ANNUAL REPORT 2005/2006 - Railway Safety Regulator

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Security-related OccurencesSecurity occurrences include theft, mugging, rape, murder as well astheft of freight, vandalism and acts of sabotage (e.g. theft of copper wireand other security-critical assets). It is important to note that the RSRenabling Act recognises the relationship between operational safety andsecurity. Spoornet reported substantially high numbers of security-relatedincidents which can largely be attributed to theft.Metrorail incidents have significantly increased from 1,007 in 2003/4 to1,240 during the year under review. These numbers reflect an alarmingstate of affairs which must be urgently brought under control by theoperator. The 2003 National Travel Survey reflected that safety andsecurity remain the biggest concern for commuters, with 63% of traincommuters being dissatisfied with security on trains.Annual Costs Of Railway Incidentsimpact of safety to the economy and the public fiscus, which may spiral out ofcontrol if not adequately mitigated.RANDS (MILLIONS)9.2 CONCLUSIONSPOORNET INCIDENT COST800693.2 700700600503.8500400 355.8 363.830020010002001/02 2002/03 2003/04 2004/05 2005/06YEARSFigure 5: Spoornet Incident CostAnnual Report - 28(R million)18016014012010080604020028Figure 4: Metrorail Incident CostsMETRORAIL INCIDENT COSTS42 43The graphs (fig.4 and fig.5) depict the costs of incidents for the twolargest railway operators in the country, Metrorail and Spoornet. Notemust be taken that the there is a direct relation between the sharpincrease in the reported number of incidents and the rising costs for bothoperators.Further note must be taken that the costs depicted above only reflectthe direct incident costs and exclude the cost of managing risk andexternality costs (i.e. cost to the economy). This signifies the significant1562002/2003 2003/2004 2004/2005 2005/2006Financial YearThe State of Railway Safety Report draws the following conclusions based on theoccurrence data:a) The state of railway safety and security in the country is not improving.This is demonstrated by the high numbers in the reported incidents acrossvarious categories.b) The costs associated with incidents are dramatically increasing and heavilyimpact on the costs of doing business in the country both in relation toSpoornet and freight consignors. Insofar as this relates to Metrorail, thismay potentially impact on the fiscus, as well as public transport costs, as thehigher number of incidents increases the costs of running the service.c) The risk profile of the major operators remains unacceptably high and has abearing on the costs associated with managing risk.d) There is a general negative perception in the country about the rail sector inrelation to safety, security and operational efficiency.e) It has been established that one of the major contributory factors in accidentshas been human error, which points to poor human factor managementpractices, with particular reference to safety-critical positions, and overalllack of a safety culture within the operators.f) The state of railway infrastructure in the country is in an unacceptably badstate of repair as well as outdated technology. It has been determined thatsome of the major accidents can be directly attributed to the poor state ofrail infrastructure
Annual Financial StatementsCorporate Information……………………………………………………………………………….. 30Corporate Governance Statement……………………………………………………………….. 31Statement of Responsibility……..………………………………………………………………… 31Report of the Auditor-General…………………………………………………………………..... 32Audit Committee Report……………………………………………………………………………… 34Directors’ Report……………………………………………………………………………………….. 35Statement of Financial Position…………………………………………………………………… 36Statement of Financial Performance………………………………………………………….... 37Statement of Changes in Net Assets………………………………………………………….... 38Cash Flow Statement……………………………………………………………………………….... 39Notes on the Annual Financial Statement…………………………………………………….. 40Annual Report - 29
Page 1 and 2: ANNUAL REPORT 2005/2006
Page 3 and 4: TABLE OF CONTENTSPART I:Legislative
Page 5 and 6: Structure of the RSRMosenngwa MofiA
Page 7 and 8: capacity has now been created to au
Page 9 and 10: SARCC will fall directly under the
Page 11 and 12: Performance Report7.1. SAFETY REGUL
Page 13 and 14: Performance ReportObjectivesOutputs
Page 15 and 16: Performance Report7.2 Safety Assura
Page 17 and 18: Performance Report7.4 FinanceObject
Page 19 and 20: Human Resource Tables8.1 PERSONNEL
Page 21 and 22: 8.2 Employment and Vacancies - Apri
Page 23 and 24: Table 8.4.2 - Reasons Why Staff Are
Page 25 and 26: Table 8.5.3 Recruitment April 2005
Page 27 and 28: State of RailwaySafetyAnnual Report
Page 29: • Number of train movements per d
Page 33 and 34: Corporate GovernanceStatementThe Bo
Page 35 and 36: The management of the RSR indicated
Page 37 and 38: Directors’ Reportfor the year end
Page 39 and 40: Statement Of Financial PerformanceF
Page 41 and 42: Cash Flow Statementfor the year end
Page 43 and 44: 1.2.2 Grants received from Governme
Page 45 and 46: 2006 20057. CONTINGENT LIABILITIES2
Page 47 and 48: 2006 2005General Manager: Corporate
Page 49 and 50: 18. FRUITLESS AND WASTEFUL EXPENDIT
Page 51: SAFE, SECURE AND ON TRACK2 Ernest O

ANNUAL REPORT 2005/2006 - Railway Safety Regulator

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