cape	4 028	3 406	282
Gauteng	22 632	25 275	11
Eastern Cape	8 902	7 865	368
KwaZulu-Natal	8 462	8 470	388
North West	133	-	-
Free State	-	-	-
Mpumalanga	1 175	674	29
Northern Cape	239	33	-
Limpopo	1 361	986	82
Total	46 932	46 709	1 160

For the period 01 April 2009 to 31 March 2010

2009/2010	Invalid Licences / Conversions	Referred for cancellation	Cancelled
Western Cape	4	320	318
Gauteng/North West	31 494	23 404	468
Eastern Cape	3 847	829	937
KwaZulu-Natal	1 089	1 230	0
Free State/Northern Cape	3 079	1 124	8
Mpumalanga	421	250	0
Limpopo	2 040	1 639	485
Total	41 974	28 796	2 216

QUESTION NO 2180

DATE REPLY SUBMITTED: MONDAY, 04 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 20 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 23 – 2010)

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

(1) Whether he has introduced the National Transport Master Plan (NATMAP) to the other spheres of Government; if not, why not; if so, (a) when was it transmitted, (b) how was it transmitted and (c) what are the further relevant details;

(2) whether NATMAP will take precedence over plans by the other spheres of Government which were formulated and implemented prior to the formulation of NATMAP; if not, why not; if so, (a) how will NATMAP be implemented and (b) what (i) will happen to these plans of the other spheres of Government and (ii) are the further relevant details;

(3) whether there will be any financial implications for these spheres of Government in implementing NATMAP; if not, what is the position in this regard; if so, what are the relevant details? NW2686E

REPLY:

The Minister of Transport:

(1) (a), (b) and (c)

The National Transport Master Plan (NATMAP) has been developed with a bottom-up approach. NATMAP was developed for all nine (9) provinces and a Consolidated Working Group (CWG) was appointed to consolidate the provincial reports. Even though NATMAP was developed from province up, the data used in the development of the provincial NATMAP documents is from within municipal boundaries. Furthermore, NATMAP does not prescribe what municipalities should do but the data used has been made available to municipalities and all projects recommended are merely proposals.

In the development of the provincial NATMAP documents, two committees were set

up in the provinces, i.e. Technical & Finance and Steering Committees. The Technical

and Finance Committee met every month and the Steering Committee met every second

month. The composition of these committees included both representatives from local

and provincial government. The current status of the project is that the provincial

NATMAP documents have been presented to different cluster meetings and the intention

is that the projects identified as a result of this process could form part of the Provincial

Growth and Development Strategy (PGDS) of provinces.

(2) (a), (b) (i) and (ii)

NATMAP will not take precedence over plans by the other spheres of Government. The intention is that local government should continue with its Integrated Transport Planning (ITP) framework as embodied in Integrated Development Plans (IDP's). Also, provinces should continue with their Provincial Land Transport Frameworks (PLTF's) as prescribed by the National Land Transport Act (NLTA). NATMAP indicates multi-modal transport investment projects that are demand responsive and as such could be for the development of the PGDS in provinces. The NATMAP is a transport sector plan for all provinces and can be used to prioritise the allocation of funds at both national and provincial spheres of government insofar as transport projects are concerned.

(3) There are financial implications for the implementation of proposed projects. Provinces can incorporate the NATMAP projects in their provincial plans, e.g. PGDS. NATMAP has also proposed a number of funding mechanisms that could be used to help implement some of the projects that have been identified. However, the identified funding mechanisms need legislation for them to be realised.

QUESTION NO 2179

DATE REPLY SUBMITTED: WEDNESDAY, 15 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 20 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 23 – 2010)

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

(1) (a) How many train stations have been closed in the (i) 2008-09, (ii) 2009-10 and (iii) 2010-11 financial years, (b) what are the names of these stations, (c) where is each station located and (d) what were the reasons for closing each station;

(2) whether a survey was undertaken in each instance before the decision to close the station was taken; if not, why not; if so, (a) how were these surveys conducted and (b) what criteria were used to determine whether the station will be closed;

(3) whether the closed stations and related infrastructure have been used for any other purposes; if not, why not; if so, what are the relevant details?

NW2685E

REPLY:

The Minister of Transport:

(1) (a) No train stations owned by the Passenger Rail Agency of South Africa (PRASA) were closed in the (i) 2008-09, (ii) 2009-10 and (iii) 2010-11 financial years.

(b), (c) and (d) Fall away

The Minister of Public Enterprises will be in a position to provide information on the closure of train stations that are the property of Transnet Limited (Transnet Freight Rail), because Transnet Limited reports to the Minister of Public Enterprises.

(2) (a) and (b) and (3) Fall away.

QUESTION NO 2156

DATE REPLY SUBMITTED: FRIDAY, 17 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 13 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 21 – 2010)

Mr P D Mbhele (Cope) asked the Minister of Transport:

Whether his department has plans to ensure that all road users are informed of the department's road safety programme; if not, why not; if so, what are the relevant details? NW2599E

REPLY:

The Minister of Transport:

The Department of Transport launched Community Road Safety Councils in all nine provinces at the beginning of this year (2010), to provide a platform for the Department to vigorously engage grassroots communities in road safety. It is through these structures that all the road users would be reached.

The departments responsible for road safety in provinces were also tasked to cascade the Community Road Safety Councils to districts with the assistance of the Road Traffic Management Corporation (RTMC). The RTMC has put in place road safety projects and plans directed to all road users. The projects include formal schools programmes, which are in line with the National Curriculum Statement for school children, and those directed at pedestrians as well as programmes directed to motorists and cyclists.

QUESTION NO 2155

DATE REPLY SUBMITTED: FRIDAY, 17 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 13 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 21 – 2010)

Mr P D Mbhele (Cope) asked the Minister of Transport:

Whether an investigation has been launched into the recent bus accident in which 11 people were killed in the Limpopo province; if not, why not; if so, what were the findings of the investigation? NW2598E

REPLY:

The Minister of Transport:

The number of people who died as a result of the recent bus accident on the Georges Valley Road between Polokwane and Tzaneen is thirteen (13). The Road Traffic Management Corporation (RTMC)) subsequently appointed an investigation team to conduct an in-depth investigation into the contributing factors of the crash.

Preliminary investigations suggest that the causes of the crash could be one or more, or a combination of the following factors: poor driver training, driver error and/ or speed too high for circumstances. The vehicle was in a roadworthy condition prior to the accident and no visible faults were detected on the preliminary inspection. To this end, the driver has been charged with culpable homicide and the accident in being criminally investigated by the South African Police Services (SAPS) under SAPS Haenertsburg CAS 3/08/3010.

QUESTION NO 2142

DATE REPLY SUBMITTED: FRIDAY, 17 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 13 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 21 – 2010)

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

Whether any of the provinces have plans to construct high speed railways; if not why, not, if so, (a) at what stage are these projects, (b) what are the anticipated costs of each of these projects, (c) what feasibility studies have been conducted in each instance and (d) what are the details regarding these projects?

NW2582E

REPLY:

The Minister of Transport:

(a), (b), (c) and (d)

The construction of railways is still a national competence so there are no individual provincial plans. However, through the process of NATMAP, a first order network has been proposed. This network has an impact on provinces since it would be traversing provincial geographic spaces. The network is still draft and is subject to refinement. Please note that accepted definition of high speed trains are those designed for more than 200 km per hour.

The current proposed high speed railway network is the:

· Johannesburg to Durban;

· Johannesburg to Polokwane;

· Johannesburg to Cape Town; and

· Moloto Corridor.

The only feasibility study that has been developed for the above network is the Moloto Corridor at R9.3 billion. The Johannesburg to Durban link is being subjected to a pre- feasibility and later a feasibility study and details regarding this project will be known once the feasibility studies have been completed. There is no work that has been done for the other links within the network.

QUESTION NO 2141

DATE REPLY SUBMITTED: TUESDAY, 12 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 13 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 19 – 2010)

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

(1) Whether any investigation has been launched into allegations of wasteful expenditure being incurred by the Cross-Border Road Transport Agency (C-BRTA); if not, why not, if so, (a) who conducted the investigation, (b) what is the outcome of the investigation and (c) what bare the further relevant details;

(2) whether any persons were found guilty of mismanagement of public funds; if not, why not; if so, what (a) disciplinary action has been taken against each person and (b) are the further relevant details? NW2581E

REPLY:

The Minister of Transport:

(1) Yes, the Cross-Border Road Transport Agency (C-BRTA) instituted an internal disciplinary investigation for fruitless and wasteful expenditure incurred due to poor management of the Agency's move from its old premises to Glen Manor Building in Menlyn, Pretoria.

(a) An external presiding officer was sourced to assist with the investigation.

(b) The investigation recommended that the employee concerned be dismissed.

(c) The employee has since appealed the outcome of the investigation. The C-BRTA is attending to the request for appeal lodged by the dismissed employee

(2) Yes, an employee of the C-BRTA was found guilty.

(a) A dismissal letter was issued to the said employee, who has since lodged an appeal on the judgement.

(b) An employee was found guilty of misconduct which led to the C-BRTA incurring the fruitless and wasteful expenditure. The C-BRTA is now attending to the request for appeal, lodged by the dismissed employee.

QUESTION NO 2056

DATE REPLY SUBMITTED: FRIDAY, 10 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 06 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 19 – 2010)

Mr D C Ross (DA) asked the Minister of Transport:

(1) Whether the final flight paths for aircraft taking off and landing at the King Shaka International airport have been determined and finalised; if so, what are the (a) conditions stipulated for departure and (b) further relevant details;

(2) whether the noise levels of aircraft landings and takeoffs are monitored in accordance with the Record of Decision (ROD); if not, why not; if so,

(3) whether the noise levels are in accordance with internationally acceptable levels; if not, why not; if so, what are the relevant details?

NW2454E

REPLY:

The Minister of Transport:

(1) The Air Traffic and Navigation Services Company Limited (ATNS) has developed the Standard Terminal Arrival (STAR) and Standard Instrument Departure (SID) procedures for King Shaka International Airport. The STARs have been approved by the South African Civil Aviation Authority (SACAA). ATNS is in consultation with the operators on the SIDs and after consultation the SIDs will be submitted to the SACAA for final approval and implementation. Standard noise procedures have also been adopted. In addition, the rate of climb of departing aircraft has been increased to 3 000 feet above ground level for King Shaka International Airport to negate noise levels spreading over greater areas.

(a) and (b) Fall away.

(2) Sound level monitoring is taking place in residential areas surrounding the airport.

(3) The results of the noise monitoring are not available as yet. These results will determine in which areas noise levels are above internationally accepted standards.

QUESTION NO 2054

DATE REPLY SUBMITTED: MONDAY, 04 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 06 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 19 – 2010)

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

(1) Whether he has been informed that the section of the N14 between Krugersdorp and Ventersdorp has been closed to the motoring public for some years now due to a sinkhole; if so, what was the rationale behind the decision to proclaim this national road as a provincial road;

(2) whether he is considering to re-proclaim this road to a national road and return the responsibility for this road to the SA National Roads Agency Limited (Sanral); if not, why not;

(3) whether his department has devised any (a) plan and (b) budget to repair or realign this road; if so, (i) when will this plan be implemented and (ii) what is the budgeted cost of repairing this road? NW2452E

REPLY:

The Minister of Transport:

(1) Yes, we are aware of the situation on the section of the N14 between Krugersdorp and Ventersdorp. The matter has been brought to the attention of the Gauteng Province. This was done when the honourable Member made enquiries on a previous occasion in this regard. Once again, it should be noted that this section of the N14 route falls under the jurisdiction of the Gauteng Province. It is therefore not proclaimed a national road. This road has always been a provincial road with an 'N' designation. This designation does not automatically make it a proclaimed national road.

(2) As stated above, this was not a proclaimed national road to re-proclaim. It is not the prerogative of the Minister of Transport to proclaim provincial roads as national roads. The Premier of the Gauteng Province has to request the Minister in writing to do so. However, if a request is received it may be considered and various established criteria will be taken into account in terms of the Road Infrastructure Strategic Framework for South Africa (RIFSA) guidelines.

(3) (a)

Neither the Department of Transport nor the South African National Roads Agency Ltd (SANRAL) has devised a plan to repair or re-align the road. This is due to the fact that this is not part of the network managed by SANRAL and in terms of the guidelines it is not possible for SANRAL to spend any funds on this road because it is not part of its asset base, and therefore this is not its mandated responsibility.

(b) (i) and (ii)

It is estimated that the cost to repair the road could amount to of R60 to 70 million rand. Secondary sinkholes have also been formed in the vicinity of the first one and would require extensive investigations and a comprehensive and sustainable solution. This assumes the road can be kept in the same horizontal alignment but might require a new vertical alignment and improvements to the stormwater drainage and sufficient protective measures to retain the stability of the new road.

QUESTION NO 2019

DATE REPLY SUBMITTED: WEDNESDAY, 15 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 30 JULY 2010 (INTERNAL QUESTION PAPER: NO 18 – 2010)

Whether, with reference to his reply to question 215 on 9 March 2010, the task team appointed to look into the SA Transport and Allied Workers' Union report and the final Civil Aviation Authority (CAA) report has completed its investigation; if not, why not; if so, (a) what did the report reflect, (b) what objectives and actions have been implemented as a result of this report and (c) how is this being monitored?

NW2416E

______________________________________________________________________

REPLY:

The Minister of Transport:

I have received the preliminary report on the matter related to the South African Transport and Allied Workers Union (SATAWU). The report has two sections, i.e. one deals with general issues and the other with co-operative governance and safety. At the same time, the Board of the South African Civil Aviation Authority (SACAA) has commissioned a forensic investigation to investigate some of the SATAWU allegations.

The final report on safety and accidents will be finalised soon and the report on the forensic investigation is also almost complete.

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

QUESTION NO 2017

DATE REPLY SUBMITTED: FRIDAY, 10 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 30 JULY 2010 (INTERNAL QUESTION PAPER: NO 18 – 2010)

(1) Whether the Passenger Rail Agency of South Africa (Prasa) and/or any of its (a) subsidiaries and (b) affiliates have (i) negotiated or (ii) concluded any contracts with any commuter organisations in the past three years; if not, why not; if so, what (aa) were the material terms of these contracts, (bb) is the nature thereof, (cc) is the duration thereof, (dd) is the total expenditure incurred by any of these organisations in the performance of its contractual obligations over the duration of the relevant contractual period, (ee) was his department's budgeted expenditure for the performance of its obligations in respect of each contract and (ff) mechanisms, processes and procedures were specified in the contract to ensure that the contracting parties complied with the terms thereof;

(2) whether both parties fully complied with all their contractual obligations as recorded in each case; if not, (a) why not and (b) what steps were taken to compel the defaulting party to comply with the terms of the agreement; if so, what are the relevant details?NW2414E

______________________________________________________________________

REPLY:

The Minister of Transport:

(1) PRASA has entered into a Memorandum of Understanding (MOU) with the South African Commuter Organisation (SACO), which is aimed at contributing to the security of commuters, PRASA assets and the communities which use commuter rail. This partnership is key to PRASA's efforts of combating crime and increasing safety within and beyond its operational environment.

(a) The MOU was entered into by PRASA Corporate Office and not its subsidiaries

(b) The MOU was entered into by PRASA Corporate Office and not its affiliates

(i) and (ii)

PRASA has not concluded any contract with commuter organisations in the past three years – PRASA has entered into an MOU with SACO referred to above.

(aa)

The MOU is aimed at providing assistance to SACO for its operations in providing community patrols for the Metrorail environment.

(bb)

The nature of the MOU is in the form of assistance to support their operations and collaboration with PRASA in respect of the safety and security of commuters and the general public.

(cc)

The duration of the relationship is three years.

(dd)

The total expenditure incurred is R 12,000,000.00 to date.

(ee)

The agreement is for a period of three years, and will cost R 15 million since its inception in 2008 to the end of the third year in 2010. The financial assistance provided to SACO serves to assist with the payment of a stipend for the community safety patrollers. SACO must comply with the provisions of the MOU and relevant legislation in the use of the finances. As part of the agreement SACO submits an annual audited financial statement pertaining to the utilization of the funds provided by PRASA.

(ff)

These relate to the performance, covering issues such as the provision of personnel and duties, as well as payments and financial compliance.

(2) Yes, both parties complied with the processes and procedures contained in the memorandum of understanding.

(a) & (b)

Not applicable

QUESTION NO 2050

DATE REPLY SUBMITTED: FRIDAY, 15 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 06 AUGUST 2010 (INTERNAL QUESTION PAPER NO 19 – 2010)

(1) (a) How will the rail coaches that his department has recently purchased from a certain company (name furnished) be distributed, (b) what are the terms of the sale agreement and (c) how will the process of the sale take place;

(2) whether these coaches will be used for rural routes only; if so, what routes; if not,

(3) whether these coaches will be used on routes already being serviced by the private sector; if not, why not; if so, what routes?

NW2448E

REPLY:

The Minister of Transport:

(1) (a)

It is assumed that the Honourable Member refers to buses (coaches) and not rail coaches. Autopax, the bus subsidiary of the Passenger Rail Agency of South Africa (PRASA) operates within the Republic of South Africa and Maputo. It has also applied for licenses to operate between South Africa and Zambia, Malawi and Zimbabwe. Attached is a list of the routes that Autopax operates on.

(b)

The buses were purchased and financed over a six year period. The total funding was about R1.4 billion with R797 million as a government grant. 50 buses are on a lease agreement. The interest rate was fixed for six years, manufacturers have been paid and the loan is with Mercedes Benz Financial Services.

(c)

The procurement of the buses involved an open public tender process as per Government's Supply Chain Management policies. Preferred bidders were appointed and delivery of the buses was completed prior to the
commencement of the 2010 Soccer World Cup.

(2) No, the coaches will not be used on rural routes only. Please refer to the attached list indicating the routes that Autopax operates on.

(3) Autopax has been operating in the South African market for decades and is therefore not a new entrant in the coach business. These coaches will be used on existing routes as well as some new routes.

QUESTION NO 1987

DATE REPLY SUBMITTED: WEDNESDAY, 15 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 30 JULY 2010 (INTERNAL QUESTION PAPER: NO 18 – 2010)

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

(1) What was the total expenditure incurred by his department for using the existing Administrative Adjudication of Road Traffic Offences (AARTO) call centre at the TASIMA offices in Midrand from 1 June 2010 to 30 July 2010;

(2) how many (a) personnel were utilised to man the call centre and (b) of the call centre staff were (i) existing employees and (ii) hired additionally;

(3) (a) how were staff remunerated and (b) upon what tariff were these employees remunerated;

(4) what total number of calls did the call centre receive during the period 1 June 2010 to 30 July 2010?

NW2383E

REPLY:

The Minister of Transport:

(1) The Administrative Adjudication of Road Traffic Offences (AARTO) call centre was hosted at the eNaTIS building in Midrand and also received Information Technology (IT) support from the eNaTIS contractor, Tasima. The Department of Transport (DoT) undertook to reimburse Tasima for costs related to extending the call centre hours from 8 to 24 hours. The costs agreed to were as follows:-

· Standby cost for general IT support from Tasima per week was R1 000,00 (standby cover only - after hour remote support);

· if a Tasima support engineer is called out, the cost was R1 000,00 per

hour;

· Reflex Call Centre System (call centre systems support - phone system) standby cost per week was R2 000,00, (standby cover only - after hour remote support);

· If a Reflex support engineer was called out the cost was R1 100,00 per hour; and

· voice recording R1 500,00 (to change the voice prompt to also include the Find Your Way option).

The total cost over the period 11 June to 15 July 2010 amounted to R400 000,00.

(2) (a) The total number of personnel utilised at the centre was 60.

(b) (i) The number of existing AARTO agents utilized was 22.

(ii) The number of additional personnel was 38 - volunteers recruited from the DoT.

(3) (a) DoT staff were numerated based on their salary levels and for Road Traffic Management Corporation (RTMC) staff on contract, it was based on R5 000,00 per month.

(b) The tariffs were as follows:-

· DoT employees: R75,98 per hour for normal hours and R101,30 per hour for overtime.

· RTMC employees: R43,15 per hour for normal hours and R57,00 per hour for overtime.

(4) The Call Centre was operational for the period from 11 June to 15 July 2010, including weekends and public holidays. The number of calls received was 3 120, of which 2 648 were answered and 336 not answered due to the high number of calls during peak periods.

QUESTION NO 1986

DATE REPLY SUBMITTED: FRIDAY, 10 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 30 JULY 2010 (INTERNAL QUESTION PAPER: NO 18 – 2010)

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

(1) (a) How many (i) deaths and (ii) injuries have occurred in the past five years of passengers travelling in trucks and light delivery vehicles, (b) in which province and location did these accidents occur in each case and (c) what was the main reason for the accident in each case;

(2) whether he intends legislating against this practice; if not, why not; if so, what are the relevant details?

NW2382E

REPLY:

The Minister of Transport:

(1) (a) (i),(ii), (b) and (c)

Table 1: Passenger fatalities in trucks

Province	Trucks
Province	2005	2006	2007	2008	2009
GP	17	18	16	32	3
KZN	39	39	23	25	11
WCP	18	33	43	15	13
ECP	25	22	33	25	18
FST	23	27	35	18	8
MPU	22	31	24	36	23
NWP	15	15	17	10	5
LIM	39	19	28	23	19
NCP	5	5	14	7	3
TOTAL	203	209	233	191	103

Table 2: Passenger fatalities in light delivery vehicles

Province	Light delivery vehicles
Province	2005	2006	2007	2008	2009
GP	75	99	81	61	56
KZN	128	120	100	109	104
WCP	65	58	86	66	60
ECP	120	95	123	105	72
FST	33	56	49	36	51
MPU	64	60	117	82	69
NWP	86	60	82	87	38
LIM	107	92	100	133	113
NCP	25	43	27	23	25
TOTAL	703	683	765	702	588

NOTE: The information available regarding the contributory factors is for all types of vehicles

Table 3: Percentage contribution per contributory factor: 2005 - 2009

The tables below show the top three leading factors per category.

Table 4: Percentage of the top three human factors

Table 5: Percentage of the top three road factors

Table 6: Percentage of the top three vehicle factors

(2) In terms of Regulation 247 of the National Road Traffic Regulations, 2000, the conveyance of persons at the rear of a goods compartment of a motor vehicle is prohibited, when such passengers are being transported in a compartment that is not separated by means of a partition to the compartment containing tools or goods. The Department of Transport is currently not considering a total ban on the transportation of persons on the back of trucks and goods vehicles, because a total ban would have a negative effect on the agricultural and the construction industry.

QUESTION NO 1932

DATE REPLY SUBMITTED: TUESDAY, 21 SEPTEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 26 JULY 2010 (INTERNAL QUESTION PAPER: NO 17 – 2010)

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

(1) Whether any (a) passengers or (b) airlines have lodged any claims against the Airports Company SA (ACSA) for (i) non-arrivals, (ii) non-departures, (iii) late arrivals and (iv) late departures during the Fifa Soccer World Cup tournament; if not, what is the position in this regard; if so, (aa) how many claims have been lodged, (bb) what total amount has been claimed, (cc) what is the basis for each of these claims and (dd) what is the total revenue loss for ACSA as a result of these claims;

(2) (a) how many scheduled aircraft delays were experienced at each airport servicing the Fifa Soccer World Cup venues during the same period and (b) what was the cause of the delays in each case;

(3) whether there was any increase in loss of, or theft from, baggage during the same period; if so, (a) at which airports, (b) to what extent and (c) what is the value of the claims?

NW2320E

REPLY:

The Minister of Transport:

(1) There have been no claims lodged by (a) passengers (b) airlines for non-arrivals/departures or late arrivals/departures of aircraft during the FIFA soccer World Cup tournament. With regard to the incidents of the 7^th July 2010 at King Shaka International Airport, ACSA has made available a goodwill fund to the tune of R400 000, 00 to reimburse any fans that were not able to attend the semi-final game. This amount is intended to refund spectators for the value of their match ticket. The deadline for fans to lodge their claims was 30 August 2010. The quantum of the claim will be known soon.

(2) (a) The on-time performance for scheduled airlines at the various venue city airports for the World Cup is based on a percentage and within a 15 minute tolerance allowance. See information below in this regard:

a. Bloemfontein - 91,41%

b. Cape Town International - 80,40%

c. O.R.Tambo International – 81,23%

d. Port Elizabeth – 78,07%

e. King Shaka International – 80,42%

(b) Again, the reason for any delay has huge variances and is therefore difficult to quantify for every flight delay. This information report can be done, but would require consensual agreement from the airlines and ground handling companies.

(3) Baggage pilferage information is the responsibility of airlines that provide ACSA with updated information.

QUESTION NO 1931

DATE REPLY SUBMITTED: WEDNESDAY, 03 NOVEMBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: MONDAY, 26 JULY 2010 (INTERNAL QUESTION PAPER: NO 17 – 2010)

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

(1) How many (a) aircrafts landed at the King Shaka International Airport during the 24 hour period on 7 July 2010, (b) of the aircrafts filed official flight plans prior to their arrival, (c) of these specified aircrafts had been allocated slots prior to their arrival and (d) of those that had been allocated slots were turned back due to lack of parking;

(2) what were the (a) registration numbers, (b) countries/airports of departure and (c) names of the passengers of each aircraft;

(3) who made the decision regarding (a) which aircrafts would be authorised to land without slots allocated prior to their arrival, (b) which aircrafts are to be turned away and (c) on what basis was each of these decisions made? NW2319E

REPLY:

The Minister of Transport:

(1) (a) 238 aircraft arrivals were recorded for the 24-hour period on the 07th July

2010 at King Shaka International Airport.

(b) All of the aircraft filed official flight plans prior to their arrival at King Shaka International Airport, in compliance with regulatory requirements.

(c) During the 2010 World Cup event, all aircraft were required to have approved slots prior to departure from and/or arrival at all slot-coordinated airports. All aircraft applied for and were allocated slots prior to their arrival at King Shaka International Airport.

(d) Five aircraft turned back to their point of origin, but later returned to King Shaka International Airport. The aircraft were late for the soccer match, but returned within the 24-hour window.

(2) (a) The complete aircraft registration list of the 238 aircraft that arrived at King

Shaka International Airport on 07 July 2010 is enclosed. (See attachment)

(b) Of the 238 arrivals, there were 10 international and 228 domestic arrivals and the originating stations are as follows:

· International: 1 x Madagascar; 1 x Bangkok; 1 x Harare; 3 x Maputo; 1 x Dubai; 1 x Accra; and 2 x Madrid.

· Domestic: 98 x Cape Town; 62 x Johannesburg; 2 x Bloemfontein; 25 x Durban (re-positioning aircraft); 5 x East London; 25 x Lanseria (Johannesburg); 2 x Nelspruit; 1 x Pietermaritzburg; and 8 x Port Elizabeth.

by the aircraft operators and not the airport operator. These records are therefore, unfortunately, not available.

(3) (a) All landing and departures are controlled and managed by air traffic control in

conjunction with the airport operator.

(b) Air traffic control and the airport operator issued an advisory of the situation

and the aircraft operators had to decide on a point of action based on the information supplied at the time.

(c) Aircraft inbound to King Shaka International Airport were managed on a tactical basis on the day. This included delays, weather conditions on route, aircraft performance, et cetera.

QUESTION NO 1871

DATE REPLY SUBMITTED: TUESDAY. 29 JUNE 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 JUNE 2010 (INTERNAL QUESTION PAPER: NO 16– 2010)

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

(a) What, with regard to the supplement SA on the Move, was the (i) budgeted cost, (ii) actual cost and (iii) breakdown of cost in respect of (aa) printing, (bb) graphic design, (cc) other cost and (dd) unit cost of each supplement, (b) how many copies of each were (i) produced and (ii) distributed and (c) what was the cost associated with placing the supplements in certain media newspapers (details furnished)? NW2164E

______________________________________________________________________

REPLY:

The Minister of Transport:

The SA on the Move supplement was produced in order to highlight our role as a lead Department in the development of transport infrastructure (airports, roads, and rail networks) in South Africa over the past four years. Much transport infrastructure development has taken place in the last four years and we cannot entirely rely on news coverage to communicate what the Department of Transport is doing. Furthermore, the intention was to showcase transport infrastructure readiness before the 2010 FIFA World Cup.

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

§ The overall cost to produce the SA on the Move full colour publication was R1.5 million for 500 000 copies. The breakdown cost is as follows:

Ø Editorial – conceptualization, planning diary, content initiation, coverage of key events and launches design, reporter deployment, travel and interviews: R 225 000.00.

Ø Photography, graphics, illustrations, archive photo purchase, desktop photo and other conversions, plus hiring of photographers: R 85 000.00.

Ø Conceptualization, layout, design translation, editing, production, revising proofing, (three proofs), proofing with the Department of Transport (DoT), plus dummy proofs and archiving: R 150 000.00.

Ø Printing on special newsprint and in full colour insertion in the Star, Mercury and Isolezwe: R 980 000.00.

Ø Distribution of additional copies for departmental offices, airports and selected public areas via newspaper vendors: R 60 000.00.

The supplement was distributed at airports, government entities, sporting venues, hotels, Provincial Departments and other areas where copies could be accessed by the public.

QUESTION NO 1870

DATE REPLY SUBMITTED: TUESDAY, 22 JUNE 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 JUNE 2010 (INTERNAL QUESTION PAPER: NO 16 – 2010)

1870. Mr S B Farrow (DA) to ask the Minister of Transport:

Whether a tender was put out by his department for the contract to manage the electronic national traffic information system (eNatis); if not, what is the position in this regard; if so, (a) what are the names of the companies that tendered, (b) what are the details of each tender received, (c) which company was awarded the tender and (d) why was the company awarded the tender? NW2163E

REPLY:

The Minister of Transport:

In terms of the service, the current contract which was awarded to TASIMA, schedule 15 under the said contract provide for a change management process, wherein the relevant skills are transferred from the service provider to the Department of Transport (DoT), without any interruption of the service. In order to implement this process, the DoT had to extend the current contract.

(a) As highlighted above, the DoT is currently implementing the change management process. However, due to the type of skills required in the management of eNaTIS, the DoT had to approach the current service provider to continue with the rendering of the service.

(b) As eNaTIS is a system solely developed in terms of the requirement outlined by the DoT, the skills required in the management thereof are derived from working with the system, thus the DoT followed the sole provider process in order to avoid any disruptions at all the Service Centres, and to ensure the development of systems interface with the AARTO processes.

(d) Falls away.

QUESTION NO 1868

DATE REPLY SUBMITTED: TUESDAY, 22 JUNE 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 JUNE 2010 (INTERNAL QUESTION PAPER: NO 16 – 2010)

1868. Mr S B Farrow (DA) to ask the Minister of Transport:

Whether a verification of qualifications was completed in terms of section 12(4) of the South African Maritime Safety Authority (SAMSA) Act, Act 5 of 1998, of (a) the chief executive officer and (b) board members of SAMSA; if not, why not; if so, what are the relevant details? NW2161E

REPLY:

The Minister of Transport:

Section 12(4) of the SAMSA Act, Act 5 of 1998, as amended by section 7(c) of the Transport Agencies General Laws Amendment Act of 2007 makes no reference to/ provision for any completion of verification of qualifications as stated in the question above. In fact, what subsection 4 states is that the Minister may appoint a person to the Board of SAMSA, only if the Minister is satisfied that the person has suitable expertise in any of the five categories listed under that subsection. The Minister is satisfied that the individuals appointed have the necessary spread of knowledge as specified in the Act.

QUESTION NO 2053

DATE REPLY SUBMITTED: MONDAY, 04 OCTOBER 2010

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 06 AUGUST 2010 (INTERNAL QUESTION PAPER: NO 19 – 2010)

Mr D C Ross (DA) asked the Minister of Transport:

(1) Whether any weighbridge facilities have been put in place at each container port to ensure that both the (a) new high-rise and (b) standard containers do not leave the harbour precinct overweight; if so, (i) when were these weighbridges installed and (ii) what are the further relevant details regarding the installation of these weighbridges; if not,

(2) whether he will consider installing such weighbridges to alleviate the damage to our roads caused by overloaded road transport vehicles; if not, why not; if so, what are the relevant details;

(3) whether he has been informed of the major congestion created by heavy vehicles awaiting the collection of containers from the Cape Town and Durban harbours; if so, what plans have been formulated to alleviate this problem; if not,

(4) whether he will investigate the matter; if not, why not; if so, when? NW2451E

REPLY:

The Minister of Transport:

(1) (a) and (b)

Yes, there are weighbridges at each container port. These weighbridges are owned and operated by the National Ports Authority (NPA).

(i) and (ii)

The further details and information on the weighbridges can be obtained from the Minister of Public Enterprises, to whom the NPA reports.

(2) See reply to part (1) of the Question above.

(3) Yes. Addressing congestion requires a joint effort between the NPA, the relevant municipal authorities and other local stakeholders.

(4) The National Ports Act, 2005 (Act No 12 of 2005), established port consultants and committees to address such challenges.

2010-07-06

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