Questions & Replies: Transport

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2011-10-24

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QUESTION NO 3866

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 41 – 2011)

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

(1). Whether he will reply to (a) all outstanding parliamentary questions and (b) the points contained in each question before parliamentary questions lapse in accordance with Rule 316 of the National Assembly; if not, in each specified case, (i) why not and (ii) which questions, by its allocated number, will not be replied to; if so, what are the relevant details in each case;

(2).whether it is the policy of his Ministry that he submit to the mechanism of parliamentary questions as a measure of constitutional accountability to the National Assembly; if not, why not; if so, what are the relevant details? NW4657E

REPLY:

The Minister of Transport:

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

As Minister of Transport, I am fully committed to the rules of Parliament, and in particular with regard to oversight by Members of Parliament through the asking of parliamentary questions. Since my appointment in this Cabinet position, my office has worked tirelessly to ensure that all parliamentary questions are responded to adequately. Some parliamentary questions require extensive details, and the 10-day parliamentary deadline is unfortunately not always sufficient in which to respond. It should be noted, however, that last year all replies to parliamentary questions were submitted by the December deadline, and therefore my office will endeavor to do the same this year.

QUESTION NO 3808

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 41 – 2011)

Mrs N W A Michael (DA) asked the Minister of Transport:

Whether any other persons have driven (a) his and (b) his Deputy Minister's official blue light fitted vehicles; if not, what is the position in this regard; if so, in each case, in respect of the (i) 2009-10 and (ii) 2010-11 financial years, (aa) what is each specified person's (aaa) name and (bbb) designation, (bb) which vehicle and (cc) why? NW4599E

REPLY:

The Minister of Transport:

(a) and (b) (i) and (ii) (aa), (aaa) and (bbb), (bb) and (cc)

Only the Minister's official vehicle in Pretoria is fitted with a blue light.

The Deputy Minister's official vehicles in Cape Town and Pretoria are not fitted with any blue lights.

It is only the permanently assigned VIP Protectors (as provided by the South African Police Service) who are authorized to drive these vehicles.

QUESTION NO 3762

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 41 – 2011)

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

(1) (a) How many of the Autopax bus fleet are currently in full use/operation, (b) what routes are they serving, (c) how many are not in use, (d) where are these buses being stored and (e) what is the storage cost;

(2) whether any buses have been sold to private operators in accordance with the original proposal after the 2010 Fifa World Cup Soccer tournament; if not, why not; if so, (a) how many have been sold, (b) at what price in each case and (c) how was the sale price determined? NW4552E

REPLY:

The Minister of Transport:

Autopax, a wholly owned subsidiary of the Passenger Rail Agency of South Africa (PRASA), has furnished the following information:

(1) (a) 500 out of a bus fleet of 568 are currently in operation. 283 of these buses have temporary permits, which expire in February 2012.

(b)

TRANSLUX

Pretoria Depot

Pretoria - Port Elizabeth via Bloemfontein

Pretoria - East London via Bloemfontein

Pretoria - Bloemfontein via Welkom

Pretoria - Durban via Montrose and Vereeniging

Pretoria - Durban via Montrose

Pretoria - Mthata via Montrose

Johannesburg - Maputo via Nelspruit

Johannesburg - Maputo via Nelspruit (night service)

Pretoria - Port Elizabeth via Grahamstown

Pretoria - Bloemfontein

Harmony Depot (Johannesburg)

Johannesburg - Sibasa via Polokwane

Johannesburg - Polokwane

Johannesburg - Polokwane via Naboomspruit

Pretoria - Phalaborwa via Polokwane

Cape Town Depot

Cape Town - Durban via East London and Port Elizabeth

Cape Town - Durban via East London and Port Elizabeth

Cape Town - East London via Queenstown

Cape Town - East London via Port Elizabeth

Pretoria - Cape Town via Bloemfontein

Pretoria - Cape Town via Kimberley

Cape Town – Bloemfontein - Durban

CITY-TO-CITY

Pretoria - Cape Town

Cape Town - Durban via Port Elizabeth

Cape Town - Durban via Port Elizabeth

Cape Town - East London

Cape Town - Queenstown

Pretoria - Knysna via Bloemfontein

Pretoria - Knysna via Kimberley

Pretoria - Port Elizabeth

Pretoria - East London

Pretoria - East London

Pretoria - Mthatha

Pretoria - Durban

Pretoria - Durban

Pretoria - Durban

Johannesburg - Maputo

Johannesburg - Phalaborwa

Johannesburg - Sibasa

Johannesburg - Malamulele

Germiston - Malamulele via Mooketsi

Germiston - Mll via Bungeni (night)

Daveyton - Elim – Bungeni

Germiston - Sibasa via Elim

Germiston - Sibasa via Mkhado

Johannesburg - Sibasa via Louis Trichardt

Germiston - Polokwane via Kaalfontein

Germiston – Sibasa via Elim (Night)

Soweto - Mll via Bungeni

Johannesburg - Giyani – Mll

Soweto - Sibasa via Elim

Soweto - Sibasa via Elim

Johannesburg - Sibasa via Louis Trichardt

Johannesburg - Sibasa via Elim (Friday night)

East Rand via Mkhado/Nzhelele - Sibasa (Friday night)

Johannesburg - Mll via Mooketsi (Friday night)

Tshiawelo - Mll via Moeketsi

Johannesburg - Sibasa via Elim

Johannesburg - Elim SBS

Johannesburg - Nzhelele via Mkhado

Johannesburg - Polokwane

Germiston - Archonhoek

(Germiston - night)

Daveyton - Archonhoek

Johannesburg - Archonhoek

Kaalfontein - Archonhoek

Kaalfontein - Archonhoek (night)

Johannesburg - Archonhoek (night)

Johannesburg - Mafikeng

Johannesburg - Apel

Johannesburg - Apel (night)

Germiston - Apel (night)

Springs - Apel (night)

Johannesburg - Zebetiela (Friday morning)

Saulsville - Mooketsi - Malamulele

Saulsville - Mooketsi - Malamulele

Mamelodi - Mooketsi - Malamulele

Mamelodi - Mooketsi - Malamulele

Pretoria - Elim - Bugeni - Malamulele

Garankuwa - Mooketsi - Malamulele

Garankuwa - Elim - Bugeni - Malamulele

Mabopane - Elim - Bungeni - Malamulele

Pretoria - Mooketsi - Malamulele

Mamelodi - Elim - Bungeni - Malamulele

Saulsville - Elim - Sibasa

Saulsville - Elim - Sibasa

Saulsville - Makhado - Sibasa

Pretoria - Elim - Sibasa

Mamelodi - Elim - Sibasa

Mamelodi - Mkhado - Sibasa

Garankuwa - Elim - Sibasa

Garankuwa - Makhado - Sibasa

Pretoria - Makhado - Sibasa

Mamelodi - Polokwane

Saulsville - Polokwane

Pretoria - Polokwane

Garankuwa - Polokwane

Pretoria - Archonhoek

Pretoria - Archonhoek (night)

Cullinan - Umtata

Johannesburg to:

Sterkspruit

Umtata N3

Umtata N1

Lusikisiki

Matatiele

Cullinan

Idutywa

King Williams Town

Germiston - Umtata

Oakmore - Idutywa

Vaal - Idutywa

Vaal - King Williams Town

Idutywa - Vaal

Vaal - Umtata

Umtata - Vaal

Vaal - Lusisiki

Vaal - Matatiele

Lusikisiki - Vaal

Rustenburg - Idutywa

Rustenburg - Mtahtha

(c) 68 buses are not utilized.

(d) The buses are stored at the Sentra Rand, Harmony and Cape Town Depots.

(e) The costs at the Sentra Rand Depot are R60,000-00 per month. The costs at the Harmony and Cape Town Depots are included in the general depot costs as those areas are operational for scheduled services.

(2) (a) No, the sale of buses is being considered by the PRASA Board and will be presented to the Executive Authority for approval.

(b) and (c) Fall away

QUESTION NO 3742

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 41 – 2011)

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

(1) (a) When was the request for a public tender with regard to tender DOT/33/2009/TR made and (b) where was it published;

(2) whether the tender period was extended; if not, why not; if so, (a) why and (b) what process was followed;

(3) whether the tender has been awarded; if not, what is the status of the tender; if so, (a) to whom and (b) on what grounds;

(4) what was the (a)(i) commencement and (ii) conclusion date, (b) original value and (c) value after the tender had been extended;

(5) whether the tender has been extended for an indefinite period; if not, what is the duration of the fixed term; if so, what are the relevant details?

NW4531E

REPLY:

The Minister of Transport:

(1) (a) The request for a public tender with regard to tender DOT/33/2009/TR was made on 01 March 2010.

(b) It was published on 19 March 2010 in the Government Tender Bulletin.

(2) (a) and (b)

Yes, the tender period was extended as the scope of work increased. The Bid Adjudication Committee was approached and approved the extension.

(3) (a) and (b)

The tender was awarded to Gabriel and Associates as they scored the highest points on price and functionality.

(4) (a) (i) The commencement date was on 02 June 2010 and (ii) concluded on 31 October 2010.

(b) The original value was R1,399,453.00.

(c) The value after the extension was R3,377,724.00.

(5) No, the duration of the fixed term was from 02 June 2010 to 06 March 2011, which includes the extension.

QUESTION NO 3699

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 41 – 2011)

Mrs C Dudley (ACDP) asked the Minister of Transport:

Whether any progress has been made in the establishment of a governance framework to expedite the implementation of proposals to (a) redirect cargo from road to rail, (b) reduce road congestion in the vicinity of ports, (c) increase inland terminal development and (d) improve branch-line concessions in order to revitalise the country's rail system; if not, why not; if so, (i) what progress and (ii) what are the further relevant details?

NW4480E

REPLY:

The Minister of Transport:

(a)

The redirection of cargo from road to rail is currently underway though various programmes, processes and policy interventions. The following are the interventions:

§ The Department of Transport is currently finalizing the draft Rail Policy for South Africa, which is looking into how capacity enhancement can be achieved with regard to absorbing the current and future shift of cargo from road to rail. The final draft Rail Policy would be submitted for Ministerial approval and subsequent external stakeholder consultation.

§ Secondly, this draft Rail Policy will look into possible models dealing with public-private-participation, concessions and private rail operators in increasing rail capacity towards the readiness of rail in the process of shifting cargo from road to rail.

§ Through the Infrastructure Development Cluster, jointly chaired and co-chaired by the Departments of Transport and Public Enterprises, led by Transnet Limited, a rail branch line concessioning pilot process has already began, with the targeting of three categories of branch lines.

§ Lastly, Transnet Limited, through the leadership of the Department of Public Enterprises, is focusing on an intensive capital programme, which includes investments into freight rail towards enabling attraction of cargo from road to rail.

All the above-mentioned interventions would enable and contribute towards Government's pronouncement of movement of cargo from road to rail.

(b)

The Department of Transport (DoT), jointly with the Department of Public Enterprises (DPE), Transnet Limited and other related stakeholders (including the South African National Roads Agency Limited) have finalized an Institutional Arrangement and Framework for the Durban - Gauteng Corridor, led by the Minister of Transport as a Political Champion and the Director-General of the Department of Transport chairing its Steering Committee. This is the first of its kind corridor intervention that deals with the challenges faced by the Port of Durban, in relation to congestion within the port precinct. A clear infrastructure framework and matrix for decision making has been finalized and presented to the National Planning Commission. This framework identifies the various infrastructural options for intervention in dealing with the port precinct congestion at the Port of Durban.

Secondly, the DoT is about to start engagements jointly with the DPE and Transnet with regard to the Transnet Ports and Rail Infrastructure Plans that seek to deal with issues of supply and demand within the ports and rail environment.

(c)

The Transport Sector MINMEC (meeting of the Minister of Transport and Provincial Ministers of Transport) has recently adopted and approved a national freight logistics platform, led by the Integrated Transport Planning Branch of the DoT. Amongst this platform is the City Deep Terminal, the Harrismith Freight Logistics Hub and many others. Currently, in partnership with the Development Bank of Southern Africa, the DoT has started a programme of engagement with the various provinces and relevant stakeholders in implementing the programme.

Other programmes and platforms, like the 2050 vision for the Durban - Gauteng Corridor as indicated above, have started similar interventions on City Deep, Tambo - Springs and Cato Ridge for alignment with the above-mentioned examples.

(d) (i) and (ii)

As indicated above, this process is being finalized through the Rail Policy and implemented by Transnet Limited, through the currently underway branch line pilots mentioned above.

QUESTION NO 3677

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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


With reference to his reply to question 2030 on 21 October 2011 and with particular reference to the details of the accommodation pertaining to the Department of International Relations and Cooperation (DIRCO) as listed in table 1, (a) why was DIRCO responsible for arranging these particular hotel stays, (b) what was the purpose of each hotel stay as listed in table 1 and (c) why were (i) no dates supplied and (ii) the number of hotel nights stayed indicated as nil in the last eleven entries on table 1?

NW4459

REPLY:

The Minister of Transport:

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

All programmes / international travel are organized and coordinated by the South African Embassies/ Consulates abroad, via the Department of International Relations and Corporation (DIRCO). They are responsible for all logistics as these are state visits or transport-related events that I attend as Minister of Transport.

QUESTION NO 3667

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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

(1) (a) What portion of the budgeted allocations to (i) national, (ii) provincial and (iii) local government in each province has been (aa) spent and (bb) underspent since the inception of the Road Infrastructure Maintenance Fund and (b)(i) what total amount was underspent by the (aa) national, (bb) provincial and (cc) local government and (ii) what were the reasons for such underspending in each case;

(2) whether he has put any measures in place to penalise underspending; if not, why not; if so, what are the relevant details;

(3) what steps are being taken to reduce the road maintenance backlogs in areas where local authorities fail to utilise the funds which have been allocated to them?

NW4449E

REPLY:

The Minister of Transport:

We do not as yet have a Road Infrastructure Maintenance Fund, but a Provincial Road Maintenance Grant (PRMG). As the name suggests, this is a grant for provincial roads allocated to provincial departments responsible for roads.

(1) (a) (i) and (iii) and (b) (i) (aa) and (cc) Fall away.

(a) (ii) (aa) Portion of provincial budget allocation spent:

PROVINCE

Quarter 1 Transfers

R

Quarter 1 Expenditure

R

Quarter 2 Transfers

R

Quarter 2 Expenditure

R

Eastern Cape

155,113

179,544

206,817

170,286

Free State

75,029

100,248

196,842

112,376

Gauteng

55,017

0

179,289

0

KwaZulu-Natal

309,162

368,146

309,162

372,810

Limpopo

191,016

154,004

206,766

288,437

Mpumulanga

150,138

220,769

225,231

308,876

Northern Cape

86,085

136,477

93,672

93,880

North West

57,642

56,791

164,921

39,786

Western Cape

61,191

75,534

116,349

108,717

Total

1,140,393

1,291,513

1,699,049

1,495,168

To date, R2, 839 442 million has been transferred to provinces from the PRMG. Provinces in turn have spent R2, 786 681 million of the Grant.

(1) (a) (ii) (bb)

Overall expenditure on the PRMG based on the transfers to provinces and reported expenditure as per the Infrastructure Reporting Model and Data (up to 30th September 2011) indicates under-expenditure of less than 1% of the transferred funds. However, looked at against the balance on the total budget, under-expenditure is at about 3% of the Grant, meaning that at the end of the second quarter collectively, provincial roads departments had spent 47% of their allocated funds. As reflected in the breakdown above, overall the provinces of Gauteng and North West have contributed to under- expenditure.

(2) To date, there have not been penalties for under-spending by the North West and Gauteng Provinces. This is because the Department of Transport is addressing the reasons for reported under-expenditure with the two Provinces so that the third quarter report will reflect improved expenditure. Tender processes and/or delays in capturing processing of payments for work done account for some of the under-expenditure.

(3) The management of funds allocated to local authorities for roads maintenance is done by the Department of Cooperative Governance and Traditional Affairs (COGTA), which is the custodian of the Municipal Infrastructure Grant (MIG) specifically, and infrastructure expenditure in general. In this regard the Department of Transport has been part of the process towards the establishment of the Municipal Infrastructure Support Agency (MISA), whose objectives include providing support to low-capacity municipalities for infrastructure delivery.

QUESTION NO 3658

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 25 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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

(1) (a) How many official residences does he have and (b) where are they located in each case;

(2) why did he sign off on information provided in the reply to question 2030 on 21 October 2011 regarding his hotel bills, which his spokesperson has subsequently claimed to be incorrect? NW4439E

REPLY:

The Minister of Transport:

(1) (a) and (b)

I have been allocated one official residence in Cape Town only.

(2) The information was incorrect and subsequent to this question has been rectified.

QUESTION NO 3655

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

Ms A M Dreyer (DA) asked the Minister of Transport:

What measures are in place to ensure that personal information relating to particulars of motorists using the e-Toll systems between Johannesburg and Pretoria will not get into the hands of persons who intend to use this information for criminal gain?

NW4436E

REPLY:

The Minister of Transport:

The e-Toll System was designed and implemented to conform to the internationally recognised Payment Card Industry Security Standard (PCI). PCI is a set of requirements designed to ensure that companies that process, store or transmit credit card information, maintain a secure environment.

The six main requirements for PCI compliance that the e-Toll System adheres to are:

1. Build and maintain a secure network:

§ Network security has been implemented using international best practices.

§ Multiple firewalls are in place to protect cardholder data.

§ Intrusion testing is done on a regular basis to ensure complete network integrity.

2. Protect cardholder data:

§ All transmissions of cardholder data across open or public networks are encrypted.

§ Cardholder data is stored as encrypted and sensitive fields such as the CVV numbers and can only be accessed by key resources.

3. Maintain a vulnerability management program:

§ Anti-virus software is installed and updated regularly.

§ The System development process is managed to ensure the development and maintenance of secure systems and applications.

4. Implement robust access control measures:

§ Access to cardholder data by business is restricted on a need-to-know basis.

§ A unique ID is assigned to each user to ensure access and audibility.

§ Physical access to cardholder data is restricted and limited to key resources.

§ e-Toll Operators are trained to handle sensitive customer data.

5. Regularly monitor and test networks:

§ All access to network resources and cardholder data is tracked and monitored.

§ Security audits are performed regularly to test security systems and processes.

6. Maintain an information security policy:

§ Security policies are updated regularly to addresses information security.

Other system data, including passage data, gantry images and contact details, are secured in a similar way according to international best practice.

QUESTION NO 3647

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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

Whether any steps were taken by his department to eliminate under expenditure of 51.8% on capital payments in the 2010-11 financial year; if not, why not; if so, what steps? NW4428E

REPLY:

The Minister of Transport:

The capital budget and expenditure of the Department of Transport for the 2010/11 financial year was as detailed below:

Final appropriation

Actual expenditure

Variance

Expenditure as % of final appropriation

R'000

R'000

R'000

R'000

3,914

1,888

2,026

48.2%

Capital payments of the Department consist mainly of computer equipment and furniture and fittings. The budget was under spent as a result of a moratorium that was placed on the filling of posts, pending the restructuring of the Department. Since vacant posts were not permanently filled, but instead filled with contract positions pending the restructuring, less computer equipment, furniture and fittings were procured.

The moratorium on the filling of posts was lifted with effect from 01 November 2011 when the new structure of the Department was implemented. It is expected that capital equipment will be procured as vacant posts are filled and that expenditure on capital will escalate. Since the structure was implemented relatively late in this financial year, and because of the amount of time that it takes to permanently fill posts, it is expected that the Department will again under spend on its capital budget.

However, the under expenditure on the capital budget did not have any impact on service delivery. The capital budget was 0.015% of the Department's total budget, and 0.4% of the Department's budget that exclude transfer payments.

QUESTION NO 3641

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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

(1) (a) On how many occasions have services of the Gautrain Project been halted and (b)(i) on what date and (ii) what period were services halted in each case;

(2) (a) what were the reasons for halting the services in each case and (b) how many passengers were affected in each case;

(3) whether any alternative services have been put into place; if not, why not; if so, what are the relevant details;

(4) what financial and other losses had been incurred in each case;

(5) whether any plans have been put in place to prevent any further breakdown with regard to service; if not, why not; if so, what are the relevant details?

NW4422E

REPLY:

The Minister of Transport:

(1) (a)

Table 1 has a summary that shows the aggregated monthly performance of the train services and the number of major incidents that occurred since the implementation of the North – South train service between Hatfield and Rosebank on 02 August 2011.

The performance of availability and punctuality of the train service was well above the targets set in the Concession Agreement.

Table1

Month

Number of Major Incidents

Availability of Train Services +

Punctuality of Train Services *

August 2011

4

98.18%

97.17%

September 2011

0

99.89%

99.02%

October 2011

6

99.29%

98.41%

November 2011 (up to 15November)

1

Not Yet Available

Not Yet Available

+ %Services operated against timetable * On time of actual services operated

Table 2 shows further details of the major incidents.

Table 2

SUMMARY - MAJOR INCIDENTS ON THE GAUTRAIN SYSTEM (2011)

1

2

3

4

5

6

INCIDENT NUMBER

DATE

DAY OF THE WEEK

DURATION (APPROX)

INCIDENT

WHERE

AUGUST

1

08-Aug-11

MON

05:30 - 15:00

Unprotected Bus Driver Strike

All Stations, except OR Tambo Station

2

10-Aug-11

WED

05:30 - 15:00

Cable theft at electrical sub-station

Centurion – Hatfield Stations

3

16-Aug-11

TUE

05:30 - 14:00

Signal Cable Theft

Pretoria - Centurion Stations

4

16-Aug-11

TUE

05:30 - 14:00

Tunnel Flooding

Sandton – Rosebank Stations

OCTOBER

1

11-Oct-11

TUE

13:00 – 15:00

Overhead Electrical System Failure

Midrand – Centurion Stations

2

25-Oct-11

TUE

05:30 - 20:30

Unprotected Bus Driver Strike

All Stations, except OR Tambo Station

3

26-Oct-11

WED

05:30 - 20:30

Unprotected Bus Driver Strike

All Stations, except OR Tambo Station

4

26-Oct-11

WED

15:00 - 17:00

Overhead Electrical System Failure

Airport Train on the interchange to the Airport

5

27-Oct-11

THU

07:00 – 11:00

Overhead Electrical System Failure

Sandton - Marlboro

6

27-Oct-11

THU

08:00 – 15:00

Overhead Electrical System Failure

Rosebank - Sandton

NOVEMBER

1

01-Nov-11

TUE

05:30 - 16:10

Overhead Electrical System Failure

Rosebank - Sandton

(b) (i) and (ii)

For the details about dates and periods of service disruptions, see columns 2, 3 and 4 in Table 2.

(2) (a) The reasons for service interruptions are indicated in column 5 in Table 2.

(b)

The number of passengers that were affected cannot be determined with any accuracy. The impact was greatest where the service interruption was system-wide, such as for the bus driver strikes when no passengers could travel by bus, but train services still continued uninterrupted. Bus services were used to replace train services when interrupted and the impact was thus minimal on passengers' ability to complete their trips.

(3) Alternative services are implemented during major train service interruptions and bus replacement services were provided where such services were suspended.

No alternative services were provided during the three days of the bus driver unprotected strike action. On these days passengers were informed via the public media, Gautrain call centre and at train stations about the unavailability of bus services in order to assist them to make alternative arrangements.

(4) The Gauteng Provincial Government had no financial losses as the Concessionaire collects and retains all fare revenue. The losses of the Concessionaire are not known.

(5) Plans to prevent service interruptions are developed and managed in accordance with the Concession Agreement between the Gauteng Provincial Government and the Concessionaire. These plans include improved communication with passengers during incidents, additional security to protect against possible cable thefts, increased preventative maintenance, management of response time and execution of recovery plans and the review and revision of contingency, recovery and emergency plans.

QUESTION NO 3640

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 18 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

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

(1) Whether studies have been conducted to ascertain the effects that the fluorescent lights that are being used in the Gauteng Freeway Improvement Project (GFIP) gantries have on motorists; if not, why not; if so, what (a) was the (i) scope and (ii) nature of the study and (b) what were the results of the study;

(2) whether any research has been conducted to establish whether the specified type of study had been undertaken in other countries; if not, why not; if so, (a) what were the findings, (b) which of the findings (i) had been and (ii) had not been taken into account and (c) what are the further relevant details? NW4421E

REPLY:

The Minister of Transport:

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

The light utilized at the gantries is blue light and not fluorescent lights, as referred to by the Honourable Member. This enhances the effectiveness of the equipment used to classify the vehicles. It is not harmful to humans or the human eye. The same blue lights have been installed since 1999 on similar projects in several countries like Chile, Australia, Austria and Denmark, without any concerns related to the blue lights or any reports of a negative impact on road safety.

A study was done in 2003 by Erich Meisterhofer, a lecturer in physics at the FH Joanneum (University of Applied Science for Energy, Transport and Environmental Management) in Graz, Austria, on the type of illumination that will be used for the Gauteng Freeway Improvement Project (GFIP) gantries, the impact of the blue light illumination on road safety and in particular any potential hazards to road users due to blinding or deficient light adaption.

The light intensity of the illumination used was found to be within internationally recognized and accepted parameters. The impact on the adaption of the eye when entering and leaving the illuminated area of the toll gantry (change from dark to bright and dark again) was within the acceptable range. In particular, when additional road lightning is in place (as on GFIP), this effect has no major impact on road users.

QUESTION NO 3561

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 40 – 2011)

Mr G G Hill-Lewis (DA) asked the Minister of Transport:

Whether, with reference to the comments by the Ministry's spokesperson (details furnished) on incorrect information supplied regarding the reply to question 2030 on 21 October 2011, any action has been taken against the officials who had been responsible; if not, why not; if so, what action?

NW4254E

REPLY:

The Minister of Transport:

The information as provided was then reviewed and corrected as per the formal correction published post the article in the media. Please see attached copy of the Department's media statement .

QUESTION NO 3553

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 11 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 38 – 2011)

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

Whether any mechanisms have been put in place to assess traffic trends within the South African airspace; if not, why not; if so, what (a) are the trends, (b) are the impact of these trends and (c) steps have been taken to accommodate these trends? NW4259E

REPLY:

The Minister of Transport:

The Air Traffic and Navigation Services Company Limited (ATNS), an Agency of the Department of Transport, has implemented mechanisms to assess traffic trends within the South African airspace through comprehensive tri-annual traffic studies and forecasts. The ATNS also conducts monthly traffic analyses and forecasts to validate and review the long term forecasts and the impact of traffic trends on the ATNS service delivery.

(a) The trends of air traffic within the South African airspace are as follows:

AIR TRAFFIC TRENDS

ACTUAL

FORECASTED

2006/07

2007/08

2008/09

2009/10

2010/11

2011/12

2012/13

2013/14

2014/15

ATM

729,475

753,630

736,636

698,037

682,969

700,484

708,199

718,745

728,550

AAGR

8,55%

3,31%

-2,25%

-5,24%

-2,16%

2,56

1,10

1,49

1,36

ATM : Air Traffic Movements

AAGR : Annual Average Growth Rate

(b)

Due to the economic downturn, the traffic forecast of 2009/10 did not materialise. In reality, the ATNS is currently experiencing traffic levels comparable to 2006/07. HH The consequence of the economic down-turn is that the ATNS will continue with its process of cost containment.

(c)

The planning of the ATNS service to provide the capacity to satisfy demand is based on the results of the traffic studies and forecasts. This information is used to determine the number of sectors required for service provision, the human resources requirements to support service delivery and the infrastructure requirements. The monthly ATNS forecast results are applied to adjust the demand and capacity balancing initiatives to real traffic levels experienced.

QUESTION NO 3552

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 11 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 38 – 2011)

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

(1) What criteria are used to determine the airport tariffs levied by the Airports Company of SA;

(2) whether any economic and financial impact assessment have been undertaken on the impact of these tariffs; if not, why not; if so, what are the relevant details? NW4258E

REPLY:

The Minister of Transport:

(1) The airport tariffs levied by the Airports Company South Africa Limited (ACSA) are determined by the Regulating Committee to ACSA and the Air Traffic and Navigation Services Company Limited (ATNS). The Regulating Committee is an independent statutory body established in terms of the Airports Company Act, 1993 (Act No 44 of 1993). The Act sets out the parameters of the Regulating Committee's powers and duties with respect to the regulation of tariffs levied by ACSA. The most prominent regulating tool assigned to the Regulating Committee is the right and duty to issue a permission to ACSA to levy specified charges. The permission is valid for a period of five years and reviewed on a triennial basis.

In the process of determining the airport tariffs, the Regulating Committee is required to perform its duties and exercise its powers in such a manner as is best calculated to restrain ACSA from abusing its monopoly position, promote the reasonable interests and needs of all users of airport infrastructure, encourage timely improvements of facilities and infrastructure to satisfy anticipated demand, and to ensure that ACSA is in a position to finance its obligations and have a reasonable prospect of earning a commercial return.

The 2011-12 airport tariffs were thus determined as part of the 2010-11 to 2014-15 permission promulgated by the Regulating Committee in May 2010. In terms of that promulgation, airport tariffs can be increased by a maximum of 30.6% in 2011-12.

(2) The Regulating Committee, during its review of the ACSA tariff application in 2009, appointed independent consultants, Mott MacDonald, in association with Goba, to review the potential impact of the then 132.9% proposed tariff increase for 2010-11 on the industry. Mott MacDonald concluded that the potential impact would be a 5% once-off lower growth in domestic passenger volume and zero impact on international traffic volume growth.

The actual tariff increase for 2010-11 was 33.0%. Traffic volume grew by more than 6% for the same period, which was more than the industry forecast. In addition, a research and consultation process is undertaken before the tariff increases are granted by the Regulating Committee. Inflation, affordability and the economic impact are all considered in the Permission process. Reputable research institutions like the Bureau for Economic Research (BER) are used for economic outlook indicators.

QUESTION NO 3551

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 11 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 38– 2011)

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

(1) Whether his department or any entities reporting to him has been affected by the shortage of bitumen; if so, (a) to what extent in each case and (b) what steps have been taken to mitigate the effects of this shortage;

(2) whether any projects were affected as a result of the shortage of bitumen; if so, what (a) projects and (b) was the cost to his department? NW4257E

REPLY:

The Minister of Transport:

(1) Yes.

(a)

The South African National Roads Agency Limited (SANRAL), the Department of Transport's roads agency that accounted for 70% of the road bitumen usage in South Africa during 2010, is severely affected by the shortage of bitumen.

(b)

Various steps have been taken to address the short, medium and long term implications of the shortage of bitumen:

§ The Department of Transport (DoT) and SANRAL have been actively engaging with the Department of Energy in an attempt to highlight to them the various problems related to the supply of bitumen from the existing refineries in South Africa and to find solutions for the medium to long term.

§ SANRAL has also been actively engaging with the road construction industry to directly import bitumen from overseas to overcome the local short term supply constraints. In this regard the first ship load was due on 18 November 2011 in South Africa, and the success of this initiative will determine the future direction to be adopted with regard to direct importation of bitumen by the road construction industry, including the role of other Government departments responsible for aspects such as import duties.

(2) Yes, projects were affected by the shortage of bitumen.

(a)

SANRAL has a growing list of construction projects (currently 35) country-wide that are affected to various degrees by the shortage of bitumen, i.e. on some projects contractors could only work for three days a week during October 2011, and on other projects no bitumen related work was at all possible during October 2011.

(b)

The implication of the shortage of bitumen is that projects are delayed and not completed as per the original project plan, and as a result contractors need to be given extension of time, which causes further delays to the completion of the projects. Based on the latest forecasts, indications at this stage are that for the 2011/12 financial year, more than R1 billion worth of work will not be able to be completed by contractors on SANRAL projects as per the original project plans due to the bitumen shortage.



QUESTION NO 3549

DATE REPLY SUBMITTED: Monday, 12 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 11 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 38– 2011)

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

(1) Whether any memorandum of understanding (MOU) has been signed and undertaken by (a) his department or (b) any of its entities in the (i) 2008-09, (ii) 2009-10 and (iii) 2010-11 financial years; if so, in each case, (aa) how many, (bb) who is party to the agreement, (cc) how will both signatories benefit and (dd) what are the total costs to the department and its entities;

(2) what (a)(i) time frames and (ii) milestones have been set out in each specified MOU and (b) mechanisms have been put in place to monitor the time frames and milestones;

(3) whether any penalties have been agreed to with regard to non adherence to the (a) objectives, (b) time frames, (c) time lines and (d) milestones of each specified MOU; if not, why not, in each case; if so, what are the relevant details in each case?

NW4255E

REPLY:

The Minister of Transport:

(1) Yes, Memoranda of Understanding (MOUs) were signed and undertaken by (a) the Department of Transport (DoT) and (b) Public Entities that report to the DoT during the (i) 2008-09, (ii) 2009-10 and (iii) 2010-11 financial years.

I have no doubt that the Honourable Member will appreciate that for the Department of Transport to resource and collate the information required in parts (1) (a) and (b) (i), (ii) and (iii) (aa), (bb), (cc) and (dd); (2) (a) (i) and (ii) and (b); (3) (a), (b), (c) and (d) of Question No 3549 take considerable longer than the 10 Parliamentary working days for the Minister of Transport to provide a comprehensive reply.

QUESTION NO 3523

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 11 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 38 – 2011)

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

(1) Whether, with reference to his oral reply to question 159 on 24 August 2011, a detailed budget and total costing for the Gautrain project has been made available to the public; if not, (a) why not and (b) how can such information be obtained; if so, where has the information been published;

(2) whether any mechanisms, processes and procedures have been put in place to monitor expenditure against budgets for the project; if not, why not; if so, what are the relevant details? NW4225E

REPLY:

The Minister of Transport:

(1) (a) and (b)

All financial reporting requirements as set out in legislation, including the Division of Revenue Act, 2007 (Act No 1 of 2007), are complied with on the Gautrain project. The payments in terms of the conditional grant have been duly reflected in the Annual Financial Statements of the Department of Transport. Similarly, the Annual Financial Statements of the Gauteng Department of Roads and Transport reflect the provisional expenditure on the project.

(2) The expenditure against budget for the conditional grant is monitored and reported on in full compliance with the Division of Revenue Act. Similar reporting takes place for the provincial expenditure on the project.

QUESTION NO 3450

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 NOVEMBER 2011 (INTERNAL QUESTION PAPER NO 36 – 2011)

Mr G G Boinamo (DA) asked the Minister of Transport:

(1) (a) How many copies of each annual report that was produced by (i) his department and (ii) the entities reporting to him were commissioned for print in the 2010-11 financial year, (b) how many copies were actually printed and (c) what were the (i) total and (ii) individual costs of printing these reports;

(2) (a) who printed each specified report, (b) how was the specified printer decided upon and (c) on what date did the specified printer deliver the report to the specified entity;

(3) whether any of the specified reports that had been printed were found to be unsatisfactory; if not, what is the position in this regard; if so, in each case, (a) which reports, (b) for which entity, (c) by which printer, (d) what action was taken and (e) what were the costs? NW4136E

REPLY:

The Minister of Transport:

Please note that twelve entities report to the Minister of Transport, via the

Department. Therefore, for easy referencing, responses have been

provided firstly by the Department, followed by each individual entity.

Department of Transport

(1) (a) (i) 2 000 copies

(b) 2 000 copies

(c) (i) R496 902.20, inclusive of VAT

(ii) R248.45 per copy, consisting of 246 pages

(2) (a) Loose Heads Investment CC Trading

(b) Quotations were obtained from companies registered on the Government suppliers

database (though our Department's Supply Chain Management). Quotations were evaluated and the cheapest quotation was accepted.

(3) All the reports were found to be of high quality and perfectly finished as per the

request for quotation

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

Airports Company South Africa Limited (ACSA)

(1) (a) (ii) 300

(b) 300

(c) (i) R140 790,00

(ii) R469,30 per copy

(2) (a) Msomi Puisano (Pty) Ltd

(b) Tender

(c) 18 August 2011

(3) No

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

Air Traffic and Navigation Services Company Limited (ATNS)

(1) (a) (ii) 1000 hard copies and 500 digital copies (on USB memory sticks)

(b) 1000 hard copies and 500 digital copies (on USB memory sticks)

(c) (i) R324 343.00, excluding VAT

(ii) R 284, 84 per copy

Costs were made up as follows:

Design and Layout : R 71 875.00

Copy Writing : R 44 895.00

Printing : R168 073.00

Digital : R 39 500.00

(2) (a) The Annual Report was printed by SE Litho Stationers and Printers.

(b) By closed tender. The Digital format was produced by Raz Graphics following a three quote process.

(c) The annual reports were delivered on 28 August 2011.

(3) All copies were found to be in good order.

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

Cross-Border Road Transport Agency (C-BRTA)

(1) (a) (ii) 600

(b) 600

(c) (i) R 263 590, 80, including VAT

(ii) R439, 31 per copy

(2) (a) Ince Motive

(b) Annual reports in the public and private sectors were scrutinised and out of 30 reports, 6 reports were selected based on layout and preference by the Evaluations Committee. Six service providers were selected to provide proposals, and all six were invited to submit proposals. Proposals were received only from three suppliers. The three suppliers presented their proposals to an Evaluation Committee, and the Committee then recommended the appointed supplier as approved by delegated signatories.

(c) 15 September 2011.

(3) The 2010-11 annual reports were found to be satisfactory.

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

South African Civil Aviation Authority (SACAA)

(1) (a) (ii) 1500

(b) 1500

(c) (i) R106 257.39

(ii) R 70.84

(2) (a) Shereno Printers

(b) The service provider was appointed in line with SACAA's procurement procedures, which are in line with applicable governing regulations. A three quotation system was applied and this particular service provider topped the list in terms of affordability and capacity to deliver on the brief.

(c) The service provider delivered the printed annual reports to the SACAA on 24 August 2011; a day ahead of the agreed schedule.

(3) All the printed annual reports met the predetermined standard.

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

South African Maritime Safety Authority (SAMSA)

(1) (a) (ii) 1500 hard copies, together with 100 CD's were commissioned for print.

(b) 1520 hard copies and 100 CD's were actually printed.

(c) (i) The total costs of printing was R294 420.96

(ii) The individual cost of printing was R193.69

(2) (a) Msomi Puisano

(b) Through Request for Quotations and chose the Company that scored the

highest based on the evaluation criteria.

(c) 30 August 2011

(3) None of the reports printed were found to be unsatisfactory.

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

South African National Roads Agency Limited (SANRAL)

(1) (a) (ii) 2000

(b) 2000

(c) (i) R487450, including VAT

(ii) R243.72 per copy, including VAT

(2) (a) Muliprint Litho was the chosen printer

(b) Through a tender process

(c) 20 copies were delivered to SANRAL's Head Office for the Board Meeting on Monday 29th August. 100 copies and x5 CD's of the Annual Report were delivered to Parliament on 30th August 2011. Thereafter the copies were delivered to the SANRAL offices.

(3) The work was completed satisfactorily and was delivered on time meeting the delivery deadline.

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

Passenger Rail Agency of South Africa (PRASA)

(1) (a) (ii) 1000 copies

(b) 1200 copies

(c) (i) R212 872.21

(ii) R212.87

(2) (a) P & M Printing

(b) The printer was sourced through Prasa's Marketing and Communications Services section. The printer was appointed on 1 November 2009 through a tender process that was managed internally through Prasa's Supply Chain Management Office.

(c) 29 September 2011

(3) All reports were satisfactory.

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

Fall away.

Road Accident Fund (RAF)

(1) (a) (ii) 2, 000 copies

(b) 1 500 hard copies & 100 electronics copies

(c) (i) Total cost of hard copies: R 383,051.40

(ii) Individual cost per hard copy: R 255.37

(2) (a) Shereno Printers CC

(b) Through an "open tender" process

(c) 12 September 2011

(3) The reports were done satisfactorily.

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

Fall away

Railway Safety Regulator (RSR)

(1) (a) (ii) 500 copies

(b) 500 copies

(c) (i) R58 197, including VAT

(ii) R116.39 per copy, including VAT

(2) (a) Burlington Data print (Pty) Ltd

(b) Three quotations as prescribed by Treasury Regulations and underpinned by the entity's Supply Chain Management policy.

(c) 12 September 2011

(3) The publication was received in a satisfactory manner and was used to inform stakeholders and the public about the affairs of the RSR during the 2010/11 financial year, for tabling in parliament.

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

Fall away.

Road Traffic Infringement Agency (RTIA)

(1) (a) (ii) 150 copies

(b) 150 copies

(c) (i) Total cost was R 34 153.26

(ii) R227.68 per copy

(2) (a) Shereno Printers cc

(b) Supply Chain Management did a 3-quote system and decided on the lowest price

(c) 14 September 2011

(3) All copies were signed off in good print quality and none were unsatisfactory

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

Fall away.

Road Traffic Management Corporation (RTMC)

(1) (a) (ii) 300 copies

.

(b) 300 copies

(c) (i) The printing costs for the report amounted to a total cost of R75 411.00, including

VAT

(ii) R251.37 per copy

(2) (a) Think Tank Design Agency

(b) Quotations were sourced from different suppliers and the service was procured from

the cheapest supplier.

(c) The reports were delivered on 30 September 2011

(3) The reports were done satisfactorily.

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

Fall away.

Ports Regulator of South Africa

(1) (a) (ii) 250

(b) 250

(c) (i) R 19 187.34

(ii) R 76.75

(2) (a) Pinetown Printers

(b) Quotation bids

(c)13 September/2011

(3) All printing was done satisfactorily.

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

Fall away.

QUESTION NO 3405

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 36 – 2011)

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

(1) What (a) protection and (b) storing mechanisms for the (i) personal, (ii) vehicle registration, (iii) credit card and (iv) banking information of registered e-Toll users have been put in place with regard to the Gauteng Freeway Improvement Project;

(2) whether transaction billing is based on a link between the vehicle licence number and the eTag; if not, how are transactions recorded;

(3) what (a) measures have been put in place to prevent incorrect charges to prepaid eTag accounts as a result of cloned plates and (b)(i) refund process and (ii) dispute resolution mechanisms have been put in place to deal with such matters;

(4) how will non registered defaulting users be prosecuted in the absence of the Administrative Adjudication of Road Traffic Offences (AARTO);

(5) whether funding by means of the fuel levy has been considered; if not, why not; if so, what are the relevant details? NW4090E

REPLY:

The Minister of Transport:

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

The e-tolling system was designed and implemented to conform to the internationally recognised Payment Card Industry Security Standard (PCI). PCI is a set of requirements designed to ensure that companies that process, store or transmitcredit card information maintain a secure environment.

The six main requirements for PCI compliance that the e-tolling system adheres to are:

ü Build and maintain a secure network

§ Network security has been implemented using international best practices.

§ Multiple firewalls are in place to protect cardholder data.

§ Intrusion testing is done on a regular basis to ensure complete network integrity.

ü Protect cardholder data

§ All transmissions of cardholder data across open or public networks are encrypted.

§ Cardholder data is stored as encrypted and sensitive fields, such as the Card Verification Value (CVV) numbers, can only be accessed by key resources.

ü Maintain a vulnerability management programme

§ Anti-virus software is installed and updated regularly.

§ The system development process is managed to ensure the development and maintenance of secure systems and applications.

ü Implement robust access control measures

§ Access to cardholder data by business is restricted on a need-to-know basis.

§ A unique ID is assigned to each user to ensure access and audibility.

§ Physical access to cardholder data is restricted and limited to key resources.

§ e-Toll Operators are trained to handle sensitive customer data.

ü Regularly monitor and test networks

§ All access to network resources and cardholder data is tracked and monitored.

§ Security audits are performed regularly to test security systems and processes.

ü Maintain an information security policy

§ Security policies are updated regularly to address information security.

Other system data, including passage data, gantry images and contact details are secured in a similar way according to international best practice.

(2) The vehicle details, including the number plates, are photographed from the top, back and front. The e-tag is read (if available), and a check is made by the system to determine if the e-tag information is corresponding with the number plate information. This is an automated process and if there is a discrepancy, the transaction is flagged. In the event that there is only a number plate read, and no tag read (although a tag was allocated to the vehicle), the transaction is also flagged. If this problem/mismatch persists, the vehicle is identified as a vehicle of special interest and the registered account holder will be informed. If the vehicle is identified on the system, the enforcement unit will do direct enforcement. It should be noted that an e-tag is fitted to a specific vehicle and cannot be swopped between vehicles in order to do the above check. This check assists to reduce the issues related to false and cloned number plates. In the event that a road user picks up a possible duplication error and report it as per the process described under (3) below, a similar process will be followed. Using a duplicate or false number plate is a serious offence for which an arrest can be made.

The system will also measure the dimensions of the vehicle to determine the vehicle class. This information is used to determine the toll transaction value, and to link it with a user registered e-toll account. In the event that there is no account to link it to, invoicing will take place.

(3) (a) See (2) above. In addition, an on-road enforcement unit will be doing enforcement, and in combination with data of suspected cloned number plates.

(b) (i) and (ii)

If road users suspect that they have been incorrectly charged, they can request evidence of the passages as charged against his/her account or view the images related to the passages on the web (internet). If the road user can prove that he/she was not the driver of the vehicle with the applicable nomination form, the transactions will be moved to the correct driver, or if the vehicle in the images is not his/hers, a representation can be made. The same process is available for any transaction that is disputed.

(4) The users will be prosecuted in terms of the current South African National Roads Agency Limited (SANRAL) legislation regarding non-payment of toll, as well as the National Road Traffic Act, 1996 (Act No 93 of 1996), in respect of not obeying a toll regulatory sign.

(5) The funding options considered for the project were considered in terms of Government's current policies regarding road funding and in terms of SANRAL's mandate in terms of the South African National Roads Agency Limited AND National Roads Act, 1998 (Act No 7 of 1998).

QUESTION NO 3404

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 36 – 2011)

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

(1) Whether commercial shops selling the Gauteng Freeway Improvement Project and e-Toll related merchandise have been established; if so, (a) when will trading commence, (b) where will the branches be located and (c) what are the further relevant details; if not,

(2) whether ventures exist that permit such sales; if not, why not; if so, what are the relevant details;

(3) (a) what processes have been followed in awarding these commercial licenses for the sale of merchandise, (b) how were these processes identified and (c) what were the costs incurred;

(4) whether any measures have been put in place to (a) monitor and (b) control the terms and conditions of these commercial licensees; if not, why not; if so, what are the (i) costs involved and (ii) further relevant details? NW4089E

REPLY:

The Minister of Transport:

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

Yes, Checkers, Pick 'n Pay and Shoprite are trading the e-tags from 07 November 2011 - it will include most branches of these retailers in Gauteng. A list of retail store locations can be viewed on the South African National Roads Agency Limited's (SANRAL) website: www.nra.co.za.

(2) e-Tags will be obtainable at kiosks at selected shopping malls, as well as at Gauteng branches of Shoprite, Checkers and Pick 'n Pay retail stores.

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

SANRAL went out on an open tender to obtain these services as well as related services such as top up of e-toll accounts. The tenderers provided a cost for distributing, storing and selling of e-tags, as well as for providing services and facilities to accept e-toll account payments.

(4) (a) and (b) (i) and (ii)

The awarded tenders are managed by signed contracts and Service Level Agreements (SLAs) between SANRAL and the appointed service providers, which detail the terms and conditions of appointment.

QUESTION NO 3403

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 36 – 2011)

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

(1) Whether, with reference to the Gauteng Freeway Improvement Project, there are any measures in place for motorists to seek recourse if they have been charged incorrectly; if not, why not; if so, what measures;

(2) whether any measures are in place to ensure that the banking details of motorists are secure and not open to fraud; if not, why not; if so, what measures;

(3) how will this project deal with the use of illegally obtained number plates? NW4088E

REPLY:

The Minister of Transport:

(1) If road users suspect that they have been incorrectly charged, they can request evidence of the passages as charged against his/her account or view the images related to the passages on the web (internet). If the road user can prove that he/she was not the driver of the vehicle with the applicable nomination form, the transactions will be moved to the correct driver, or if the vehicle in the images is not his/hers a, representation can be made.

(2) The e-tolling system was designed and implemented to conform to the internationally recognised Payment Card Industry Security Standard (PCI). PCI is a set of requirements designed to ensure that companies that process, storeortransmitcredit card information maintain a secure environment.

The six main requirements for PCI compliance that the e-tolling system adheres to are:

ü Build and maintain a secure network

§ Network security has been implemented using international best practices.

§ Multiple firewalls are in place to protect cardholder data.

§ Intrusion testing is done on a regular basis to ensure complete network integrity.

ü Protect cardholder data

§ All transmissions of cardholder data across open or public networks are encrypted.

§ Cardholder data is stored as encrypted and sensitive fields, such as the Card Verification Value (CVV) numbers, can only be accessed by key resources.

ü Maintain a vulnerability management programme

§ Anti-virus software is installed and updated regularly.

§ The system development process is managed to ensure the development and maintenance of secure systems and applications.

ü Implement robust access control measures

§ Access to cardholder data by business is restricted on a need-to-know basis.

§ A unique ID is assigned to each user to ensure access and audibility.

§ Physical access to cardholder data is restricted and limited to key resources.

§ e-Toll Operators are trained to handle sensitive customer data.

ü Regularly monitor and test networks

§ All access to network resources and cardholder data is tracked and monitored.

§ Security audits are performed regularly to test security systems and processes.

ü Maintain an information security policy

§ Security policies are updated regularly to address information security.

Other system data, including passage data, gantry images and contact details are secured in a similar way according to international best practice.

(3) The vehicle details, including the number plates are photographed from the top, back and front. The e-tag is read (if available) and a check is made by the system to determine if the e-tag information is corresponding with the number plate information. This is an automated process and if there is a discrepancy, the transaction is flagged.

In the event that there is only a number plate read, and no tag read (although a tag was allocated to the vehicle), the transaction is also flagged. If this problem/mismatch persists, the vehicle is identified as a vehicle of special interest and the registered account holder will be informed. If the vehicle is identified on the system, the enforcement unit will do direct enforcement. It should be noted that an e-tag is fitted to a specific vehicle and cannot be swopped between vehicles in order to do the above check. This check assists to resolve the issues related to false and cloned number plates. In the event that a road user pick up a possible duplication error and report it as per the process described under (1) above, a similar process will be followed. Using a duplicate or false number plate is a serious offence for which an arrest can be made. This check assists to reduce the issues related to false and cloned number plates.

QUESTION NO 3394

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 04 NOVEMBER 2011 (INTERNAL QUESTION PAPER: NO 36 – 2011)

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

(1) Whether local technology had been considered for the Gauteng Freeway Improvement Project; if not, why not; if so, why was local technology not used;

(2) whether the costs of local technology had been considered; if not, why not; if so, what were the costs of local technology compared to the cost of the international technology that has been used;

(3) (a) how will the implemented technology be maintained and developed in future, (b) what are the allocated budgets and (c) what is the cost breakdown for each phase;

(4) (a) which company was awarded the tender for supplying the technology and (b) how was awarding the tender justified;

(5) whether clearly stipulated terms, conditions and penalties have been incorporated into the tender; if not, how will instances of noncompliance with requirements be handled; if so, what are the relevant details? NW4074E

REPLY:

The Minister of Transport:

(1) In 2000, the South African National Roads Agency Limited (SANRAL) went through a process to determine international best practice regarding electronic toll technology. South African companies were also invited to and made proposals on the standards they propose to be selected for use in South Africa for Electronic Toll Collection (ETC). SANRAL, at the time, elected the European Committee for Standardization (CEN) standard. The reason for selecting a standard was to ensure that all electronic tolling is implemented according to a single standard, to ensure inter-operability between all toll projects in South Africa, and also to ensure completion and inclusivity in the industry. It means that the same tag will work at any plaza anywhere in South Africa and to ensure that multiple suppliers are able to tender against each other based on this standard, in order to obtain the most appropriate systems and maintenance at the most favourable prices. The standard for electronic toll collection was therefore determined 10 years ago, and is still the leading inter-operability standard in the world. In this regard, the Bakwena toll concession implemented this standard for ETC at toll plazas on the N1 and N4 that forms part of that concession. The technology specified for the Gauteng Freeway Improvement Project (GFIP) is aligned with this standard and will ensure inter-operability between these projects. SANRAL also investigated Radio Frequency Identification (RFID) tags for traffic management purposes as part of the Intelligent Transport System (ITS) project. This technology was not providing accurate read results that would be acceptable for tolling purposes. It is important to note that a standard is specified, and not a specific technology of a specific system/technology provider. The standard ensures that any technology provider that complies can provide tag readers or the tag itself, and it will be able to be inter-operable.

The tender for the GFIP system was an open tender that was advertised in South Africa. Local companies formed partnerships with international companies complementing each other's skills base and tendered for the project. The current joint venture makes use of numerous South African sub-contractors to supply and maintain parts of the system. A significant number of the joint venture's personnel consist of South Africans.

It should also be noted that technology required for tolling includes many things, not just the tags, readers and the toll system. There are computers, communication networks, and software that are locally provided.

(2) See the reply to (1) above.

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

The tender for the implementation of the GFIP open road tolling includes a maintenance period of eight years, which corresponds to the hardware life cycle. The contractor will therefore maintain the equipment according to tendered rates.

(4) (a) and (b)

The tender was awarded to ETC (Pty) Ltd, which is a joint venture between a local and international company. The technology for the tag readers is provided by Kapsch, the international partner of the joint venture. The back office software and hardware are provided by both TMT (local partner) and Kapsch. The electronic tags were procured through a separate tender process. Two suppliers are providing tags, namely Q-free and Kapsch.

(5) The tender included a Key Performance Indicator (KPI) regime that is continuously measured. More than a 100 KPIs are considered when the payment certificate is compiled and an adjustment on payment is made according to the KPI formulas in the tender document. Apart from the KPI regime, the contract is managed in terms of the International Federation of Consulting Engineers (FIDIC) conditions of contract for Design, Built and Operate contracts, an international contract model that is used in South Africa. These conditions of contract stipulate the obligations of both the employer and contractor, as well as all applicable penalties.

QUESTION NO 3264
DATE REPLY SUBMITTED: Tuesday, 13 December 2011
DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 21 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 33 – 2011)
Mr P D Mbhele (Cope) asked the Minister of Transport:

With reference to the Auditor-General's report in his department's 2010-11 annual report, why was his department unable to provide sufficient appropriate audit evidence and relevant source documentation, leading to the Auditor-General being unable to report on the validity of 25% of the reported targets of outcomes 4 and 6? NW3881E

REPLY:

The Minister of Transport:

The Honourable Member is not correct in stating/assuming that the appropriate audit evidence and relevant source documentation was not available. In fact, all relevant documentation and source information were available, but the Office of the Auditor-General did not give any indication that documents were required at the time of submission of the performance report.

QUESTION NO 3254

DATE REPLY SUBMITTED: Thursday, 10 November 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 21 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 33 – 2011)

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

Whether his department (a) is working on a plan to phase out level crossings and replace them with pedestrian bridges in order to promote pedestrian safety and (b) intends to start by replacing those located close to or in residential areas; if not, why not, in each case; if so, what are the relevant details in each case? NW3870E

REPLY:

The Minister of Transport:

(a) and (b)

The Railway Safety Regulator (RSR), in cooperation with the South African Bureau of Standards, has developed a Level Crossing Standard, which is due for publication during this financial year. A risk-based approach will be used to determine the level of protection required at level crossings, and also which level crossings should be eliminated by means of a bridge or subway. Level crossings referred to are road vehicle level crossings and not pedestrian level crossings. There is therefore no plan to eliminate level crossings and provide pedestrian footbridges.

However, the problem of access across the railway reserve is recognized, in particular as a result of the mushrooming of informal settlements along and in the railway reserve. The RSR is engaging the railway operators and the local authorities with the view to developing an integrated solution to this problem.

QUESTION NO 3253

DATE REPLY SUBMITTED: Friday, 02 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 21 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 33 – 2011)

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

Whether he had called for any review of the salaries of boards of directors of all bodies and institutions reporting to him (details furnished) in the (a) 2008-09, (b) 2009-10 and (c) 2010-11 financial years; if not, why not; if so, (i) which entities and (ii) in each case, (aa) for what reason and (bb) what were the outcomes? NW3869E

REPLY:

The Minister of Transport:

(a)The review of the salaries of Boards of Directors was done only in the 2008/09 financial year, upon requests by some of the public entities.

(i) The Air Traffic and Navigation Services Company Limited (ATNS), the Airports Company South Africa Limited (ACSA) and the Passenger Rail Agency of South Africa (PRASA).

(ii) (aa) and (bb)

Below is a table that list the Public Entities that had the salaries of their Boards reviewed in the 2008/09 financial year, the reasons and the outcomes:

Public Entities

Reason

Outcome

ATNS

PRASA

ACSA

The environment within which these Public Entities operate requires that the Boards comprise of highly skilled and qualified individuals to ensure that the Public Entities strategically deliver their objectives, which included delivering infrastructure requirements for the 2010 FIFA Soccer World Cup. This required that the Boards of these Entities be remunerated appropriately.

The State Owned Enterprise (SOE) Remuneration Guidelines, published by the Department of Public Enterprises, which takes into account the size of the SOE based on its assets and revenue, were utilised for the review in determining the salaries.

Furthermore, the outcome of the salaries in figures is reflected in the table below:

2008/09

Reviewed Salaries of Boards (per annum)

Public Entities

Chairperson

Member

ACSA

R373,298

R130,995

ATNS

R310,000

R 95, 876

PRASA

R600,934

R128,386

(b) No review in the 2009/10 financial year - only an annual cost-of-living adjustment at a percentage provided by the National Treasury.

(c) No review in the 2010/11 financial year - only an annual cost-of-living adjustment at a percentage provided by the National Treasury.

QUESTION NO 3193

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 21 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 33 – 2011)

Mr R B Bhoola (Minority Front) asked the Minister of Transport:

(1) Whether the S'hamba Sonke programme has achieved the intended objectives of creating 7000 jobs; if not, why not; if so, what are the relevant details;

(2) whether women are benefitting from the programme in terms of the broad based black economic empowerment; if not, why not; if so, what are the relevant details? NW3800E

REPLY:

The Minister of Transport:

The S'hamba Sonke Programme is a three year pilot programme with provinces that will benchmark value for money in road construction and maintenance budgets and will oversee the introduction of uniform best practice methodologies that create new jobs and opportunities where people live. The Department of Transport (DoT) is providing seed funding in the form of the Provincial Road Maintenance Grant (PRMG).

(1) Based on the feedback received from the various provinces, the S'hamba Sonke Programme has created about 67 312 job opportunities in the first quarter of its inception under PRMG funding.

(2) Of the 67 312 job opportunities created, 47 860 are women. The DoT is still evaluating the contractor development strategy within the S'hamba Sonke Programme, and will be in a position to give statistics of women owned entities once the close-out report is made available at the end of this financial year.

QUESTION NO 3167

DATE REPLY SUBMITTED: Thursday, 27 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 14 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 31 – 2011)

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

(1) How many persons died in road accidents (a) in (i) 2008, (ii) 2009 and (iii) 2010 and (b) during the period 1 January 2011 to the latest specified date for which information is available;

(2) (a) in how many of these deaths were (i) taxis and (ii) buses involved and (b) how many of these deaths in each specified year were pedestrians? NW3694E

The Minister of Transport:

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

The table attached provides the number of fatal crashes and the estimated fatalities per financial year (01 April of the previous year to 31 March the following year).

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

The table below provides the fatalities where taxis and buses were involved.

(b) The table below provides the number of pedestrian's fatalities per year.

QUESTION NO 3159

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 14 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 31 – 2011)

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

Whether his department and the Road Accident Fund have commemorated the World Day of Remembrance for Road Traffic Victims that was endorsed by the United Nations on 26 October 2005; if not, why not; if so, what are the relevant details? NW3686E

REPLY:

The Minister of Transport:

On 26 October 2005, the United Nations (UN) endorsed this global day to be observed every third Sunday in November each year, making it a major advocacy day for road traffic injury prevention.

The World Health Organisation (WHO) and the UN Road Safety Collaboration encourage governments and non-governmental organisations around the world to commemorate this day.

In line with this, in March 2010, the UN General Assembly resolution proclaimed a Decade of Action for Road Safety 2011 - 2020. Its goal is to stabilize and then reduce the forecast level of road traffic fatalities around the world by increasing activities conducted at national, regional and global levels.

The Department of Transport (DoT) has been commemorating World Remembrance Day since its declaration by the United Nations in 2005, and has used the day to call for the remembrance of the victims and also the survivors of road accidents.

In 2010 the Minister of Transport used Remembrance Day to call on South Africans to join the global movement for road safety and to take an active part in the global movement for road safety. The DoT has also used the day to launch the Festive Season Road Safety Campaign and the United Nation's Decade of Action for Road Safety 2011-2020, which aims to halve road deaths over the next 10 years.

The Road Accident Fund (RAF) has actively commemorated and participated in the World Day of Remembrance for Road Traffic Victims since 2006, in partnership with the National Department of Transport, the relevant Provincial Governments and other transport entities. On these occasions, the RAF did the following:

· Activations – Taking the RAF's core service offering to the people and providing an opportunity to lodge claims or check claims status;

· branding – enhancing accessibility and visibility;

· Word of Support/ Commitment to road accident prevention – delivered by the Chief Executive Officer;

· laying of wreaths; and

· handing out RAF promotional items and information brochures.

QUESTION NO 3130

DATE REPLY SUBMITTED: Thursday, 27 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 14 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 31 – 2011)

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

(1) Whether his department will furnish details relating to the strike that affected service delivery by a certain bus service (name furnished) in Johannesburg in September 2011; if not, what is the position in this regard; if so, (a) how many working hours have been lost to date because of the strike and (b) what (i) is the total cost of production lost to date and (ii) are the further relevant details;

(2) whether any damages caused by the strikers have been reported; if not, what is the position in this regard; if so, what (a) is the total cost of the damages and (b) are the further relevant details;

(3) whether his department will take legal action against the perpetrators; if not, why not; if so, what are the relevant details? NW3654E

REPLY:

The Minister of Transport:

(1) (a)

The strike was embarked upon by the bus drivers employed by Piotrans, the Bus Operating Company contracted by the City of Johannesburg (CoJ) to operate the Phase 1A Rea Vaya services, citing a wage dispute as the cause. The company Piotrans is wholly-owned by the taxi operators affected by the introduction of the Rea Vaya services, and are contracted to the CoJ on a kilometre operated remuneration basis.

The strike commenced on 01 August 2011, and services commenced again on 27 September 2011, a total period of eight weeks. Piotrans lost approximately 72 000 man days of work from the drivers involved in the strike. Piotrans remunerated no driver during the strike and was not remunerated by the City of Johannesburg during the period when no services were rendered.

(b) (i)

The City of Johannesburg lost passenger revenue amounting to approximately R14 million during the strike. This amount was compensated for through savings generated by the non-payment of Piotrans for services not rendered.

(ii)

After the commencement of the strike on 01 August 2011, Piotrans obtained an urgent interdict for drivers to return to work, which was granted. Several further court actions followed that were funded and supported by the South African Municipal Workers Union, with the result that the Labour Court declared the strike protected. Seventeen drivers were summarily dismissed when they did not comply with an ultimatum to return to work. A conciliation process was embarked upon through SARPBAC, the appropriate bargaining Council and parties settled much along the lines of an offer made by Piotrans in March of 2011. Disciplinary action is currently in progress against drivers accused of blocking the entrance to the depot during the strike.

(2) (a) and (b)

It is confirmed that the striking drivers caused no damage.

(3) The City of Johannesburg does not plan to take any legal action against the bus drivers employed by Piotrans as the strike was declared legal by the Labour Court.

QUESTION NO 3129

DATE REPLY SUBMITTED: Thursday, 20 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 14 OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 31 – 2011)

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

Whether the Government intends establishing a new class of doorstep to work-front public transport to extend public transport that is already available to middle and upper class residential areas, by (a) dedicating right lanes on highways to public transport, (b) penalising single person motor vehicles at peak times, (c) imposing universal carbon tax at the point of petrol sale and (d) subsidising the migration of public transport to electrical transmission; if not, why not; if so, (i) when and (ii) how will this be done?

NW3653E

REPLY:

The Minister of Transport:

(a) (i) and (ii)

The Department of Transport (DoT), in partnership with major cities, is exploring dedicating additional road space to public transport in corridors that have the necessary demand. Already, Cape Town has built 16 km of dedicated lanes on the R27 freeway into the Central Business District (CBD) and Johannesburg have completed nearly 50 km of dedicated Bus Rapid Transit (BRT) lanes from Soweto to the CBD and Parktown. Furthermore, Ethekwini is proposing to build 60 km of dedicated lanes by 2016, Rustenburg is proposing 34 km, Polokwane 20 km and Tshwane is proposing 60km.

(b) (i) and (ii)

As high quality public transport networks are rolled out in the major cities, the DoT is open to supporting cities that want to introduce travel management measures such as peak period pricing, parking taxes, fuel levies, et cetera. These measures will need to be led by a municipal government.

(c) (i) and (ii)

The issue of a carbon tax is an issue that National Treasury is actively exploring and National Treasury will be consulting the public on the issue in due course.

(d) (i) and (ii)

Electrical propulsion is an alternative for public transport. However, of higher order priority is to ensure an effective public transport network design and a service that is attractive and convenient to passengers, including car users who are open to switching.

An effective network design that maximises vehicle utilisation can be highly energy and environmentally efficient – even if it is using clean diesel technology for propulsion. On the other hand, a relatively cleaner propulsion system (like hybrid electric or full electric) can actually be less efficient if it does not attract sufficient intensity of fleet utilisation in terms of passengers per vehicle. Therefore, while the DoT and municipalities are open to alternative propulsion systems, the key is to ensure a highly efficient and attractive network design that generates a high number of passengers per vehicle per day.

QUESTION NO 3036

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, OCTOBER 2011 (INTERNAL QUESTION PAPER: NO 31 – 2011)

Mr T W Coetzee (DA) asked the Minister of Transport:

(1) Whether (a) his department and (b) any entity reporting to him was approached by a certain political organisation (name furnished) to contribute to its 66th political birthday celebrations; if so, in each case, (i) which entities and (iii) what was the (aa) nature and (bb) value of the contribution that was requested;

(2) whether (a) his department and (b) any of the specified entities reporting to him agreed to the request; if not, what is the position in this regard; if so, in each case, (i) who approved the request, (ii) what was the justification for the agreement to the request and (iii) from which budget will the contribution be paid;

(3) whether (a) his department and (b) any of the specified entities reporting to him made financial contributions to the said political organisation without being approached for such financial contributions; if so, in each case, (i) what amount will be contributed, (iii) from which budget, (iii) who made the decision to provide the specified funds to the said political organisation and (iv) how is this (aa) decision and (bb) amount justified;

(4) whether (a) his department and (b) any of the entities reporting to him reply on any (i) statutory and (ii) policy provisions in (aa) agreeing and (bb) making such contribution; if not, in each case, what is the position in this regard; if so, in each case, what are relevant details? NW3521E

REPLY:

The Minister of Transport:

(1) (a) and (b)

Neither the Department of Transport, nor any of the Public Entities that report to the Department of Transport, was approached by the political organisation in question, i.e. the African National Congress (ANC) Youth League to contribute to its 66th political birthday celebrations.

(i) and (ii) and (aa) and (bb) Fall away.

(2) (a) and (b) (i), (ii) and (iii) Fall away.

(3) (a) and (b) (i), (ii), (iii) and (iv) (aa) and (bb) Fall away.

(4) (a) and (b)

Neither the Department of Transport, nor any of the Public Entities that report to the department,its transport entities rely on any statutory or policy provisions as they do not have any policies to make financial contributions to political organisations.

(i) and (ii) (aa) and (bb) Fall away.

QUESTION NO 2964

DATE REPLY SUBMITTED: Thursday, 20 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

Ms N P Gcume (Cope) asked the Minister of Transport:

(1) Whether his department has put monitoring mechanisms in place to ensure that the claims of victims of road accidents are processed timeously; if not, why not; if so,

(2) whether poor and illiterate victims of road accidents are made aware of the steps they must take when their claims are not processed on time; 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?

NW3439E

REPLY:

The Minister of Transport:

(1) The Department of Transport, via its agency, the Road Accident Fund (RAF), has the following mechanisms in place:

Claims against the RAF can broadly be categorized in five categories:

§ Supplier claims - these are claims lodged by providers of medical and other services relating to road accidents. These claims are lodged independently of the claims for personal injury lodged by the road accident victims.

§ Direct personal injury claimants - these are claims lodged by road accident victims who elect not to make use of the services of an attorney.

§ Represented personal injury claim - these are claims lodged by attorneys on behalf of road accident victims.

§ Claims by the Compensation Commissioner and federated employees mutual.

§ Claims by road accident victims in terms of an undertaking that was issued as part of the settlement of the road accident victim's claim for personal injury.

(2) Yes. Each of the categories of claims mentioned requires different methods for finalization of the claim, due to the difference in the nature of the claimant, and also requires different modes of communication with the claimants.

MONITORING OF SETTLEMENTS

In order to ensure timeous settlement of claims, the RAF has put the following measures in place:

Targets and monitoring thereof

Strict targets have been set for settlement of claims. The achievements of these targets are being monitored on a weekly basis by the Executive Team of the RAF. The Management of the RAF is continuously implementing measures to speed up the settlement of claims. In conjunction with the targets set by the Management of the RAF and agreed with the Department of Transport, a performance management system has been put in place, which will assist Management to monitor performance of individuals, and where necessary to take corrective action.

Prioritisation of claims

Strong emphasis is being placed on the rehabilitation of road accident victims and for this reason payment of medical expenses is fast-tracked and paid as soon as possible. In addition to this, the RAF is also prioritizing claims for funeral expenses and loss of support as these are some of the immediate needs of victims of road accidents.

Also, preference is given to older claims which are capable of settlement. It has to be noted, however, that legal requirements such as the law of evidence often mean that some of these older claims cannot be settled expediently due to lack of proof of certain required elements of the claim. Where a claimant is represented by an attorney, that attorney will be made aware by means of written communication of all outstanding requirements. Where the road accident victim claims directly, he/she will be consulted, and the outstanding requirements explained to him or her. Where possible the RAF will acquire the relevant outstanding documents or information by its own means in order to assist the claimant.

Communication with road accident victims

General Communication

The RAF continuously communicates with claimants and potential road accident victims by making use of public media such as public broadcast radio and newspapers. Claimants and potential claimants are informed of the process to be followed when claiming from the RAF.

During special events and peak traffic periods such as the Christmas and Easter holidays, the RAF maintains a strong visual presence on South Africa's roads. The public is informed of the roll of the RAF and provided with important information relating to the claims process.

Communication Lines

The RAF operates a national call centre where the public and attorneys may enquire regarding the progress of a claim.

In addition to this, the RAF also operates walk-in centres where direct claimants may call on for assistance in lodging claims. This is especially helpful for direct claimants, as they can then obtain information and assistance in their home language.

Where a claimant is represented by an attorney, communication has to be done via the attorney's office, and the RAF does not have much control over the type and frequency of information the claimant receives.

(3) No.

QUESTION NO 2962

DATE REPLY SUBMITTED: Thursday, 27 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

Whether his department has intensified and sustained its drive to apprehend and prosecute drivers of overloaded taxis throughout the country; if not, why not; if so, what are the (a) results of this drive and (b) further relevant details? NW3437E

REPLY:

The Minister of Transport:

Given the spate of crashes involving public passenger transport vehicles, I have instructed all traffic authorities, through the National Rolling Enforcement Plan (NREP) to pay special attention to all buses, minibus taxis and learner transport vehicles to ensure compliance in respect of driver fitness, vehicle fitness, documentation and loads management. The National Road Traffic Act, 1996 (Act No 93 of 1996), is very clear that where vehicles are unfit for use, vehicles will be discontinued from service, where there is non-compliance with permit requirements, vehicles will be impounded and where there is serious overloading, drinking and driving or reckless or negligent driving, drivers will be arrested.

(a) and (b)

During the month of September 2011, the following was achieved:

· Total number of passenger transport vehicles stopped and checked: 209 639

· Total number of notices issued to passenger transport vehicles: 24 889

· Total number of passenger transport vehicles impounded/suspended: 1 860

· Total number of passenger transport vehicle drivers arrested: 1 238

· Total number of minibus taxis prosecuted: 976

This heightened enforcement focus on public transport vehicles will continue beyond the upcoming festive season.

QUESTION NO 2924

DATE REPLY SUBMITTED:FRIDAY, 14 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

(1) Whether his department has placed any (a) companies or (b) persons on the List of Restricted Suppliers, thereby prohibiting the public sector to do business with them; if so, in each case, what is the (i) name of said entity or person, (ii) nature of their business, (iii) reason for restricting this service and (iv) date on which they were restricted;

(2) whether any of the implicated (a) companies or (b) persons have since been removed from the list; if so, in each case, (i) which entity or person, (ii) when and (iii) what is the reason for removing the specified company or person from the list;

(3) whether his department has conducted any business with any of the (a) companies that or (b) person who have been removed from the list; if so, in each case (i) with which companies or persons, (ii) with regard to which services, (iii) for which time period and (iv) why did his department engage the specified company or person despite previous conduct? NW3395E

REPLY:

The Minister of Transport:

(1) No, the Department of Transport has not placed any (a) companies or (b) persons on the List of Restricted Suppliers.

(i), (ii), (iii) and (iv) Fall away.

(2) (a) and (b) (i), (ii) and (iii) Fall away.

(3) (a) and (b) (i), (ii), (iii) and (iv) Fall away.

QUESTION NO 2866

DATE REPLY SUBMITTED: Tuesday, 08 November 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER NO 30 – 2011)

Mr P Van Dalen (DA) asked the Minister of Transport:

(a) What recommendations have been made in the ministerial task team's report on the Road Traffic Management Corporation (RTMC), (b) how are these recommendations currently being dealt with, (c) what (i) processes, (ii) procedures and (iii) mechanisms have been put in place to ensure that these recommendations are dealt with, (d) what has the associated cost been respectively and (e) what are the (i) time frames and (ii) milestones to achieve results in respect of these recommendations?

NW3334E

REPLY:

The Minister of Transport:

(a), (b), (c) (i), (ii) and (iii), (d) and (e) (i) and (ii)

see attached

QUESTION NO 2836

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

Dr S M van Dyk (DA) asked the Minister of Transport:

(1) What (a) targets were set for ticket sales for the Gautrain Project for each (i) month and (ii) route and (b) sales were actually generated for each (i) month and (ii) route since inception;

(2) to what extent have tickets been subsidised;

(3) (a) why has a provision been made in the national Transport budget under the heading Capital Expenditure for (i) land acquisition and (ii) construction cost with regard to the Gautrain Project and (b) what is the breakdown of the specified budget provision? NW3302E

REPLY:

The Minister of Transport:

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

No monthly targets for ticket sales were set by either the Gauteng Provincial Government or the Concessionaire, Bombela Concession Company. Income estimates were based on the Gautrain financial model and the demand model, which provide projections on an annual basis only after the full system is open. This has not yet taken place.

Table 1 below provides the actual monthly sales figures related to ridership income (Train, Bus and Parking). Sales in the first 14 months were on the East – West route (between Sandton and O R Tambo International Airport Stations). Income is divided between services, i.e. the Airport (passengers traveling to and from O R Tambo International) and the general or commuter passenger (non-airport passengers) services.

The August 2011 (Month 15) ticket sales include the North – South route (Hatfield to Rosebank) that was implemented on 02 August 2011.

(2) Tickets are not subsidised and no discounts are offered other than in the form of monthly or weekly discounts where the average cost per trip during that period is less than the cost of a single trip. The intention is to encourage commuters to travel regularly on the Gautrain.

(3) (a) (i) and (ii)

The only provision for the Gautrain on the budget of the Department of Transport is for the Department's contribution to the construction cost of the Gautrain through the Gautrain Rapid Rail Link Conditional Grant in the Division of Revenue Act, as approved by Cabinet in December 2005. Land acquisition is the responsibility of the Gauteng Provincial Government through its Department of Roads and Transport.

(b) An amount of R 5,3 million was budgeted for the 2011/12 financial year.

QUESTION NO 2834

DATE REPLY SUBMITTED: FRIDAY, 14 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

(1) What (a) were the initial targets that have been set for the creation of employment, by category, for the Gautrain project and (b) employment opportunities have been created to date for each category;

(2) (a) how many staff members have been dismissed as a result of (i) disciplinary action and (ii) criminal action and (b) what (i) are the details of each dismissal, (ii) is the cost associated with each dismissal and (iii) is the date on which each dismissal occurred? NW3300E

REPLY:

The Minister of Transport:

(1) (a) and (b)

The Gautrain Project adopted an innovative process to secure commitment from the Concessionaire, Bombela Concession Company, to specific Socio-Economic Development (SED) objectives. The job creation strategy forms part of the SED proposal of the Concessionaire, which includes commitment to the employment of local people, Historically Disadvantaged Individuals (HDIs), women and people with disabilities.

21 SED elements are specified with monthly obligations on which the Concessionaire must report. The Concessionaire reports within 45 days after the end of each month on its SED achievements. Thereafter, the Independent Socio-Economic Monitor (ISEM) verifies such achievements.

To date, the Concessionaire has significantly exceeded their job creation obligations. Their verified performance in terms of job creation is summarised as follows:

§ 32 400 jobs were created for local people, i.e. South African citizens, compared to an obligation of 18 035, which exceeded the obligation by 80%.

§ 27 790 jobs were created for HDIs, compared to an obligation of 12 805, which exceeded the obligation by 117%.

§ 3 130 jobs were created for women, compared to an obligation of more than 1 220, which exceeded the obligation by 156%.

§ 210 jobs were created for people with disabilities, compared to an obligation of 160, which exceeded the obligation by 31%.

§ 670 jobs were created for HDIs in management positions, compared to an obligation of 260, which exceeded the obligation by 158%.

§ 300 jobs were created for women in management positions, compared to an obligation of 80, which exceeded the obligation by 275%.

§ 3 240 jobs were created for HDIs in middle management (Occupational level C), compared to an obligation of 860, which exceeded the obligation by 276%.

The latest verified information from the Concessionaire and its sub-contractors indicated that the Concessionaire has created or sustained more than 32 400 local direct jobs and an estimated total of 113 400 direct, indirect and induced jobs up to June 2011.

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

The Concessionaire only reports to the Gauteng Provincial Government on specific items and achievements in terms of the Concession Agreement. There is no obligation for the Concessionaire to report on the dismissal of staff members and therefore the information requested is not available.

QUESTION NO 2829

DATE REPLY SUBMITTED: FRIDAY, 14 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

(1) Whether decisions have been made with regard to any alternate road re-alignment which would result in by-passing the N3 through Harrismith; if not, why not; if so, what (a) alternate re-alignment is being considered and (b) are the further relevant details;

(2) whether a concession contract exists between the SA National Road Agency Ltd (Sanral) and N3 Toll Concession (Pty) Limited that binds Sanral to a process of re-alignment once a certain traffic volume is reached; if not, why not; if so,

(3) whether this concession contract is available for public scrutiny; if not, why not; if so, what are the relevant details? NW3295E

REPLY:

The Minister of Transport:

(1) (a) and (b)

No decisions have been made on road alignments that act as alternative routes to the existing N3 through Harrismith. The reason for the lack of any decision is because there is an environmental process in progress, which involves public participation with all interested parties on several proposed road alignments, not all of which bypass Harrismith. The outcome of the legislated environmental process will be a decision that approves one of the proposed alignments. The proposals being investigated are listed in the approved Final Scoping Report, a document that can be viewed on, and copies downloaded from www.acerafrica.co.za.

(2) There is a concession contract in place between the South African National Roads Agency Limited (SANRAL) and N3 Toll Concession (Pty) Limited. Following a public tender process, SANRAL appointed N3 Toll Concession (Pty) Limited (N3TC) as the Concessionaire responsible for the design, construction, financing, operations and maintenance of the N3 Toll Route between Cedara and Heidelberg. The concession contract is for a 30-year period and commenced on 02 November 1999.

The construction of the De Beers Pass Route between Keeversfontein and Warden is a contractual obligation to ensure adequate capacity and operating conditions over this section of the N3 Toll Route throughout the concession period and beyond. The terms of the contract bind the Concessionaire to providing capacity improvements to the N3 corridor via the De Beers alignment once a defined traffic volume on the existing N3 has been reached. The capacity improvements will ensure improved safety, reduced vehicle operating costs and reduced carbon emissions. The capacity improvements (the exact alignment being determined from the current environmental process) must have been constructed within six months from the first date on which traffic volumes between Warden and Van Reenen reach 13 900 vehicles per day (measured in both directions). Traffic counts are reported quarterly and at current estimated growth this figure is expected to occur in the latter half of 2015.

(3) No, the concession contract is not available for public scrutiny. Like any commercial contract it contains details that once in the public domain could be used to the economic disadvantage of either of the contracting parties. However, the terms relevant to the capacity improvement requirements are declared in the Final Scoping Report, a document that can be viewed on, and copies downloaded from www.acerafrica.co.za.

QUESTION NO 2827

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

UPDATED REPLY SUBMITTED: Friday, 21 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

What are the estimated final costs of the Gauteng Freeway Infrastructure Project (GFIP) with regard to (a) design, (b) construction and upgrading of (i) new and (ii) existing road works, (c) construction of e-Toll gates and (d) the e-Toll (i) operating system, (ii) hardware and (iii) electronic signage? NW3293E

REPLY:

The Minister of Transport:

(a) The design costs for the respective projects are:

(b) (i)

No appointments for detailed assessments for the new works have been done to date and as a result estimates for new freeways (future phases of the Gauteng Freeway Infrastructure Project) is not available.

(ii)

There are 19 construction projects that were awarded for the upgrading of the freeways. As the Honourable Member is aware, these are, what is generally known as an admeasure (a rate and measurement contract). The tendered amounts for the construction of the works, showing the scheduled works (provision for price adjustment in accordance with the standard industry formula), known as the contract price adjustment (CPA) and VAT, are shown in the table below:

The works implemented for this phase of the GFIP includes the following:

· Widening and upgrading of freeways:

Ø 201 km upgraded.

Ø 585 additional lane km.

Ø 265 fully reconstructed lane km.

· New road surfacing.

· 34 interchanges are significantly upgraded, which will result in less congestion.

· Four new directional ramps (fly-overs).

· 47 new bridges.

· Widening 134 existing bridges.

· 186 km of freeway lighting.

· 127 km of concrete median barriers.

(c) and (d) (i), (ii) and (iii)

The costs related to the toll infrastructure, toll system and ITS are in many instances shared in terms of facilities required, and are therefore combined in the table below. The table also indicates the function of each.

Please note the following with regard to the table above:

Ø ORT – Open Road Tolling

Ø ITS – Intelligent Transport Systems

Ø IMS – Incident Management Systems

Ø COC – Central Operations Centre

Ø TCH – Transaction Clearing House

Ø VPC – Violation Processing Centre

Ø DBOM – Design, Build, Operate and Maintain

Furthermore, it is noted that the costs of the ORT system and COC are not only applicable to the GFIP, but are applicable to the national road network since it fulfills a national function.

The works implemented for this phase of the GFIP includes the following:

· Widening and upgrading of freeways:

Ø 201 km upgraded.

Ø 585 additional lane km.

Ø 265 fully reconstructed lane km.

Ø New road surfacing.

· 34 interchanges are significantly upgraded, which will result in less congestion.

· Four new directional ramps (fly-overs).

· 47 new bridges.

· Widening 134 existing bridges.

· 186 km of freeway lighting.

· 127 km of concrete median barriers.

· Implementation of ITS (CCTV, VMS, et cetera)

QUESTION NO 2827

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 23 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 30 – 2011)

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

What are the estimated final costs of the Gauteng Freeway Infrastructure Project (GFIP) with regard to (a) design, (b) construction and upgrading of (i) new and (ii) existing road works, (c) construction of e-Toll gates and (d) the e-Toll (i) operating system, (ii) hardware and (iii) electronic signage? NW3293E

REPLY:

The Minister of Transport:

(a) The design costs for the respective projects are:

(b) (i)

No appointments for detailed assessments for the new works have been done to date and as a result estimates for new freeways (future phases of the Gauteng Freeway Infrastructure Project) is not available.

(ii)

There are 19 construction projects that were awarded for the upgrading of the freeways. As the Honourable Member is aware, these are, what is generally known as an admeasure (a rate and measurement contract). The tendered amounts for the construction of the works, showing the scheduled works (provision for price adjustment in accordance with the standard industry formula), known as the contract price adjustment (CPA) and VAT, are shown in the table below:

The works implemented for this phase of the GFIP includes the following:

· Widening and upgrading of freeways:

Ø 201 km upgraded.

Ø 585 additional lane km.

Ø 265 fully reconstructed lane km.

· New road surfacing.

· 34 interchanges are significantly upgraded, which will result in less congestion.

· Four new directional ramps (fly-overs).

· 47 new bridges.

· Widening 134 existing bridges.

· 186 km of freeway lighting.

· 127 km of concrete median barriers.

(c) and (d) (i), (ii) and (iii)

The costs related to the toll infrastructure, toll system and ITS are in many instances shared in terms of facilities required, and are therefore combined in the table below. The table also indicates the function of each.

Please note the following with regard to the table above:

Ø ORT – Open Road Tolling

Ø ITS – Intelligent Transport Systems

Ø IMS – Incident Management Systems

Ø COC – Central Operations Centre

Ø TCH – Transaction Clearing House

Ø VPC – Violation Processing Centre

Ø DBOM – Design, Build, Operate and Maintain

Furthermore, it is noted that the costs of the ORT system and COC are not only applicable to the GFIP, but are applicable to the national road network since it fulfills a national function.

The works implemented for this phase of the GFIP includes the following:

· Widening and upgrading of freeways:

Ø 201 km upgraded.

Ø 585 additional lane km.

Ø 265 fully reconstructed lane km.

Ø New road surfacing.

· 34 interchanges are significantly upgraded, which will result in less congestion.

· Four new directional ramps (fly-overs).

· 47 new bridges.

· Widening 134 existing bridges.

· 186 km of freeway lighting.

· 127 km of concrete median barriers.

· Implementation of ITS (CCTV, VMS, et cetera)

QUESTION NO 2781

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

(1) Whether his department has identified a lack of expertise and knowledge as the challenges of road maintenance and potholes at municipal level; if not, what is the position in this regard; if so, what are the relevant details;

(2) whether his department has a strategy in place to retain and recruit persons with the necessary knowledge and expertise; if not, what is the position in this regard; if so, what are the relevant details? NW3244E

REPLY:

The Minister of Transport:

(1) Yes, the challenge of a lack of expertise and knowledge at municipal level was identified in the Road Infrastructure Strategic Framework for South Africa (RISFSA) and the details are:-

§ A need for strategic coordination of human capital development in the road sector;

§ coordination and management of best-practice documentation, standards and specifications for road construction and maintenance;

§ coordination of research activities;

§ lack of professionals in pavement/road engineering compared with other civil engineering disciplines when competing for scarce human resources;

§ alignment of the road sector initiatives to the broader skills development initiatives driven by Government;

§ increase of the labour component of projects to promote job creation for poverty alleviation; and

§ a need for skills transfer to the younger generations by an ageing work force to bridge the large technical and managerial gap that exists in the 30 – 45 age group.

(2) The key intervention by the Department of Transport to address road maintenance is through the S'hamba Sonke Programme, and by providing "top-up" funding to the provinces through the Provincial Roads Maintenance Grant (PRMG). One key object of this Programme is the development of key technical skills through maintenance of South Africa's provincial (secondary) road networks and to improve access to social amenities and, at the same time, to place the rural economy on a labour absorptive growth path.

The key pillars of the S'hamba Sonke Roads Programme are:

§ Increase investment in maintenance of key arterial routes to support the rural economy;

§ increased focus in the cost efficient use of labour absorptive methodologies in road construction and maintenance;

§ know your network - a focused attention on deployment of local resources to support road network asset management;

§ improving access to schools and clinics and other public facilities; and

§ delivering a safe road environment.

The Roads Branch within the Department of Transport has been established and appropriately staffed with persons who have engineering qualifications and with suitable experience in the following areas:

Ø Road construction and maintenance.

Ø Project Management and Infrastructure Financing.

Ø Development and experience working with technical guidelines for road construction and maintenance.

QUESTION NO 2779

DATE REPLY SUBMITTED: Friday, 18 November 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

Whether his department or any entity reporting to him has signed leases for the occupation of property during the period 1 January 2009 up to the latest specified date for which information is available; if not, what is the position in this regard; if so, in each case, (a) when, (b) how many, (c) what are the details with regard to (i) duration, (ii) value and (iii) the company with which the lease was entered into and (d) what are the further relevant details? NW3242E

REPLY:

The Minister of Transport:

Department of Transport (DoT)

(a), (b) and (c) (i)

The Department of Public Works has signed a lease for the Forum Building, corner Struben and Bosman Streets, Pretoria, for office accommodation for the DoT from November 2010 to September 2020, with an option to vacate after five years.

(ii) The rental is R3 767 158.50 per month, escalating at 9% on anniversary, for 35 000 m2.

(iii) The property owner is Tuffsan 89 Investment (Pty) Ltd, Motseng House, 240 Rivonia Road, Morningside, Sandton.

(d) None.

Airports Company South Africa Limited (ACSA)

(a) 01 June 2011

(b) One lease

(c) (i) 01 June 2011 – 31 May 2014 (for three years).

(ii) R7 170 266.40 per annum with a 10% escalation every year.

(iii) Absa Bank Limited and the Trustee for Sycom Property Fund.

(d) None.

Air Traffic and Navigation Services Company Limited (ATNS)

(a), (b), (c) (i), (ii) and (iii) and (d)

The ATNS has not entered into any lease agreement during the period mentioned.

Cross-Border Road Transport Agency (C-BRTA)

The C-BRTA entered into the following property lease agreements since 01 January 2009:

(a) 24 January 2010, 10 November 2010, 28 March 2011 and 10 August 2011.

(b) Four lease agreements were signed.

(c) (i), (ii) and (iii) The duration of the leases are from one year to five years as outlined in the table below:

(iii)

LESSEE

PROPERTY

(i)

PERIOD

(ii)

MONTHLY RENT

(ii)

TOTAL RENT

ERF 49 Menlyn (Proprietary) Limited, Pretoria

Building 3

5 Years

R173 811

R10 428 707

ERF 49 Menlyn (Proprietary) Limited, Pretoria

Building 5

4 years and 2 months

R 43 877

R 2 281 627

ERF 49 Menlyn (Proprietary) Limited, Pretoria

Building 1

6 Months

R 21 765

R 130 590

Rose Real Estate, Ladybrand

Ground Floor

1 Year

R 3 300

R 39 600

TOTAL

R242 753

R12 880 524

(d) The Agency's Head Office relocated from Hatfield to Menlyn, Pretoria, in 2010 and is occupying three portions within the same office park (three separate lease agreements with Erf 49 Menlyn). A branch was opened in Ladybrand during 2011 (one lease agreement with Rose Real Estate).

South African Civil Aviation Authority (SACAA)

(a), (b), (c) (i), (ii) and (iii) and (d)

The SACAA has not entered into any lease agreement during the period mentioned.


South African Maritime Safety Authority (SAMSA)

(a), (b), (c) (i), (ii) and (iii) and (d)

See attached schedule

South African National Roads Agency Limited (SANRAL)

(a)

SANRAL signed a lease in respect of its Cape Town based Western Region Offices on the 19th August 2011. Its Southern Region's Office signed a lease for its Nelson Mandela Bay offices in October 2008.

(b) Two

(c) (i)

Leases were signed in respect of its Western Region Offices for a period of

two years, and in respect of its Southern Region offices for six years.

(ii)

In respect of its Western Region offices, the values for the various periods are: 01 August 2011 to 31 July 2012 = R77 805.00 per month; and 01 August 2012 to 31 July 2013 = R84 029 .00 per month (8% escalation per annum).

In respect of its Southern Region offices, from 01 September 2008 to 30 June 2009 = R13 075 per month; from 01 July 2009 to 30 June 2010 = R96 787 per month (extended offices); from 01 July 2010 to 30 June 2011 = R105 497.93 per month; from 01 July 2011 to 30 June 2012 = R114 992.74 per month; from 01 July 2012 to 30 June 2013 = R125 342.09 per month; and from 01 July 2013 to 30 June 2014 = R136 622.87 per month. All the aforementioned amounts exclude VAT.

(iii)

In the case of its Western Region,the lease was entered into with Metropolitan Life Ltd, and in the case of its Southern Region, the lease was entered into with The Bluekap Trust.

(d) In the case of its Western Region, the lease is for the office space on the ground floor at Building No 5, Parc du Cap, Bellville, measuring approximately 819 m².

In the case of its Southern Region offices, the lease was initially for 918 m² of office space at the Southern Life Gardens complex, Newton Park, Port Elizabeth. The extent of the property leased was increased in 01 July 2009 by a further 135 m², while parking spaces were increased by 18 places.

Passenger Rail Agency of South Africa (PRASA)

(a), (b), (c) (i), (ii) and (iii) and (d)

See attached schedule

Road Accident Fund (RAF)

(a), (b), (c) (i), (ii) and (iii) and (d)

See attached answer

Railway Safety Regulator (RSR)

(a) The RSR entered into a lease agreement with Redefine Properties Limited for the provision of office space, effective from 01 October 2010 to 30 September 2013.

(b) One.

(c)

(i) The RSR signed a three year lease agreement with Redefine Properties Limited for the provision of office space, effective 01 October 2010 to 30 September 2013, at an annual price escalation of 8.5%.

(ii) The total cost implications for the extension of the existing lease for a further three years is R7,269,902.47, inclusive of VAT.

(iii) Redefine Properties Limited.

(c) The existing lease agreement covers the following:

· One office space of 1 798 square metres.

· 38 basement parking bays.

· 10 open parking bays.

(d) None.

Road Traffic Infringement Agency (RTIA)

The RTIA has signed a lease with the Public Investment Corporation (PIC).

(a) 01 July 2011.

(b) One.

(c) (i) For a duration of 3 years.

(ii)

§ 01 July 2011 to 30 June 2012 - R45 390.00 per month, plus VAT.

§ 01 July 2012 to 30 June 2013 - R49 929.00 per month, plus VAT.

§ 01 July 2013 to 30 June 2014 - R54 921.90 per month, plus VAT, which is calculated at R85.00 per square metre escalating at a rate of 10% per annum compounded at each anniversary.

(iii) The PIC (represents the Government Employees Pension Fund in this agreement).

(d) None.

Road Traffic Management Corporation (RTMC)

(a) The RTMC has signed lease agreements during the period 01 January 2009 to date.

The agreements were signed as follow:

§ 12 January 2009

§ 06 May 2010

§ 04 November 2010

(b) A total of seven agreements were signed since January 2009 to date.

(c)

An agreement was signed with the lessor for the occupation of Hazeldean Office Park in January 2009 and subsequently terminated due to failure of the lessor to perform in terms of the agreement.

Five agreements were subsequently signed with the owners (landlords) of Hazeldean Office Park (five suites) in May 2010 as interim arrangement to accommodate the RTMC in the building while the procurement process was underway.

The procurement process to acquire the new office accommodation was finalized and the new lease agreement was signed in November 2010 for the occupation of Boardwalk Office Park in January 2011.

(i), (ii) and (iii) and (d)

See attached answer

Ports Regulator of South Africa

(a) 01 October 2010

(b) One

(c) (i) For a period of three years.

(ii) R247 977 for three years.

(iii) Old Mutual Life Assurance Company.

(d) Rental of office space is for three years at R7 383,00 per month, which includes

parking for nine vehicles.

QUESTION NO 2703

DATE REPLY SUBMITTED: Wednesday, 05 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

Dr S M van Dyk (DA) asked the Minister of Transport:

(a) Under which entity does the Gautrain infrastructure at the O R Tambo International Airport fall, (b) how are these (i) infrastructural and (ii) administrative responsibilities (aa) allocated and (bb) managed and (c) what are the respective reporting processes, procedures and mechanisms in this regard? NW3163E

REPLY:

The Minister of Transport:

(a), (b) (i) and (ii) (aa) and (bb) and (c)

The Gautrain infrastructure at the O R Tambo International Airport (ORTIA) is owned by the Gauteng Provincial Government (the Province). It forms part of the Gautrain System which, in turn, is regulated as part of the Concession Agreement signed between the Province and the Bombela Concession Company (Bombela). In terms of this Agreement, the management and operation of the System is the responsibility of Bombela for the period up to 27 March 2026. Bombela reports on the management and operation of the System to the Province in accordance with the requirements of the Concession Agreement and the Province, in turn, accounts to the Provincial Legislature in accordance with applicable legislation and regulations.

QUESTION NO 2690

DATE REPLY SUBMITTED: Tuesday, 13 December 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

(1) Whether his department's Decade of Action strategy has been implemented; if not, why not; if so, what is his department doing to keep the public (a) informed of the implementation and strategy and (b) promote road safety messages;

(2) whether any of the 19 identified projects have been launched; if not, why not; if so, (a) how many and (b) what are their stages of implementation;

(3) whether his department has given any further consideration to the appointment of a Road Safety Board to assist, in a consultative form, to look at ways of reducing the carnage on our roads; if not, why not; if so, what are the relevant details;

(4) what role does the Road Traffic Management Corporation (RTMC) play in providing accurate and up-to-date road accident statistics to the public to complement his department's strategy? NW3150E

REPLY:

The Minister of Transport:

(1) Yes. The Department of Transport through its Road Safety Promotions Unit led the process of compiling the Road Safety Strategy, which is currently in a final draft form.

The Department launched the Decade of Action for Road Safety 2011-2020 on 11 May 2011. It subsequently hosted a range of road safety interventions in a quest to keep the public informed about road safety issues and to address the behavioral issues and attitude of road users.

(a) The following interventions took place:

Ø The regular radio interviews were scheduled involving the Minister or the responsible spokesperson (on road safety issues), and these radio interviews included the community radio stations as well.

Ø The Department tirelessly issues press releases on a regular basis which inform the public on the status of road safety matters and the deliberations by the Department as far as road safety is concerned.

Ø The Department secured spots on national television channels for the placement of road safety awareness advertisements.

Ø The Department hosted many stakeholder functions, and plans to establish the Friends of the Decade Collaboration, whose primary objective is to address the issue of ownership of road safety programmes by the public at large.

Ø The Department, as part of its road safety programmes for the public, will conduct interactive road shows throughout the festive season period leading to the end of the 2011-12 financial year, with the primary aim of promoting close range public interaction with ordinary road users.

There are many Road Safety interventions that are identified in the draft strategy, however, the issue of budget constraints deters the implementation thereof

(b) The communication of road safety messages is a core pillar of the Road Traffic Management Corporation (RTMC) – and agency that reports to the Department- and it is well articulated in our safe road user programmes that target all categories of road users. Recently the RTMC hosted the successful 2011 National Road Safety Debate Competition, which targets learners. The final debate was on the decade of action, which was a dominant motion throughout the competition. The RTMC also participated in Limpopo at a career day using the National Traffic Police to not only address the career options, but to educate learners on road safety. The other flagship projects included scholar patrol and the Participatory Educational Techniques (PET), which provides a platform for school learners to project and identify road safety current scenarios within the residential areas, and come up with proposed solutions, and to present these solutions such before their fellow learners. This project takes place in all provinces where there are provincial presentations and competitions. This year the final will be held in Limpopo on 01 December 2011. Together with all of the above, the RTMC also coordinates the Junior Traffic Training Centers around the country (which are ongoing) and the safe driver programmes, which has resulted in us working and assisting other companies on formulation/adoption of road safety programme (these include Engen, Eskom, Scania and Imperial Holdings, amongst others).

(2) (a) and (b)

We are not aware of the Department having identified the 19 projects that the question alludes to. However, there are various projects that are identified and each is meant to address specific factors of road safety as stated above. Some of the contributory factors to carnage as informed by the statistics report supplied by the RTMC are:

§ Speed

§ Alcohol

§ Fatigue

§ Seatbelt

§ Vehicle Safety

§ Driver Safety

§ Pedestrian Safety

The implementation plan to address the above factors is in place, in keeping with the United Nations, African Union and the South African Development Community implementation plans.

Also, the Department in partnership with the South African National Taxi Council (SANTACO) has successfully launched the Road Safety Campaign which is entirely aimed at addressing the road safety challenges within the taxi industry. This campaign is known as Operation Hlokomela. The campaign has been launched in all provinces and is active nationally.

As part of the October Transport Month transport programmes, the Department together with SANTACO, launched the Taxi Academy in the Free State. Road safety matters form a critical part of the curriculum.

Furthermore, the Department in partnership with Brandhouse will also be launching a "Safe Taxi Driver Project".

(3) There is no need for a Road Safety Board at the moment. The Department has facilitated for the establishment of the Road Safety Councils at national level, in every province, district and local municipalities. These are 100% in place and fully functional.

In keeping with the UN Road Safety Collaboration guidelines, the Department established "The Friends of the Decade" during the 2011 October Transport Month Programme.

(4) In terms of the Road Safety Conference declaration, the matter of reliable statistics is elevated. The RTMC is working on a new Crash Information Management System (CIMS) and the establishment of a statistics committee that will provide oversight as an advisory independent body that will give credibility to the published data. Stakeholder consultations are taking place in this regard. The RTMC is working towards the establishment of relationship with Statistics South Africa to improve the usability of data.

QUESTION NO 2689

DATE REPLY SUBMITTED: Wednesday, 05 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) What vehicles are automatically exempt from the toll charges on the Gauteng Freeway Infrastructure Project (GFIP);

(2) whether municipal and metro vehicles are included in these exemptions; if not, how can this exemption be obtained to avoid added costs being passed onto the ratepayers? NW3149E

REPLY:

The Minister of Transport:

(1) In terms of legislation, vehicles of the South African National Defence Force and the South African Police Service are exempted from the payment of toll at all toll plazas, including the Gauteng Freeway Improvement Project (GFIP).

(2) Municipal and Metro vehicles are not included in these exemptions. Municipal/Metro bus services will qualify for the 100% discount for public transport vehicles as was announced by Cabinet recently. The benefits of the upgraded freeway network in terms of improved mobility and productivity is also relevant to Municipal and Metro vehicles, and in terms of the user pay principle, cannot be exempted from payment of tolls. The Department of Transport, through its roads agency, the South African National Roads Agency Limited (SANRAL), is entering into agreements with government fleets to manage the payment of tolls through a system referred to as key accounts.

QUESTION NO 2688

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

(1) With reference to the S'hama Sonke Dedicated Road Maintenance Fund that has recently been established, what (a) is the total allocations for each year over the proposed three year period, (b) are the names of the (i) implementing authorities and (ii) subcontractors of these authorities and (c) is the total number of jobs that are expected to be created;

(2) whether this funding to the provinces is in addition to the funds annually budgeted for out of their equitable share; if not, why not; if so, what are the relevant details;

(3) whether his department have put in place (a) criteria for accessing and prioritising these funds and (b) any monitoring mechanisms to ensure effective spending; if not, why not, in each case; if so, what are the relevant details in each case;

(4) whether he has been informed of any provinces that have appropriated funds from conditional grants outside of their intended purposes; if not, what is the position in this regard; if so, what are the relevant details? NW3148E

REPLY:

The Minister of Transport:

(1) (a) The total allocations for each year over the proposed three year period are as follows:

PROVINCE

2011/12 Allocation (R'000)

2012/13 Allocation

(R'000)

2013/14 Allocation

(R'000)

Eastern Cape

1 034 086

1 215 920

1 312 210

Free State

447 165

525 794

567 433

Gauteng

566 917

583 226

625 542

Kwa-zulu Natal

1 236 648

1 454 099

1 569 251

Limpopo

934 208

1 098 478

1 185 468

Mpumalanga

1 016 603

1 253 564

1 449 002

Northern Cape

308 760

363 053

391 803

North West

501 826

590 067

636 795

Western Cape

411 141

483 437

521 720

TOTAL

6 457 354

7 567 638

8 259 224

(b) (i) The implementing authorities are the following:

· Eastern Cape Department of Roads and Public Works.

· Free State Department of Police, Roads and Transport.

· Gauteng Department of Roads and Transport.

· KwaZulu-Natal Department of Transport.

· Limpopo Department of Roads and Transport.

· Mpumalanga Department of Public Works, Roads and Transport.

· Northern Cape Department of Transport, Safety and Liaison.

· North West Department of Public Works, Roads and Transport.

· Western Cape Department of Transport and Public Works.

(ii) The role of sourcing sub-contractors is for the implementing authorities.

The Department of Transport (DoT) will not be in a position to provide the names of the subcontractors in this response, because it has to consult with the implementing authorities to provide the list with names and such a process will take considerable time. Therefore the information on the names of the subcontractors can be provided at a later stage, if still required.

(c) The total number of jobs that are expected to be created are as follows (Source: Information extracted from the business plans submitted to the DoT by the provincial departments):

PROVINCE

NO OF JOBS TO BE CREATED

Eastern Cape

32 965

Free State

10 370

Gauteng

5 636

Kwazulu-Natal

47 100

Limpopo

23 976

Mpumalanga

15 740

Northern Cape

1 568

North West

6 427

Western Cape

1 946

TOTAL

145 728

(2) Yes, the Provincial Road Maintenance Grant (PRMG) allocation is an addition to the funds annually budgeted for out of their equitable share. The PRMG is a Schedule 4 grant, which means these are allocations to provinces to supplement the funding of programmes or functions funded from provincial budgets. This means that the allocation may only be utilized for the purpose stipulated in the Schedule and in accordance with the published framework. The purpose of the PRMG grant is to supplement provincial roads investments and support preventative maintenance on provincial road networks, and to ensure provinces implement and maintain road asset management systems.

The equitable allocations for the provincial departments are as follows (Source: 2011 Estimates of Provincial Revenue and Expenditure):

PROVINCE

EQUITABLE SHARE 2011/12 (R'000)

Eastern Cape

2 021 600

Free State

449 083

Gauteng

4 091 675

Kwazulu-Natal

4 433 772

Limpopo

2 183 326

Mpumalanga

2 265 359

Northern Cape

134 433

North West

1 842 999

Western Cape

1 612 252

TOTAL

19 034 499

(3) (a)

Yes, the DoT has put in place criteria for accessing and prioritizing the PRMG. Conditional grants are governed by conditions from the Division of Revenue Act 2011 (Act No 6 of 2011), and provincial departments need to adhere/comply to those conditions before funds are transferred. Allocation criteria include performance in relation to key performance indicators as agreed to between the DoT and the provinces. In addition to this Act, the DoT developed guidelines for the preparations of business plans where departments were required to state the key deliverables/outputs that are aligned to the DoT outcomes. For the allocations of the 2011/12 financial year, the condition for the transfer of the first installment was for the departments to capture the final list of projects on the Infrastructure Reporting Model (IRM), and to submit to the relevant Provincial Treasury and the DoT by 21 April 2011. The payment of the second installment of the PRMG is dependent on receipt by the DoT of the quarterly performance reports for the fourth quarter of the 2010/11 financial year. The third installment is dependent on receipt by the DoT of the first quarter report for the 2011/12 financial year, and the final installment is dependent on receipt of the second quarterly performance report for the 2011/12 financial year.

(b) Yes, the DoT has put in place monitoring mechanisms to ensure effective spending of the PRMG. On the guidelines developed by the DoT, it also included monitoring mechanisms and it stated the following:

· Update monthly expenditure reporting in terms of Section 40 (4) (c) of the Public Finance Management Act, 1999 (Act No 1 of 1999), the Infrastructure Reporting Model (IRM) and through electronic spreadsheets.

· Submit quarterly performance reports within 30 days after the end of each quarter to the DoT, relevant Provincial Treasury and the National Treasury, including reporting on:

Ø Maintenance activities and quantities;

Ø length of roads reclassified and/or proclaimed and number of job

opportunities created;

Ø number of small, medium and micro enterprises (SMME) developed;

Ø traffic volumes;

Ø lifespan of the road (based on original design life, traffic and weather

patterns); and

Ø accident statistics,including reduction figures.

Before the end of the first year, all business plans are to be reviewed, so that all future allocations can be determined on a project priority listing system and aligned to the following information:

Ø Network condition data analysis from the Pavement Management System (PMS);

Ø maintenance backlogs;

Ø improvement of access roads to schools, hospitals and clinics;

Ø optimization of labour intensive methodology;

Ø creating contracting opportunities or the promotion of SMME's development and cooperatives; and

Ø addressing road safety issues.

In order to keep track of the progress of each and every project approved, provinces are required to submit monthly data and progress reports. Quarterly reports are due at the end of each quarter.

(4) The DoT is currently busy with the process of finalising site visits, where they will have meetings with the provinces to check if the allocations have been used according to what was stated in the approved business plans. The North West Department of Public Works, Roads and Transport is the only Department that has requested to amend their 2011/12 - 2013/14 Table B5 (list of projects) from the approved/gazetted list of projects. They stated that their gazetted list of projects were not aligned to the S'hamba Sonke Programme and have invariably omitted some of the projects, which must form part of the top priorities of the Department for the 2011/12 financial year. This matter is under review and discussion by the DoT and provincial departments and is not yet finalised.

QUESTION NO 2685

DATE REPLY SUBMITTED: Wednesday, 05 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

Dr S M van Dyk (DA) asked the Minister of Transport:

Whether any proposals put forward by members of the public, political parties and/or civil society groups were taken into account when the decision was made to reduce the toll fees on the Gauteng Freeway Improvement Project (GFIP) from 66c/km to 50c/km; if not, what was the main contributor to identify the reduction; if so, (a) which organisations and (b) what are the relevant details of their proposals? NW3145E

REPLY:

The Minister of Transport:

(a) and (b)

Various organisations, political parties and stakeholders made representations to the Steering Committee that was appointed to investigate options to reduce the Gauteng Freeway Improvement Project (GFIP) toll tariffs. A summary of the issues raised by them, as well as a discussion of the measures proposed by them, is contained in the attached report of the Steering Committee.

QUESTION NO 2680

DATE REPLY SUBMITTED: WEDNESDAY, 05 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

(1) Whether any records and statistics are kept and maintained by the Airports Company of SA (ACSA) with regard to baggage pilferage and damage; if not, why not; if so, what are the statistics for each airport in the (a) 2008-09, (b) 2009-10 and (c) 2010-11 financial years;

(2) whether there are any plans to reduce and curb the baggage pilferage and damage to baggage; if not, why not; if so, (a) what are the relevant details of the plans, (b) what monitoring mechanisms exist and (c) what were the (i) initial investment and (ii) monthly operational costs? NW3138E

REPLY:

The Minister of Transport:

(1) The Airports Company South Africa Limited (ACSA) only keeps baggage pilferage statistics in respect of those incidents that are reported to or referred to ACSA. If a passenger only reports such an incident to the airline concerned (which is often the case) then ACSA may not know about it. Only certain airlines report their baggage pilferage and damage statistics to ACSA, but they are under no obligation to do so.

(a) ACSA does not have complete baggage pilferage statistics for the year 2008.

(b) In 2009, out of the 12, 4 million bags handled at the three main international airports, 6 179 were reported pilfered. ACSA does not have the information per airport for 2009.

(c) Please see the tables below for 2010 statistics:

O R TAMBO INTERNATIONAL AIRPORT (ORTIA)

BAGGAGE PILFERAGE

2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

7,884,287

4 923

0.0624

KING SHAKA INTERNATIONAL AIRPORT (DURBAN) BAGGAGE PILFERAGE 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

1,826,651

278

0.0152

CAPE TOWN INTERNATIONAL AIRPORT (CTIA) BAGGAGE PILFERAGE 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

3,644,082

605

0.0166

TOTAL FOR THE 3 AIRPORTS 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

13,355,020

5 806

0.0435

Please see the tables below for 2011 statistics:

ORTIA BAGGAGE PILFERAGE 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

4,501,698

2 999

0.0666

KING SHAKA INTERNATIONAL AIRPORT BAGGAGE PILFERAGE 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

1,135,656

163

0.0144

CTIA BAGGAGE PILFERAGE 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

2,219,879

307

0.0138

TOTAL FOR 3 AIRPORTS 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

7,857,233

3 469

0.0442

(2) (a) and (b)

ACSA, together with the respective airlines' baggage handling companies and various security agencies, including the South African Police Service, have implemented various initiatives aimed at reducing baggage theft. The situation has improved to 14 bags being reported pilfered per day on average at O R Tambo International Airport. This is a significant improvement from three years ago when, on average, 36 bags were reported pilfered a day at the same Airport.

The stakeholders are continuing to work together to improve statistical reporting as well as intensifying measures in order to further improve the baggage theft situation.

(c) (i) and (ii)

At this stage there are no costs involved.

_________________________________________________________________________

QUESTION NO 2678

DATE REPLY SUBMITTED: TUESDAY, 04 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 16 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 29 – 2011)

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

(1) Whether Passenger Rail Agency of South Africa (Prasa) has any plans in place to improve signage; if not, why not; if so, what are the relevant details;

(2) whether there are any plans in place to build a pedestrian access point from the Isando station to the O R Tambo International Airport; if not, why not; if so, what are the relevant details;

(3) whether there are plans in place to communicate Metrorail services to commuters near the O R Tambo International Airport; if not, why not; if so, what are the relevant details? NW3136E

REPLY:

The Minister of Transport:

(1) The Passenger Rail Agency of South Africa (PRASA) launched the new way-finding system at Cape Town Station in December 2009, with the intention to roll-out this new way-finding system at all the new stations, including those that were directly servicing the Fifa World Cup 2010 stadia.

The PRASA way-finding system seeks to attend to the following issues:

Ø Confusion around multiple identities and services within one environment.

Ø Information that is unclear and not easily accessible.

Ø A structural system that is not unified, and therefore not easily recognized.

Ø Inconsistent application of information and graphics.

The new universal signage way-finding system has been implemented at a number of stations, including key stations that were servicing the 2010 FIFA World Cup, amongst others:

Gauteng:

· Nasrec Station

· Rhodesfield Station

· Kwaggastroom Station

· Orlando Station

KwaZulu-Natal:

· Moses Mabhida Station

· Bridge City Station

· Lindikuhle Station

· Avoca Station

· Zwelethu Station

· Clairewood Station

· Montclaire Station

Western Cape:

· Cape Town Station

· Century City Station

Eastern Cape:

· North End Station

As part of the National Station Improvement Programme (NSIP), PRASA has plans to upgrade the signage within and in the vicinity of stations, in line with its Corporate Branding Guidelines. Part of the R199 million allocated for NSIP this financial year will address this requirement at the 78 identified stations. See the list attached:

(2) Isando Station has a pedestrian footbridge, crossing the various road infrastructure highways surrounding O R Tambo International Airport (ORTIA), to enable southerly access from Isando Station to ORTIA, serving the employees working at the Airport and making use of Metrorail services.

However, PRASA has recently built a new station at Rhodesfield to integrate with the Gautrain, which is also in close vicinity of ORTIA from the western side. The PRASA Rhodesfield Station fully integrates with the Gautrain station at Rhodesfield, for passengers interchanging between the two systems for traveling purposes to the east, north and west (Sandton direction). The Gautrain, however, does not serve Rhodesfield Station towards ORTIA and PRASA is considering a bus feeder system between Metrorail's Rhodesfield Station and ORTIA, in conjunction with Ekhurhuleni Metro.

The South African National Roads Agency Limited (SANRAL) has also commenced the planning of an improved pedestrian bridge between Isando Station and the ORTIA precinct, as well as a new pedestrian link closer to Rhodesfield Station. These links will require upgrades to PRASA infrastructure at the respective Stations in future.

(3) The area around ORTIA is serviced in the main by the Kempton Park, Isando, and Elandsfontein Stations, as well as the recently built Rhodesfield Station, integrating with the Gautrain station. The Metrorail services are generally known by commuters in the area, given the fact that these have been available to commuters ever since its first operation. The services are advertised in the form of the public address (PA) system, short message system (SMS), schedules and timetable at all the stations along the corridor.

There is an SMS service available and this is always used for service announcements, including disruptions in the train service. The daily traffic reports by several radio and television stations, which cover all areas of Gauteng, are also utilized to broadcast important service announcements. In addition to the above, meetings were held with the Commuter Forums, including two open commuter mass meetings in the East, to inform all commuters about the new service.

Furthermore, when the Rhodesfield Station was opened in April 2010, a media statement was released to inform the public about the opening of the Station. In addition to the media statement, several radio stations also called Metrorail for information with regard to this new Station. Commuters were also notified about the available service via flyers and posters at various stations. Metrorail will continue to utilise any platform available at its disposal to promote its services.

QUESTION NO 2598

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 09 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 28 – 2011)

Dr S M van Dyk (DA) asked the Minister of Transport:

With reference to his reply to question 328 on 28 March 2011, (a) how will the road user benefit, (b) what lessons were learnt and (c) how were these lessons incorporated into the planning of the Gauteng Freeway Improvement Project (GFIP)?

NW3013E

REPLY:

The Minister of Transport:

(a)

The economic feasibility study conducted in 2007, before the commencement of the Gauteng Freeway Improvement Project (GFIP), argued that road user benefits would fall within the following categories:

§ Travel time savings - road users would experience substantial travel time savings as a result of the improved freeway network and interchanges. These travel time savings would result in social benefits (more time at home or leisure), as well as improved productivity resulting in economic benefits.

§ Reduced vehicle operating costs - stop/go travelling results in increased vehicle operating costs, inclusive of the cost of fuel, tyres and vehicle mechanical parts.

§ Improved road safety - the upgraded freeway network would improve road safety by means of additional capacity, installation of safety features such as freeway lighting. The installation of ITS (CCTV cameras, electronic signs), together with the provision of incident management vehicles (light and heavy towing vehicles, traffic police and medical assistance), would enable the South African National Roads Agency Limited (SANRAL) to detect incidents, and respond in an effective way.

As can be seen, the key assumption of the 2007 feasibility study was that the GFIP Project would reduce congestion. In my considered view, and in retrospect, the original feasibility study did not sufficiently weigh up international evidence suggesting that freeway expansion often does not in the medium term resolve congestion challenges, and often induces greater demand.

It also failed to consider alternative solutions to congestion – improved public transport provision, moving more freight onto rail and a curb on urban sprawl. The projected benefits to road users may, therefore, unfortunately not be forthcoming. This is the subject of further assessment and consultation by the Department of Transport and a Cabinet Task Team.

(b) and (c)

In terms of the Gauteng Freeway Improvement Project (GFIP), the project is still in the implementation phase and I have instructed the South African National Roads Agency Limited (SANRAL) to halt construction on future proposed phases until the issues referred to in (a) above, and other matters, have been adequately considered.

QUESTION NO 2596

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 09 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 28 – 2011)

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

With reference to his reply to question 1508 on 9 June 2010, (a) what are the statistics of cable theft in each region for the (i) 2008-09, (ii) 2009-10 and (iii) 2010-11 financial years, (b) what action has his department taken to reduce cable theft, (c) what costs have been incurred, (d) what success has been achieved and (e) how many (i) man hours, (ii) transport hours and (iii) electricity hours have been lost as a result? NW3011E

REPLY:

The Minister of Transport:

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

Incidents

2008/2009

2009/2010

2010/2011

Gauteng South

102

140

271

Gauteng North

32

28

71

Western Cape

38

63

70

Eastern Cape

0

0

0

KwaZulu-Natal

57

28

103

Total

229

259

515

(b)

The Department of Transport, through its rail agency, the Passenger Rail Agency of South Africa (PRASA), conducted security, risk, threat and vulnerability assessments that identified hot spots or high-risk areas pertaining to cable theft. This process informed the development of action plans to address problematic areas, which resulted in tactical deployment and guarding of hot spot areas. Over and above this, we have developed a dedicated team that conduct observation duties and patrols, visits to scrap metal dealers and joint actions with other law enforcement agencies. PRASA has also begun to introduce various technical interventions to mark copper cable to deter theft. As a long-term solution, PRASA is moving away from copper cable and is gradually introducing fibre optic cabling. PRASA Security has furthermore developed a security strategy that is aligned to the operational challenges experienced by the Company.

(c)

Region

2008/2009

(R)

2009/2010

(R)

2010/2011

(R)

Gauteng South

3,785,394.02

2,995,969.87

4,523,914.50

Gauteng North

291,184.16

221,923.69

437,867.00

Western Cape

436,776.23

184,936.41

274,862.61

Eastern Cape

0.00

0.00

0.00

KwaZulu-Natal

339,714.85

295,898.26

375,790.79

Totals

4,853,069.26

3,698,728.23

5,612,434.90

(d) Arrests made for cable thefts are as follows:

Region

2008/2009

2009/2010

2010/2011

Gauteng South

11

12

23

Gauteng North

6

5

8

Western Cape

1

9

7

Eastern Cape

0

0

0

KwaZulu-Natal

17

8

4

Total

35

34

42

(e) (i) and (ii)

Only minutes of train delays are captured as contained in the table below:

Region

2008/2009

2009/2010

2010/2011

Gauteng South

Not available

82 037

297 994

Gauteng North

27 274

22 296

17 455

Western Cape

70 924

731 265

226 035

Eastern Cape

0

0

0

KwaZulu-Natal

23 351

8 744

4 211

Total

121 549

844 342

545 695

QUESTION NO 2595

DATE REPLY SUBMITTED: Thursday, 17 November 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 09 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 28 – 2011)

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

(1) (a) How many posts in (i) his department and (ii) every entity reporting to him have been filled by a person working in an acting capacity and in each case, (b) which positions are being filled in this way, (c) since what date, (d)(i) why and (ii) why has the specified position been filled for the said period and (e) what plans have been put in place to appoint a person to the position in a permanent capacity;

(2) whether the specified officials serving in an acting capacity fulfil any additional responsibilities outside their mandate; if not, why not, in each case; if so, what responsibilities, in each case? NW3010E

REPLY:

The Minister of Transport:

Please note: There are 12 Public Entities that report to the Department of Transport (DoT). Therefore, it is easier to respond to the Honourable Member's question by providing the information of the DoT, followed by each Public Entity.

Department of Transport (DoT)

(1) (a) (i), (b), (c), (d) (i) and (ii) (iii) and (e)

There are 720 approved posts with effect from 07 September 2011 on the establishment of the DoT. During the period July 2009 to date, 50 employees were appointed in acting positions on the pre-revised structure of the Department. The acting appointments were necessitated as a result of the moratorium that was placed on the filling of the posts since July 2009, due to an extensive restructuring process in the DoT. As mentioned above, the new DoT structure was approved on 07 September 2011. The filling of the posts is being prioritized and where required it will be advertised and filled.

(b), (c), (d) (i) and (ii) (iii) and (e) see attached.

(2)

No acting employee fulfils any additional responsibilities outside their mandates, other than those duties that they were delegated through their acting appointments to perform.

Airports Company South Africa Limited (ACSA)

(1) (a) (ii), (b), (c), (d) (i) and (ii) and (e)

This response covers the leadership/managerial levels at ACSA. The record of employees in acting capacities is reflected for the financial years from 01 April 2008 until 31 March 2011 in the table below. Only 10 positions needed acting responsibilities during this time.

(2) Staff members are appointed in an acting capacity to ensure that the role of the vacant senior position can be fulfilled during the period in which recruitment takes place. As soon as the successful incumbent commences duty the acting capacity is terminated. One position remained as recruitment in progress in accordance with the report detail.

Air Traffic and Navigation Services Company Limited (ATNS)

(1) (a) (ii), (b), (c), (d) (i) and (ii) and (e)

ATNS had only three executive level positions that were filled in an acting capacity for a certain period and the reasons thereof are outlined below:

Position

Effective

Reason for vacancy

Current status

Executive: Risk and Compliance

May 2010

Due to the termination of services – dismissal

The position has been filled permanently from the 1st June 2011.

Executive: Human Capital

May 2010

Due to the termination of services – dismissal

The position is being filled as the recruitment process is being finalised.

Chief Financial Officer

August 2010

Due to resignation

The position has been filled permanently from the 5th May 2011.

(2) The officials in an acting capacity were not fulfilling additional responsibilities outside their mandate as they were expected to perform all statutory and legal responsibilities coupled to the appointment and not beyond.

Cross-Border Road Transport Agency (C-BRTA)

(1) (a) (ii), (b), (c), (d) (i) and (ii) and (e)

The C-BRTA has not had any vacancies filled by a person working in an acting capacity.

(2) Falls away.

South African Civil Aviation Authority (SACAA)

(1) (a) (ii), (b), (c), (d) (i) and (ii), (e) and (2)

Employees are from time to time required to act in a higher level position. The SACAA has an Acting in Higher Level Policy in place, in which it is specifically stated that no legitimate or reasonable expectation of permanent appointment to the vacant position is created by virtue of an employee acting in a vacant position. All vacant positions are advertised - an employee currently acting in a vacant position is entitled to stand as a candidate and such a position will be filled as per SACAA recruitment and selection policy. It should be mentioned, though, that most of the current vacant positions are at management level and will be addressed once the overall organisational structure has been finalised.

Employees are preferably not required or permitted to act for a period longer than three consecutive months, unless there is a compelling reason that justifies that the same employee should act for a longer period.

The table below reflects the list of employees that acted in higher level position from

January 2011 to date: see attached

South African Maritime Safety Authority (SAMSA)

(1) (a) (ii), (b), (c), (d) (i) and (ii), (e) and (2) see attached

South African National Roads Agency Limited (SANRAL)

(1) (a) (ii), (b), (c), (d) (i) and (ii) and (e)

None.

(2) Falls away.

Passenger Rail Agency of South Africa (PRASA)

(1) (a) (ii) 200 posts - see Table 1 attached.

(b) and (c) see Table 2 attached.

(d) (i) and (ii) and (e)

Due to the merger of different subsidiaries of PRASA, several vacancies have not been filled pending the finalisation of company structures. This aspect has, however, been prioritized and are receiving the necessary attention.

(2) No, the officials are committed to their responsibilities in their acting positions only.

Road Accident Fund (RAF)

Background

In responding it must be noted that the RAF is undergoing a transformation process, which has the impact on the structural configuration and job roles that support the processing of claims in the old system. Furthermore, the process also impacts on the future structural configuration and future job roles required to process claims to support the new operating model. The introduction of the new operating model brings with itself the change in job roles, which are required to support the implementation and improve on turnaround time in processing claims.

(1) (a) (ii), (b), (c), (d) (i) and (ii) and (e)

Currently there is a total number of 11 posts filled by employees working in an acting capacity, six of which are posts in the RAF core business and four in the RAF support function. Three of the posts in the RAF core business that are filled by employees working in an acting capacity are that of Regional Managers in the Durban, Cape Town and East London Regional offices, which became vacant on the 1st July 2009, the 1st June 2009 and the 1st April 2010, respectively. The other three posts are Claims Managers in the same regional offices, which are not necessarily vacant, but substantive posts of employees in an acting capacity in the posts of Regional Managers.

The other four posts in the support function that are filled by employees working in an acting capacity are that of Senior Manager: Learning and Development (vacant with effect from 01 May 2011), Transformation Manager: Learning and Development (vacant with effect from 01 May 2011), Regional Finance Manager (vacant with effect from 01 April 2011) and Forensic Manager, Cape Town (vacant with effect from 01 April 2011). The recruitment process has already commenced to permanently fill these positions.

Lastly, the post that is filled by an official working in an acting capacity is that of Chief Executive Officer (CEO), which became vacant with effect from 29 July 2011. The recruitment process has already commenced to have the post filled on a permanent basis.

To ensure the current RAF business continuity, it is imperative for the posts of Claims Managers and Regional Managers to be manned, to enable a complete management discharge of duties and responsibilities that come as a result of the claim processing and claim approval framework.

The rationale for the extended period is necessitated by the transformation strategy, which is aimed at phasing out the processing of claims in the old system and ramping up claims processing in the new operating model.

The RAF has developed a recruitment plan that will be deployed as a tool to absorb the current employees appointed in an acting capacity into the new operating model. This plan will eventually rectify posts that are currently filled by employees working in an acting capacity.

(2) In terms of the RAF delegation of authority the officials serving in an acting capacity, when appointed, are delegated duties and responsibilities relating to an acting position with full authority. They therefore do not perform any additional responsibilities outside their mandated acting positions. Furthermore officials who are appointed in an acting position, after fulfilling a qualifying period are compensated for acting in higher graded posts.

Railway Safety Regulator (RSR)

(1) (a) (ii) Three posts.

(b) and (c)

§ Chief Executive Officer (CEO) since 01 March 2010.

§ General Manager: Corporate Services since 16 November 2010.

§ General Manager: Legal Services since 01 September 2011.

(d) (i)

The Chief Executive Officer resigned, the General Manager: Corporate Services was seconded to the Department of Transport and the General Manager: Legal Services resigned.

(ii)

In all cases, the functions needed to be performed with the requisite delegated authority.

(e)

The new Chief Executive Officer took up his position on 03 October 2011, the seconded GM: Corporate Services resigned with effect from 30 September 2011 (enabling the procurement process to commence with immediate effect) and the position of GM: Legal Services has been advertised and the selection process is underway.

(2) The present acting CEO continues to function as the Safety Adviser, the acting GM Corporate Services continues to function as the Human Resources Manager, and the acting GM: Legal Services continues to function as the Senior Legal Advisor

Road Traffic Infringement Agency (RTIA)

(1) (a) (ii) Five posts.

(b) Acting Registrar, acting Chief Financial Officer, acting Company Secretary, acting Manager: Communications and Public Relations and acting Specialist: Education since 15 August 2011.

(c) Acting Registrar since March 2010.

Acting Chief Financial Officer since August 2010.

Acting Company Secretary since November 2010.

Acting Manager: Communications and Public Relations since 01 August 2011.

Acting Specialist: Education since 15 August 2011.

(d) (i)

The Acting Registrar had to be appointed to enable the setting up of the Entity, the acting Chief Financial Officer was appointed to assist with the establishment of the financial department, as well the processes for compliance to all prescripts and financial planning, budgeting and reporting, and the acting Company Secretary was appointed to assist Management and the Board with the operations of the Agency.

(ii)

The acting Manager: Communications and Public Relations and the acting Specialist: Education were appointed to assist in the execution of all communication functions.

These positions have been filled to ensure compliance to all governance processes and the establishment of the RTIA, as well as providing the necessary support for efficient agency operations.

(e)

Once the RTIA secures sufficient funding and budget allocation for these posts, the necessary appointments will be made. A recruitment process will be undertaken for the filling and/or confirmation of the staff.

(2) No, the staff members appointed in these acting capacities do not fulfill any other responsibilities outside their mandate, as all the current employees are committed and dedicated to the setting up and efficient running of the Agency's business operations.

Road Traffic Management Corporation (RTMC)

(1) (a) (ii) 11 Posts.

(b)

The positions that are filled in an acting capacity are as follow:

a. Chief Executive Officer (CEO)

b. Senior Executive Manager: Corporate Services

c. Senior Executive Manager: Traffic Engineering Information and Research

d. Chief Financial Officer

e. Chief Information Officer

f. Senior Manager: Corporate Communications and Public Relations (CCPR)

g. Senior Manager: Internal Audit

h. Deputy Chief of Police

i. Manager: Finance

j. Personal Assistant to CEO

k. Personal Assistant to the Executive Manager: Road Safety Education,

Communication and Training

(c) The effective date of acting positions is tabulated below:

Name of the post

Date

Chief Executive Officer

11 February 2010

Senior Executive Manager: Corporate Services

02 March 2011

Senior Executive Manager: Traffic Engineering Information and Research

11 August 2011

Chief Financial Officer

05 August 2011

Chief Information Officer

21 October 2011

Senior Manager: CCPR

15 August 2011

Senior Manager: Internal Audit

18 April 2011

Deputy Chief of Police

01 May 2011

Manager: Finance

01 May 2011

Personal Assistant (PA) to CEO

04 April 2011

PA to Executive Manager: Road Safety Education, Communication and Training

01 July 2011

(d) (i) The table below details the reasons for the acting positions:

Name of the post

Reason

Chief Executive Officer

Suspension

Senior Executive Manager: Corporate Services

Dismissed

Senior Executive Manager: Traffic Engineering Information and Research

Dismissed

Chief Financial Officer

Resignation

Chief Information Officer

Resignation

Senior Manager: CCPR

Resignation

Senior Manager: Internal Audit

Dismissed

Deputy Chief of Police

New position

Manager: Finance

Resignation

PA to the CEO

Dismissed

PA to Executive Manager: Road Safety Education, Communication and Training

Resignation

(ii) The table below details the reasons why the acting positions have been filled for the applied period:

Name of the Post

Reason

CEO

Awaiting finalisation of the disciplinary process.

Senior Executive Manager: Corporate Services

Awaited finalisation of the disciplinary process, which was finalised and currently awaiting the implementation of the new structure.

Senior Executive Manager: Traffic Engineering Information and Research

Recently finalised the disciplinary process and currently awaiting the implementation of the new structure.

Chief Financial Officer

Awaited finalisation of the disciplinary process and currently the post is advertised and in the process of being filled.

Chief Information Officer

Recently finalised the disciplinary process, position to be advertised.

Senior Manager: CCPR

Awaiting outcome of the new organizational structure implementation.

Senior Manager: Internal Audit

Post was advertised, but the successful candidate declined the offer of employment.

Deputy Chief of Police

Newly created position.

Manager: Finance

Awaiting the implementation of the new organizational structure

PA to CEO

Awaiting the implementation of the new organizational structure

PA to Executive Manager: Road Safety Education Communication and Training

Awaiting the implementation of the new organizational structure

(e) The RTMC is in the process of formulating a new organizational structure that will have an impact on the positions that are vacant, with the exception of the following urgent positions which have been advertised: Chief Financial Officer, Deputy Chief of Police and Senior Manager: Internal Audit.

(2) The additional responsibilities for each position are tabulated see attached:

Ports Regulator of South Africa

(1) (a) (ii) No acting capacity positions.

(b), (c), (d) (i) and (ii) and (e) Fall away.

(2) Falls away.

QUESTION NO 2582

DATE REPLY SUBMITTED: Thursday, 20 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 09 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 28 – 2011)

Mr K P Sithole (IFP) asked the Minister of Transport:

Whether his department intends to upgrade and tar the 100 km gravel road from Silutshana to Ekombe Hospital to Kranskop; if not, why not; if so, what are the relevant details?

NW2995E


REPLY:


The Minister of Transport:

Main Road P16 is located between Kranskop and Silutshana. The KwaZulu-Natal Department of Transport (KZN DoT) have to date completed the designs for 11 km from Nqutu and were ready to advertise the tender for construction of the first phase. However, as of mid-September 2011, the international donor, Korong, have confirmed their commitment to funding the construction of the upgrade of the entire gravel section of Main Road P16 to the KZN DoT's blacktop standards. They will be leading the construction of this road, which after construction will be handed over to the KZN DoT for asset management and routine maintenance. The total length of P16 is 170 km in length and the construction will be phased over four financial years, ending in the 2015/2016 financial year.

QUESTION NO 2565

ATE REPLY SUBMITTED: Friday, 23 September 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 09 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 28 – 2011)

Mr M J Ellis (DA) asked the Minister of Transport:

(1) Whether any steps have been taken to monitor the low flying of civilian aircraft over private game reserves that are home to rhino populations in an effort to help curtail rhino poaching; if not, why not; if so, what are the relevant details;

(2) whether he intends introducing any regulations that allow the Civil Aviation Authority (CAA) to suspend the licences of pilots or owners of aircrafts that fly low and slowly over private game reserves that are home to rhino populations; if not, why not; if so, what are the relevant details;

(3) whether any action has been taken by the CAA against pilots or owners of aircrafts who have aided efforts by poachers to kill rhinos; if not, why not; if so, what action? NW2875E

REPLY:

The Minister of Transport:

(1) The South African Civil Aviation Authority (SACAA) does not control airspace and low flying aircraft cannot be routinely tracked by conventional air traffic control radar at longer distances, unless one installs a chain of surveillance radars along our borders. The South African Air Force (SAAF), however, has a programme in place whereby, together with the South African Police Service (SAPS), low flying aircraft and aircraft entering South Africa from neighbouring countries are tracked and interrogated at their destinations. This forms part of the air border safeguarding exercises, in accordance with a parliamentary instruction to the SAAF, and this is managed in conjunction with Operation Rhino. The details of these operations are classified secret and the SAAF and SAPS may be able to provide more details.

(2) The SACAA can, in terms of its regulations, act against any pilot violating the height requirements for any airspace. The normal height restriction is 500 feet for rural areas, 1

500 feet for built up areas and 2 500 feet for areas listed in terms of the National Environmental Management Act, 1998 (Act No 107 of 1998). The SACAA regulations make no differentiation for additional restrictions applicable to particular species and additional airspace height restrictions may be called for by environmental legislation. This is currently not the case as environmental legislation only calls for additional height restrictions over listed areas (national parks and heritage sites).

(3) No action has been taken yet as the rhino poaching epidemic and the syndicates/individuals involved are still under investigation by the SAPS and Crime Intelligence. The SACAA will act upon any concrete evidence submitted by the investigating authority (SAPS).

QUESTION NO 2544

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

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

What time frame has been set for the targeted R1 trillion investment from the international investors' conference in terms of which a R13.5 million tender has been awarded to a certain company (name furnished)? NW2968E

REPLY:

The Minister of Transport:

There is no time frame set for these investments. They are highly dependent on the interest of the investors, particularly with regard to those that are not funded through the national fiscus. Most of the projects highlighted at the International Transport Investor Conference, which was held on 13 and 14 June 2011 in Cape Town, were bankable and ready for further processing (market). The Department of Transport has been actively working on getting potential investors on board so that execution could be expedited.

QUESTION NO 2543

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

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

Whether he has taken cognisance of the World Health Organisation's report on road deaths in which South Africa is ranked worst in the BRICS group (details furnished); if so, what measures will his department implement to mitigate the high number of road deaths? NW2967E

REPLY:

The Minister of Transport:

Yes, I have taken cognisance of this report and the total of 16 113 fatalities recorded therein. Since that period to date, we have been and are still working tirelessly together with our road traffic management stakeholders to ensure a 50% reduction by 2020.

The Department of Transport (DoT), via its agency, the Road Traffic Management Corporation (RTMC), has adopted the safe system approach in ensuring that our roads are safe, and as part of this model the following programmes are put in place:

ü Safe Roads - The International Road Assessment Programme (IRAP) has been launched in February 2011 to ensure the assessment of road infrastructure. However, the implementation of this Programme was put on hold due to the lack of funding.

ü Safe Road Users - The road safety education campaign targeting all the categories of road users and the enforcement of all violations with more emphasis on speed, drinking and driving and unsafe overtaking. We also launched the National Traffic Police to complement the work done in provinces to curb lawlessness on our roads.

ü Safe Cars - Discontinuing road unworthy vehicles as part to the stopping and checking of one million vehicles every month, and also launch the New Car Assessment Programme and, therefore, working together with relevant stakeholders.

ü Road Traffic Safety Information Management - To set targets for the reduction of road crashes and monitor performance.

The RTMC, through the National Law Enforcement Technical Committee that comprises of operational heads from Provincial and Municipal Traffic Departments, launched the National Rolling Enforcement Plan (NREP) in September 2010. One of the objectives of this campaign is to stop and check a minimum of 1 million vehicles per month for driver and vehicle fitness based on a monthly thematic campaign.

Going forward, a revised national Rolling Enforcement Plan will be launched during the 2011 October Public Transport Month where the following issues will be re-enforced:

· Public passenger and freight transport enforcement - I have instructed that every public passenger transport vehicle be stopped and checked for driver and vehicle fitness from 05 September to end November 2011.

· A minimum of 10 000 drivers be stopped and screened monthly for sobriety tests.

· A special focus will be done on dangerous driving, which includes distracted driving and barrier line and red light infringements.

· The major thrust of the campaign will be on encouraging the use of seatbelts by all occupants, both in front and at the back of the vehicle.

Furthermore, the following initiatives will be extended:

§ Encouraging the use of day-time running lights;

§ re-launching the bad driving (0861 400 800) reporting line;

§ moving towards a 24/7 shift system for provincial traffic officers to provide round the clock traffic surveillance, especially along hazardous routes and hazardous days/times; and

continuing the million vehicle "stop-and-check" per month campaign.

QUESTION NO 2516

DATE REPLY SUBMITTED: FRIDAY, 23 SEPTEMBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

Mr T D Harris (DA) asked the Minister of Transport:

What amount was (a) claimed by and (b) paid to (i) him and (ii) his deputy minister for subsistence and travel in each month in the 2010-11 financial year? NW2935E

REPLY:

The Minister of Transport:

(a) and (b)

(i)

Minister J S Ndebele

(ii)

Deputy Minister J P Cronin

Duration of the trip

Destination

Amount

Amount

2010/05/31-06/10

India

R 5,716.95

-

2010/08/01-07

Moscow

R 8,087.30

-

2010/08/11-14

Maseru

R 2,511.40

-

2010/08/21-28

Dubai

R 7,127.95

-

2010/09/10-10/10

Canada

R 16,246.05

-

2010/11/03-04

Windhoek

R 1,067.25

-

2010/11/06-13

Italy

R 8,483.30

-

2010/11/30-12/12

China

R 10,958.65

-

2010/12/05-10

Cancun (Mexico)

-

R 3,403.30

2010/04/08-14

London

R 7,729.60

-

Total

R 67,928.45

R 3,403.30

Month

Minister

Deputy Minister

Apr-10

R 7,729.60

-

May-10

R 5,716.95

-

Jun-10

-

-

Jul-10

-

-

Aug-10

R 17,726.65

-

Sep-10

R 16,246.05

-

Oct-10

-

-

Nov-10

R 20,509.20

-

Dec-10

-

R 3,403.30

Jan-11

-

-

Feb-11

-

-

Mar-11

-

-

Total

R 67,928.45

R 3,403.30

QUESTION NO 2500

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

Mr P van Dalen (DA) asked the Minister of Transport:

Whether (a) his department and (b) entities reporting to it have (i) awarded any tenders and (ii) concluded any (aa) contracts and (bb) financial transactions with certain companies (names and details furnished) in each specified financial year since 2005-06; if so, (aaa) which company or entity, (bbb) what are the relevant details, (ccc) what was the value of each (aaaa) tender, (bbbb) contract or (cccc) financial transaction and (ddd) what was the name of the companies who failed for each tender, contract or financial transaction that was awarded? NW2914E

REPLY:

The Minister of Transport:

and (b) (i) and (ii) (aa) and (bb)

Neither the Department of Transport nor any of its entities have awarded or concluded any contracts or financial transactions with the companies referred in any financial year since 2005-06.

(aaa), (bbb), (ccc) (aaaa), (bbbb) and (cccc) and (ddd) Fall away.

QUESTION NO 2442

DATE REPLY SUBMITTED: WEDNESDAY, 05 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

Dr S M van Dyk (DA) asked the Minister of Transport:

(1) Whether any studies on driving under the influence of alcohol have been conducted; if not, why not; if so, (a) what form did the studies take, (b) what are the details of these studies, (c) what recommendations were made by the studies and (d) which of these recommendations were implemented;

(2) whether statistics are compiled to depict the correlation between drunk driving and the serving and consumption of alcohol on domestic and international flights; if not, why not; if so, what are the relevant details with regard to (a) statistics, (b) trends and (c) lessons learnt;

(3) what action plans are being studied to mitigate this? NW2850E

REPLY:

The Minister of Transport:

(1) (a)

Yes, a study has been conducted that involved the random testing of pedestrians and drivers throughout the country from Monday to Sunday at any given time.

(b)

The study, which was conducted in 1995, was initiated as an assessment of the drinking habits of South Africans after the permissible Blood Alcohol Content (BAC) limit was decreased from the previous 0,15 to 0,08. The study indicated that there was an increase of 2.32 per cent drinking rate by pedestrians, and in relation to drivers there was an increase of 0,40 per cent. In order for the Department of Transport (DoT) to assess the current degree of drinking and impact of alcohol on driving ability, we intend to conduct research, which will be taking into account the current conditions and living standards of South Africans.

(c)

The recommendations included, amongst others, that the permissible BAC limit of 0,08 be reduced, the permissible blood alcohol content of learners and drivers below the ages of 16 to 21 be reduced to 0,02, legislation be introduced to regulate drunken pedestrians and the monitoring of the drinking rate be continued on a national level.

(d)

The DoT reduced the BAC limit from 0,08 to 0,05 for ordinary drivers and introduced a new limit of 0.02 which was applicable to drivers who are holders of professional driving permits.

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

No, it would be difficult to implement and monitor as not all passengers in an airplane would be driving a motor vehicle when they have reached their destination. The mechanism that could be utilised would be along the lines of conducting alcohol testing on drivers, which test would be empowered by legislation.

(3) Research would have to be undertaken to have scientific and medical backed interventions that are able to address the impact of alcohol on driving.

QUESTION NO 2395

DATE REPLY SUBMITTED: Friday, 23 September 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

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

Whether the exemption of toll fees for taxis on Gauteng's toll road system will be extended to include all persons who are classified as poor, irrespective of the type of vehicle that is used; if so, (a) why not and (b) how are (i) the right to equality and (ii) the ban on socioeconomic discrimination being protected in respect of the fixing of toll fees? NW2786E

REPLY:

The Minister of Transport:

(a) and (b) (i) and (ii)

A discount of 100% of the proposed toll tariffs on the toll roads that form part of the Gauteng Freeway Improvement Project (GFIP) will be proposed not only in respect of minibus taxi type services, as defined in section 1 of the National Land Transport Act, 2009 (Act No 5 of 2009), but also in respect of vehicles operated in terms of a contract with a contracting authority contemplated in section 56 of the Act. Furthermore, any scheduled public transport service (where the service is for commuting) is defined in the Act, and as well as any dedicated service for transporting scholars or students on a daily basis (reflected in section 72 of the Act) - where such services are operating lawfully on a route or in an area authorised by an operating licence or permit.

There is no classification system in South Africa that lawfully classifies road users as "poor" or any that would allow for the lawful classification of such persons whether for purposes of toll or otherwise. Such a classification is within itself discriminatory, as it falls outside of the stated grounds in the Bill of Rights, and thus being too vague to pass the test of legality as determined by the Constitutional Court. The proposed toll tariffs on the GFIP toll roads are of general application and apply equally having regard to the categories of road users, and these are definitely not discriminatory.

QUESTION NO 2362

DATE REPLY SUBMITTED: Tuesday, 11 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 02 SEPTEMBER 2011 (INTERNAL QUESTION PAPER: NO 27 – 2011)

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

(1) What (a) was the outcome of the Passenger Rail Agency of South Africa (Prasa) rolling stock replacement programme feasibility study and (b)(i) resolutions, (ii) decisions and (iii) actions have been taken as a result of the report;

(2) whether his department has undertaken a cost analysis with regard to the recommendations in the report; if not, why not; if so, what are the relevant details? NW2738E

REPLY:

The Minister of Transport:

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

The Department of Transport, together with the Departments of Trade and Industry (DTI), Public Enterprises (DPE), National Treasury, the Railway Safety Regulator (RSR) and the Passenger Rail Agency of South Africa (PRASA) have concluded a feasibility study, which covered engineering, economic, legal and financial analysis for the procurement, financing, and maintenance of new rolling stock for the Metrorail services of PRASA. I am currently considering the outcome of this feasibility study, whereafter a Cabinet Memorandum will be submitted to Cabinet for further discussion. Therefore, the Honourable Member would understand that no further information can be made available at this stage.

(2) The cost analysis to the recommendation is part of the feasibility study and is currently being considered as indicated above and, as mentioned in part (1) above, no further information can be disclosed at this stage.

QUESTION NO 2344

DATE REPLY SUBMITTED: Monday, 31 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) Whether (a) his department and (b) any entity reporting to him was approached by a certain political organisation (name furnished) to contribute to its centenary celebrations; if so, in each case, (i) which entities and (ii) what was the (aa) nature and (bb) value of the contribution that was requested;

(2) whether (a) his department and (b) any of the specified entities reporting to him agreed to the request; if not, what is the position in this regard; if so, in each case, (i) who approved the request, (ii) what was the justification for the agreement to the request and (iii) from which budget will the contribution be paid;

(3) whether (a) his department and (b) any of the specified entities reporting to him made financial contributions to the said political organisation without being approached for such financial contributions; if so, in each case, (i) what amount will be contributed, (ii) from which budget, (iii) who made the decision to provide the specified funds to the said political organisation and (iv) how is this (aaa) decision and (bbb) amount justified;

(4). whether (a) his department and (b) any of the entities reporting to him rely on any (i) statutory and (ii) policy provisions in (aa) agreeing and (bb) making such contribution; if not, in each case, what is the position in this regard; if so, in each case, what are the relevant details? NW2720E

REPLY:

The Minister of Transport:

(1) (a) and (b)

Neither the Department of Transport (DoT), nor any of the Public Entities that report to the department, was approached by the African National Congress (ANC) to contribute to the ANC's centenary celebrations.

(i) and (ii) (aa) and (bb) Fall away.

(2) (a) and (b) (i), (ii) and (iii) Fall away.

(3) (a) and (b) (i), (ii), (iii) and (iv) (aaa) and (bbb) Fall away.

(4) (a) and (b) (i) and (ii) (aa) and (bb) No, neither the DoT, nor any of its transport entities, rely on any statutory or policy provisions as they do not have any policies to make financial contributions to political organisations.

QUESTION NO 2289

DATE REPLY SUBMITTED: Friday, 23 September 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) Whether any systems have been put in place in the event of an electricity supply failure to the Gautrain in order to ensure uninterrupted services; if not, why not; if so, what are the (a) cost of these systems and (b) further relevant details;

(2) whether there are established bus systems between all stations; if not, why not; if so, what quality control measures are in place to ensure the effectiveness and efficiency of these systems;

(3) what has been the monthly (a) actual, (b) projected quantities sold and (c)(i) actual usage and (ii) projected usage since the introduction of the Gautrain Gold Card;

(4) whether any unanticipated engineering works were conducted since the commencement of this project; if so, (a) why were these not anticipated, (b) what are the details of these works, (c) what were the costs and (d) from which budget were the funds allocated;

(5) whether any penalties were levied against the consultants/contractors for unanticipated engineering works; if not, why not; if so, what are the relevant details? NW2663E

REPLY:

The Minister of Transport:

1) The Gautrain electrical supplies consist of two distinct and separate systems. These are, firstly, the station and services supplies for elements such as lighting, people movers, ventilation, signaling and communications, and secondly, the main traction power supply that provides the running power for the trains.

Of these two systems, the station and services supplies, which are obtained from

various Municipalities and Eskom as appropriate, are fully backed up by on-site generator sets and large uninterruptable power supplies (UPS).

The high voltage traction power supply for running the trains is provided by Eskom via two independent purpose built lines, from two separate substations, feeding a Gautrain dedicated main propulsion substation. Gautrain controls and distributes this traction power to the whole of the Gautrain system from the main propulsion substation. The design is fully redundant in that the loss of a single line or other component will not cause a loss of traction supply to the trains. Only in the case of a supply failure on both of the Eskom high voltage feeders will Gautrain traction supply to the whole of the system be unavailable.

Standby supply for Gautrain traction power supply was considered non cost-effective at the design stage of the project since a peak capacity of some 40 MVA

would be required.

(a) As the cost of the electrical supply systems formed part of the overall Bombela Consortium bid, the Gauteng Province is not privy to the cost of the system.

(b) See details above.

(2) No, it would be a duplication of the train service. When train services are interrupted due to a technical problem, temporary bus services are provided between the relevant stations where possible and needed. The Bombela Consortium has the necessary quality measures in place and the Gauteng Province applies penalties on a monthly basis where the required performance criteria are not met.

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

Detail estimates of gold card sales were not made by Gauteng Province. The Concessionaire has to have sufficient stock. The table below provides the monthly sales and usage up to the end of July 2011, which was just before the line between Tshwane and Johannesburg was opened:

Table Gold Card Usage:

The actual usage of Gold Cards is provided in column 6 in the table above and is based on the Gautrain System activities (column 5) versus the number of Gold Cards sold (column 3). The average number of times cards used improved from 1.73 in June 2010 to 3.94 times in July 2011. The expectation is that the actual usage will further improve over time as the Gautrain system matures.

(4) (a), (b), (c) and (d)

Yes, unanticipated engineering works were conducted since the commencement of this project. Being a PPP-project, most of the risk is with the Concessionaire, also for unanticipated work within the overall scope of the project. The Concessionaire is responsible for such cost and therefore the Gauteng Province would not know the detailed cost, and in many instances may not even be aware whether certain work was unanticipated or not. An example of unanticipated engineering works is the additional works being done in the tunnel to reduce the water inflow into the tunnel. This is done at the cost of the Concessionaire.

(5) Penalties are not levied for unanticipated work as the cost is for the Concessionaire.

QUESTION NO 2283

DATE REPLY SUBMITTED: TUESDAY, 04 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) Whether owners of trucks that (a) shed their load, (b) jack-knife or (c) overturn on highways causing major traffic holdups are held accountable; if not, why not; if so, (i) what statutory provisions are relied on to ensure accountability, (ii) how is it enforced and (iii) what are the further relevant details;

(2) whether any research has been undertaken with regard to the economic impact of such incidents; if not, why not; if so, what is the outcome of this research;

(3) whether the findings of such research are being applied; if not, why not; if so, what are the relevant details? NW2655E

REPLY:

The Minister of Transport:

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

Regulation 308 of the National Land Transport Transition Act, 2000 (Act No 22 of 2000), makes it an offence for any person to deposit any type of load on the road or alongside a public road. Furthermore, by-laws prohibit the deposition of such loads on any part other than the portion of the road where such load doesn't affect the flow of traffic.

The operators are held accountable for the costs that have been incurred as a result of the removal of the vehicle.

Operators of motor vehicles are held accountable for the clean-up operations that would be required after the accident has occurred, and also for the damages caused as a result of the negligence of the driver.

(2) No research has yet been conducted by the Department of Transport. The Honourable Member will be informed once research on this important matter has been undertaken and the results of the economic impact of such incidents have been concluded.

(3) Falls away.

QUESTION NO 2282

DATE REPLY SUBMITTED: TUESDAY, 04 OCTOBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) Whether all train drivers employed (a) in his department and (b) the entities reporting to him are certified; if not, what is the position in each case;

(2) whether all train drivers employed (a) in his department and (b) the entities reporting to him (i) meet the requisite up-to-date certification and (ii) are assessed regularly; if not, in each case, what is being done to rectify the situation; if so, what are the further relevant details in each case;

(3) whether any drivers whose certification has expired are currently operating locomotives; if not, what functions do they perform; if so, (a) why and (b) what (i) training facilities (ii) personnel and (iii) succession and skills development plans are being utilised to assist the specified drivers in this regard? NW2654E

REPLY:

The Minister of Transport:

(1) (a) and (b)

Yes, all train drivers employed by the Passenger Rail Agency of South Africa (PRASA) are certified.

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

Yes, all PRASA train drivers meet the requisite up-to-date certification and are assessed regularly. PRASA has established training centres in all the regions in which train operations training is conducted. PRASA is registered as an accredited training provider for train operations training with the Transport Education Training Authority (TETA). These regional training centres are accredited facilities, equipped with the relevant training material, assessment tools, have qualified trainers (whom are subject matter experts), and there are assessors that are registered with the TETA ETQA department. The training for train drivers consists of theory, practical exposure and a certification process. On completion of all required assessments, an external independent moderator (appointed by TETA) moderates all assessments and declares candidates certified and competent.

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

All train drivers currently operating locomotives are fully qualified. If a train driver's qualification is not operationally valid, then these individuals undergo a validation process, get re-certified and only then allowed to work independently.

QUESTION NO 2257

DATE REPLY SUBMITTED: Tuesday, 04 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) (a) How much luggage was stolen (i) in (aa) 2008, (bb) 2009 and (cc) 2010 and (ii) during the period 1 January 2011 up to the latest specified date for which information is available at (aaa) O R Tambo International Airport and (bbb) Cape Town International Airport and (b) what was the value of the stolen goods in each case;

(2) what steps does he intend to take in order to prevent theft from taking place at airports;

(3) whether he will make a statement on the matter? NW2628E

REPLY:

The Minister of Transport:

1) (a) (i)

The Airports Company South Africa Limited (ACSA) does keep baggage pilferage statistics in respect of incidents that are reported to or referred to ACSA. If a passenger only reports such an incident to the airline concerned (which is often the case) then ACSA may not know about it. Only certain airlines report their baggage pilferage and damage statistics to ACSA, but they are under no obligation to do so.

(aa) ACSA does not have complete baggage pilferage statistics for the year 2008.

(bb) In 2009, out of the 12, 4 million bags handled at the three main international airports, 6 179 were reported pilfered. ACSA does not have the information per airport for 2009.

(cc) Please see tables below for 2010 statistics:

(aaa) and (bbb)

O R TAMBO INTERNATIONAL AIRPORT

(ORTIA)

BAGGAGE PILFERAGE

2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

7,884,287

4 923

0.0624

KING SHAKA INTERNATIONALAIRPORT (DURBAN) BAGGAGE PILFERAGE 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

1,826,651

278

0.0152

CAPE TOWN INTERNATIONAL AIRPORT (CTIA) BAGGAGE PILFERAGE 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

3,644,082

605

0.0166

TOTAL FOR THE 3 AIRPORTS 2010

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

13,355,020

5 806

0.0435

(ii) Please see tables below for 2011 statistics:

ORTIA BAGGAGE PILFERAGE 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

4,501,698

2 999

0.0666

KING SHAKA INTERNATIONALAIRPORT (DURBAN) BAGGAGE PILFERAGE 2011 TO END JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

1,135,656

163

0.0144

CTIA BAGGAGE PILFERAGE 2011 TO END OF JULY 2011

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

2,219,879

307

0.0138

TOTAL FOR 3 AIRPORTS 2011 TO END OF JULY

BAGGAGE SCREENED

PILFERAGED

%

TOTAL

7,857,233

3 469

0.0442

(b) The value in each case is not reported to and therefore not kept by the Airports Company South Africa (ACSA).

(2) ACSA, together with the respective airlines' baggage handling companies and various security agencies, including the South African Police Service, has implemented various initiatives aimed at reducing baggage theft. The situation has improved to 14 bags being reported pilfered per day on average at O R Tambo International Airport. This is an improvement from three years ago when, on average, 36 bags were reported pilfered a day at the same Airport.

The stakeholders are continuing to work together to improve statistical reporting as well as intensifying measures in order to further improve the baggage theft situation.

(3) The Minister has noted the progress made by all role-players and encourages them to continue with their plans.

DATE REPLY SUBMITTED: FRIDAY, 23 September 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) (a) What are the construction costs of each specified phase of the Gauteng Freeway Improvement Project (GFIP), (b) what are the costs of the collection system and (c) how many (i) short term, (ii) long term and (iii) permanent jobs have been created;

(2) why were the toll fees (a) published by flat-rate costs per category and (b) not structured by time periods based on peak and off-peak periods;

(3) whether his department conducted studies that considered (a) peak and off-peak periods, (b) frequent users, (c) risks assessments, (d) economic implications to the province and (e) provision for secondary roads as a direct result of the project; if not, why not; if so, what are the relevant details of the study's findings?

NW2662E

REPLY:

The Minister of Transport:

(1) (a)

There are 19 construction projects that were awarded for the upgrading of the freeways. As the Honourable Member is aware, these are, what is generally known as, a rate and measurement contract. The tendered amounts for the construction of the works, showing the scheduled works, provision for price adjustment in accordance with the standard industry formula, known as the Contract Price Adjustment (CPA) and VAT are shown in the table attached:

(b) The costs for what the Honourable Member refers to as the collection system are in the table attached:

Please note the following with regard to the table above:

ORT : Open Road Tolling

ITS : Intelligent Transport Systems

IMS : Incident Management Systems

COC : Central Operations Centre

TCH : Transaction Clearing House

VPC : Violation Processing Centre

DBOM : Design, Build, Operate and Maintain

Furthermore, it is noted that the costs of the ORT system and COC are not only applicable to the Gauteng Freeway Improvement Project (GFIP), but are potentially applicable to the national road network since it fulfills a national function.

The works implemented for this phase of the GFIP include the following:

· Widening and upgrading of freeways:

o 201 km upgraded.

o 585 additional lane km.

o 265 fully reconstructed lane km.

· New road surfacing

· 34 Interchanges are significantly upgraded that will result in less congestion.

· 4 new directional ramps (fly-overs).

· 47 new bridges.

· Widening 134 existing bridges.

· 186 km of freeway lighting.

· 127 km of concrete median barriers.

· Implementation of ITS (CCTV, VMS,et cetera).

(c) (i), (ii) and (iii)

At its peak the GFIP created 20 000 direct jobs. It is commonly accepted that the multiplier factor for this activity is between 4 and 6. Using the lower factor of 4, an additional 80 000 indirect jobs had been created in the related fields such as civil engineering materials suppliers, plant hire companies, et cetera.

At this stage 1 000 permanent jobs have been created. These jobs are in the ICT sector, which one can safely say are quality jobs.

(2) (a) and (b)

The tariffs are based on the projected benefits accrued to the road user. The tariffs are published as a flat rate for the distance travelled, but it takes into account discounts and these are structured to give off-peak discounts. These are known as time-of-day discounts on the GFIP.

The table below shows the applicable discounts for the various hours of the day and days of the week:

GFIP Tolling System – Time of day discounts

Time of day

Weekday

Saturday

Sunday

Public Holiday

00:00 – 04:59

25%

25%

25%

25%

05:00 – 05:59

10%

06:00 – 09:59

0%

15%

15%

10:00 – 13:59

5%

14:00 – 17:59

0%

18:00 – 22:59

10%

25%

25%

23:00 – 23:59

25%

The determination of toll tariffs is based on a number of factors, including the project's capital costs and associated debt servicing, routine road maintenance costs for the tolled road sections, future periodic maintenance action requirements such as pavement rehabilitation and overlays, toll operational costs and other costs associated with incident management and the provision of intelligent transport systems (ITS). A financial model, considering all these costs is used to determine the required revenue stream in order to ensure the financial feasibility of the project. The South African National Roads Agency Limited (SANRAL), as an agency of the Department of Transport, does not make any provision for profit in this model. The determination of the toll tariff was calculated, considering the different vehicle classes, promoting travel demand management principles (i.e. travelling outside peak hours or sharing trips), and affordability for those doing extensive travelling on the road network. In this regard, a model was developed taking into consideration the frequency, time, origins and destinations and vehicle type, to determine toll tariffs and the discount structure. Discounts are offered for the time of day of travelling, frequency of travelling, as well as for users that register an account and fit an e-tag in their vehicle. Special consideration was given to public transport vehicles that are in line with the objectives of shared travelling, reducing the impact on the environment and congestion. A public transport operator discount of 80%, translating into a rate of 11 cents per kilometre, was offered to public transport operators. Subsequently commuter taxis and buses were exempted from paying toll fees on the GFIP.

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

SANRAL commissioned an economic impact assessment and also did trfic modeling. The study and the traffic modeling attempted to address the issues raised in question (3) (a) to (d) in the Honourable Member's question. These studies commenced in 2006.

Headline Findings:

The report undertaken by Arup and the University of Cape Town (UCT) Graduate School of Business considered the economic case for the upgrading and expanding of the Gauteng Freeway network. It applied three methods of analysis:

· Cost benefit analysis: this was the primary measure of the project's viability and it attempted to give a robust indication of the value that the project could deliver to the national economy.

· Micro-economic analysis: this reviewed the same costs and benefits, but from the perspective of a range of different stakeholders. It argued that overall some would benefit and some not.

· Macro-economic analysis: this reviewed the effect of the project on the national and regional economies, including job creation and economic efficiency effects.

While acknowledging the professional standing and competence of the consultants involved in this analysis, I have asked the Department of Transport to consider whether the key assumption in the research, namely that freeway extension and expansion will relieve congestion (and thus lead to significant economic benefits), is well founded.

I have also asked the Department to query whether sufficient attention was paid to opportunity costs, i.e. is whether relieving congestion and addressing other developmental objectives would not be better addressed through spending on public transport infrastructure and on shifting a greater proportion of road freight onto rail.

(e)

In order to evaluate the impact of the GFIP on the alternative road network, traffic volumes were extracted from the traffic model that was developed for the GFIP project. The comparison between the do-nothing option and the upgraded tolled option was done for the year 2015. This model is updated every five years, and since this is the first period since construction, it would be completed in 2011. Therefore, the following model outputs were derived:

· 2015 Base Network – i.e. before the Gauteng Freeway Improvement Scheme.

· 2015 Upgraded and tolled network.

For each of these design year scenarios, the traffic volumes represented during

the following time periods were obtained from the following traffic models:

· Morning peak hour, representing the AM peak period.

· Mid-day hour, representing the average hour between the AM and PM peak periods.

· Afternoon peak hour, representing the PM peak period.

· Night hour, representing an average hour between the PM and AM peak

Periods.

· Weekend hour, representing an average hour between the Friday night and

Sunday night periods.

The impact of the GFIP, which involves the expansion and tolling of the existing SANRAL freeway network in Gauteng, can be determined by comparing the "Do-Nothing" case and the GFIP road network. Phase A1 of the GFIP project will be completed in 2011, therefore the first model design year thereafter was used for comparative purposes, since by this time traffic patterns would have balanced out, in that motorists would be familiar with the freeway network and alternative routes. Based on the results of the above comparison, the following is highlighted:

· The tolled freeway network offers additional capacity (compared to the "Do-Nothing" scenario), which is utilised during the main peak periods, being the AM, PM and to a lesser extent, the mid-day period between the AM and PM peaks.

· At night and during the weekends, traffic increases on the alternative "free" routes. However, when dispersed over the alternative roads, these increases are relatively small. It should also be taken into consideration that the traffic model does not consider the so-called motorway bonus which is the value of the additional comfort, convenience and safety offered by a freeway and which leads to additional attraction to the motorway for other purposes than road user cost savings. The motorway bonus does not take into account security during night-time travel, which will tend to increase the selection of freeways that are lit, requires no stopping at traffic signals and will have improved incident management systems, supported by Intelligent Transport Systems as well as a law enforcement unit.

· In terms of the overall alternative Provincial and Metropolitan road network, there should be a reduction of ±10% in travelled distance and in excess of 20% reduction in travel time on a daily basis as a result of the GFIP project.

· Comparing traffic volumes on key roads in the Provincial and Metropolitan road network, there is a daily reduction in traffic of between 5%-8% and a daily reduction of approximately 6% in heavy vehicle traffic on the Provincial and Metropolitan road networks. This should have the effect of extending the maintenance and expansion programmes for these roads resulting in significant savings for the Provincial and Metropolitan authorities.

SANRAL conducted a telephonic survey comprising of 27 000 freeway users whereby the origins and destinations, trip frequency as well as trip purpose was determined. This survey was designed statistically in order to determine monthly toll costs of road users, as well as the impact of frequent user discounts on toll revenue.

QUESTION NO 2254

DATE REPLY SUBMITTED: Thursday, 20 October 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 26 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 26 – 2011)

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

(1) Whether studies or research have been undertaken into the causes of crime and/or solution thereof on (a) trains and (b) stations; if not, why not; if so,

(2) what are the crime statistics by category for the past three financial years on trains;

(3) whether Metrorail have a memorandum of understanding with the SA Railway Police; if not, why not; if so, what (a) are the details of the memorandum of understanding and (b) is the number of security guards allocated to board Metrorail trains in each province?

REPLY:

The Minister of Transport:

(1) Security risk and threat assessments are continuously being conducted, which led to the establishment of various forums nationally, such as the Commuter Forums and Community Groupings, and with external stakeholders such as the Law Enforcement Agencies and rail related entities. The objective is to share rail crime and incidents information and intelligence so as to provide an appropriate pro-active safe and secure operational environment to enable safe and secure environment commuting.

(a) Yes, assessments of all train incidents and the trends thereof are undertaken regularly.

(b) Yes, assessments of all station incidents and an analysis of the trends are undertaken regularly.

(2) Crime Statistics for past three years:

The crime related statistics within the operational area of the Passenger Rail Agency of South Africa's (PRASA) Rail are a reflective of joint operations between PRASA Security and the South African Railway Police. The Crime Index and Statistics indicate an average annual reduction in crime of 36,78% as indicated in the table inserted below.

Contact crimes

2009/10

2010/11

% decrease

Murder and attempted murder

184

122

-33.7%

Sexual offences (rape and attempted rape and indecent assault)

202

70 (rape)

-65.3%

Assault GBH

449

231

-48.6%

Common assault

745

468

-37.2%

Aggravated robbery (includes hijacking of cars and trucks, house robbery, business robbery, bank robbery, robbery with a firearm and robbery with a weapon other than a firearm)

895

574

-35.9%

Common robbery

921

652

-29.2%

(3) The final terms and conditions of the Memorandum of Understanding (MOU) between PRASA Security and the South African Railway Police are under review by the respective entities. The MOU is currently with the South African Police Service (SAPS) for their final input.

(a) Despite the fact that the MOU has not been signed yet, members of both organizations at national and provincial level continue to work together to address the multitude of crime challenges within the very open rail environment. The following fully functional forums are ongoing, which are yielding many tangible benefits as the processes and interactions between the entities mature and converge:

· National Steering Committee meetings

· National Rail Crime Combating Forum meetings

· Provincial Rail Crime Combating Forum meetings

· Local Rail Crime Combating Forum meetings

(b) The security deployment on trains is dictated by security risk threat and vulnerability assessments. There are three primary areas of deployments, i.e. station deployment, onboard deployment and deployment within the operational channel for the protection of assets. The security contingent available to PRASA Security is utilized to address high- risk areas as dictated by security risk, threat and vulnerability assessments. The deployment for any of these segments may vary based on the nature and extent of the risks which PRASA is faced with.

SECURITY CONTIGENT PER PROVINCE

REGION

IN HOUSE

PRIVATE SECURITY

SARP

TOTAL

Gauteng

511

1645

1354

3510

Western Cape

336

874

510

1720

KwaZulu-Natal

245

217

545

1007

Eastern Cape

83

98

230

411

Grand Total = 6 648

QUESTION NO 2241

DATE REPLY SUBMITTED: WEDNESDAY, 14 SEPTEMBER 2011

DATE OF PUBLICATION IN INTERNAL QUESTION PAPER: FRIDAY, 19 AUGUST 2011 (INTERNAL QUESTION PAPER: NO 25 – 2011)

Dr D T George (DA) asked the Minister of Transport:

(1) Whether (a) he, (b) his deputy minister, (c) any specified officials and (d) any other persons have been issued with a government or official credit card during the period 1 April 2010 up to the latest specified date for which information is available; if so, what are the relevant details for him, his deputy minister and each holder of a credit card in respect of the (i) name, (ii) job title, (iii) credit limit, (iv) outstanding amount as at the latest specified date for which information is available, (v) monthly expenses incurred for each month since receiving the credit card, (vi) reason for such persons being issued with a credit card and (vii) uses that such a credit card is intended for;

(2) whether any such credit cards are over their credit limit; if so, (a) whose credit cards are over the limit and (b) what is the reason for the credit cards exceeding the limit;

(3) whether any action has been taken against such persons for exceeding their credit card limits; if not, why not; if so, what are the relevant details? NW2616E

REPLY:

The Minister of Transport:

(1) Neither (a) the Minister of Transport, nor (b) the Deputy Minister of Transport or (c) any specified officials in the Department of Transport (DoT) have been issued with a Government or official credit card during the period 01 April 2010 to date.

(d) The DoT's Travel Agent has been issued with an official credit card. The details are as follows:

(i) Travkor EPA (Pty) Ltd, trading as Travkor Sisano.

(ii) Not applicable.

(iii) The credit limit is R5 million per month.

(iv) Outstanding amount as at 31 July 2011: R1,822,935-17.

(v) Monthly expenses incurred for each month since receiving the credit card:

Ø April 2010 R3,150,645-42

Ø May 2010 R2,566,287-31

Ø June 2010 R 931,327-38

Ø July 2010 R1,035,717-34

Ø August 2010 R1,821,312-54

Ø September 2010 R2,314,578-46

Ø October 2010 R1,645,667-94

Ø November 2010 R1,955,880-55

Ø December 2010 R 819,356-10

Ø January 2011 R 463,413-75

Ø February 2011 R2,042,663-03

Ø March 2011 R2,895,559-80

Ø April 2011 R6,069,405-02

Ø May 2011 R2,017,727-31

Ø June 2011 R3,945,284-96

Ø July 2011 R1,822,935,17

(vi) Travel arrangements are not provided on credit.

(vii) Bookings for flights, accommodation and conferences.

(2) The credit card is not over its credit limit. Payments are made more than once per month where necessary to avoid going over the credit limit.

(a) and (b) Fall away.

(3) Falls away.