Friday, May 13, 2016

To 

The Commissioner of Railway Safety, 

Southern Eastern Circle, 

Camp at Chennai. 
Sir, 

Sub: Submission of views of Loco Pilots in connection with Side collision of Train No. 12623(Down) Chennai Central – Trivandrum Mail with Train No. 43121 Chennai Central – Pattabiram Military Siding (Down) EMU local train near Pattabiram East Cabin in Chennai – Arakonam Section in Chennai Division of Southern Railway on 05-05-2016. 

This Association wishes to represent about some factors contributable to accidents/ accidental situations in the train working for your kind perusal and esteemed consideration during the enquiry process in connection with the above subject matter. 

A. SIGNALS 

1. The reported version of Loco Pilot of 12623 Exp on 05.05.2016 that the signal no.E2 displayed caution for somewhile may kindly be corroborated with the following incidences. In the experience of the Loco Pilots it emerges in occasions where signals do display ‘OFF’ aspect when track ahead is occupied and contrary to the interlocking. Some of the misbehavior of signals are reported by Loco pilots and there is no feed back despite clear instructions on the same. Some of the signal defects reported by Loco Pilots where no such feed back has been received as under. 


Sl.No.
DATE
TRAIN No.
SECTION
SIGNAL ABNORMALITY
1.
22.03.2016
43214
ABU - VLK
At 09:14hrs – 09:16hrs Noticed signal S119 G indicating Caution and signal in advance S111A indicating danger. Subsequently S119 G assumed Proceed aspect and S111A assumed Attention aspect and also noticed previous MEMU train is occupying the track in advance of S111A.  This abnormality was reported on arrival.
2.
24.12.2015
12296
PYA – NYP
Between 13:53 and 13:54hrs Loco Pilot stopped at signal 1155 Semi Automatic without G Marker, after one minute, the signal assumed Caution aspect. After starting the train noticed another train (MEMU) was occupying the section and waiting at signal 1137 Semi Automatic without G marker. The train was stopped and the abnormality was reported.
3.
16.12.2015
43228
AVD – ABU
At 11:57hrs left AVD passed S191 A in caution aspect. When approaching S185 SA (G) the signal picked up from danger to proceed and noticed the section between S185 SA (G) and S171 A was occupied with another train (EMU). Hence train was stopped at S185 SA(G). the signal again assumed Danger aspect after about 60 seconds. This abnormality was reported.

4.
12.12.2013
12711
ELR - GPD
while passing signal 31 SA, signal 27 SA (LSS) picked up proceed aspect from Caution and at the same time 495 SA (G) also assumed Proceed aspect. Noticed one EMU rake was occupying the section between 495 SA(G) and 485 A. this abnormality was reported.
5.
05.01.15
CRTC/C
KOK - VPY
KOK home signal No.14 cleared at 07.40hrs. while approaching Neutral section noticed Diesel Light Engine was waiting at VPY Home signal. The same abnormality was reported.
6.
31.07.14
IGV GOODS
RU - JTJ
Home signal of MLPM(AJJ WEST) taken OFF at 12:47hrs. Caution with routing to Main line but point set to sand hump contrary to the interlocking.this abnormality was reported.
7.
09.10.15
DRM Special
ABU STATION
About 09:00hrs Road 2 Down Starter No.4 (Main line) cleared whereas the poins are set to loop line Road 1 contrary to the interlocking.



In view of the above signal misbehaviours and no feed back it will be more appropriate to enquire into the above incidents with relevant data logger reports while enquiring into the accident of 12623 Exp hitting the 43121 EMU Local at PRES to unearth the real causes for the accident and to avoid such incidence in future. 

2. The entire Automation Section Signals shall be provided with Datalogger in tandem with the policy of the Railways and as per the recommendation of the CRS recommendation 9.1.2 (para 7.3.3) in connection with MEMU train accident at CTRE on date 13.09.2011. 

It is also necessary to interlock the relay room with Datalogger. 

3. The visibility of signal in question E2 involving 12623 Exp is not having the continuous visibility to the loco pilot but W2 signal can only be sighted by the Loco pilot. The continuous visibility of signal to the Loco Pilot is the most important factor and especially in multiple line automatic territory. 

4. The PRES being multiple line Automation territory, where the cross movements are involved, being vulnerable and strategic station to avoid such collision this Association suggest that the signal in rear of E2 ie, F226 (G) Semi Automatic Gate Stop Signal shall do display the same aspect of E2 there by which possibility of collision could be avoided. 

B. CREW WORKING 

Crew of 12623 Exp is Erode based crew. ED based crew are not thoroughly acquainted like MAS division crew in MAS – JTJ Automatic section as ED based crew are started working only on becoming LP(Mail). This Association suggest to introduce Divisional working in all services. 

C.PRESSURE OF WORK 

Punctuality pressure on the Loco Pilots causes more strain in working as they are compelled to run at MPS always. Booked Speed concept is abolished and the time table is prepared with MPRT (Minimum Permissible Running Time) which gives no cushioning for loco pilots hence it is reiterated BOOKED SPEED concept to be restored to reduce the pressure on Loco Pilots. 

The above facts are brought before your goodself as the loco pilots experienced practically in the field level and request to calibrate the same in the process of enquiry and concern of loco pilots may please be addressed. 

Thanking You Sir, 

                                                                                                 Yours Sincerely 


                                                                                                         (R.MURALI) 


Place : Chennai                                                                                 Zonal Secretary, 

Date: 11-05-2016                                                                             AILRSA, South Zone. 





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