Earl September

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I write what ever comes to mind. Real is me and my views/opinion. Be Yourself, be REAL Open-minded young South African who loves to follow South African politics and social issues. I try not to limit myself as I'm capable of more than where I'm now.

Monday, 9 February 2015

Metrorail and load shedding


Trains:
Trains operate on heavy current 3KV electricity off a direct Eskom feed.
As a declared priority user, Metrorail has Eskom’s commitment that this supply will only be cut as a last resort.

Stations & signals:
Station and signal power supply in municipal areas operate off a light current municipal power supply and will be affected by load shedding.

The following contingency plans are in place during power outages:
Tickets will be sold from portable ticket issuing machines;
Local station announcements will be made by loud hailers;
Manual authorisation will allow trains to proceed.

Alternative transport during delays
Once a train has developed technical problems, technicians evaluate whether the train can be repaired on-site or are alternative arrangements required. Where at all possible during extended delays, Metrorail will arrange buses. More often it is quicker to fix the train that to order buses from different areas to assist.

The efficiency of buses as alternative transport during peak hours is compromised by:
Prevailing (peak hour) traffic conditions:
external bus operators’ limited capacity to assist; 
the number of stations to be served.

External bus companies are generally contracted to transport learners to school during peak hours and very few, if any, are able to spare more than a few buses during peak hours due to their other contractual commitments.


Although a small fleet of in-house buses (18 maximum) are strategically placed on standby as contingency, there is not sufficient capacity to assist everywhere at once. 
A single bus is permitted to transport 52 – 57 seated passengers; a single train may have 800 – 2000 passengers on board so at least 15 – 20 buses are required to assist every full train.

Thursday, 5 February 2015

Belê in leerders lank voor matriek


Daar was trane van blydskap en hartseer toe die nuwe jaar begin met die aankondiging van die matriekuitslae. Die departement van basiese onderwys het ’n slaagsyfer van 75,8% aangekondig, wat laer is as die klas van 2013.
In werklikheid is die matriekuitslae maar eintlik ’n hartseer verhaal en wonder ’n mens of daar lig aan die einde van die tonnel is?

Die basiese onderwysdepartement is nie verkeerd as hulle die slaagsyfer aan ons gee nie, maar dit is die slaagsyfer van die aantal kandidate wat die nasionale senior sertifikaateksamen geskryf het.
Terwyl ons kan bly wees vir die meer as 75%, moet ons egter vra hoeveel het in 2003 hul skoolloopbaan begin, maar oor die twaalf jaar uitgeval en nie die nasionale senior sertifikaateksamen geskryf nie?

Syfers van die departement van basiese onderwys dui daarop dat 1 252 071 leerders die skoolstelsel in 2003 in graad 1 begin het (hulle sou die klas van 2014 word).
Uit hierdie groep, het 688 660 leerders dit gemaak tot die matriekeksamen.
Dit beteken slegs sowat 55% van die 2003 graad 1-leerders kom deur ’n twaalf jaar skoolloopbaan, terwyl 563 411 leerders êrens langs die pad uitgeval het.

As jy die 2014-syfers vergelyk met dié van 2013, sal jy oplet dat die aantal kandidate wat die 2013 nasionale senior sertifikaateksamen geskryf het, altesaam 623 897 was, terwyl 1 286 591 leerders graad 1 in 2002 betree het. Daar het dus 662 695 langs die pad uitgeval
Sou jy die aantal leerders vat wat in 2003 hul skoolloopbaan begin het en dit vergelyk met die aantal wat in 2014 geslaag het, is die werklike slaagsyfer sowat 41,7%, wat ook beteken slegs sowat ±12% het toegang tot nagraadse studies verwerf.

Die getal leerders wat ons nie in berekening neem nie, en êrens in die 12 jaar uitgeval het, sien ons of moet ons hulle nie sien as diegene wat dit nie gemaak het nie?
Die realiteit is dat dié wat in die 12 jaar uitgeval het ook landsburgers is wat nou ook deel van óf die arbeidsmark óf die werkloosheidsyfer is, nes die kandidate wat nie gaan studeer nie.

Ek wil my verstout en self afvra, diskrimineer ons tog nie maar teen hulle wat om een of ander rede uitgeval het nie?
Die ander saak is, as jy uit die bus geval het en jy besluit later om jou matriek te voltooi by ’n kollege, gaan jy tel onder die matrieks met wie jy aanvanklik sou skryf of tel jy onder die jaar wat jy matriek voltooi het en word die aantal kandidate wat matriek by tersiêre instellings voltooi, by die aanvanklike matriekslaagsyfer bygevoeg of bly dit maar ’n persentasie wat in die lug hang?
Indien ons daardie persentasie wat by kolleges hul matriek voltooi by die jaar moet voeg, lyk die slaagsyfer dan beter of slegter vir ons land?

Het dit nie dalk tyd geword dat ons ’n ekstra kolom of twee byvoeg wanneer die matriekuitslae aangekondig word nie, of sal ons die aantal leerders wat die skoolstelsel saam met die matrieks ingekom het maar in die 12 jaar uitgeval het, net bytel en die regte persentasie gee?

Ek het ook opgemerk verskeie sake-ondernemings was goedhartig met die skenk van tegnologiese toestelle, soos tablette, aan die topleerders. Dit is goed, maar moet ons nie besighede kry om te belê in ons skole vóór die leerders in matriek is nie om dus só ons slaagsyfer bietjie hoër te maak? As ons onder begin, kan ons bo die vrugte pluk. Voordat enigeen gaan sit vir die matriekeksamen, moet jy eers 11 ander grade voltooi.

As opvoeding vir ons as land so belangrik is, soos ons onsself oortuig, sal ons nie net elke jaar fokus op ’n matriekslaagsyfer nie, of kandidate wat net slaag nie. Ons sal ook na ons ander grade moet begin kyk. Die matriekeksamen begin immers nie in graad 12 nie.
  • Oorspronklike opinie het in Paarl Post rubriek van Donderdag 5 Februarie 2015 verskyn

Thursday, 29 January 2015

Has Metrorail lost the plot & compassion?



Metrorail Western Cape experienced their worse day in the past 3 years yesterday and the funny thing is they could have avoided it if someone took ownership, responsibility and had the courage to stand up and lead – unfortunately their leadership skills are on one of the trains that are delayed.

Two things frustrated me: that they could have avoided the chaos and no senior management were on trains, even though they knew trains would be delayed for more than an hour.

This led to me first sending an email to the Regional Manager and his senior team and then to the minister of transport, Dipuo Peters. Here’s an extract of both:

Email to Metrorail Regional Manager
Drivers don’t have any communication with operations and at least two trains are standing outside Brackenfell, while buses are at the station, not transporting commuters

Now I would like to know:
1) Which bright spark at Metrorail decided to approve one line to be open, after operations decided Wellington trains will go via Stellenbosch on the Muldersvlei Line? Surely it does not take a rocket scientist to know that if there was a derailment a line will be closed and fixing that line will take hours - even if one line is open. Why still have all trains go that route and cause trains to be delayed by up to 3/4 hours.
If those trains went via Stellenbosch they would have been delayed by max 60 minutes.

2) Why would drivers have no communication with Operations? We live in 2015 and everyone has a cellphone so no communication should be the last of Metrorail's silly excuses.

3) Why is the Regional Manager and ALL his HOD's not on Wellington trains explaining to commuters the chaos and assisting.

Here's a quick reality check:
(a) There are parents on those trains who will have to pay their Day Care mothers extra (per hour) because Metrorail again failed to plan better.
(b) There are people on those trains who missed out on opportunities thanks to Metrorail.
(c) There are people on those trains who will sign warning letters and face disciplinary action because Metrorail thought it could operate with one line.

Dear Regional Manager, you have in the past six months failed to publicly hold anyone responsible for incompetent decisions or take full responsibility for chaos on the lines, my humble request is that you not let this opportunity pass and not hold staff accountable!

Email to Minister Peters:
Currently Metrorail Western Cape is in chaos and the management is refusing to admit they have made errors today.

A Metrorail Western Cape HOD told me that even though there are managers at the station, Head of Departments don't get on trains (to engage with commuters) on the chaos. The HOD maintained this even after I said not even the Customer Services and Communication HOD's. People have been on trains this evening for four hours and the statement by a senior Prasa employee is TOTALLY unacceptable.

Metrorail was well aware of this chaos, and could have avoided this. Still their senior management don't see it important for them to be on a train engaging commuters and then I ask myself has this really become a money making business with NO human factor.


HAS METRORAIL NOW REALLY LOST THE PLOT AND HAVE ABSOLUTELY NO COMPASSION FOR THEIR FELLOW MAN/WOMAN?

Friday, 23 January 2015

Checking Metrorail's tickets


I have been criticizing Metrorail for some time and frankly I’m not yet planning on stopping to help them create a better service.
See I was once told I should be the change I want to see, and I’m really trying hard in helping Metrorail create the change I want to see by being an active commuter who:
  1. Tap them on the shoulder when they do something good – not really a lot of those moments, but they there.
  2. Share information with Metrorail that could help them better their service and this would include incidents on a train or line or station – they just have to do the follow-up.
  3. Criticize them to better their service, especially customer service and communication.
  4. Share information and assist fellow commuters with information.

I’ve written a few blogs on Metrorail and the terrible service. I’ve admitted that changing the system will not happen overnight and a better rail infrastructure will not appear as cable theft increases. There are three things Metrorail can implement and make a priority ASAP, for this to happen the different departments within the rail operator should work more integrated.

With the above as background, in November I was challenged to one day in peak time check train tickets at Cape Town station.

Obviously I was nervous, who wouldn't be, if you check the small font on the tickets.
I was given training, for about 5 minutes – due to security reasons I cannot give more details on this.

While I have new respect for ticket verifiers, my opinion on the way they work has not changed though.

I enjoyed the experience and learned a few exciting things. It was also exciting to see such friendly and some really grumpy faces early in the morning.

Checking all the info on a ticket, counting and greeting makes it a challenge to say how many people come pass you. All I know is that atleast seven trains stopped and those commuters came pass me – and this is not even adding those entering Cape Town station going to platforms. I would say I counted about 30 to 40 if not 45 tickets per minute, almost at the average, for a rookie.

Now that I have been to Metrorail’s operational centre, taken a trip on their Tourism Train and even check tickets, I have a few other things on my list to experience with Metrorail.


Tuesday, 20 January 2015

Metrorail's Bellville secret

Overcrowding at Bellville station on a typical winters day, with all exits open and electronic notice boards working.

The secrecy regarding Prasa/Metrorail doesn’t stop with their whole make-over.
It would appear as if majority of staff are in the dark as to just what building is under construction at Bellville. Metrorail, oops Prasa, will move their operational centre (currently on Cape Town station) to Bellville station.

Now one could ask if this move is being done to restore the confidence in the ailing railway service amongst commuters on that line. Taking into account that Metrorail cannot see what is going on, on tracks beyond Stikland and moving the operational centre closer to stations they cannot see, staff and commuters might have more confidence.

Personally I think they are making a big mistake and should rather have spent the money on equipment at the current CMOCC as well as on security – would appear as if like customer service, security is not that important – for commuter’s atleast.

The other issue with Bellville is that the current construction goes against building regulations and I’ve pointed this out to Metrorail, who basically ignored my email.
Currently there is only one subway with one entrance/exit commuters can use.

Should anything happen at Bellville station and there need to be an emergency evacuation; hundreds will not make it, because there’s only one exit. And anyone who has been in that subway in peak-time would understand my statement. (it’s even impossible for me to make a video and add it to this blog)

When raising this issue with the current station manager, she indirectly admitted that it is something Metrorail failed to take note of and raise and I should know construction is not being done by Metrorail.

Now this made me ask her, so you who manage and work at the station everyday could give no input! There is a delay on that answer.

boards at Century City also off.
To make matters worse, electronic boards at the station are out of order, due to the construction work. But typical Metrorail there was no planning for this as there are nowhere on the station a notice apologising for the inconvenience and saying notice boards are not working.

It took Metrorail a month to admit electronic notice boards are out of order.


While I wonder, I also know not the Regional Manager, or any of his HOD’s, the Area Manager or the mentioned station manager has walked on those platforms since construction started. 
If they have, they would have known the seriousness of the situation and had contingency plans in place by now – this is now if one would assume they really care about commuters.

Tuesday, 6 January 2015

Matric Pass Rate 2014 per Region and School


The long wait for the 2014 NSC examination results is now over, with thousands of NSC candidates having received their National Senior Certificate results.

Here's the pass rate for:

Matric Pass Rate 2014: Overberg and West Coast

The Overberg received an 88.1% pass rate in 2014 and the West Coast District 88.4% 

OVERBERG
  • Albert Myburgh Sekondêre 79.1%
  • Barrydale High 87.8%
  • Bredasdorp High 97.9%
  • De Rust Futura Academy 93.5%
  • De Villiers Graaff High 100%
  • Emil Weder Sekondêre 89.6%
  • Gansbaai Academia 89.5%
  • Grabouw High 96.3%
  • Groenberg Sekondêre 93.8%
  • Hawston Sekondêre 78.2%
  • Hermanus High 98.6%
  • Northcliff House College 100%
  • Olyfkrans College 100%
  • Overberg High 100%
  • Qhayiya Secondary 75%
  • Riviersonderend High 87.5%
  • Swartberg Sekondêre 84.2%
  • Swellendam Sekondêre 81.1%
  • Swellendam High 100%
  • Umyezo Wama Apile Prim. 70.9%
  • Villiersdorp Sekondêre 78.3%
 
WEST COAST
  • Augsburg Landbougimnasium 98.6%
  • Cederberg Academy 83.1%
  • Clanwilliam Sekondêre 77.3%
  • Diazville High 83.2%
  • Dirkie Uys High School 100%
  • Graafwater High 100%
  • Lutzville High 100%
  • Naphakade Secondary 63.8%
  • Nuwerus High 92.3%
  • Piketberg High 98.3%
  • Porterville High 100%
  • Schoonspruit Sekondêre 88.1%
  • Steynville Sekondêre 70.5%
  • Swartland High 98.1%
  • Vanrhynsdorp High 91.1%
  • Velddrif High 100%
  • Vredenburg High School 99.3%
  • Vredendal Sekondêre 90.4%
  • Vredendal Hoër 98.6%
  • Wesbank Sekondêre 86.5%
  • Weston Sekondêre 81.7%