ANNUAL REPORT 2005/2006 - Railway Safety Regulator

SARCC will fall directly under the RSR’s regulatory authority, as itwill now be responsible for railway operations, while in the pastonly Metrorail was subject to such authority. The consolidationof infrastructure ownership and operations will ensure better coordinationof activities, better allocation of resources and a morestreamlined institutional accountability on matters of railway safetyand operational efficiency.As at the end of the year under review, the Regulator had been ableto respond effectively to a number of occurrences that warrantedattention. Four (4) Boards of Inquiry were commissioned toinvestigate serious occurrences, namely, Merafe Halt, Deelfontein(Blue Train/Trans-Karoo), Groot Marico and Kinross. Occurrenceinvestigations have now become a regular feature of the Regulator’sactivities since creating the necessary capacity (both internal andexternal) to undertake this task.The Regulator had further taken steps to develop capacity toundertake safety audits and inspections through the appointment ofthe Railway Safety Inspectorate and the creation of a database ofexperts to conduct safety audits and investigations.It is anticipated that the Regulator will significantly increase itscapacity as it proceeds to develop regulations and standards,conducting occurrence investigations, audits and inspections, anddeploys the national railway safety information and monitoringsystem. In addition, specific targeted interventions are plannedwhich includes those aimed at addressing problems associatedwith level crossings, trespassing, unlawful settlements, crime andtransportation of dangerous goods by rail.Key Developments and ChallengesThe adoption of the National Freight Logistics Strategy by Cabinetin 2005 represents a significant challenge in the positioning of theRegulator and its approach to industry regulation. The strategyenvisages the introduction of competition in the rail sector, byallowing open access to the secondary network for licensed operatorsand the incremental introduction of non-discriminatory accessand pricing on the primary network. In this regard, the RSR will,among others, have to determine safety regulations regardingclass of access to specific lines, operating standards, line quality,allowable access, interoperability standards and the qualification andassessment of safety standards of licensed operators.The Gautrain Rapid Rail Link Project also presents a major safetyregulation challenge for the RSR. The project will bring with it uniquetechnology and operating parameters for South Africa. The challengefor the Regulator is to evaluate the project from a safety perspective,through ensuring that due process is followed in the development ofstandards. The RSR will actively participate in the project planning,detailed design and implementation phases of this project, with aparticular focus on safety standards. Ultimately, the Regulator will berequired to issue a safety permit, once satisfied that a comprehensiveand fully documented safety management system is in place.The need for harmonisation of safety standards within the SouthernAfrica Development Community (SADC) region is critical andconstitutes a significant part of the Regulator’s mandate. As the onlyrailway safety regulator in the region, and indeed on the continent,it is incumbent upon the RSR to play a lead role in realising theharmonisation of railway safety standards envisaged in the SADCProtocol on Transport, Communications and Meteorology.During the year under review, the Regulator has firmly put in place asolid foundation for an effective railway safety regime that will go along way in turning the tide in the state of safety in our railways.Transportation of Dangerous GoodsThe Regulator’s Enabling Act mandates the RSR to act as acompetent authority on the transportation of dangerous goods byrail. The RSR has now created the necessary capacity to establishthe regulatory framework for the transportation of dangerous goodsby rail. Research will get underway in the next financial year with aview to developing the appropriate standards for transportation ofdangerous goods by rail in the country.Particular attention will be given to the existing dangerous goodsrail standard SANS 10232-2 (Operational Requirements for theTransportation of Dangerous Goods by Rail), which was neverimplemented.Annual Report -