12:07 PM
To
Dr. Anil
Kakodkar
Hon’ble Chairman,
High Level
Safety Review Committee
Respected Sir,
All India Loco Running Staff Association
represents Loco Pilots (Mail & Exp), Loco Pilots (Passenger), Loco Pilots (Goods)
, Loco Pilot (shunting) and Asst. Loco Pilot of Indian Railways. The long
cherished demand of this Association is that the existing system and procedure
followed in Indian Railways shall be probed by the independent high level
committee with experts has come true. This Association welcomes the committee
and submits this memorandum although this category of Loco Pilots are familiar
and end user of the various system in motive power , signaling , OHE, Track,
bridges, but don’t have much technical expertise in these system to prove our
point. This vital category of Loco Pilots who play a pivotal role in safe train
working, the inputs from this category of field level will be useful to
formulate the systems and procedure by this committee.
In majority of collision between trains,
the Signal Passing at Danger (SPAD) finds a major factor in which Loco Pilots
are involved in one way or other. With the limited resources and limitation in
knowledge, this Association submits the following points for your kind perusal.
I) SIGNALLING
SYSTEM
A) Signalling
system is fool proof but not fail safe
The present signaling system is fool
proof system but not fail safe system. Any interference in the system makes the
system favorable to the train operation which often ends up in eventuality. The
figurative statement of Railways proves that any unauthorised interference or
otherwise make the system vulnerable and prone to accident. Hence the signaling
system has to be made fail safe
even in the case of any system failure or interference in the system. The main
aim should be to make the system without
possibility of human interference.
B)
Recording of events in signalling system
At present there is no direct evidence available
with regards to signal aspects and many Accident enquiries relied on
circumstantial and/or indirect evidences only to arrive at the conclusion
whether the signal behaved properly or misbehaved. This very essential point of
evidence in the absence of any recording device (direct evidence) to record the
aspect of signal and other events pertaining to the signalling system evades to
find out the bottom of the truth and the real cause of accident and to improve
the system effectiveness, recording system is necessary.
The present data logger system to record
the events in the signaling system is having many infirmities like
1. Not recording the signal aspects as Yellow,
Green, Red in station limits
2. Signaling equipments room (Relay Room)
where unauthorized interference is possible is not digitally locked with data
logger
3. Data logger are not provided for
signals out side the station limits
4. Loco Pilots are also not imparted with
adequate knowledge about data logger to decipher the details from the system.
Hence more effective recording system
has to be put in place.
C) Display
the Signal aspects in the Driving Cab
At present Loco Pilots are sighting many number
of fixed signals from the cab. This is having the problem to identify and
possibility of mistaking of signals. This is further compounded in multiple line
section where signals of adjacent lines are in close proximity which are also
seen by the Loco Pilot. In long hood driving of diesel locomotive signal
visibility is poor to the engine crew. Turn table system to make short hood
driving is done away with. Hence it is necessary to device a system so as to
display the aspect of the signal well in advance in the cab itself to avoid any
lapse on the part of Loco Pilot in identifying the correct signal.
In spite of technologies introduced in
Railways like Auxiliary Warning System,
Train Protection Warning System, Anti Collision Device, Vigilance Control Device
etc to reduce the human dependence but still collisions are taking place on
account of Signal Passing At Danger (SPAD) due to many constraints and
limitations in the above technologies.
Signals are sentinels and very importantly
safety is attached to signals. Any signals passing at danger (SPAD) may prove
fatal and thereby great importance is attached in this aspect. Hence signal
aspect be displayed in the driving cab with recording arrangement.
The trains are expected to run at same
speed both in day and night even when night visibility is restricted. The aid
of Head Light in visibility is also restricted to 150-250 metres. Further visibility
of 200-300 metres in normal weather especially during night gets reduced to
almost 10-20 metres even zero metres due to fog, which is the main reason
behind trains running behind schedule and sometimes it leads to accident too.
The speed should be further reduced depending upon the density of the fog.
Currently, there are no devices / instruments which could help Loco Pilots to
sight the signals during fog. Night visibility to be improved so as to stop the
train within emergency braking distance (EBD) arrived for various trains which
ranges from 400-900 metres. In Airlines zero visibility instrumentation systems
are used for landing/ taking off of aircraft. The same advent of this advance
technology may be made available in Indian Railway to improve safety.
If
a Loco Pilot could be alerted about the signal
in his cabin with the help of technology like Global Positioning, it
may help in safe running of trains on time.
D) Uniformity
and Standardisation of signals
At present signaling arrangement are
arranged in the maintenance point of view. Hence visibility, location of signal
etc has to be interlinked with braking distance, speed, load etc. This aspect
to be scientifically analysed and remedial measures are to be prescribed in the
view point of end user (Loco Pilot), and also more number of types of signaling
should be avoided and it is necessary for uniformity and standardization in
respect to signals to avoid confusion in the minds of Loco Pilots who work in
different Zonal Railways.
E) More
number of signals – Stress on loco pilots.
Indian
Railway widely adopting the policy of enhancing the line capacity by the way of
increasing the number of signals by introducing Automatic Block System,
Intermediate Block Signals / Block Post, modified Semi-Automatic Signals in the
section. In any transport system when more no of signals are introduced the
average speed drops, therefore highways / expressways are being laid without or
with minimum signals and crossings. Contrary to the above concept Railway is
trying to achieve more number of trains with maximum speed in the available
infrastructure is taxing the Loco Pilot and certainly stressful. The aspect of
Human endurance of Loco Pilot under these circumstances to be considered and
relief shall be given by limiting the duty hours and any other possible
assistance.
F) Utilization of over-aged assets
Further at present many Panel / Route
Rely Interlocking (RRI) for the operation of signals & points are over-aged
and due to which signals fail and many Commissioner of Railways Safety enquiry
reports reveal the true fact about Signal failures. Such over-aged assets are to be replaced and monitoring the same by
third party arrangement is also necessary.
II) ROLLING
STOCK
A) Cab
Ergonomics-Standardisation of Loco Equipment-Crew Friendly Cab
The driving cab environment should be
more crew friendly in order to discharge the duties of Loco Pilot which is
directly connected with the safe operation of trains. At present different loco
sheds providing equipments at different places for same type of locos and
locations are different for different type of locos too. Loco Pilots are
finding it difficult in driving the loco due to non standardisation. For safe
and comfort driving equipments such as speedometer, brake handles (A9, SA9),
horns, Flasher Light / Head Light switches, wipers, indication lamps,
instrument lighting and valves and cut out cocks etc., are to be standardised.
Earlier it was recommended by various committees.
B) Road
Worthiness Certification Of Wagons / Coaches by Loco Pilots
The
prescribed rules for giving the road worthiness certification for wagons and
coaches (fit certificate) are issued by the competent person who is well
qualified and trained personnel of Railways such as Junior Engineer / Section
Engineer / Rolling stock (Train Examiner) before permitting the train
operations as per General / Subsidiary rules. But in the recent years in the
name of economy the duties of Train Examiner are thrusted upon the Loco Pilots
to examine the wagons / coaches and to issue fit certificate by amending the
General Rules 4.31. Such a change in protocol will affect the safety because,
v
Train Examiner
educational qualification is Diploma / Degree in Engineering or the
departmental candidates after having adequate experience / training also
inducted to this category. But the qualification of Loco Pilot is 10th
STD + ITI.
v
Train examiners
are given with more than a year exclusive training in wagons / coaches
(theoretical/practical) but Loco Pilots are given mere 4 days training in wagon
/ coaches just to familiarise only.
v
Mere operational
and trouble shooting capabilities cannot be taken as Loco Pilot is well
qualified person to issue fit certificate for road worthiness of wagons /
coaches for which he is not qualified and it is beyond his competence.
v
Even for the
locomotives where Loco Pilot is having regular examination in day to day
working, Loco Pilots are not authorized to issue fit certificate for road
worthiness of locomotives.
Hence this type of procedure shall be
done away with, in the interest of safety and qualified / competent Train Examiner only be authorized to issue fit
certificate.
C) Brake
Power and Braking Distance.
Brake power of trains and braking
distance are the two paramount factors which entail safety due to increase in
load and speed. These two factors are having a significant role to play in safe
train operation. The standard and scientific operating procedures are to be
evolved so as to equip the Loco Pilot of his train brake power and braking
distance to keep the train under his control and safe stoppage at the desired
place which is absent today.
So it is requested to evolve scientific methods and gadgets to judge the
Brake Power based on velocity (Speed), mass (Load) and Track gradients and the
distance at which a train can bring to a stop by the Loco Pilot.
III) OVER HEAD
EQUIPMENT (OHE)
Location
of Neutral Section in close proximity with Stop Signals.
As per instruction contains in para.10206
of chapter II Volume I of AC Traction Manual that special care is to be taken
in fixing the location of neutral sections, on level tangent track far away
from signals, level crossing gates etc to ensure that the train coast through
the neutral section at a sufficiently high speed to obviate all possibility of
its stopping and getting struck within the neutral section. This is also to
ease the stress and strain on the part of the Driver when approaching the
Neutral section close to signals, gates, and turn outs. Invariably all over Indian
Railways neutral sections are located contravening the provisions of AC Traction
Manual and the reasons are best known to the Railway Authorities. Drivers
working electrical Loco haul trains are put too much stress and strains while
negotiating these neutral sections because of their vulnerable locations.
IV)
TRACK
While laying Double / Multiple line of
tracks adequate distance to be maintained between adjacent two lines to avoid
collision when derailed trains of one track obstructs the adjacent line. Laying
of tracks in close proximity though having the limitations of land availability
is not conducive to safety.
V)
HUMAN RESOURCE DEVELOPMENT
A) Mode
of Selection and Entry Qualification of Loco Pilots
Initial mode of selection of Loco Pilots
is Asst Loco Pilot. Asst Loco Pilots are selected through direct recruitment from
open market and through departmental selection. The entry qualification of Asst
Loco Pilots is 10th STD + ITI qualification. Asst Loco Pilots are
initially imparted with training on Technical and transportation rules (General
and Subsidiary Rule). The station masters whose entry grade qualification is
Graduate are also imparted with training of same Transportation Rules (GRS) and
etc. As such the qualification for Asst Loco Pilots, who are future Loco Pilots
shall not be less than graduates to posses the same knowledge of station master
as both have to play a vital role in safe Train operation based on Transportation
Rules (GRS).
More over the Railway is introducing most
sophisticated locomotives, modern technologies are being introduced in signal,
over head equipments (OHE), tracks, wagon / coaches and advanced / modern
safety gadgets to cope up with above situation the present qualification of 10th
STD + ITI for Assistant Loco Pilot is inadequate and higher
qualification of Graduation with Engineering for Asst Loco Pilot is the need of
the hour.
B) Training
for Loco Pilots.
Training is important for the safe and
efficient train operations. The training period is being constantly reduced.
During 1990 Asst Loco Pilots were given with 52 weeks training for imparting
three types of locomotives and Transportation Rules (GRS). Subsequently during
1998 the training was reduced to 38 weeks to train Asst Loco Pilots in four
types of locomotives including Transportation rules (GRS). From 2009 onwards
this training period was further reduced to 17 weeks to train up 11 types of
locomotives apart from Transportation Rules (GRS).
Though there is a substantial increase in
syllabus as compared above the training period is reduced sighting the reasons
as advanced teaching tools are introduced for imparting training. It is submitted here that, the advanced teaching
tool may help for better understanding but there is no reduction of effort
required to be put forth by the trainee to cope up with the syllabus that too with
lesser educational qualification.
This will result pushing / rushing in Initial
/ Promotional / Refresher course training, hence training period should be suitably enhanced.
C) Highest
Medical Standard for Loco Pilots.
Highest Medical standard AYE ONE is
prescribed from Asst Loco Pilot to Loco Pilot Mail, until his retirement. High
medical standard cannot be maintained up to the age of 60 yrs. This is also
accepted by Railways. Hence like Air Pilots, Loco Pilots in their advancement
of age preferably after the age of 50yrs are to be given with non-driving
duties with out loss of emoluments like Loco / Driving / Training inspectors, Crew
/ Power controllers, Crew booking duties, Instructors in Training centers etc. At
present Loco Pilots of younger age are manning these non-driving duties. A
method should be evolved so as to avoid possible vulnerable operational lapses
due to advancement of age.
D) Provision
of Asst Loco Pilots in EMU / MEMU / DEMU
In single man operation in Electrical Multiple
Unit (EMU) / Mainline EMU /Diesel EMU there is no Asst Loco Pilot but only Motorman
is manning the suburban trains. This single man operation in such saturated
system is more stressful and there is no assistance to the Motor man with
respect to signals, train operation, trouble shooting techniques etc. The
provision of Dead man handle (DMH) is not a substitute for Asst Loco Pilot and
this device intervenes only when the Motor man is incapacitated physically and
falls away from DMH. Despite the provision of the DMH accidents like
collisions, SPADs are happening and the collision occurred recently near
Arakkonam of Southern Railway is a glaring example. There are also instances
and possibilities of driving a train by a Motorman in subconscious state for
which there is no alternative mechanism to avoid any eventuality. Hence it is
reiterated that Asst loco Pilots are
to be provided invariably in all EMU / MEMU / DEMU.
E) Fatigue Management.
In many Foreign Railways, Transportation System developed separate
national commission to study fatigue management, microsleep phenomena, sleep
debt, sleep deprivation etc on Rail Road drivers and recommended various
measures to combat fatigue encountered due to longer hours, irregular pattern
of working, night duties etc. Such a scientific approach is all the more
necessary in the modern scientific era to decide working hours of train drivers
based on sound level, vibration, temperature, electromagnetic induction which is
having a direct bearing in the safe train operation. Presently we feel in
diesel/ electric locomotives the permissible levels of above parameters are on
a higher level, which increases stress and strain.
Apart from the above inadequately maintained and designed driving cab
with louder noise, uncomfortable seating arrangement and mainly absence of
facility to attend nature call, long hood working in Diesel locomotive which
prevents continuous visibility (especially on WDP4 ), Dead man handle pressure
on Motor man in EMU / MEMU / DEMU increases stress and strain.
In the present arrangement in Railways, fatigue level measuring system
is not prevailed but Loco Pilots are complaining about these aspects to various
committees and commissions. Hence it is necessary to evolve a system to gauge
the fatigue level scientifically, and also to mitigate the fatigue caused by
the above narrated facts shall be scientifically analyzed and improvement to be
made on these aspects.
Further an aspect which is of great importance in ensuring a driver’s
well being and alertness on duty is the condition of Running Room. Though various high power committees had
stressed on this matter, the improvement in Running Room has been inadequate.
F) Improvement in service condition.
At present in case of SPAD deterrent punishments are given to Loco
Pilots like Removal, Dismissal, etc. This factually gives negative feed back
that accidents which cannot be hided, only have been reported. Thus the real causes
of accidents are not coming out and SPAD’s are continuing. The views of Railway
Safety Review Committee headed by Justice H.R.Khanna shall be considered and
the service condition of Loco pilots shall be suitably modified.
VI) NEED FOR THIRD PARTY AUDIT
Various aspects were discussed in the above subject of Human Resources Development.
The present monitoring arrangement in Indian Railways has not met with expected
standard. An attempt is also being made to relieve the role of Commissioner of
Railway Safety in Indian Railway as proposed in the draft rules by the General
Rules Review Committee. Hence to oversee the safety performance of Indian
Railways an effective third party safety audit is necessary.
It is pertinent to quote here the observation of Railway Safety Review
Committee headed by Justice H.R.Khanna which is in para 4.3.1 of Part-II,
“The present practice on IR is to
interpret every accident as being attributable to some individual – the “who
went wrong “ syndrome rather than the more pertinent “ what went wrong”
approach.”
This kind of approach does not solve human failure on accidents. It is
to be added that filling up of vacancies in safety categories more importantly
in Loco Pilot category is having a direct bearing on safety.
Also, the usage of over aged assets like signaling gears, tracks, bridges
etc. are continued to be in kept usage beyond its lifetime in the name of
economy which will affect the safety performance of Indian Railways. The
Internal Safety Audit System does not prove its efficiency and it is our firm
view that the External Safety Audit System will find a solution to eradicate
the occurrence of major chunk of human failure in accidents.
Further as discussing in para 5.6.1 of Railway Safety Review Committee
headed by Justice H.R.Khanna, in foreign countries like USA, an independent
agency called NTSB arrangements in vogue in improving safety in different
transportation moods. Similar effort may be adapted to effectively deal with
Safety related issues in Indian Railways.
These include non filling up of vacancies too. But these will have to be
monitored by exclusives authority.
CONCLUSION:
We hope the Honorable committee will consider our views from our
submission in the representation for improving safety in Railways. It is also
prayed for a personal hearing to present our views in person at your
convenience.
Yours sincerely
Date:08.12.11
: M.N.
Prasad,
Place : New Delhi Secretary
General
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