1. PCOT PRESENTATION 15 MARCH 2016 Presented by the RSR’s CEO: Mr Nkululeko Poya

2. Contents PART A- STATE OF SAFETY PART B- SIGNALLING INFRASTRUCTURE
PART C- ROLLING STOCK UPDATE

3. PART-A
STATE OF SAFETY 15/16 YTD

4. A. STATE OF SAFETY
Total number of Operational Occurrences : 7% decrease from previous period
Total number of Operational Fatalities : 4% Increase from previous period
Total number of Operational Injuries : 40% Increase from previous period

5. A. STATE OF SAFETY
Top 5 High Risk Occurrence Categories as % of Total Number:
Category A: Collisions during movement of rolling stock (25%)
Category B: Derailments during movement of rolling stock (3%)
Category D: Level crossing occurrences (2%)
Category E: People struck by trains during movement of rolling stock (13%)
Category H: People related occurrences: platform- train interchange (16%)

6. A. STATE OF SAFETY
Current Focus on high risk areas to decrease occurrences (80-20 Principle)
6% increase in Top 5 Focus areas number of occurrences from 1699 in previous period to 1766 in current reporting period
Increase in number of collisions with obstacles on running line
Increase in mainline derailments
Increase in platform-train interface
2% decrease in fatalities in top 5 categories from 304 in previous period to 299 during current reporting period
Decrease in number of people struck by trains
Decrease in level crossing fatalities
81% increase in injuries from 714 in previous period to 1291 during current reporting period
Increase in passenger train collision injuries
Increase in Platform-train interface injuries

8. PRASA CONTRIBUTION TOWARDS OCCURENCES 2015/16 YTD

9. PRASA CONTRIBUTION TOWARDS FATALITIES 2015/16 YTD

10. PRASA CONTRIBUTION TOWARDS INJURIES
2015/16 YTD

11. A. STATE OF SAFETY Areas of concern : Human Factor Challenges:
Safety Critical Grade behaviour / competency
Vehicle driver behavior at level crossing
Overcrowding of trains
Encroachment / trespassing in the rail reserve
Technology / Infrastructure Challenges
Maintenance of rolling stock and infrastructure
The existence of gaps between trains and platforms
Communication
Signaling
Externalities
Security at / around stations and the rail reserve and lack of visible policing
Vandalism and Theft

12. SIGNALLING INFRASTRUCTURE
PART B
SIGNALLING INFRASTRUCTURE

17. Recommendations
As a matter of urgency, all safety related abnormalities and dangerous practices to be addressed and rectified.
Those abnormalities and practices relating to interlockings should receive special attention.
A suitable maintenance strategy and corrective maintenance plan should be implemented.
The serious shortage and lack of competence of maintenance personnel must be addressed.
The supply chain service component of this process must be made aware of the need for rapid response in the acquisition of safety critical spares avoiding suppliers with less than reputable track records.

18. PART C
ROLLING STOCK UPDATE

19. SA Network Layout

20. Project Background RSR PROCESSES Feasibility
Design: Concept and Detail
Construction
Testing and Commissioning
Operations
Monitoring and maintenance
Modification
Decommissioning
The life cycle of a human artefact (e.g. a system, a sub-system, a piece of equipment, a product, process or procedure) begins at the pre-feasibility phase or concept phase (when the idea is born) and ends when it is eventually decommissioned and disposed of. The cost of human artefacts do not end after commissioning, but may well escalate at alarming rates thereafter. This lead to the concept of life cycle design or planning. Up to 80% of the total life cycle cost is committed by the time the design of an artefact is completed. “All the really important mistakes are made on the first day”. The decisions made during the feasibility or concept and design phases are therefore very important. The life cycle is conventionally divided into various phases as shown on the slide. It should be noted that phases may run concurrently, e.g. operation and maintenance.

21. System Engineering Approach

22. Review Considerations
Reliability, Availability, Maintenance and Safety(RAMS) Approach (EN 50126)
Procedures, processes and standards applied
a URS document, signed off by the appropriate delegated authorities
compilation of a risk analysis (RA) and hazard log (HL)
Quality of diagnostic information available from the system (Black Box Data);

23. Review Considerations
Methodology for verification and independent validation of the design (Competent person / Registered Professional Engineer); and
Type of Radio fitted on Loco
Communication with Network Owner/Operator
VEHICLE GAUGE (BE SH.12)
Human factors in design and “physical environmental factors” (see SANS );
Operation (including revising the SMS and Operating procedures), Maintenance(maintenance contracts) & Disposal

24. Locomotive Technical Specifications
Design Requirements- Vossloh Detailed Technical Specification
Vehicle gauge
BE SH.12
Overall height (with new wheels)
4.140 mm
Overall carbody width
2.850 mm
Wheel diameter, new / worn
1.067 mm / 991 mm
Minimum Main line curve radius
150 m
Track gauge
1.065 mm
Max. altitude above sea level with 10% power reduction
2000 m
Max. speed
130 km/h
Lowest possible constant speed at full engine power without time limitation
Max. 37,7 245 kN
Max. nominal weight
kg with 2/3 of consumables
Distance front to rear automatic couplers mm

25. Locomotive Technical Spec Cont.
Language Requirements
All necessary labelling and signs on the locomotive and its components
English
All information on the displays
All information related to operation, maintenance and repairs

26. Inspection of Locomotives
Vehicle Gauge Impact
Damage caused (possibly) by the OHTE contact wire
Damage on the side, the air conditioning pipe
Electrical arcing marks on the vent

27. Inspection of Locomotives
Cab Layout – Ergonomics
Driver Training
Unavailability of Mirrors (Vigilance activation)
Train Assistant Seat Position
Ash Tray Position
Emergency Brake handle position

28. Infrastructure Inspections
Data of all Bridges and Tunnels
Consultation with TFR
Maintenance of Minimum Height

29. Conclusion
PRASA’s revised submission for deployment of the Afro 4000 DC locomotive on 25kV lines accompanied by a risk assessment has been accepted.
However, approval to deploy for commercial services will be subject to the following conditions:
Details of the maintenance arrangements are provided and approved by the RSR.
Test results for air quality assessment to be evaluated by the RSR

30. Conclusion
A full and detailed human factors analysis to be conducted by the RSR.
Installation of radio telecommunication system in all the AFRO locomotives and approved by the RSR.
For deployment of the 3kV DC lines, a submission shall be made to the RSR for a review and approval.

31. Current Status Reports to be submitted to the RSR
Tunnel air quality tests report (Gijima and CSIR)
Human factors assessments validation
Maintenance arrangements