Something old, something new, something blue

New trains launched in Cape Town is the best news the province could have gotten.

You excused for assuming it was a political stunt, I mean it was exactly a month before the elections.

These new trains will be implemented along with the upgrading of the rail network. That upgrading commenced but sadly the rail network is crippling at a faster pace than what upgrades are taking place.

The features in the new trains are cool, big windows, cameras, intercom. You will even get a heads-up as the train is approaching a station. The driver can even see what is happening in the carriages

On the new train’s drivers will also be able to communicate with commuters. Now however they don’t have information when asked a question by commuters passing by.

Metrorail however has a delay in leadership, with management failing to use existing resources. How will they deal with a new ball?

For now, no one will board the two test trains and 35 new trains it anticipated to arrive sometime in 2020. The unanswered question is how systemic issues are being addressed.

Currently there are gate-keepers to proactive customer communication and management is awol with major delays.

Communication are not a priority to Metrorail, yet 5-years ago I pointed out to the current Regional Manager this is one of his two biggest challenges. If communication was a priority, why is there no customer communication strategy and for the past few years a permanent head of Customer Services has been cancelled. So, actors need to show leadership and give direction, and if their performance is too good the curtain closes.

Metrorail's other dilemma is getting all their staff on one train. With no consensus on its regional executive on many things it is no surprise there are delays. Senior managers do as they please. I once caught the HR Manager smoking on a platform, next to a no smoking sign and while that announcement was made. He got off with a warning.

Metrorail operates with policies and procedures written in the dark years of our country and many of the current staff will tell you it worked 20/30 years ago.

To be blunt Metrorail did not stay on track with environmental and behavioural changes. The rail operator is reactive, instead of proactive. Their actions are evident to this.

Something needs to happen for them to react.

They lack the leadership, vision and strategy to think about tomorrow, next week, next month and while they follow policy, they not system driven but person-driven. So, every new actor comes with their own taste and that is not always healthy.

One should rightfully ask how important are commuters for Metrorail, has there been any commuter awareness program?

Yet commuters are blamed for not taking ownership and responsibility. 

Metrorail: The Rail Disaster

Cape Town mayoral committee member for safety and security, JP Smith summed up the city’s embattled rail infrastructure as: “People talk as if Prasa [Passenger Rail Agency of South Africa] must still collapse. It has already collapsed.”

Once upon a time Metrorail was the backbone of transportation in the Western Cape.

No longer is the rail company the prime mover of most of those who contribute towards the economy in the province.

Commuters are subjected to daily train cancellations and, for those fortunate to get a train, it is almost always delayed.

Multiple factors contribute to the frustrating situation.

Most delays are due to obsolete infrastructure, the result of decades of disinvestment in passenger rail.

To make matters worse, there are daily incidents of vandalism and, since October 2015, there have been frequent train-related fire incidents.

“Commuters no longer depend on Metrorail because the failures of the rail agency are forcing them to make use of their own alternative transport,” said Dan Plato, Cape Town’s Mayor in waiting.

In January, Prasa went as far as to admit the system had derailed and that it was unable to guarantee a safe journey to commuters.

Fast forward 10 months to the beginning of October, and the Rail Safety Regulator (RSR) issued a suspension notice to Prasa which read: “Prasa Rail cannot demonstrate confidence to the RSR that it has the ability, commitment and resources to properly assess and effectively control the risks arising from its railway operation – to the detriment of the safety of those who may be affected by its railway operations.”

Two days later, Prasa dragged the RSR to court in a bid to stop the regulator’s intention to cancel train operations. In a supervisory order, Prasa was told by the Pretoria North Court to “stick to the safety requirements of the RSR or end up being cancelled”.

Judge Cassim Sadiwalla said: “This is a case of national importance. Prasa is responsible for creating a safe rail environment for employees and commuters.”

This reiterates a 2015 Constitutional Court ruling that Prasa had an obligation to protect commuters from any form of incident.

The directive by the RSR relates to the every-increasing number of manual authorizations of trains. This means Prasa’s maintenance management is not improving.

Prasa spokesperson Nana Zenani said: “At least 33% - or 165 488 – of the manual authorization incidents in the country are because of vandalism of signal equipment and cable theft”.

In terms of the court order, Prasa is obliged to give monthly written progress feedback to the RSR and the judge. The rail operator may also not deploy or use new rolling stock without prior approval by the RSR.

Furthermore, a comprehensive integrated asset condition assessment report – for all of Prasa’s railway infrastructure – needs to be handed over to the RSR by March 2019.

Metrorail Western Cape spokesperson Riana Scott was initially not keen to respond to a list of questions regarding train operations, security and customer communication, and their direct effect on commuters, staff and stakeholders.

Zenani referred all questions on the state of Metrorail Western Cape to the regional manager, Richard Walker.

“The operational responsibility in the Western Cape is with Walker and his team. They should account for operational matters.”

After doing so, Scott said: “Re-signalling for the Cape Flats Line and Southern Line between Salt River and Fish Hoek is complete. Central and North have yet to commence.”

When asked about plans to start on the other lines, Scott said she could only respond with the information she had available.

Walker, in August, told members of the media re-signalling for Central Line would start later this year to early 2019 and North between late 2019 and mid-2020.

On the effects of re-signalling, Scott explained: “Experience has shown the inadvertent impact of migration to new technologies has sporadic service system failures as part of commissioning and testing new technology.”

This, together with old infrastructure has largely contributed to major service disruptions.

At this stage there is no due date for completion.

While Metrorail and Prasa have yet to admit as much, frequent commuter experience has shown that until upgrades have been completed, commuters are in for a long tough ride.

Customer communication – the one thing Metrorail can control – does not seem to be a priority. This is also evident from the hundreds of complaints you read on social media.

In August 2017, Walker admitted to members of the Western Cape provincial legislature’s standing committee on transport that “Metrorail is not communicating enough with commuters.”

In February 2018, Prasa group executives told members of the parliamentary portfolio committee on transport “Commuters would be happy with more communication.”

According to Scott: “Customer concerns are assessed, and efforts are made to educate, elaborate on and explain issues.”

Like her boss, Scott concede that many complaints relate to lack of communication.

“Trains have no on-board announcement capability,” she said. “This leaves Metrorail reliant on SMSes, via an external service provider, on social media and on centralised announcements.”

Scott added not all stations have operable announcements systems.

“Stations with operable systems can make local announcements and loudhailers are available to be used at stations by staff.”

She further explains: “As modern systems replace outdated ones the integration of information is often temporarily not possible. Like information on electronic display boards often misaligned to real operating conditions during service interruptions.

Plato, who attempted to catch a train this week from Mitchells Plain to Cape Town station to experience first-hand what train commuters are subjected to, said: “Until problems at top level are not resolved, it is commuters who will continue to suffer because of a lack of action.”

In February, Economic Freedom Fighters MP, Nontando Nolutshungu, told Prasa: “Commuters only want to know how you take them to work or home and what are you doing if trains are cancelled.  There should be a simple plan.”

DA MP, Manny de Freitas, was less diplomatic, saying “Prasa has no clue what is happening on their tracks. This justify the frustration amongst commuters”

Transport portfolio committee chairperson, Dikiledi Magadzi said: “Commuters hanging on trains are torture and Prasa officials are not realistic when talking about modernisation plans.”

Apart from all the vandalism Metrorail Western Cape has since October 2015 lost half their trains sets in train fire incidents. To date train carriages lost in fire incidents in 2018:

4 on 22 Mei at Retreat 2 on 30 Mei at Ottery 3 on 18 Junie at Steenberg 2 on 25 Junie at Philippi 7 on 21 July at Cape Town 5 on 26 July at Retreat 2 on 28 July at Cape Town 2 on 21 August at Koeberg 5 on 28 September at Dal Josaphat 2 on 28 September at Firgrove 1 on 28 September at Cape Town 8 on 9 October at Cape Town

In the Ottery incident Leigh Jansen sustained third degree burnt wounds. A 35-year old female commuter, originally from the Eastern Cape, died in the fire. She was not the only train fire casualty.

In January 2016 navy cadet Gerald Gouws died in a train fire at Glencairn. It took DNA-test two months to confirm the identity of the 23-year old from Uitenhage in the Eastern Cape.

It remains a mystery who is behind the suspected arson attack at Metrorail. All stakeholders agree it is a well-orchestrated plan to destroy rail transportation.

In July while visiting torched carriages transport minister dr. Blade Nzimande said: “Prasa spends thousands on security but there is no value for money.

He declared the rail operator in the province a priority, but since then more carriages went up in flames and no plans implemented.

Magadzi is more frustrated that there is no movement at Prasa and said: “It is a concern that Prasa receives money to improve security, but it is not used for that. There is just no improvement.

Commuters want to know how is it that trains burn, even with a security presence on platforms.

In the province, Metrorail has only 1845 security officials. Of these,789 are employed by Prasa; the rest are contracted security.

These include officials who do special investigations, administrative duties, staff on leave and/or training.

In support of these officers, a joint project by the city, the Western Cape government and Prasa was meant to be launched this week. There was, however, a twist: The deployment of the City’s rail unit was delayed as it was still awaiting permission to operate on Prasa infrastructure.

Cape Town mayoral committee member for transport Brett Herron sum up how commuters feel: “To travel the way thousands of train commuters do daily is unimaginable. The conditions are horrifying… In my opinion unconstitutional!”

This is an unedited version of an article originally published in City Press on Sunday 21 October 2018

'Crushed' like 'candy' on trains

Struggling to catch my breath as I reach the station
“Good morning, MetroPlus, please,” I ask the lady behind the window playing candy crush on her phone.
If there was an emoticon for a question mark it would have been her facial expression.
“First class or third class?” she respond.
I told tell her this but think to myself “Not today Satan, not today.”
“What time is the train; are there any delays?” I ask before I walk. With an attitude I’m told: “Bhuti, it’s coming; just wait.”
With hundreds of other commuters I stand and wait in the cold, because there is not even a place to sit.
I hear the auntie next to me tell her friend she’s been standing here for almost 40 minutes, and there has not even been an attempt of an announcement. I doubt if I had to go ask her if Candy Crush would know anything.
Lot’s wife changed into a salt pilar from looking back. I will turn into an ice block from just standing here in the cold.
After waiting 20 minutes a train arrives.
“Hold on to your bag,” I hear someone say and then I see her diving into a scrum, just as a group scrum to get out.
From being civilized boarding the train, I end up standing. It is clear though that the train has an open-door-policy. It feels like sitting on the back of an open bakkie, driving at a high speed through the streets. This might be fun when you young, but where I’m standing it is dangerous – and cold!
I try to look around me and everyone is in their own world.

A group of school children sitting in the corner, and a group of ladies standing next to them and talking about something at work. I cannot exactly make out what is being said because everyone is talking at the same time. I’m also not sure if they talking with each other, or each in their own corner.
On my other side is a group of woman laughing about something that happened at a party. A girl who is just starring at people and not even blinking starts to smile. I’m not sure if she’s smiling at me or the joke the ladies shared. Perhaps she’s smiling because she’s feeling good.
I got such a big shock, I think I now belong to a new blood group, when a train preacher suddenly made his appearance.
With churches being so empty, it probably makes sense that a preacher would be on the overcrowded trains.
I’m not yet sure how shocked I should be when I notice there is even a collection.
Our train suddenly decides to go stand between stations and the preacher says: “It is time, my dear friend – give you heart. God is even delaying Metrorail for you to give your heart to Jesus.”
I was about to say I doubt this is that kind of divine intervention, but it looks like no one is actually listening to the sermon.
The train is just outside the next station and a big group of people got up. After 40 minutes of standing I finally get a seat. Well okay it was a seat before the foam was cut out.
My thoughts are interupted by people storming in the train. As I lift my head I see a guy running into the train. Hell, if the door on the other side was open he would have ran out!
At Bellville alot of people are getting out but more in. Those getting in are wearing short sleeves and I’m wondering if I watched the wrong weather report.
For a second I thought we still standing, but we moving – just going nowhere slowly. I’m convince I could walk faster than what we moving.
As the train stop, more and more people are getting in and just less and less getting out. Some are hanging on outside the train; others are hanging with half the body on the inside and other half outside.
The girl next to me look at me and say: “they don’t know when the next one will be arriving, so you take the first train that makes an appearance.”
Suddenly the train comes to a standsttill. We standing between somewhere and nowhere, and no one knows why.

Jumping off is not really an option.
By now Metrorail have basically used every single excuse under the sun. Even the rainy weather and load shedding was used. I am still waiting on someone to take accountability for the crisis at Metrorail. That is probably also on a delayed train.
After standing for about 35 minutes the train is moving.
“Sweeties, sweeties, peanuts!” I hear the one guy. From the other-side there is also someone shouting. I have to sit up straight to make sure I heard right: “BioPlus, BioPlus, selfie stick.”
We outside Cape Town station and I wake up my train buddy.
Do you know that taking a train is a extremely traumatic experience – if you don’t get the shock of your life, you will be stressed about standing and get frustrated with Metrorail. Or you can stare at everything around you and laugh yourself crazy.
The one fun thing about a train trip is that there is no shortage to stories, #trainstories.

• Original article appeared in Paarl Post of Thursday 23 August 2018.

Trains delayed due to upgrade

Train buddies should brace themselves for a lot of delays still – until the entire rail network has been upgraded.

In August 2017 Metrorail admitted to the Western Cape Provincial Parliament overcrowded, delayed trains is going to be with us for some time still.

“Experience has shown the inadvertent impact of migration to new technologies to have sporadic service failures,” explains Riana Scott, spokesperson for Metrorail.

This all is apparently part of the commissioning and testing new technology.

The Passenger Rail Agency of South Africa (Prasa) started months ago to replace the old systems with new electronic systems.

Work started on the Southern or suburban line, while work on the Monte Vista line is done by Transnet.

“The project is implemented in phases, with the southern line about 65% complete,” says Scott.

In October 2017 former transport minister, Joe Maswanganyi, announced that R9-billion is made available for the upgrade of the rail network in the Western Cape.

He also mentioned the first project which is the re-signalling project, that at the time was in its third year, is a five-year project at a cost of R2-billion.

Scott was asked what the estimated cost per phase and line is. She however only responded: “the re-signalling in the Cape Region is estimated at R1.2-billion.”

It also appears as if Metrorail have no idea why their trains are late.

Since the start of the project there has been a significant increase in not only delays but also the time you wait on a train and wait in a train between stations.

According to Scott signal- and/or power failures can be attributed to a range of causes and not only because of the current re-signalling work.

“It can be from tampering with fibre-optic to problems with migration of technology. Where migration is incomplete, a fail-safe handover is done from ‘old’ grid to ‘new’ system. This is like manual authorisation, where there is no automated signalling.

“With migration of new technology, it also happens that the electronic notice boards are not aligned to real-time movement of trains and don’t reflect the correct information. This is currently the case with the electronic boards on Cape Town station.”

Metrorail was asked when re-signalling work would commence on the other lines, with the understanding Northern Line is next. The rail operator was also how many train stations have functional announcement systems and how many have loud-hailers. After 4 days, Metrorail still failed to provide such a list or make one public.

Scott did respond per email that she was in a workshop on Tuesday and would respond by Wednesday. At the publishing of this there has still been no response.

It’s understood the workshop Scott is referring to was in fact a two-hour meeting with a civil organisation regarding safety on the central line.

A source who attended the meeting says: “there was a presentation and a lot of answers, but no progress.”



This was originally published in Afrikaans in Son Koerant on Friday 15 June 2018. Click here for link: Diens lol oor werk 

No, Prasa, you not the victim

“Prasa can only lie and should stop playing the victim”

These are the two things stuck in my head after a recent meeting of the parliamentary portfolio committee on transport.

On the agenda was the Passenger Rail Agency of South Africa, briefing members of parliament on the current challenges commuters face daily and safety aspects.

Halfway through the meeting and the chairperson gets up, turn her back to the meeting where I’m seated and says: “Prasa is lying”.

And then Dikeledi Magadzi, MP, walked out because neither she nor any of her colleagues are getting any answers to their questions.

Upon her return, just before the end of the meeting, Magadzi said “Prasa don’t listen. "They get 48 hours to report come back after 14 days with the same plans that says nothing.”

Prasa had nice big words, but that did not impress MPs.

I am still not sure if I am shocked or disappointed in Prasa’s presentation.

They considering mini-operational centres at stations, to improve communication to commuters.

Some of the other plans is to keep commuters informed with SMS notifications and use social media more effectively.

As a commuter myself it was traumatizing to sit and listen to the presentation.

I’m not sure on what delayed train that presentation came, but Prasa clearly has no idea what is happening around them.

I’ve been a commuter since my varsity days and back then already we received SMS notifications. Announcements at stations probably came with the stations. And social media, well this has been used for nearly five years now. BTW: I was the first person to use the hashtag #TrainReport in 2013.

Prasa did admit people are suffering, arrive late and are given warnings at work and this because Metrorail cannot deliver the service thousands of commuters deserve.

Now if you know this, what are you doing to change it?

One of the big guns mentioned about some law or policy. To be honest he lost me, because I prepared myself to hear about this or that plan.

Luckily one of the MPs came to my rescue when he stopped the Prasa-manager and said: “We not here for a workshop, go give it to Prasa employees. We want answers and plans that will ensure a safe and reliable train trip for commuters”.

Prasa should be ashamed at their presentation, where they play the victim.

With unemployment in the Western Cape at 19.5% people are literally clinging to their job. But Metrorail is sabotaging everyone’s job security.

Employers also don’t believe the excuses that trains are late every day.

In January Prasa blamed an increase in crime, lack of investment in passenger rail transport and the cost of modernisation.

Two Prasa board members then admitted things look impossible and there is no alternative plans to assist commuters.

The worst is probably that Prasa officials don’t even sit with a “we apologise for the inconvenience” expression.

Original piece appeared in Son of Friday March 9^th 2018: Read Here

Metrorail: It's a crisis, but there is a plan

Damages to the rail infrastructure is what we can see but what about the damages to people’s lives who are unable to get to work or home.

These the words of Western Cape Transport Minister Donald Grant, who says commuters should be the number one priority.

Prasa Acting Group CEO, Cromet Molepo, during a media tour to Metrorail’s notorious Central Line says there is a plan…

The tour comes hours after a test train derailed, shortly before the line would have been reopened after it was closed for more than a week. The closure was due to a labour dispute, following the fatal shooting of an armed security guard and destruction of two substations, that are needed to ensure trains can move.

For years little investment took place in passenger rail, and from the little that was invested some went to the wrong pockets.

Current management inherited a system falling apart and as if that was not enough to deal with, crime and gang related activities in various communities have started to not only affect but spill over onto the tracks.

On 12 January I wrote in an article trains are a national crisis. Prasa for the first time in a statement admitted “national intervention is needed”. A few days later ANC member of the WCPP Standing Committee on Transport, Cameron Dugmore, also said “we should consider the situation a national crisis”.

In another article on 17 January I mention the train system can come to a halt in the province. Vandalism and cable theft already started to spread to other lines, and if nothing is done there will be no movement on any of the lines.

Nana Zenani, spokesperson for Prasa, says if we don’t learn from Bonteheuwel and Khayelitsha the system can collapse.

“It is not only cable theft taking place but vandalism of infrastructure and staff and commuters that are robbed and whose lives are in danger.”

During the Central line media tour, deputy director-general for rail at the department of transport, Mathabatha Mokoena, stop short of saying passenger rail is a national crisis. Instead he admitted passenger rail is in a critical state. According to him DoT is committed to preventing trains coming to a standstill and if needs be budget adjustments will be done and even additional funding be asked from Treasury.

Cosatu in the Western Cape have also express their concern for the safety of commuters. “Everyone should be working together to ensure a safe rail environment,” says Tony Ehrenreich, provincial secretary.

Head of SAPS railway police, Maj.-gen. Michael Mohlala, says they will be working more closely with Metrorail to clampdown on cable thieves.

Mohlala said that in future, cable theft crime scenes will be completely sealed off by forensics officers, fingerprints will be taken and compared with metals sold to scrap metal dealers.

Previously, the crime scenes had been walked over by the repairmen and no clues were left.

When asked about deployment of officers on trains, especially during peak, Mohlala said he already requested that deployment of officers be done in accordance to the needs of the rail operator.

Most notably absent was not only City of Cape Town Mayco Member for Transport, Brett Herron, but also ward councillors in the affected area.

When asked about ward councillors who are the first contact with communities, not being invited, Prasa GCEO said he was not part of organizing committee but asked that all stakeholders be invited.

MEC Grant in his speech made mention of including the city. “We all need to work together and pull in the same direction.”

Chairwoman of the Cape Business Chamber, Janine Myburgh, was present. Prasa appealed to her for the chamber to engage their members, considering the state of the railway service, not to dismiss employees for late arrival because of train delays

When asked if he’s satisfied with and the level of communication to commuters, Molepo before I could complete my question said: “No, I can never be. Not if I look at the amount of complaints”.

There seems to be no clear deadlines for what is planned, nor is Prasa giving more detailsMolepo’s response is: “we cannot reveal the details of our plan. Criminals are clever, they watch TV, listen to radio and read”.

Also read:
* Pyne oor die lyne
* Keer 'n ramp

Spore het hoop, maar bied nie kitsoplossings

Dit is nou al amper 40 minute en daar was nog nie eens ’n aankondiging nie. Die treine is al weer laat. Dit raak nou ’n gewoonte – treine is meer laat as wat dit betyds is. Kommunikasie is ook nie een van Metrorail se sterk punte nie, want glo dit of nie – met al die treinkansellasies is daar nog meer treine as aankondigings.

Op die platform wonder ek wanneer kom die verdomde trein, want ek het klaar ’n kaartjie gekoop. Ja, dit is hoe duisende pendelaars baie keer voel en dit is iets wat duisende daagliks in die gesig staar.

Ek raak nou moeg van die gewag en ek weet nie of daar iets gaan kom of nie. Wag, laat ek iemand bel.

Die daaglikse stryd en frustrasies van pendelaars is weens wanbestuur en korrupsie, maar ook swak of eintlik geen beplanning.

Die huidige diens kan jou nie ’n trein wat betyds is verseker nie. Jy is wel verseker van ’n oorvol trein, en nadat jy gesukkel het om in te klim moet jy oor die uitklim begin worry.

Vir dié wat nie treinry nie – dit is iets soos stoei se royal rumble.

Treine op die Wellingtonlyn is met meer as 60 minute laat. Die probleem is glo ‘low overhead power’ tussen Huguenot en Soetendal. Ek is ook herinner daaraan die die spoorlyn tussen Stikland en Wellington en verder aan Transnet behoort.

Dis die ander probleem. Metrorail huur slegs die gebruik van die lyn, maar enige herstelwerk en onderhoud is die verantwoordelik van Transnet.

Net onlangs was daar ’n passasierverwante voorval by Brackenfell. Wellington treine moes via Stellenbosch ry, en dié tussen Kraaifontein en Stikland is aan hul eie genade oorgelaat. Dit was nou totdat ’n kontrole-operateur van Transnet op die toneel gekom het om enkellynwerk te begin. Dis maar net die operateur wat self elke trein van ’n sekere punt tot by die volgende neem.

Ek dink nou – ironies genoeg het ek vroeër vanjaar aan Metrorail se streekbestuur genoem dat hulle meer aandag aan die “vergete” lyn sal moet gee en selfs voorgestel dat ’n senior bestuurder die verantwoordelikheid vir kliëntediens op die lyn gegee word.

Sien, Metrorail het een areabestuurder wat verantwoordelik is vir die sewe stasies tussen Wellington en Muldersvlei. Die aankondigingstelsel en/of luidsprekers by talle van die stasies werk nie, of dié waar dit nie werk nie het nie draagbare luidsprekers nie of daar is nie ’n personeellid om sy of haar lewe te waag en aankondigings op die platform te doen nie.

Wat my dikwels grensloos irriteer is “make use of bridging transport” – net mooier bewoording vir “kry alternatiewe vervoer”.

Dit het my een oggend só op die spore gedryf dat ek Metrorail se kommunikasiebestuurder moes WhatsApp en vra kan hulle nie eerder sê “regrettably Metrorail has no buses available and commuters are advised to arrange their own transport”.

Hoe ironies dat ek dit nou juis in vervoermaand moet noem, want nie net word baie min tot geen aandag aan veral openbare vervoerdienste in landelike gebiede gegee nie, maar baie van die landelike gebiede het geen openbare vervoerdiens nie behalwe vir taxi’s wat jy dalk net tot 18:00, of as jy gelukkig is 19:00, gaan kry.

Kort voor sy aanstelling het die minister van vervoer, Joe Maswanganyi, in ’n parlementêre portefeuljekomitee sy kommer uitgespreek dat Metrorail so baie huurgeld aan Transnet betaal.

Met sy besoek vroeër die maand aan die Kaapstad-stasie saam met Prasa se groepbestuurshoof, Lindikhaya Zide, moes ek net vra wat gedoen word om beter kliëntediens en kommunikasie aan pendelaars op die Wellingtonlyn te verseker.

Metrorail probeer al geruime tyd spore wat aan Transnet behoort, oor te neem. Sake het al só gevorder dat ’n verslag op die tafels van die twee betrokke ministers lê.

Zide het in reaksie gesê Prasa en Transnet gesels oor die oordrag en ander tegniese aspekte en hoop om binnekort ’n aankondiging hieroor te doen.

’n Dag later kondig die Stad Kaapstad weer sy voorneme aan om die bestuur – eintlik die begroting – van Metrorail oor te neem. Terwyl sommige jubel en juig oor die moontlikheid, is dit belangrik om te weet huidige wetgewing, en die nasionale ontwikkelingsplan, weerspreek dit.

Die Stad Kaapstad het ook geen jurisdiksie oor die ander ses munisipale grense waardeur Metrorail ’n passasierspoorvervoerdiens lewer nie.

Ek kan egter nie help om te wonder watter soort diens my medependelaars van Malmesbury, Klapmuts, Stellenbosch, Paarl, Wellington, Hermon, Saron, Riebeeck, Ceres, Tulbagh en Worcester sal kry nie.

Hoeveel langer gaan hulle moet wag as dit ’n kontrakteur is wat treine in daardie gebiede bestuur of as daar ’n voorval is? Die stad is dalk nie die oplossing nie en hoe langer Transnet daarmee sloer, hoe langer wag ons.

Ek besef nou ek is buite Kaapstadstasie. Die foutiewe punte of seine êrens by Soutrivier of Woodstock of waar ook al is reggemaak en my trein trek amper 30 minute laat op Kaapstad-stasie in.

Hoewel daar hoop is, blyk dit geen kitsoplossings is op ’n Express-trein vir my en my mede-pendelaars op pad nie.

• Hierdie Post Scriptum opinie het aanvanklik in Paarl Post van 9 November 2017 verskyn.

Overcrowded delayed trains anticipated next 2 years

Trains in the region are subjected to be overcrowded and delayed for the next 18 to 24 months. 
Nope not an SMS-notification or announcement but what members of the Western Cape Provincial Parliament’s Standing Committee on Transport were told during a briefing by Metrorail.

Ironically the meeting started with the Metrorail delegation being delayed – not from a train, but security processes signing in.

The rail operator painted a picture of crime crippling the network, preventing it from delivering a reliable service to it’s hundreds of commuters.
Metrorail requires 88 train sets to operate a normal service, but has since October 2015 loss 101 carriages in arson-related incidents. The result? shorter trains and train cancellations. It also stated five years ago no one bothered with trains but these days more of Prasa assets are targeted.
It managed to make 200 arrest in July, 127 less than the 327 in February this year. What is interesting about this figure is for the year there has been no arrest for pick pocketing and only one for a fraudulent ticket – in March.
“It would appear as if Metrorail is now more focused on taking on rail crime than running trains,” said Nobulumko Nkondlo (ANC).
For Masizole Mnqasela (DA) it seemed as if there is no relationship between Prasa and the justice cluster, while his colleague Mark Wiley wanted to known if the State Security department is part of Metrorail’s specialised task team.
Metrorail says they not shifting the blame, but appeal that the different government agencies work with them for the rail operator to deliver a service. “We need to know why trains are burning at 1am. It cannot be because of delays, those trains were not late.”

Committee chairman, Nceba Hinana, says what concerns him is people hanging out from trains.
Although it mentioned being active on social media, commuters able to check train updates via GoMetro and SMS-notifications sent to commuters, Metrorail admitted communication is a challenge, saying they do not communicate enough to commuters.
Regional Manager, Richard Walker, shared with the committee that he himself commute by train and he also find it frustrating to arrive at a station and the electronic board is not working or don’t reflect a delay.
“One of the reasons why people board the first train arriving is because of the uncertainty if there will be a next one or what time it will arrive, adding to overcrowded trains. Part of attending to this is being more predictable.”
Metrorail’s train design team is currently re-looking the timetable and commuters could soon receive communication regarding a revised timetable, to take effect September 1st 2017. 

Two interesting points from Metrorail’s presentation of 50-slides, that even the honourable members failed to notice, is:
1) Their main stakeholder (commuters) is not included in the list of external support and partnerships.
2) Metrorail don’t now it’s own boundaries and where it runs a service. In it’s introduction it states its operations stretch across 6 municipalities and lists them as Cape Town, Drakenstein, Winelands, Breede River, Swartland and Helderberg.
Firstly a simple Google-search would have told them there is no Winelands and Helderberg municipalities. 
Secondly Metrorail’s operations stretch across: Cape Town, Drakenstein, Witzenberg, Breede Valley, Stellenbosch and Swartland.
The provincial transport minister, Donald Grant, also attended the meeting and said what is unacceptable is that commuters at times have to wait three hours for a train.
Metrorail reacted there exceptional cases do occur. 
ANC’s Cameron Dugmore says “we in agreement, Metrorail is failing and now we need to solve it together".  
He also tweeted what I’ve previously stated the problem is bigger than Metrorail. And continued: “he is not convinced the current plans are enough”.
He also suggested that Metrorail appear before the committee again, with fewer slides, and go into detail on the turn around strategy. Dugmore also want commuters and other stakeholders to be part of the meeting and give their input.
MEC Grant’s concern however is what is being done about the service for next week and next month.
Mnqasela gave the best summary of the situation: “we in a crisis and it cannot be business as usual”.


Metrorail’s solution is summarized in their accelerated turn around actions and includes:

• Increase train set availability from 60 to 65 in the next 3 months.
• Increase train set availability from 66 to 70 in the next 6 months.
• Increase train set availability from 71to 75 in the next 9 months.
• Increase train set availability from 76 to 80 in the next 12 months.
• Increase train set availability from 81 to 88 in the next 18 months.
• Reduce short trains from 86% to 50% of available trains.
• Increase reliability by
• Improving availability of rotating machines and wheels by fast track process to require components
• Availability of materials and spares by finalising regional tender process.
• Reduce signal infrastructure delays by rehabilitation of conventional signalling systems, migration of copper to fire, vandal proofing of signalling equipment and reinstatement of level crossings
• Reduce perway infrastructure delays by fast tracking procurement and approve contracts with Transnet.

Metrorail or Metrorail?

Trains are delayed due to manual authorization, defective sets and speed restrictions. Allow for extended travel time due to a train that failed in-section. If you make use of South Africa’s rail operator Metrorail, these are well-known messages by now.

The daily struggles and frustration of thousands of my fellow commuters are as a result of not only mismanagement and corrupt activities but also first no planning and then poor planning by government.

The current state of the service is where you not guaranteed the train will be on-time and your ticket might or might not be checked. What you can be sure of is an overcrowded train. After the struggle to get in, comes the struggle to get out. Picture yourself a scrum, better yet wrestling’s royal rumble.

Another challenge for both rail operator and consumer is that some of the tracks are not owned by Metrorail. Much of it is rented from Transnet and therefore Metrorail cannot legally do repairs and maintenance. This often leaves the operator and commuters frustrated with delays or a suspended line, pending TFR maintenance.

While the daily numbers of commuters have increase, the number of trains decreased with many trains sabotaged by arson and vandals. This led to some trains being cancelled and the remaining trains shorter to ensure a service on all lines.

Metrorail needs more than 90 train sets to have a normal service in the Western Cape, for the four lines that stretch over 490km tracks. With all the arson incidents the past two years, there was a time the province had less than 60 train sets.

I am of the opinion that the arson and cable theft is a well-organised syndicate, deliberately destroying Metrorail.

Unfortunately there is no security compliment to have a guard of honour next to the railway line, and there is just not enough manpower for all the stations and points.

Security guards are deployed to hot-spot areas, but families of the men and women are victimized and their lives threatened. Many of the unarmed guards step back when the criminals target the areas. These guards don’t speak, out of fear for the lives of their loved-ones. Many of the guards are also not trained to use a firearm. And we cannot just go and give every Hendrik, Jason and Thabo a gun.

Cable theft is a reality. Between the 21st and 25th of July 2017 eleven suspects were arrested. Rail crime is however not viewed as serious enough by our justice system. If it was how many criminals caught, or against whom there is enough evidence were successfully prosecuted?

One of the positives is there has not been a single derailment with fatalities in the Western Cape and compared with other regions train incidents are fewer. Delays and cancellations are also lower, and lines suspended for service (after a major incident) last a few hours – compared to days in other regions – and as hard as this is to believe, commuters here receive better communication.

However the reality is that Metrorail operates in an open environment, making it not immune to and thus vulnerable for criminal activities. Social ills in communities play a big role in the many challenges. Often criminals use the tracks as an escape route. There are also areas where the railway line is a border for rivalry gangs.

Railway police don’t resort under Metrorail – but SAPS – and having no jurisdiction over them or their deployment adds to the safety headache.

The past month also saw a number of level-crossing incidents, despite having booms and Metrorail appealing in their statements for motorist to be vigilant when approaching a level-crossing.

Part of addressing the problem is not only government making more funding available, but also making rail more than just a priority on paper. We will also have to start addressing crime, social challenges and unemployment. If we don’t do this and continue to play the blame game, commuters and Metrorail will continue to be the biggest loser and hooligan criminals laughing all the way to the bank.

This opinion piece was originally written for JustJody