Description
Our paper about strategic plan 2011 12 2013 14 revised.
transport
Department:
Transport
REPUBLIC OF SOUTH AFRICA
STRATEGIC PLAN
2011/12 – 2013/14
REVISED
TABLE OF CONTENTS
Minister’s Foreword…………………………..................................................……..4
Deputy Minister’s Preamble………………....................................................……...6
Vision, Mission, Mandate & Values………….................................................…........8
Legislative Changes………………………….....................................................…..9
Policy Mandates………………………………...................................................…11
Relevant Court Rulings……………………......................................................…...12
Planned Policy Initiatives…………………....…......................................................13
Service Delivery Environment………………….....................................................15
Situational Analysis……………………………......................................................18
Organisational Environment…………………........................................................19
Performance Environment………………………..................................................21
Strategic Objectives………………….................................................…………….23
Programme 1…………………….…………....................................................……31
Programme 2…………………………....................................................………….37
Programme 3………………………....................................................…………….47
Programme 4…………………....................................................………………….52
Programme 5……………………………....................................................……….69
Programme 6…………………….....................................................………...……..80
Programme 7……………….....................................................………………….....88
Conditional Grants……………………................................................…………....93
Expenditure Trends……………..................................................………………......97
Notes…………………………………............................................……………...101
MINISTER’S FOREWORD
Minister Sibusiso Ndebele, MP
Minister of Transport
In his 2012 State of the Nation Address President
Jacob Zuma pronounced South Africa’s dire need
for social and economic infrastructure in Transport,
Energy, Telecommunication and other sectors. There
are 43 earmarked major infrastructure projects, adding
up to R3.2 trillion in expenditure in the next 3 years.
Through the 2010 FIFA World Cup Infrastructure
lessons, Infrastructure Development projectshave to
be spearheaded to enable a massive infrastructure
development to create more jobs, investment,
accessibility and tourism.
Over the MTEF period ahead, approved and budgeted
infrastructure plans amount to R845 billion, of which
under R300 billion is in the energy sector and R262 billion
in transport and logistics projects. The Department of
Transport through this Strategic Plan will oversee the
implementation of Transport projects for sustainable
infrastructure. During the Department’s Strategic
Planning Session in January 2012 we highlighted that
we will work hard in areas of Road Transport, Rail
Transport, Road Safety, Integrated Transport Planning,
Maritime Transport and Aviation Transport.
The Department of Transport is charged with providing
safe, reliable, effective, efficient, and fully integrated
transport operations that best meet the needs of freight
and passenger users. The Department is tasked with
providing the infrastructure and services in a manner
that is efficient and affordable to the individual and
Corporate users and also to the whole economy whilst
ensuring that we provide increasing levels of safety and
security across modes. We are clear in our strategic
vision of playing our part in driving our country towards
being a developed economy. No economy can thrive
without developed road, rail, maritime and aviation
infrastructure networks. No economy can develop
unless its transport sector playsits part infacilitating the
movement of people, goods and services throughout
the economy.
Over the past year we have added several projects
into our growing infrastructure base. This includes
the Gautrain Rapid Rail Link, the Rea Vaya Bus Rapid
Transit system in Johannesburg, the Gauteng Freeway
Improvement Scheme and the King Shaka International
Airport one of the few green field airports in Africa and
the world. This infrastructure investment trajectory,
a significant part of our country’s counter cyclical
approach to investment by the state, has been critical
in a meliorating and shielding South Africa from the
negative effects of the economic crisis that faced the
rest of the world recently. The 2010 FIFA World Cup also
served as a timely stimulus for ramped up investment
in transport infrastructure and will for a long time to
come serve as a solid base from which we can build up
investment in our infrastructure and services.
We are under no illusion about the magnitude of the
challenges that remain. One of these is to attract
investment into a number of areas including the
maintenance of infrastructure, provision of new
infrastructure in rural areas and urban areas of our
country. Urban mobility and rural access are some of
the key areas of focus over the medium term through
the rolling out of the S’HAMBASONKE Road Programme,
a labour intensive road maintenance programme that
seeks to empower communities both in urban and
rural settings. In line with government’s over arching
strategic focus we have identified the following areas
for attention:
• Job Creation
• Rural Access and Mobility
• Economic Development
• Poverty Alleviation
• Rail, Road and Aviation Transport integration
and planning
• Infrastructure Development and Maintenance
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Minister Sibusiso Ndebel
The demand for road and rail transport far outstrips
the capacity of government to fund these needs. In
this regard it is our consideration that infrastructure
investments which have direct and economic return
which can be monitored in terms of cost recovery and
profit should be seriously considered. The options to
fund transport infrastructure currently are not unlimited.
Infrastructure that has a demonstrable cost recovery
basis can be subject to a Public Private Partnership(PPP)
approach. Our view is that where possible the user pay
principle should apply and be implemented through
measures that do not place unnecessary strain on the
citizens and the economy.
The provincial and local road infrastructure is collapsing
through lack of maintenance. It will not assist merely to
complain about the neglect of the infrastructure. Ours is
to tackle it with the urgency it deserves. An amount of
R22billion has been made available across the medium
term to address road maintenance challenges and
rural access. Through our flagship project known as
S’HAMBASONKE we seek to improve our provincial road
infrastructure and create jobs through labour intensive
forms of road maintenance. The implementation will
include the national roll-out of the Zibambele Road
Maintenance Programme and similar programmes to
increase the labour content in our road maintenance
projects.
ROAD SAFETY
In2011wejoined the world in implementing the United
Nations Decade of Action for Road Safety which runs
from 2011-2020.Oneof the key elements of this
campaign is to have road fatalities by 2015. We are
going to pay more attention on the following:
• On going and increased funding for Roads and
Traffic Management
• Implementing the National Rolling Enforcement Plan
• Reducing Road Fatalities
• Implementation of AARTO
• Capacity Building for maintenance at District
and Municipal level
RAIL PROGRAMME
As part of our public transport strategy, we are
moving towards a high quality Integrated mass rapid
public transport network which includes rail, taxi and
bus services. The strategy aims to accelerate the
improvements in public transport by establishing
Integrated Rapid Public Transport Networks (IRPTNs),
which will introduce priority rail corridors and Bus
Rapid Transit (BRT) systems, among others. We are
engaging in a comprehensive rail upgrade that looks at
placing rail at the centre of our freight and commuter
movement. Rail is the future backbone of our public
transport system.
We have over the past five years invested over R40
billion in passenger rail infrastructure and services. Our
major challenge is that the bulk of our rail infrastructure
has reached the end of its economic life. Continuing with
a refurbishment programme alone has become counter-
productive. New investments in new infrastructure
which includes signaling and rolling stock is an absolute
necessity that will go along way in positioning rail as
the mode of choice and a reliable and efficient mass
mover both in the commuter and long distance space.
Recapitalizing the rail business of the Passenger Rail
Agency of South Africa (PRASA) also means that we
must re-invest in both the existing rail network and new
lines in order to respond in a decisive way to new post-
apartheid spatial and economic dynamics.
A focused rail revitalization programme will become
a key activity over the medium term working with
sister departments and our domestic and international
partners in the private sector.
Iamfully convinced that as we continue to work together
as a transport family traversing all spheres of governing,
our public entities and our key stakeholders, we will
make significant strides in addressing the challenges
and realizing our strategic goals over the planning
period covered by this Revised Strategic Plan 2011/12-
2013/14.Thisway we will continue to build impetus in
our drive to propel our country from a developing nation
to a developed one.
Minister Sibusiso Ndebele
ee, MP
Minister of Transport
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
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Mr. Jeremy Cronin,MP
DEPUTY MINISTER’S PREAMBLE
Mr. Jeremy Cronin,MP
Deputy Minister of Transport
The Department of Transport’s Strategic Plan for
2011/12 (Revised) is aligned with government’s overall
strategic objective of placing our economy onto a new
job-creating and more equitable growth path. Over the
past few years there has been a deepening appreciation
across government and indeed amongst the broader
South African public of the centrality of access and
mobility – and therefore transport - to consolidating
democracy and development in our country.
In the first place, major transport infrastructure
construction (and maintenance) programmes – many
of which were catalysed by our hosting of last year’s
2010 FIFA World Cup – continue to be central to
government’s ongoing infrastructure and job-creation
initiatives. In the course of this financial year and
going forward, the DoT will also focus increasingly on
infrastructure maintenance. Notably, this year’s budget
has ring-fenced, via the Division of Revenue Act, the
road maintenance grant to provinces. Through the
S’HAMBASONKE programme the DoT will work closely
with other spheres of government to ensure that
continuous maintenance of the road infrastructure is
sustained and that wherever possible labour-intensive
methods are deployed.
Public transport confronts many challenges in South
Africa, in particular the persisting legacy of apartheid
geography means that the great majority of workers
and poor continue to live in displaced dormitory
townships distant from work and other amenities. From
a transport operator business perspective, the resulting
long commutes, typically in one direction in the morning
and in the other direction in the evening, are fuel and
vehicle inefficient, and difficult to sustain without
significant levels of operational subsidy. For the users
of public transport, the cost of mobility and the time
spent in commuting are hugely draining. The results
of urban sprawl, of poorly integrated public transport
systems, and of infrastructure and planning that has
historically privileged private cars are to be seen daily
on many of our congested urban roads.
It is in this context that the DoT’s public transport
strategy of developing integrated rapid public transport
networks in 12 major cities needs to be understood. In
the course of 2011/12 further important progress will
be made in this respect.
In November 2011, eThekwini hosted the United
Nation’s COP17 conference on climate change. This
globally important event was an opportunity for
the transport sector in South Africa to reflect on its
responsibilities and potential positive contribution
to mitigating carbon emissions. In South Africa, the
transport sector is the second largest contributor (after
the energy sector) to carbon emissions. The good news
is that almost all of the things we need to do in any
case, from a developmental perspective, are the very
things that will help to reduce our transport-related
carbon emissions profile – privileging public transport
over private car use, de-congesting our roads through
travel demand measures, shifting a greater proportion
of freight onto rail, ensuring better spatial planning to
limit urban sprawl, and shortening our dependence on
long-distance international logistics routes by advancing
local, regional and continental development.
Let’s build on the successes of the recent past. Let’s
learn lessons from our recent challenges. Let’s move
together – S’HAMBASONKE!
Mr. Jeremy Cronin,MP
Deputy Minister of Transport
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Signature
Signature
Signature
Was developed by the Management of the Department of Transport (DoT) under the guidance
of Minister Sibusiso Ndebele, (MP).
Takes into account all the relevant policies, legislation and other mandates for which the
Department of Transport is responsible. Accurately reflects the strategic outcome oriented
goals and objectives which the DoT will endeavor to achieve over the period 2011/2012 to
2013/2014 as revised.
Mr. Dan Pretorius
Acting Chief Financial Officer (CFO)
Mr. George Mahlalela
Accounting Officer (AO)
Mr. Jeremy Cronin, MP
Deputy Minister of Transport
Signatur
Signature
Signature
APPROVED BY:
Minister Sibusiso Ndebele, MP
EXECUTIVE AUTHORITY Signature
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
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A1. The Vision
“Transport, the Heartbeat of Economic Growth and
Social Development!”
A2. The Mission
Lead the development of efficient integrated transport
systems by creating a framework of sustainable
policies and regulators and implementable models to
support government strategies for economic, social and
international development.
A3. Mandate
To maximize the contribution of transport to the
economic and social development goals of our country
by providing fully integrated transport operations and
infrastructure.
The main roles of the Department of Transport and its
public entities in relation to the transport sector are:
• policy and strategy formulation in all
functional areas;
• substantive regulation in functional areas
where DoT has legislative competence;
• implementation in functional areas where
DoT has exclusive legislative competence;
• leadership, coordination and liaison in all
functional areas;
• capacity building in all functional areas;
• monitoring, evaluation and oversight in all
functional areas; and
• stimulate investment and development
across all modes.
3.1 The functional and modal areas are:
• Civil Aviation (Air Transport)
• Maritime Transport
• Public Transport
• Road Transport
A4. Values
The core values of the Department are:
• Maintain fairness and equity in all our operations;
• Strive for quality and affordable transport for all;
• Stimulate innovation in the transport sector;
• Ensure transparency, accountability and monitoring of
all operations; and
• Ensure sustainability, financial affordability, accessibility
as well as the upholding of the Batho Pele principles.
A5. Outcomes
5.1 The Cabinet Lekgotla held from 20 to 22 January 2010
adopted the following 12 Outcomes:
1. Improved quality of basic education;
2. A long and healthy life for all South Africans;
3. All people in SA are and feel safe;
4. Decent employment through inclusive economic growth;
5. A skilled and capable workforce to support an inclusive
growth path;
6. An Efficient, Competitive And Responsive Economic
Infrastructure Network;
7. Vibrant, equitable and sustainable rural communities
with food security for all;
8. Sustainable human settlements and improved quality of
household life;
9. A responsive, accountable, effective and efficient local
government system;
10. Environmental assets and natural resources that are
well protected and continually enhanced;
11. Create a better SA and contribute to a better and safer
Africa and the World; and
12. An efficient, effective and development oriented public
service and an empowered, fair and inclusive citizenship
5.2 Minister of Transport Chairs Outcome 6 and has outlined
the following areas in his performance and delivery agreement
signed with the State President on 30 October 2010.
Ministerial Outputs:
1. Increase the market share of total freight to rail to an
annualised 250 million tons from the current 178 million
tons by 2014;
2. Benchmarking cost of building and maintenance of roads to
assess our efficiency and developing an appropriate funding
model to ensure adequacy of supply and maintenance. An
agreed methodology for assessing adequacy of supply is
crucial to this output;
3. Implementation of the Road Infrastructure Strategic
framework for South Africa (RISFSA);
4. Implementation of the approved Rural Transport Strategy
for South Africa;
5. Road accident fatalities to come down from 14 600 by
2014 (a 5% per annum reduction) adjusted for total vehicle
kilometres travelled;
6. Ring-fencing of road maintenance funds, including
construction and maintenance of Rural Roads;
7. Development of Integrated Rapid Public Transport
Networks (IRPTNs) in twelve (12) cities and six (6) rural
districts;
8. Completion of the Rail Policy and Rail Act;
9. Establishment of a Rail Economic Regulator;
10. Implementation of the National Freight Logistic
Strategy;
11. 10% of the identified new investment in rail should be
PPP projects;
12. Introduce private operators at branch level (secondary
rail network);
13. Implement the National Ports Act and create transparent
cross-subsidies between port and rail infrastructure; and
14. Introduce competition for the management of container
terminals.
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
5.3 Departmental Outcomes:
1. An efficient and integrated transport infrastructure
network for social and economic development.
The Department will ensure the maintenance and strategic
expansion of the road network, and support the development
of road asset management system in rural and provincial
authorities. In addition, the Department will support rail and
ports efficiency and enhance capacity and competitiveness.
2. A transport sector that is safe and secure.
The Department will implement various policy interventions
that seek to reduce the number of incidents in the road, rail,
aviation and maritime environment.
3. Improved rural access, infrastructure and mobility.
The Department will improve rural access by assisting
municipalities in developing road asset management
systems, which will assist in the implementation of the Road
Infrastructure Strategic Framework of South Africa.
4. Improved public transport systems.
Public transport is a critical strategic imperative in the
Department’s service delivery agenda. Over the medium
term, the Department will implement measures to ensure an
effective, efficient, affordable and accessible public transport
system in both urban and rural areas through, among others,
the implementation of integrated public transport networks,
and establishment and strengthening of regulatory entities,
acquisition of new rail rolling stock, and development and
upgrading of priority passenger rail corridors.
5. Increased contribution to job creation.
The Department will prioritise job creation through the
implementation of an industry empowerment model, the
finalization and approval of the maritime policy underpinned
by industry development, and broad based black economic
empowerment (BEE).
6. Increased contribution of transport to environmental
sustainability.
The Department will implement measures aimed at reducing
the impact of transport on climate change by supporting more
energy efficient modes of freight and passenger transport
and promote the use of cleaner fuels.
A6. LEGISLATIVE CHANGES
The Department of Transport is responsible for maximizing the
contribution of transport to the economic and social development
goals of the society by providing fully integrated transport
operations and infrastructure.
a) National Land Transport Act, 2009 (Act No 5 of 2009)
The Act provides for the further transformation and restructuring
of public transport planning and regulation. It takes forward
policy initiated by the National Land Transport Transition Act,
2000(Act No. 22 of 2000), and it seeks to further empower
the role of the municipal sphere in the provision of public
transport.
b) Civil Aviation Act, 2008
The Act gives effect to the Republic’s obligation to comply with
the Regulations of the International Civil Aviation Organisation
(ICAO). The Act provides for the establishment of a South
African Civil Aviation Authority with safety and security oversight
functions, and the establishment of an independent Aviation
Safety Investigation Board in compliance with Annex 13 of the
Chicago Convention.
A6.1 LEGISLATIVE CHANGES ENVISAGED IN
2011/2012
a) Merchant Shipping (Civil Liability Convention Bill)
The purpose of this Bill is to enact the International Maritime
Organization Protocol of 1992; to amend the International
Convention on Civil Liability for Oil Pollution Damage of 29
November 1969 into law and to provide for matters connected
therewith. The Bill creates the legal liability of the ship owner in
the event of oil pollution in the sea.
b) Merchant Shipping (International Oil Pollution
Compensation fund) (Contributions) Bill
The purpose of the Bill is to impose contributions on persons
contemplated in Article 10 of the International Convention on
the Establishment of an International Fund for Compensation
for Oil Pollution Damage, 1992; and to provide for matters
connected therewith.
The contributions by the ship owner will be used to pay
for damages caused by the oil spillage and also when
the ship owner cannot satisfactorily compensate for the
damages caused. The contribution will be used to pay the
cleaning of the oil spill.
c) Merchant Shipping (International Oil Pollution
Compensation Fund) Bill
The purpose of this Bill is to enact the International
Maritime Organization Protocol of 1992: to amend the
International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution
Damage of 18 December 1971 into law. The Bill was
published for public comments and was subsequently
referred to the office of the State Law Advisers for
scrutiny.
d) South African Maritime and Aeronautical Search
and Rescue Amendment Bill
To incorporate the International Maritime Search and
Rescue Act, 2002 (Act No 44 of 2002); to give effect to
the structural changes introduced to the South African
Aeronautical Search and Rescue Organization. The
purpose of this bill is to harmonize the working relationship
of committees as required by the organization. To align
certain sections of the principal Act, to make way for the
Act to comply with the current developments.
e) Maritime Transport Security Bill
The Bill proposes to repeal and replace the existing
Merchant Shipping (Maritime Security) Regulations,
2004, made under the Merchant Shipping Act, 1951.
The Bill’s main purpose is to safeguard against unlawful
interference with maritime transport. It seeks to achieve
this purpose by continuing the risk-based and outcome
focused approach, first adopted in the 2004 regulations,
of a regulatory scheme centered on the development
of security plans for ships, ports, offshore facilities and
other maritime transport operations.
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f) Merchant Shipping Amendment Bill
The Bill’s main object is to revise the limitation of liability
provision; to modernize the law relating to ship owner’s
limitation by introducing a provision that is consistent
with the provision of the 1976 Convention on Limitation
of Liability for maritime claims and its 1996 Protocol; to
introduce compulsory accident insurance for seafarer who
suffered death or personal injury as a result of workplace
accidents; and to give effect to the International Maritime
Labour Convention. Once the convention is ratified by the
Department of Labour, the Bill will then be introduced as it
gives effect to the aforementioned Convention.
g) Transport Law Enforcement and Related Matters
Amendment Bill
The Bill seeks to improve and facilitate law enforcement
measures for collections of tolls; and to include offences
relating to the non-payment of toll in the AARTO system.
h) National Road Traffic Amendment Bill
This bill address issues relating to the fitness of the drivers;
to address registrations and grading of the license testing
centres; and to deal with matters connected therewith.
i) Merchant Shipping (Safe Containers) Convention
Bill
The purpose of the Bill is to give effect to the International
Convention for Safe Containers and for related matters. The
Bill will maintain a high level of safety of human life in the
transport and handling of containers by providing generally
acceptable test procedure and related strength requirements.
The Bill will facilitate transport of containers by providing
uniform internal safety regulations, equally applicable to all
modes of surface transport.
j) South African Maritime Authority Amendment Bill
This Bill amends the South African Maritime Safety Authority
Act, 1998 (Act No. 5 of 1998). The Bill’s purpose, generally, is
to improve the functioning of the Authority and to harmonise
the provisions of the principal Act with those of the current
legislative developments
LAWS ADMINISTERED BY THE DEPARTMENT OF TRANSPORT
AVIATION
Carriage by Air Act,1946 (Act 47 of 1946)
Aviation Act,1962 (Act 74 of 1962)
Air Services Licensing Act, 1990 (Act 115 of 1990)
Airports Company Act, 1993 (Act 44 of 1993)
Air Traffic and Navigation Services Company Act, 1993(Act 45 of 1993)
Convention on the International Recognition of Rights in Aircraft Act, 1993 (Act 53 of 1993)
International Air Services Act, 1993 (Act 60 of 1993)
South African Civil Aviation Authority Levies Act,1998 (Act 41 of 1998)
South African Airways Unallocatable Debt Act, 2000 (Act 7 of 2000)
South African Maritime and Aeronautical Search and Rescue Act, 2002 (Act 44 of 2002)
Convention on International Interests in Mobile Equipment Act, 2007 (Act 4 of 2007)
Civil Aviation Act, 2009 (Act 13 of 2009)
MOTOR VEHICLES
Road Transportation Act, 1977 (Act 74 of 1977)
Urban Transport Act, 1977 (Act 78 of 1977)
Road Traffic Act, 1989 (Act 29 of 1989)
Financial Supervision of the Road Accident Fund Act, 1993 (Act 8 of 1993)
Road Accident Fund Act, 1996 (Act 56 of 1996)
National Road Traffic Act, 1996 (Act 93 of 1996)
Cross Border Road Transport Act, 1998 (Act 4 of 1998)
Transport Appeal Tribunal Act, 1998 (Act 39 of 1998)
National Land Transport Interim Arrangements Act, 1998 (Act 45 of 1998)
Administrative Adjudication of Road Traffic Offences Act, 1998 (Act 46 of 1998)
Road Traffic Laws Rationalisation Act, 1998 (Act 47 of 1998)
Road Accident Fund Commission Act, 1998 (Act 71 of 1998)
Road Traffic Management Corporation Act, 1999 (Act 20 of 1999)
National Land Transport Transition Act, 2000 (Act 22 of 2000)
National Land Transport Act, 2009 (Act 05 of 2009)
RAILWAYS AND HARBOURS
Railway Purchase Act,1971 (Act 25 of 1971)
Railway and Harbours Purchase Act,1977(Act 47 of 1977)
Railway Construction Act,1985 (Act 75 of 1985)
Second Railway Construction Act,1985 (Act 94 of 1985)
South African Transport Services Conditions and Service Act,1988 (Act 41 of 1998)
Legal Succession to the South African Transport Services Act, 1989 (Act 9 of 1989)
National Railway Safety Regulator Act, 2002 (Act 16 of 2002)
National Ports Act, 2005 (Act 12 of 2005)
ROADS
Advertising on Roads and Ribbon Development Act, 1940 (Act 21 of 1940)
National Roads Act,1972 (Act 54 of 1971)
National Road Safety Act,1972 (Act 9 of 1972)
South African Roads Board Act, 1988 (Act 74 of 1988)
Transport Deregulation Act, 1988 (Act 80 of 1988)
South African National Roads Agency Limited and National Roads,1998 (Act 07 of 1998)
SHIPPING
Merchant Shipping Act,1951 (Act 57 of 1951)
Marine Traffic Act, 1981 (Act 2 of 1981)
Carriage of Goods by Sea Act,1986(Act 1 of 1986)
Marine Pollution (Prevention of Pollution from Ships), 1986 (Act 2 of 1986)
Shipping and Civil Aviation Laws Rationalisation Act, 1994 (Act 28 of 1994)
Wreck and Salvage Act, 1996 (Act 94 of 1996)
South African Maritime Safety Act, 1998 (Act 5 of 1998)
South African Maritime Safety Authority Levies Act, 1998 (Act 6 of 1998)
Ship Registration Act, 1998 (Act 58 of 1998)
Sea Transport Documents Act, 2000 (Act 65 of 2000)
A7. POLICY MANDATES
a) National White Paper on Transport Policy, 1996
The vision of the White Paper on National Transport policy is to provide safe, reliable,
effective, efficient, and fully integrated transport operations and infrastructure which will
best meet the needs of freight and passenger customers at improving levels of service and
cost in a fashion which supports government strategies for economic and social development
whilst being economically and environmentally sustainable.
b) White Paper on National Policy on Airports and Airspace Management, 1997
This is a national policy response on airports and airspace management as a result of far-
reaching changes which have occurred in recent years in South Africa in general and in civil
aviation in particular.
c) National Commercial Ports Policy, 2002
This aim of this policy is to ensure an internationally competitive port system informed
by the knowledge that efficient ports are known to be catalysts for increased trade, and
thus provide a comparative advantage for international trade. Thus this policy aims to
ensure affordable, internationally competitive, efficient and safe port services based on
the application of commercial rules in a transparent and competitive environment applied
consistently across the transport system.
The importance of this policy is further highlighted by the fact that globalisation pressures
make it essential that nations integrate their transport systems into the global logistics
network. Ports are naturally being incorporated into this changing system and have to adjust
to the new challenges and environment.
d) Taxi Recapitalisation Policy, 2009
The Taxi Recapitalisation Policy (TRP) is an intervention by Government to bring about safe,
effective, reliable, affordable and accessible taxi operations by introducing New Taxi Vehicles
(NTVs) designed to undertake public transport functions in the taxi industry.
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A8. RELEVANT COURT RULINGS
PARTIES ORDER
1 Road Accident Fund &
Minister of Transport /
VusumziMdeyide
The Road Accident Fund and the Minister of Transport appealed against the decision of the Eastern Cape High Court declaring section 23(1) of
the RAF Act unconstitutional.
Section 23(1) of the RAF Act provides that, the right to claim compensation from the Fund, or an agent, in respect of loss or damage arising
from the driving of a motor vehicle in the case where the identity of either the driver or the owner thereof has been established, shall
prescribe (lapse) upon expiry of a period of three years from the date upon which the cause of action arose.
The Constitutional Court ordered as follows:
1. The appeal by the Minister and RAF is upheld;
2. The declaration of Constitutional invalidity of the Eastern Cape High Court is not upheld;
3. The Respondent’s claim is dismissed;
4. There is no order as to costs.
2 Law Society of South
Africa and 11 others /
Minister of Transport &
Road Accident Fund
The Law Society and Others appealed against the finding of the North Gauteng High Court that the following provisions are constitutional:
a. Abolition of the common law right to claim damages;
b. Capping the amounts claimable for loss of income;
c. The tariffs determined for health services.
The Constitutional Court ordered as follows:
1. The Applicants’ (Law Society and Others) appeal is dismissed i.e. the Court held that:
a. The abolition of the common law right to claim damages is constitutional;
b. The capping of the loss of income is constitutional;
c. The tariffs for health services were however, inadequate. The Court then ordered the Minister to prescribe new tariffs for health services.
3 Anele Mvumvu and 2
others / Minister of
Transport and the Road
Accident Fund
The Appellants - Mvumvu, Pedro and Smith, appealed against a decision of the Western Cape High Court, in which they challenged the validity
and constitutionality of section 18 of the Road Accident Fund Act.
Section 18 limited claims to R 25 000 for a person who suffered bodily injury or death whilst being conveyed for:
a. Reward;
b. In the course of the lawful business of the owner; or
c. In the course of his or her employment.
The Minister did not oppose the constitutional attack on section 18 of the RAF Act. However, he had taken issue with an order of constitutional
invalidity having immediate or retrospective effect. The effect of such an order would adversely affect the financial status of the RAF.
The Constitutional Court ordered as follows:
1. It declared that section 18 of the Road Accident Fund Act as read before 1 August 2008 is inconsistent with the Constitution and invalid;
2. The declaration of invalidity referred to in paragraph 1 above is suspended for 18 months from the date of the order, to enable Parliament to
cure the defect;
3. In the event of the declaration of invalidity coming into force without Parliament having cured the defect, the order of invalidity will not
apply to claims in respect of which a final settlement has been reached or a final judgment has been granted, before the date of this order.
A9. PLANNED POLICY INITIATIVES
National Rail Transport Policy
The finalization of the policy development regarding Rail Transport will finally bring certainty and a formal policy position of the Department of Transport regarding the governance to
the Rail Transport sector in South Africa. The policy would further seek to facilitate the social and economic objectives of government by articulating on the importance of an efficient
Rail Transport system that should cater for both freight and passenger needs.
National Scholar Transport Policy
The policy development process regarding the transportation of scholars to and from their educational institutions has been happening for a while and a finalization of this policy
will provide the Department of Transport and government at large with a policy framework in the addressing the challenges that scholars encounters on a daily basis and overall
management of scholar transport in South Africa.
National Non-Motorised Transport policy
The conclusion of the policy development process for Non-Motorised transport will assist to further entrench the objective to formally recognize the role that Non-Motorised transport
plays in the improvement of accessibility and mobility in both urban and rural settings of South Africa.
National Maritime Transport policy
This policy will assist the Department of Transport and government to optimize on the opportunities presented by the Maritime Transport sector and the facilitation of trade between
South Africa and her partners.
National Aviation Policy
The Aviation policy addresses aviation safety and security, institutional arrangements, aviation infrastructure, air transport, general aviation, unmanned aircraft systems, aircraft
operations, research and development to mention but a few. The finalization of the policy development process will assist the Department of Transport and government to have a
formal policy position in the governance of Aviation in the country.
Development of the National Roads Transport Policy
The development of the new National Roads Transport policy would begin to respond to the increasing new challenges that the Road Transport sector is encountering particularly with
the need for updating the current road policy and legislation framework, need for sustainable funding for road maintenance and upgrade, new road safety initiatives, creation of job
opportunities,
Road Accident Benefit Scheme (RABS)
RAF No-Fault Policy / Road Accident Benefit Scheme (RABS): In November 2009, Cabinet approved the policy to provide benefits to road accidents victims as a form of social security
and to move away from the current fault based systems.
The draft no-fault policy for the proposed Road Accident Benefit Scheme (RABS) has been revised and finalized following consideration of public comments received and costing
analysis. The RABS will form part of the Comprehensive Social Security System (CSSS) and aims to provide a more sustainable, affordable, equitable and reasonable scheme. It
aims to further eliminate disparities with regard to access to treatment and compensations.
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
13
ST ATEGIC P A
"Trans.pothe Heartbeat of Econom c Growth ar d Soaal Developmen
George Mahlalela
DIRECTOR-GENERAL
A10. SERVICE DELIVERY ENVIRONMENT
We present this Strategic Plan against the back drop of major
strides made in various areas with regard to transport, yet
the challenges related to public transport infrastructure
and services remain daunting. For our 2011-14 strategic
approach we have taken a simplified approach involving
catalytic projects and regulatory issues. We have simplified our
programme structure by grouping related functions together
resulting in seven programme envelopes. These are Road
Transport, Public Transport, Civil Aviation, Maritime Transport,
Rail Transport, Integrated Transport Planning and Transport
Information Systems. Our view is that these programmes
not only set the agenda for the Department of Transport but
become a sector programme–that is a collective programme for
the Department, Transport Entities, Provinces, Municipalities
and key private sector stakeholders. This approach suggests
a need for convergence among all the stakeholders, and a
seamless alignment in their delivery models. As part of this
process we have been engaging with Provinces and local
government attempting to cement this convergence and ensure
responsiveness to the realities on the ground.
Programme 1:
Administration
This programme deals with key subjective weaknesses,
challenges and issues within the entire sector, mainly
organizational capacity challenges in many parts of the sector
as according to the following categories and challenges:
• Programme Co-ordination across the sector
• Enterprise Portfolio Management (Project Management Unit)
• Critical sector information for decision making
• Repositioning the Department in order to provide leadership
in the sector
In this sector the following interventions are required; the
Department’s regulatory capacity in economic tariffs and safety
across all modes for creating an environment conducive to
increasing investment in this sector. Through the Corporate
Services Programme we need to define and better coordinate
our investment agenda which will in turn create certainty to the
market and the rest of the investment which coordinates and
supports programmes and projects of all delivery agents within
the transport sector, create project management capacity.
Challenges that we face within the transport entities include
agencies faced with financial challenges that
include underfunding; increasing import costs, funding
pressures and difficulties in critical areas such as; Engineering,
Project Management and Financial Management.
Programme 2:
Integrated Planning and Development
This programme is the heart of the sector and is responsible
for the articulation of short, medium and long-term transport
plans. We need to ensure that we develop a shared agenda
for the transport sector. This programme should work on
catalytic projects that are:
• Our planning term upto 2014
• Until 2025–linked to the National Planning Horizon
• Transport Planning until 2050
• Investment and funding strategies
• Job creation and skills required
• Safety and Regulatory issues
• Sector performance measures and instruments.
Programme 3:
Rail Programme
The Rail Programme is responsible for both passenger and
freight infrastructure and operations. This responsibility is
shared with Passenger Rail Agency of South Africa (PRASA),
Rail Safety Regulator (RSR ) and Transnet. The following
challenges characterize our rail sector:
• Rails assets across the board have reached the end of their
life cycles and need for acquisition of new rolling stock for
PRASA and Transnet
• The National Master Plan(NATMAP), recommends along
distance rapid rail systems, connecting Johannesburg to
Durban, CapeTown and Musina
• South Africa is expected to drive an African programme to
connect the North and South
• Mining houses and provinces are proposing new rail lines
with private sector players
• All provinces are proposing projects linked to the
revitalization of our branch lines
• All players in the sector agree on the massive rail
investment programme in South Africa.
This programme has the potential of creating jobs; reducing
the cost of doing business and the integration of our economy
with the rest of the continent. Rails assets across the board
have reached the end of their life cycles and there is a need
for acquisition of new rolling stock for PRASA and Transnet
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
15
Programme 4:
Road Transport
Since 1994, government has worked on more than 600,000km of
new roads. The Gauteng Freeway Improvement Scheme, which
played a crucial role during the hosting of the 2010 FIFA World Cup
in reducing traffic congestion between OR Tambo International
Airport and Tshwane and between Johannesburg and Tshwane,
will continue to play a major role in the transportation of people
between the two Cities. The maximum road network that SANRAL
is mandated to maintain is 20,000km, which has been identified
and will be amalgamated into the network. Rural roads in most
of the Provinces have been upgraded and constructed through
labour intensive programmes. The Road Transport programme will
be responsible for the co-ordination of our road infrastructure and
traffic regulation functions. We are also mobilizing other agencies
like the Development Bank of Southern Africa (DBSA), the Council
for Scientific and Industrial Research (CSIR) to be part of the
Road steam charged with the responsibility of conceptualizing
innovative solutions ranging from funding the road infrastructure
network to ensuring that the national road network is maintained
in a pristine condition. As we continue with the execution of our
mandate, it is essential that we complete the synchronization of
our projects and processes and also identify skills and capacity
gaps throughout the delivery chain. We had two road summits
in 2010 addressing road related matters–Road Safety and Roads
Summits. Issues revolving around funding backlogs, proper
asset management, skills development and co-coordinated traffic
management strategies were tackled. From these summits,
we have begun the implementation of three important flagship
projects which are:
• S’hamba Sonke Programme
• Establishment of Road Safety Councils
• Enforcement Campaign
We have also begun with the implementation of the Road
Infrastructure Strategi Framework for South Africa (RISFSA),
including the rollout of an Asset Management System and there
classification of the Road network
There are four big challenges within the road sector that we intend
tackling over the medium term. These are:
• On going and increased funding for Roads and
Traffic Management
• Reducing Road Fatalities
• Implementation of AARTO
• Capacity building for road infrastructure maintenance at
District and Municipal level.
Programme 5:
Aviation
Aviation plays a very important role in economic
development and tourism enhancement for international
travelers. Our emphasis regarding the implementation of the
Air lift Strategy and the Yamoussoukro Decision will remain
central and a priority in our planning within our aviation
environment. The aviation programme is responsible for the
co-ordination of our Aviation infrastructure and operations.
Agencies sharing this responsibility are the Civil Aviation
Authority of South Africa, Airports Company of South
Africa, Air Traffic Navigation Services and the Regulation
Committee and the soon to be established Board. The
strategic partners are the airline and independent airports
operators. The challenges within the Aviation sector that
we need to engage on include:
• Review and implementation of the Yamassoukrou
Declaration
• Implementation of the Airports Development Plan
• Protection of the ACSA Balance Sheet
We have invested R25Billion over the past 5 years in a
Build programme for our main airports.
As we move forward we will have to find ways to intervene
in the following areas to improve:
• Capacity Challenges
• Convergence Framework
• Strategic Lekgotla Decisions Required
• Institutional Reform
• Proposed Future Funding Frameworks
• Standards/Performance Measures and Sector
Performance
• Technical, Community, Economic Growth and Job
Creation
• Implementation co-ordination on urban integration;
corridor development strategies, capacity development,
skills development, technology and programme
management.
Programme 6:
Maritime
This programme is responsible for maritime and
ports development. It deals with the economic and
safety regulatory issues, ports, coastal and shipping
development. Its overall responsibility includes the
general development o four maritime sector. It shares
its responsibility with South African Maritime and Safety
Authority, the Ports Regulator and Transnet.
Challenges in the Maritime Sector include:
• No maritime policy for South Africa; we therefore
cannot develop strategies and programmes
• We are still to finalize the African Maritime Charter
which was adopted by the African Union Summit which
took place during our October Transport Month 2009
• Co-ordination of roles and responsibilities on the
National Ports Acts between the DoT, Department of
Public Enterprises, Transnet and other stakeholders
have not been resolved
Other key strategic issues:
• How to promote coastal shipping and coastal trading;
• How to promote local shipping and the development
of a local register; and
• How do we position ourselves as a country which is
regarded as an important gate way to Africa
Programme 7:
Public Transport
More than 65% of South Africans use public transport
everyday. This compels that our rail, bus and taxi services
should be affordable, efficient, safe and sustainable.
The Public Transport Programme is responsible for the
co-ordination of our Public Transport Infrastructure
and operations. This responsibility is also shared with
Provinces, Municipalities, and the soon to be established
National Public Transport Regulator. Strategic Partners
will be the Development Bank of Southern Africa, the
Industrial Development Corporation, SANTACO, SA BOA
and emerging bus organizations.
16
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Our observations have reflected key strategic issues
that require attention and these are:
• Critical review and implementation of the National
Land Transport Act, particularly the allocation of
functions and responsibilities
• Resolution of the outstanding conversion of
operating licences for taxis and buses
• Co-ordination programme for new contracts for
Public Transport Operation Grants (PTOG)
• Review of the Public Transport Funding Framework–
Public Transport Operation Grant, Taxi
Recapitalization Programme and Public
Transport Infrastructure and Systems (PTIS) Grant
• A Public Transport Empowerment Programme,
specifically for the taxi industry and the small
Bus operators.
In March 2007,Cabinet approved the public transport
strategy which is our guide to implement key projects
that will enhance mass public transit networks. The
networks consist of bus, rail and taxis operating in
priority corridors supported by feeder systems in major
cities. The plan envisages the creation of safe, reliable
and sustainable public transport services
Through this Revised Strategic Plan I would like the
transport family and all transport stakeholders and
transport users, planners and scientists to engage
our transport challenges and plans, solutions and to
form part of a constructive dialogue to find long-lasting
solutions in our endeavor to achieve our targeted
growth goals so that we can improve and enable the
social and economic development of our people.
George Mahlalela
DIRECTOR-GENERAL
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
17
STRENGTHS
ANSPORT
BACKGROUND
Aim: To lead the provision of an integrated, sustainable, reliable and safe transport system through planning,
development, coordination, promotion and the implementation of transport policies, regulations and strategies.
SITUATIONAL ANALYSIS
STRENGTHS:
• Political willingness and direction
• New organizational structure
STRENGTHS
THREATS:
• Lack of funding key Infrastructure projects
success of Infrastructure projects is largely
dependent on the fiscus
• Job creation targets not met as a result of
poor coordination and planning together at
3-tiers of Government
• Legislation as an inhibitor i.e. many
procedures are governed by legislation, which
does not allow flexibility and innovation
THREATS
SWOT
Analysis
WEAKNESSES
WEAKNESSES:
• Non-aligned programmes to funding resources, this
leads to slow turnaround times w.r.t. service delivery
• M&E plans, quarterly reports and high quality
performance information data that is reliable,
authentic and readily available for audit purposes
• Non-adherence to regulatory framework e.g. PFMAA
OPPORTUNITIES
OPPORTUNITIES:
• Integrated planning > creation of Project Management Unit (PMU) and IT Hub
• Doing things different resulted in the creation of the Departmental new structure > Mode based
• To align planning with Government priorities and Minister’s Service Delivery Agreement
18
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TR
19
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Our paper about strategic plan 2011 12 2013 14 revised.
transport
Department:
Transport
REPUBLIC OF SOUTH AFRICA
STRATEGIC PLAN
2011/12 – 2013/14
REVISED
TABLE OF CONTENTS
Minister’s Foreword…………………………..................................................……..4
Deputy Minister’s Preamble………………....................................................……...6
Vision, Mission, Mandate & Values………….................................................…........8
Legislative Changes………………………….....................................................…..9
Policy Mandates………………………………...................................................…11
Relevant Court Rulings……………………......................................................…...12
Planned Policy Initiatives…………………....…......................................................13
Service Delivery Environment………………….....................................................15
Situational Analysis……………………………......................................................18
Organisational Environment…………………........................................................19
Performance Environment………………………..................................................21
Strategic Objectives………………….................................................…………….23
Programme 1…………………….…………....................................................……31
Programme 2…………………………....................................................………….37
Programme 3………………………....................................................…………….47
Programme 4…………………....................................................………………….52
Programme 5……………………………....................................................……….69
Programme 6…………………….....................................................………...……..80
Programme 7……………….....................................................………………….....88
Conditional Grants……………………................................................…………....93
Expenditure Trends……………..................................................………………......97
Notes…………………………………............................................……………...101
MINISTER’S FOREWORD
Minister Sibusiso Ndebele, MP
Minister of Transport
In his 2012 State of the Nation Address President
Jacob Zuma pronounced South Africa’s dire need
for social and economic infrastructure in Transport,
Energy, Telecommunication and other sectors. There
are 43 earmarked major infrastructure projects, adding
up to R3.2 trillion in expenditure in the next 3 years.
Through the 2010 FIFA World Cup Infrastructure
lessons, Infrastructure Development projectshave to
be spearheaded to enable a massive infrastructure
development to create more jobs, investment,
accessibility and tourism.
Over the MTEF period ahead, approved and budgeted
infrastructure plans amount to R845 billion, of which
under R300 billion is in the energy sector and R262 billion
in transport and logistics projects. The Department of
Transport through this Strategic Plan will oversee the
implementation of Transport projects for sustainable
infrastructure. During the Department’s Strategic
Planning Session in January 2012 we highlighted that
we will work hard in areas of Road Transport, Rail
Transport, Road Safety, Integrated Transport Planning,
Maritime Transport and Aviation Transport.
The Department of Transport is charged with providing
safe, reliable, effective, efficient, and fully integrated
transport operations that best meet the needs of freight
and passenger users. The Department is tasked with
providing the infrastructure and services in a manner
that is efficient and affordable to the individual and
Corporate users and also to the whole economy whilst
ensuring that we provide increasing levels of safety and
security across modes. We are clear in our strategic
vision of playing our part in driving our country towards
being a developed economy. No economy can thrive
without developed road, rail, maritime and aviation
infrastructure networks. No economy can develop
unless its transport sector playsits part infacilitating the
movement of people, goods and services throughout
the economy.
Over the past year we have added several projects
into our growing infrastructure base. This includes
the Gautrain Rapid Rail Link, the Rea Vaya Bus Rapid
Transit system in Johannesburg, the Gauteng Freeway
Improvement Scheme and the King Shaka International
Airport one of the few green field airports in Africa and
the world. This infrastructure investment trajectory,
a significant part of our country’s counter cyclical
approach to investment by the state, has been critical
in a meliorating and shielding South Africa from the
negative effects of the economic crisis that faced the
rest of the world recently. The 2010 FIFA World Cup also
served as a timely stimulus for ramped up investment
in transport infrastructure and will for a long time to
come serve as a solid base from which we can build up
investment in our infrastructure and services.
We are under no illusion about the magnitude of the
challenges that remain. One of these is to attract
investment into a number of areas including the
maintenance of infrastructure, provision of new
infrastructure in rural areas and urban areas of our
country. Urban mobility and rural access are some of
the key areas of focus over the medium term through
the rolling out of the S’HAMBASONKE Road Programme,
a labour intensive road maintenance programme that
seeks to empower communities both in urban and
rural settings. In line with government’s over arching
strategic focus we have identified the following areas
for attention:
• Job Creation
• Rural Access and Mobility
• Economic Development
• Poverty Alleviation
• Rail, Road and Aviation Transport integration
and planning
• Infrastructure Development and Maintenance
4
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Minister Sibusiso Ndebel
The demand for road and rail transport far outstrips
the capacity of government to fund these needs. In
this regard it is our consideration that infrastructure
investments which have direct and economic return
which can be monitored in terms of cost recovery and
profit should be seriously considered. The options to
fund transport infrastructure currently are not unlimited.
Infrastructure that has a demonstrable cost recovery
basis can be subject to a Public Private Partnership(PPP)
approach. Our view is that where possible the user pay
principle should apply and be implemented through
measures that do not place unnecessary strain on the
citizens and the economy.
The provincial and local road infrastructure is collapsing
through lack of maintenance. It will not assist merely to
complain about the neglect of the infrastructure. Ours is
to tackle it with the urgency it deserves. An amount of
R22billion has been made available across the medium
term to address road maintenance challenges and
rural access. Through our flagship project known as
S’HAMBASONKE we seek to improve our provincial road
infrastructure and create jobs through labour intensive
forms of road maintenance. The implementation will
include the national roll-out of the Zibambele Road
Maintenance Programme and similar programmes to
increase the labour content in our road maintenance
projects.
ROAD SAFETY
In2011wejoined the world in implementing the United
Nations Decade of Action for Road Safety which runs
from 2011-2020.Oneof the key elements of this
campaign is to have road fatalities by 2015. We are
going to pay more attention on the following:
• On going and increased funding for Roads and
Traffic Management
• Implementing the National Rolling Enforcement Plan
• Reducing Road Fatalities
• Implementation of AARTO
• Capacity Building for maintenance at District
and Municipal level
RAIL PROGRAMME
As part of our public transport strategy, we are
moving towards a high quality Integrated mass rapid
public transport network which includes rail, taxi and
bus services. The strategy aims to accelerate the
improvements in public transport by establishing
Integrated Rapid Public Transport Networks (IRPTNs),
which will introduce priority rail corridors and Bus
Rapid Transit (BRT) systems, among others. We are
engaging in a comprehensive rail upgrade that looks at
placing rail at the centre of our freight and commuter
movement. Rail is the future backbone of our public
transport system.
We have over the past five years invested over R40
billion in passenger rail infrastructure and services. Our
major challenge is that the bulk of our rail infrastructure
has reached the end of its economic life. Continuing with
a refurbishment programme alone has become counter-
productive. New investments in new infrastructure
which includes signaling and rolling stock is an absolute
necessity that will go along way in positioning rail as
the mode of choice and a reliable and efficient mass
mover both in the commuter and long distance space.
Recapitalizing the rail business of the Passenger Rail
Agency of South Africa (PRASA) also means that we
must re-invest in both the existing rail network and new
lines in order to respond in a decisive way to new post-
apartheid spatial and economic dynamics.
A focused rail revitalization programme will become
a key activity over the medium term working with
sister departments and our domestic and international
partners in the private sector.
Iamfully convinced that as we continue to work together
as a transport family traversing all spheres of governing,
our public entities and our key stakeholders, we will
make significant strides in addressing the challenges
and realizing our strategic goals over the planning
period covered by this Revised Strategic Plan 2011/12-
2013/14.Thisway we will continue to build impetus in
our drive to propel our country from a developing nation
to a developed one.
Minister Sibusiso Ndebele
ee, MP
Minister of Transport
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
5
Mr. Jeremy Cronin,MP
DEPUTY MINISTER’S PREAMBLE
Mr. Jeremy Cronin,MP
Deputy Minister of Transport
The Department of Transport’s Strategic Plan for
2011/12 (Revised) is aligned with government’s overall
strategic objective of placing our economy onto a new
job-creating and more equitable growth path. Over the
past few years there has been a deepening appreciation
across government and indeed amongst the broader
South African public of the centrality of access and
mobility – and therefore transport - to consolidating
democracy and development in our country.
In the first place, major transport infrastructure
construction (and maintenance) programmes – many
of which were catalysed by our hosting of last year’s
2010 FIFA World Cup – continue to be central to
government’s ongoing infrastructure and job-creation
initiatives. In the course of this financial year and
going forward, the DoT will also focus increasingly on
infrastructure maintenance. Notably, this year’s budget
has ring-fenced, via the Division of Revenue Act, the
road maintenance grant to provinces. Through the
S’HAMBASONKE programme the DoT will work closely
with other spheres of government to ensure that
continuous maintenance of the road infrastructure is
sustained and that wherever possible labour-intensive
methods are deployed.
Public transport confronts many challenges in South
Africa, in particular the persisting legacy of apartheid
geography means that the great majority of workers
and poor continue to live in displaced dormitory
townships distant from work and other amenities. From
a transport operator business perspective, the resulting
long commutes, typically in one direction in the morning
and in the other direction in the evening, are fuel and
vehicle inefficient, and difficult to sustain without
significant levels of operational subsidy. For the users
of public transport, the cost of mobility and the time
spent in commuting are hugely draining. The results
of urban sprawl, of poorly integrated public transport
systems, and of infrastructure and planning that has
historically privileged private cars are to be seen daily
on many of our congested urban roads.
It is in this context that the DoT’s public transport
strategy of developing integrated rapid public transport
networks in 12 major cities needs to be understood. In
the course of 2011/12 further important progress will
be made in this respect.
In November 2011, eThekwini hosted the United
Nation’s COP17 conference on climate change. This
globally important event was an opportunity for
the transport sector in South Africa to reflect on its
responsibilities and potential positive contribution
to mitigating carbon emissions. In South Africa, the
transport sector is the second largest contributor (after
the energy sector) to carbon emissions. The good news
is that almost all of the things we need to do in any
case, from a developmental perspective, are the very
things that will help to reduce our transport-related
carbon emissions profile – privileging public transport
over private car use, de-congesting our roads through
travel demand measures, shifting a greater proportion
of freight onto rail, ensuring better spatial planning to
limit urban sprawl, and shortening our dependence on
long-distance international logistics routes by advancing
local, regional and continental development.
Let’s build on the successes of the recent past. Let’s
learn lessons from our recent challenges. Let’s move
together – S’HAMBASONKE!
Mr. Jeremy Cronin,MP
Deputy Minister of Transport
6
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Signature
Signature
Signature
Was developed by the Management of the Department of Transport (DoT) under the guidance
of Minister Sibusiso Ndebele, (MP).
Takes into account all the relevant policies, legislation and other mandates for which the
Department of Transport is responsible. Accurately reflects the strategic outcome oriented
goals and objectives which the DoT will endeavor to achieve over the period 2011/2012 to
2013/2014 as revised.
Mr. Dan Pretorius
Acting Chief Financial Officer (CFO)
Mr. George Mahlalela
Accounting Officer (AO)
Mr. Jeremy Cronin, MP
Deputy Minister of Transport
Signatur
Signature
Signature
APPROVED BY:
Minister Sibusiso Ndebele, MP
EXECUTIVE AUTHORITY Signature
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
7
A1. The Vision
“Transport, the Heartbeat of Economic Growth and
Social Development!”
A2. The Mission
Lead the development of efficient integrated transport
systems by creating a framework of sustainable
policies and regulators and implementable models to
support government strategies for economic, social and
international development.
A3. Mandate
To maximize the contribution of transport to the
economic and social development goals of our country
by providing fully integrated transport operations and
infrastructure.
The main roles of the Department of Transport and its
public entities in relation to the transport sector are:
• policy and strategy formulation in all
functional areas;
• substantive regulation in functional areas
where DoT has legislative competence;
• implementation in functional areas where
DoT has exclusive legislative competence;
• leadership, coordination and liaison in all
functional areas;
• capacity building in all functional areas;
• monitoring, evaluation and oversight in all
functional areas; and
• stimulate investment and development
across all modes.
3.1 The functional and modal areas are:
• Civil Aviation (Air Transport)
• Maritime Transport
• Public Transport
• Road Transport
A4. Values
The core values of the Department are:
• Maintain fairness and equity in all our operations;
• Strive for quality and affordable transport for all;
• Stimulate innovation in the transport sector;
• Ensure transparency, accountability and monitoring of
all operations; and
• Ensure sustainability, financial affordability, accessibility
as well as the upholding of the Batho Pele principles.
A5. Outcomes
5.1 The Cabinet Lekgotla held from 20 to 22 January 2010
adopted the following 12 Outcomes:
1. Improved quality of basic education;
2. A long and healthy life for all South Africans;
3. All people in SA are and feel safe;
4. Decent employment through inclusive economic growth;
5. A skilled and capable workforce to support an inclusive
growth path;
6. An Efficient, Competitive And Responsive Economic
Infrastructure Network;
7. Vibrant, equitable and sustainable rural communities
with food security for all;
8. Sustainable human settlements and improved quality of
household life;
9. A responsive, accountable, effective and efficient local
government system;
10. Environmental assets and natural resources that are
well protected and continually enhanced;
11. Create a better SA and contribute to a better and safer
Africa and the World; and
12. An efficient, effective and development oriented public
service and an empowered, fair and inclusive citizenship
5.2 Minister of Transport Chairs Outcome 6 and has outlined
the following areas in his performance and delivery agreement
signed with the State President on 30 October 2010.
Ministerial Outputs:
1. Increase the market share of total freight to rail to an
annualised 250 million tons from the current 178 million
tons by 2014;
2. Benchmarking cost of building and maintenance of roads to
assess our efficiency and developing an appropriate funding
model to ensure adequacy of supply and maintenance. An
agreed methodology for assessing adequacy of supply is
crucial to this output;
3. Implementation of the Road Infrastructure Strategic
framework for South Africa (RISFSA);
4. Implementation of the approved Rural Transport Strategy
for South Africa;
5. Road accident fatalities to come down from 14 600 by
2014 (a 5% per annum reduction) adjusted for total vehicle
kilometres travelled;
6. Ring-fencing of road maintenance funds, including
construction and maintenance of Rural Roads;
7. Development of Integrated Rapid Public Transport
Networks (IRPTNs) in twelve (12) cities and six (6) rural
districts;
8. Completion of the Rail Policy and Rail Act;
9. Establishment of a Rail Economic Regulator;
10. Implementation of the National Freight Logistic
Strategy;
11. 10% of the identified new investment in rail should be
PPP projects;
12. Introduce private operators at branch level (secondary
rail network);
13. Implement the National Ports Act and create transparent
cross-subsidies between port and rail infrastructure; and
14. Introduce competition for the management of container
terminals.
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
5.3 Departmental Outcomes:
1. An efficient and integrated transport infrastructure
network for social and economic development.
The Department will ensure the maintenance and strategic
expansion of the road network, and support the development
of road asset management system in rural and provincial
authorities. In addition, the Department will support rail and
ports efficiency and enhance capacity and competitiveness.
2. A transport sector that is safe and secure.
The Department will implement various policy interventions
that seek to reduce the number of incidents in the road, rail,
aviation and maritime environment.
3. Improved rural access, infrastructure and mobility.
The Department will improve rural access by assisting
municipalities in developing road asset management
systems, which will assist in the implementation of the Road
Infrastructure Strategic Framework of South Africa.
4. Improved public transport systems.
Public transport is a critical strategic imperative in the
Department’s service delivery agenda. Over the medium
term, the Department will implement measures to ensure an
effective, efficient, affordable and accessible public transport
system in both urban and rural areas through, among others,
the implementation of integrated public transport networks,
and establishment and strengthening of regulatory entities,
acquisition of new rail rolling stock, and development and
upgrading of priority passenger rail corridors.
5. Increased contribution to job creation.
The Department will prioritise job creation through the
implementation of an industry empowerment model, the
finalization and approval of the maritime policy underpinned
by industry development, and broad based black economic
empowerment (BEE).
6. Increased contribution of transport to environmental
sustainability.
The Department will implement measures aimed at reducing
the impact of transport on climate change by supporting more
energy efficient modes of freight and passenger transport
and promote the use of cleaner fuels.
A6. LEGISLATIVE CHANGES
The Department of Transport is responsible for maximizing the
contribution of transport to the economic and social development
goals of the society by providing fully integrated transport
operations and infrastructure.
a) National Land Transport Act, 2009 (Act No 5 of 2009)
The Act provides for the further transformation and restructuring
of public transport planning and regulation. It takes forward
policy initiated by the National Land Transport Transition Act,
2000(Act No. 22 of 2000), and it seeks to further empower
the role of the municipal sphere in the provision of public
transport.
b) Civil Aviation Act, 2008
The Act gives effect to the Republic’s obligation to comply with
the Regulations of the International Civil Aviation Organisation
(ICAO). The Act provides for the establishment of a South
African Civil Aviation Authority with safety and security oversight
functions, and the establishment of an independent Aviation
Safety Investigation Board in compliance with Annex 13 of the
Chicago Convention.
A6.1 LEGISLATIVE CHANGES ENVISAGED IN
2011/2012
a) Merchant Shipping (Civil Liability Convention Bill)
The purpose of this Bill is to enact the International Maritime
Organization Protocol of 1992; to amend the International
Convention on Civil Liability for Oil Pollution Damage of 29
November 1969 into law and to provide for matters connected
therewith. The Bill creates the legal liability of the ship owner in
the event of oil pollution in the sea.
b) Merchant Shipping (International Oil Pollution
Compensation fund) (Contributions) Bill
The purpose of the Bill is to impose contributions on persons
contemplated in Article 10 of the International Convention on
the Establishment of an International Fund for Compensation
for Oil Pollution Damage, 1992; and to provide for matters
connected therewith.
The contributions by the ship owner will be used to pay
for damages caused by the oil spillage and also when
the ship owner cannot satisfactorily compensate for the
damages caused. The contribution will be used to pay the
cleaning of the oil spill.
c) Merchant Shipping (International Oil Pollution
Compensation Fund) Bill
The purpose of this Bill is to enact the International
Maritime Organization Protocol of 1992: to amend the
International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution
Damage of 18 December 1971 into law. The Bill was
published for public comments and was subsequently
referred to the office of the State Law Advisers for
scrutiny.
d) South African Maritime and Aeronautical Search
and Rescue Amendment Bill
To incorporate the International Maritime Search and
Rescue Act, 2002 (Act No 44 of 2002); to give effect to
the structural changes introduced to the South African
Aeronautical Search and Rescue Organization. The
purpose of this bill is to harmonize the working relationship
of committees as required by the organization. To align
certain sections of the principal Act, to make way for the
Act to comply with the current developments.
e) Maritime Transport Security Bill
The Bill proposes to repeal and replace the existing
Merchant Shipping (Maritime Security) Regulations,
2004, made under the Merchant Shipping Act, 1951.
The Bill’s main purpose is to safeguard against unlawful
interference with maritime transport. It seeks to achieve
this purpose by continuing the risk-based and outcome
focused approach, first adopted in the 2004 regulations,
of a regulatory scheme centered on the development
of security plans for ships, ports, offshore facilities and
other maritime transport operations.
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f) Merchant Shipping Amendment Bill
The Bill’s main object is to revise the limitation of liability
provision; to modernize the law relating to ship owner’s
limitation by introducing a provision that is consistent
with the provision of the 1976 Convention on Limitation
of Liability for maritime claims and its 1996 Protocol; to
introduce compulsory accident insurance for seafarer who
suffered death or personal injury as a result of workplace
accidents; and to give effect to the International Maritime
Labour Convention. Once the convention is ratified by the
Department of Labour, the Bill will then be introduced as it
gives effect to the aforementioned Convention.
g) Transport Law Enforcement and Related Matters
Amendment Bill
The Bill seeks to improve and facilitate law enforcement
measures for collections of tolls; and to include offences
relating to the non-payment of toll in the AARTO system.
h) National Road Traffic Amendment Bill
This bill address issues relating to the fitness of the drivers;
to address registrations and grading of the license testing
centres; and to deal with matters connected therewith.
i) Merchant Shipping (Safe Containers) Convention
Bill
The purpose of the Bill is to give effect to the International
Convention for Safe Containers and for related matters. The
Bill will maintain a high level of safety of human life in the
transport and handling of containers by providing generally
acceptable test procedure and related strength requirements.
The Bill will facilitate transport of containers by providing
uniform internal safety regulations, equally applicable to all
modes of surface transport.
j) South African Maritime Authority Amendment Bill
This Bill amends the South African Maritime Safety Authority
Act, 1998 (Act No. 5 of 1998). The Bill’s purpose, generally, is
to improve the functioning of the Authority and to harmonise
the provisions of the principal Act with those of the current
legislative developments
LAWS ADMINISTERED BY THE DEPARTMENT OF TRANSPORT
AVIATION
Carriage by Air Act,1946 (Act 47 of 1946)
Aviation Act,1962 (Act 74 of 1962)
Air Services Licensing Act, 1990 (Act 115 of 1990)
Airports Company Act, 1993 (Act 44 of 1993)
Air Traffic and Navigation Services Company Act, 1993(Act 45 of 1993)
Convention on the International Recognition of Rights in Aircraft Act, 1993 (Act 53 of 1993)
International Air Services Act, 1993 (Act 60 of 1993)
South African Civil Aviation Authority Levies Act,1998 (Act 41 of 1998)
South African Airways Unallocatable Debt Act, 2000 (Act 7 of 2000)
South African Maritime and Aeronautical Search and Rescue Act, 2002 (Act 44 of 2002)
Convention on International Interests in Mobile Equipment Act, 2007 (Act 4 of 2007)
Civil Aviation Act, 2009 (Act 13 of 2009)
MOTOR VEHICLES
Road Transportation Act, 1977 (Act 74 of 1977)
Urban Transport Act, 1977 (Act 78 of 1977)
Road Traffic Act, 1989 (Act 29 of 1989)
Financial Supervision of the Road Accident Fund Act, 1993 (Act 8 of 1993)
Road Accident Fund Act, 1996 (Act 56 of 1996)
National Road Traffic Act, 1996 (Act 93 of 1996)
Cross Border Road Transport Act, 1998 (Act 4 of 1998)
Transport Appeal Tribunal Act, 1998 (Act 39 of 1998)
National Land Transport Interim Arrangements Act, 1998 (Act 45 of 1998)
Administrative Adjudication of Road Traffic Offences Act, 1998 (Act 46 of 1998)
Road Traffic Laws Rationalisation Act, 1998 (Act 47 of 1998)
Road Accident Fund Commission Act, 1998 (Act 71 of 1998)
Road Traffic Management Corporation Act, 1999 (Act 20 of 1999)
National Land Transport Transition Act, 2000 (Act 22 of 2000)
National Land Transport Act, 2009 (Act 05 of 2009)
RAILWAYS AND HARBOURS
Railway Purchase Act,1971 (Act 25 of 1971)
Railway and Harbours Purchase Act,1977(Act 47 of 1977)
Railway Construction Act,1985 (Act 75 of 1985)
Second Railway Construction Act,1985 (Act 94 of 1985)
South African Transport Services Conditions and Service Act,1988 (Act 41 of 1998)
Legal Succession to the South African Transport Services Act, 1989 (Act 9 of 1989)
National Railway Safety Regulator Act, 2002 (Act 16 of 2002)
National Ports Act, 2005 (Act 12 of 2005)
ROADS
Advertising on Roads and Ribbon Development Act, 1940 (Act 21 of 1940)
National Roads Act,1972 (Act 54 of 1971)
National Road Safety Act,1972 (Act 9 of 1972)
South African Roads Board Act, 1988 (Act 74 of 1988)
Transport Deregulation Act, 1988 (Act 80 of 1988)
South African National Roads Agency Limited and National Roads,1998 (Act 07 of 1998)
SHIPPING
Merchant Shipping Act,1951 (Act 57 of 1951)
Marine Traffic Act, 1981 (Act 2 of 1981)
Carriage of Goods by Sea Act,1986(Act 1 of 1986)
Marine Pollution (Prevention of Pollution from Ships), 1986 (Act 2 of 1986)
Shipping and Civil Aviation Laws Rationalisation Act, 1994 (Act 28 of 1994)
Wreck and Salvage Act, 1996 (Act 94 of 1996)
South African Maritime Safety Act, 1998 (Act 5 of 1998)
South African Maritime Safety Authority Levies Act, 1998 (Act 6 of 1998)
Ship Registration Act, 1998 (Act 58 of 1998)
Sea Transport Documents Act, 2000 (Act 65 of 2000)
A7. POLICY MANDATES
a) National White Paper on Transport Policy, 1996
The vision of the White Paper on National Transport policy is to provide safe, reliable,
effective, efficient, and fully integrated transport operations and infrastructure which will
best meet the needs of freight and passenger customers at improving levels of service and
cost in a fashion which supports government strategies for economic and social development
whilst being economically and environmentally sustainable.
b) White Paper on National Policy on Airports and Airspace Management, 1997
This is a national policy response on airports and airspace management as a result of far-
reaching changes which have occurred in recent years in South Africa in general and in civil
aviation in particular.
c) National Commercial Ports Policy, 2002
This aim of this policy is to ensure an internationally competitive port system informed
by the knowledge that efficient ports are known to be catalysts for increased trade, and
thus provide a comparative advantage for international trade. Thus this policy aims to
ensure affordable, internationally competitive, efficient and safe port services based on
the application of commercial rules in a transparent and competitive environment applied
consistently across the transport system.
The importance of this policy is further highlighted by the fact that globalisation pressures
make it essential that nations integrate their transport systems into the global logistics
network. Ports are naturally being incorporated into this changing system and have to adjust
to the new challenges and environment.
d) Taxi Recapitalisation Policy, 2009
The Taxi Recapitalisation Policy (TRP) is an intervention by Government to bring about safe,
effective, reliable, affordable and accessible taxi operations by introducing New Taxi Vehicles
(NTVs) designed to undertake public transport functions in the taxi industry.
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A8. RELEVANT COURT RULINGS
PARTIES ORDER
1 Road Accident Fund &
Minister of Transport /
VusumziMdeyide
The Road Accident Fund and the Minister of Transport appealed against the decision of the Eastern Cape High Court declaring section 23(1) of
the RAF Act unconstitutional.
Section 23(1) of the RAF Act provides that, the right to claim compensation from the Fund, or an agent, in respect of loss or damage arising
from the driving of a motor vehicle in the case where the identity of either the driver or the owner thereof has been established, shall
prescribe (lapse) upon expiry of a period of three years from the date upon which the cause of action arose.
The Constitutional Court ordered as follows:
1. The appeal by the Minister and RAF is upheld;
2. The declaration of Constitutional invalidity of the Eastern Cape High Court is not upheld;
3. The Respondent’s claim is dismissed;
4. There is no order as to costs.
2 Law Society of South
Africa and 11 others /
Minister of Transport &
Road Accident Fund
The Law Society and Others appealed against the finding of the North Gauteng High Court that the following provisions are constitutional:
a. Abolition of the common law right to claim damages;
b. Capping the amounts claimable for loss of income;
c. The tariffs determined for health services.
The Constitutional Court ordered as follows:
1. The Applicants’ (Law Society and Others) appeal is dismissed i.e. the Court held that:
a. The abolition of the common law right to claim damages is constitutional;
b. The capping of the loss of income is constitutional;
c. The tariffs for health services were however, inadequate. The Court then ordered the Minister to prescribe new tariffs for health services.
3 Anele Mvumvu and 2
others / Minister of
Transport and the Road
Accident Fund
The Appellants - Mvumvu, Pedro and Smith, appealed against a decision of the Western Cape High Court, in which they challenged the validity
and constitutionality of section 18 of the Road Accident Fund Act.
Section 18 limited claims to R 25 000 for a person who suffered bodily injury or death whilst being conveyed for:
a. Reward;
b. In the course of the lawful business of the owner; or
c. In the course of his or her employment.
The Minister did not oppose the constitutional attack on section 18 of the RAF Act. However, he had taken issue with an order of constitutional
invalidity having immediate or retrospective effect. The effect of such an order would adversely affect the financial status of the RAF.
The Constitutional Court ordered as follows:
1. It declared that section 18 of the Road Accident Fund Act as read before 1 August 2008 is inconsistent with the Constitution and invalid;
2. The declaration of invalidity referred to in paragraph 1 above is suspended for 18 months from the date of the order, to enable Parliament to
cure the defect;
3. In the event of the declaration of invalidity coming into force without Parliament having cured the defect, the order of invalidity will not
apply to claims in respect of which a final settlement has been reached or a final judgment has been granted, before the date of this order.
A9. PLANNED POLICY INITIATIVES
National Rail Transport Policy
The finalization of the policy development regarding Rail Transport will finally bring certainty and a formal policy position of the Department of Transport regarding the governance to
the Rail Transport sector in South Africa. The policy would further seek to facilitate the social and economic objectives of government by articulating on the importance of an efficient
Rail Transport system that should cater for both freight and passenger needs.
National Scholar Transport Policy
The policy development process regarding the transportation of scholars to and from their educational institutions has been happening for a while and a finalization of this policy
will provide the Department of Transport and government at large with a policy framework in the addressing the challenges that scholars encounters on a daily basis and overall
management of scholar transport in South Africa.
National Non-Motorised Transport policy
The conclusion of the policy development process for Non-Motorised transport will assist to further entrench the objective to formally recognize the role that Non-Motorised transport
plays in the improvement of accessibility and mobility in both urban and rural settings of South Africa.
National Maritime Transport policy
This policy will assist the Department of Transport and government to optimize on the opportunities presented by the Maritime Transport sector and the facilitation of trade between
South Africa and her partners.
National Aviation Policy
The Aviation policy addresses aviation safety and security, institutional arrangements, aviation infrastructure, air transport, general aviation, unmanned aircraft systems, aircraft
operations, research and development to mention but a few. The finalization of the policy development process will assist the Department of Transport and government to have a
formal policy position in the governance of Aviation in the country.
Development of the National Roads Transport Policy
The development of the new National Roads Transport policy would begin to respond to the increasing new challenges that the Road Transport sector is encountering particularly with
the need for updating the current road policy and legislation framework, need for sustainable funding for road maintenance and upgrade, new road safety initiatives, creation of job
opportunities,
Road Accident Benefit Scheme (RABS)
RAF No-Fault Policy / Road Accident Benefit Scheme (RABS): In November 2009, Cabinet approved the policy to provide benefits to road accidents victims as a form of social security
and to move away from the current fault based systems.
The draft no-fault policy for the proposed Road Accident Benefit Scheme (RABS) has been revised and finalized following consideration of public comments received and costing
analysis. The RABS will form part of the Comprehensive Social Security System (CSSS) and aims to provide a more sustainable, affordable, equitable and reasonable scheme. It
aims to further eliminate disparities with regard to access to treatment and compensations.
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
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ST ATEGIC P A
"Trans.pothe Heartbeat of Econom c Growth ar d Soaal Developmen
George Mahlalela
DIRECTOR-GENERAL
A10. SERVICE DELIVERY ENVIRONMENT
We present this Strategic Plan against the back drop of major
strides made in various areas with regard to transport, yet
the challenges related to public transport infrastructure
and services remain daunting. For our 2011-14 strategic
approach we have taken a simplified approach involving
catalytic projects and regulatory issues. We have simplified our
programme structure by grouping related functions together
resulting in seven programme envelopes. These are Road
Transport, Public Transport, Civil Aviation, Maritime Transport,
Rail Transport, Integrated Transport Planning and Transport
Information Systems. Our view is that these programmes
not only set the agenda for the Department of Transport but
become a sector programme–that is a collective programme for
the Department, Transport Entities, Provinces, Municipalities
and key private sector stakeholders. This approach suggests
a need for convergence among all the stakeholders, and a
seamless alignment in their delivery models. As part of this
process we have been engaging with Provinces and local
government attempting to cement this convergence and ensure
responsiveness to the realities on the ground.
Programme 1:
Administration
This programme deals with key subjective weaknesses,
challenges and issues within the entire sector, mainly
organizational capacity challenges in many parts of the sector
as according to the following categories and challenges:
• Programme Co-ordination across the sector
• Enterprise Portfolio Management (Project Management Unit)
• Critical sector information for decision making
• Repositioning the Department in order to provide leadership
in the sector
In this sector the following interventions are required; the
Department’s regulatory capacity in economic tariffs and safety
across all modes for creating an environment conducive to
increasing investment in this sector. Through the Corporate
Services Programme we need to define and better coordinate
our investment agenda which will in turn create certainty to the
market and the rest of the investment which coordinates and
supports programmes and projects of all delivery agents within
the transport sector, create project management capacity.
Challenges that we face within the transport entities include
agencies faced with financial challenges that
include underfunding; increasing import costs, funding
pressures and difficulties in critical areas such as; Engineering,
Project Management and Financial Management.
Programme 2:
Integrated Planning and Development
This programme is the heart of the sector and is responsible
for the articulation of short, medium and long-term transport
plans. We need to ensure that we develop a shared agenda
for the transport sector. This programme should work on
catalytic projects that are:
• Our planning term upto 2014
• Until 2025–linked to the National Planning Horizon
• Transport Planning until 2050
• Investment and funding strategies
• Job creation and skills required
• Safety and Regulatory issues
• Sector performance measures and instruments.
Programme 3:
Rail Programme
The Rail Programme is responsible for both passenger and
freight infrastructure and operations. This responsibility is
shared with Passenger Rail Agency of South Africa (PRASA),
Rail Safety Regulator (RSR ) and Transnet. The following
challenges characterize our rail sector:
• Rails assets across the board have reached the end of their
life cycles and need for acquisition of new rolling stock for
PRASA and Transnet
• The National Master Plan(NATMAP), recommends along
distance rapid rail systems, connecting Johannesburg to
Durban, CapeTown and Musina
• South Africa is expected to drive an African programme to
connect the North and South
• Mining houses and provinces are proposing new rail lines
with private sector players
• All provinces are proposing projects linked to the
revitalization of our branch lines
• All players in the sector agree on the massive rail
investment programme in South Africa.
This programme has the potential of creating jobs; reducing
the cost of doing business and the integration of our economy
with the rest of the continent. Rails assets across the board
have reached the end of their life cycles and there is a need
for acquisition of new rolling stock for PRASA and Transnet
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Programme 4:
Road Transport
Since 1994, government has worked on more than 600,000km of
new roads. The Gauteng Freeway Improvement Scheme, which
played a crucial role during the hosting of the 2010 FIFA World Cup
in reducing traffic congestion between OR Tambo International
Airport and Tshwane and between Johannesburg and Tshwane,
will continue to play a major role in the transportation of people
between the two Cities. The maximum road network that SANRAL
is mandated to maintain is 20,000km, which has been identified
and will be amalgamated into the network. Rural roads in most
of the Provinces have been upgraded and constructed through
labour intensive programmes. The Road Transport programme will
be responsible for the co-ordination of our road infrastructure and
traffic regulation functions. We are also mobilizing other agencies
like the Development Bank of Southern Africa (DBSA), the Council
for Scientific and Industrial Research (CSIR) to be part of the
Road steam charged with the responsibility of conceptualizing
innovative solutions ranging from funding the road infrastructure
network to ensuring that the national road network is maintained
in a pristine condition. As we continue with the execution of our
mandate, it is essential that we complete the synchronization of
our projects and processes and also identify skills and capacity
gaps throughout the delivery chain. We had two road summits
in 2010 addressing road related matters–Road Safety and Roads
Summits. Issues revolving around funding backlogs, proper
asset management, skills development and co-coordinated traffic
management strategies were tackled. From these summits,
we have begun the implementation of three important flagship
projects which are:
• S’hamba Sonke Programme
• Establishment of Road Safety Councils
• Enforcement Campaign
We have also begun with the implementation of the Road
Infrastructure Strategi Framework for South Africa (RISFSA),
including the rollout of an Asset Management System and there
classification of the Road network
There are four big challenges within the road sector that we intend
tackling over the medium term. These are:
• On going and increased funding for Roads and
Traffic Management
• Reducing Road Fatalities
• Implementation of AARTO
• Capacity building for road infrastructure maintenance at
District and Municipal level.
Programme 5:
Aviation
Aviation plays a very important role in economic
development and tourism enhancement for international
travelers. Our emphasis regarding the implementation of the
Air lift Strategy and the Yamoussoukro Decision will remain
central and a priority in our planning within our aviation
environment. The aviation programme is responsible for the
co-ordination of our Aviation infrastructure and operations.
Agencies sharing this responsibility are the Civil Aviation
Authority of South Africa, Airports Company of South
Africa, Air Traffic Navigation Services and the Regulation
Committee and the soon to be established Board. The
strategic partners are the airline and independent airports
operators. The challenges within the Aviation sector that
we need to engage on include:
• Review and implementation of the Yamassoukrou
Declaration
• Implementation of the Airports Development Plan
• Protection of the ACSA Balance Sheet
We have invested R25Billion over the past 5 years in a
Build programme for our main airports.
As we move forward we will have to find ways to intervene
in the following areas to improve:
• Capacity Challenges
• Convergence Framework
• Strategic Lekgotla Decisions Required
• Institutional Reform
• Proposed Future Funding Frameworks
• Standards/Performance Measures and Sector
Performance
• Technical, Community, Economic Growth and Job
Creation
• Implementation co-ordination on urban integration;
corridor development strategies, capacity development,
skills development, technology and programme
management.
Programme 6:
Maritime
This programme is responsible for maritime and
ports development. It deals with the economic and
safety regulatory issues, ports, coastal and shipping
development. Its overall responsibility includes the
general development o four maritime sector. It shares
its responsibility with South African Maritime and Safety
Authority, the Ports Regulator and Transnet.
Challenges in the Maritime Sector include:
• No maritime policy for South Africa; we therefore
cannot develop strategies and programmes
• We are still to finalize the African Maritime Charter
which was adopted by the African Union Summit which
took place during our October Transport Month 2009
• Co-ordination of roles and responsibilities on the
National Ports Acts between the DoT, Department of
Public Enterprises, Transnet and other stakeholders
have not been resolved
Other key strategic issues:
• How to promote coastal shipping and coastal trading;
• How to promote local shipping and the development
of a local register; and
• How do we position ourselves as a country which is
regarded as an important gate way to Africa
Programme 7:
Public Transport
More than 65% of South Africans use public transport
everyday. This compels that our rail, bus and taxi services
should be affordable, efficient, safe and sustainable.
The Public Transport Programme is responsible for the
co-ordination of our Public Transport Infrastructure
and operations. This responsibility is also shared with
Provinces, Municipalities, and the soon to be established
National Public Transport Regulator. Strategic Partners
will be the Development Bank of Southern Africa, the
Industrial Development Corporation, SANTACO, SA BOA
and emerging bus organizations.
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
Our observations have reflected key strategic issues
that require attention and these are:
• Critical review and implementation of the National
Land Transport Act, particularly the allocation of
functions and responsibilities
• Resolution of the outstanding conversion of
operating licences for taxis and buses
• Co-ordination programme for new contracts for
Public Transport Operation Grants (PTOG)
• Review of the Public Transport Funding Framework–
Public Transport Operation Grant, Taxi
Recapitalization Programme and Public
Transport Infrastructure and Systems (PTIS) Grant
• A Public Transport Empowerment Programme,
specifically for the taxi industry and the small
Bus operators.
In March 2007,Cabinet approved the public transport
strategy which is our guide to implement key projects
that will enhance mass public transit networks. The
networks consist of bus, rail and taxis operating in
priority corridors supported by feeder systems in major
cities. The plan envisages the creation of safe, reliable
and sustainable public transport services
Through this Revised Strategic Plan I would like the
transport family and all transport stakeholders and
transport users, planners and scientists to engage
our transport challenges and plans, solutions and to
form part of a constructive dialogue to find long-lasting
solutions in our endeavor to achieve our targeted
growth goals so that we can improve and enable the
social and economic development of our people.
George Mahlalela
DIRECTOR-GENERAL
Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TRANSPORT
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STRENGTHS
ANSPORT
BACKGROUND
Aim: To lead the provision of an integrated, sustainable, reliable and safe transport system through planning,
development, coordination, promotion and the implementation of transport policies, regulations and strategies.
SITUATIONAL ANALYSIS
STRENGTHS:
• Political willingness and direction
• New organizational structure
STRENGTHS
THREATS:
• Lack of funding key Infrastructure projects
success of Infrastructure projects is largely
dependent on the fiscus
• Job creation targets not met as a result of
poor coordination and planning together at
3-tiers of Government
• Legislation as an inhibitor i.e. many
procedures are governed by legislation, which
does not allow flexibility and innovation
THREATS
SWOT
Analysis
WEAKNESSES
WEAKNESSES:
• Non-aligned programmes to funding resources, this
leads to slow turnaround times w.r.t. service delivery
• M&E plans, quarterly reports and high quality
performance information data that is reliable,
authentic and readily available for audit purposes
• Non-adherence to regulatory framework e.g. PFMAA
OPPORTUNITIES
OPPORTUNITIES:
• Integrated planning > creation of Project Management Unit (PMU) and IT Hub
• Doing things different resulted in the creation of the Departmental new structure > Mode based
• To align planning with Government priorities and Minister’s Service Delivery Agreement
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Strategic Plan (Revised) 2011/12-2013/14 | DEPARTMENT OF TR
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Strategic Plan (Revised) 2011/12-2013/14 DEPARTMENT OF TRANSPORT
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