Presentation to the Competition Commission South

Africa

Durban International Convention Centre

27 June 2018

PRASA

Metrorail KZN – Fast facts

2

Stations and Halts 103

Rail Track ( 365Km Owned by PRASA – 240km by Transnet)

605 km

Allocated Fleet (Train Sets) 57

Operating Times (03h30 – 23h30) 20 hours

Trains Scheduled per Weekday 445

Passengers per WeekdayApprox.130,00

0

Employees:

• FCTW 46 (includes Learner

ships)

2353

KWA ZULU NATAL

Metrorail KZN - Network Diagram

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Corridors by ClassificationA rated: Umlazi to Durban KwaMashu to Dalbridge Bridge City to Dalbridge

B rated: Stanger to Dalbridge Cato Ridge to Durban Kelso to Durban

C rated: Pinetown to Durban Wests to Durban Crossmoor to Durban

Integrated Transport Plan - EThekwini Transport Authority

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Rail identified as backbone to the IRPTN

Known as C2 corridor

All planning done in collaboration with allcity departments e.g. human settlements,Economic Development i.e. all futurespatial development considered.

First new trains expected in first quarter of 2020

The integration of rail with other public transport providers, coupled with the modernising of the rail environment, willattract more users. Commuter concerns, such as safety , security and servicereliability are key to the process.

Proposed Suburban Rail Network Expansions in KZN

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A number of proposals for extending and expanding the suburban rail network have been proposed as potential enhancements. These include: Bridge City Corridor: although under construction it will be important to consider the

service pattern and timetable from this new station, once completed, including the division of trains between this route and KwaMashu;

Northern Link: significant development is planned along the Northern Urban Development Corridor stretching from Durban to King Shaka International Airport and a transport corridor has been reserved through the development. Capacity constraints at Duffs Road mean that a new rail corridor could be considered and it could offering higher speeds;

Pinetown to Pietermaritzburg via Cato Ridge: whilst there is a rail line between Pinetown and Cato Ridge it is currently not utilised and the potential to re-open the line, including an extension to Pietermaritzburg should be considered; and

Umgeni Business Park: the most appropriate mechanism of improving connectivity to this strategic employment site needs to be selected from a range of options. The railway infrastructure enables a heavy rail service to be implemented as a shuttle.

KZN Strategic Rail Plan – LRT Opportunities

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Opportunities for Connectivity to other Provinces

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8

Gender Equity

Prasa Levels KZN Region - October

2019

KZN Current Status

Total Female Employees52% (KZN Demo) 39.2%

Total Male Employees 48% (KZN Demo) 60.8%

Female employeesExecutives/GM’s Senior Management (109-104)

2% 0.2%

Female employeesMiddle Management

5% 0.5%

Female EmployeesTechnical /scarce and or critical grades

5% 45%

Female employeesBargaining grades

5% 37.7%

2% disabilityAll racial groupsMale/female

2% 2.3%

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Transformation

Race Group Number Percentage Male Female

African 2008 85 1151 857

Coloured 25 1 15 10

Indian 158 7 122 33

White 157 7 137 20

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Challenges Currently Facing Rail

• Rolling Stock – The continued battle to upkeep an aged and outdated fleet is resulting in at least 50% of the fleet being unavailable for service. The obvious results are reduced capacity, cancellations and in service failures.

• Infrastructure (Perway) – The Permanent Way (Track) is riddled with speed restrictions imposed for safety reasons. 85KM of track is desperately needed to improve the Perway condition. The provision of track has to be supported with “HOT” machinery to tamp and screen ballast stone, replace sleepers and improve drainage around the track

• Vandalism and theft – The theft of copper cable and valuable metal components is constant despite attempts to vandal –proof such.

• Encroachments by informal dwellers – Becoming problematic, embankments are undermined, drainage compromised and maintenance access also compromised.

• Open Network - Largely the reason for theft and vandalism – difficult to secure and police. Also results in unacceptably high levels of injury and death to persons walking on or crossing railway lines.

• Storm damages – Poor storm water management and settlements along the rail line has led to severe damage to rails and track side equipment. Landslides and water damage has disabled some services for up to six months.

Encroachments on the Rail Reserve

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Vandalism and Theft

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Factors Resulting in a Decline in Passenger Numbers

A gradual decline, particularly since 2015 has led to the decline. Key factors are:

Reduced capacity provision through limited rolling stock available for service

Increased number of speed restrictions extending travel times on longer corridors

A marked increase in delays and or cancellations

Reduced frequencies as a result of reduced rolling stock

Lack of availability, reliability and predictability.

Storm damages crippling services for extended periods forcing commuters to seek alternatives or relocate.

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Passenger Trips History from 2009 to March 2018

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Potential Solutions to inefficiencies

Improve the SCM processes to create quicker turnaround without compromising the process. Appoint multiple suppliers to reduce backlog. Reduce turnaround time for wreck repairs through insurance.

Consideration needs to be given to increase and decentralise authority to fast track spending especially Capital which often results I massive underspending, but so desperately required.

Appoint contractors to replace and align track after sourcing of track. Heavy on track machinery to follow to extend the lifespan of new track – ensure maintenance cycles are upheld.

Some processes have started to remove vagrants and informal dwellers but current practice is not sustainable. All affected such as Human Settlements, social services etc to become involved in a multi disciplinary approach.

To police the network in its current state is labour intensive – current suggestions include technological advances such as electronic detection, drones and camera surveillance of the network.

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Pricing – Comparisons to Road Based Services

Zone (Distance) KM

Single Rail Fare Bus Fare Taxi Fare

1. 0-10 7.00 5.50 9.50

2. 11-20 7.50 17.00

3. 21-30 8.50 20.00

4. 31-40 9.00 25.00

5. 41-59 10.50 25.00

6. 60-89 11.50 38.00

7. 90+ 12.50 60.00

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Capex Trends from 2014 to 2018

0.00

20 000 000.00

40 000 000.00

60 000 000.00

80 000 000.00

100 000 000.00

120 000 000.00

140 000 000.00

160 000 000.00

Budget Total Spent

CAPEX SPENDING 2016/2017 and 2017/2018

2016/2017 2017/2018

27.07% 32.20%

PRASAwww.prasa.com

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MOUNT VERNON

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End of METRO Service

PIETERMARITZBURG

CATO RIDGEGEORGEDALE

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WINKELSPRUIT

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HAVENSIDE

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DELVILLE WOOD

KWA NDENGEZI

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End of METRO section

PINETOWN

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TEMBALIHLE

NEW BRIDGE

CITY LINE

TONGAAT

TONGAAT CENTRAL

FLAMINGO HEIGHTS

NYANINGA (#)

CANELANDS

VERULAM

OTTOWA

FRASER

COMPENSATION

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Projects : Spatial Representation Along Entire Network

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DU

RB

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SPRINGFIELD

DEPOT MODERNISATION

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SSB

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CTC

RESIGNALLING

STATION MODERNISATION (Phase 1)

DU

FFS

RO

AD

UMLAZI

BER

EA R

OA

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NATIONAL STATION UPGRADE (NSUP)

NATIONAL STATION PRECINCT PLAN (NSPDP)

UMLAZI KWAMASHU

BER

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UMGENI BUSINESS PARK

KWAMNYANDU

DU

RB

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KWAMNYANDU

ROLLING STOCK FLEET RENEWAL

NATIONAL STATION IMPROVEMENT PROGRAMME (NSIP)

PINETOWN

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BURLINGTON

WINKELSPRUIT

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MOUNT VERNON

CHARLOTTEDALE

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COMPENSATION

FRASER

PH

OE

NIX

WESTCLIFF

SHALLCROSS

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