LETTER TO MR-HOW SOLID IS THE SOLID STATE INTERLOCKING BEING COMMISSIONED AT SBC

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Dear John,

I enclose an article along with my ‘e mail to MR’ and my representation dated 17.04.2009 addressed to DRM/SBC. The e mail to MR is related to SSI introduction at SBC. The e mail is aimed at overcoming the short comings in the interlocking as well posting adequate SMs in each shift. I also made it as an opportunity to bring to MR’s notice the importance of SMs and how they are extremely stressed while on duty even according to their own evaluation. The purpose of putting the article in our web site is to   inspire our present and past comrades alike to put in their might in achieving our cherished goals. It has a message and incidentally it may attract our comrades to visit our web site and come out with their views. Unless we make repeated attempt s like this we will not be able to drive out the ‘NET-SHYNESS’ of our comrades.

Happy New Year,

Comradely yours,

Rajan.

Dear Comrades,

One need not think twice to propagate the ideology, principles and policies of AISMA- the one and the only cadre committed to the TOTAL WELFARE of the Station Masters of Indian Railways. As a good old active member and repeated office bearer of AISMA, I find it as an opportunity to put up the matters before all the authorities of IR as and when the grievances of SMs go unattended to. The one you are going see now is the issue of introduction of Solid State Interlocking at Bangalore City (SBC) in SWR. While a letter was submitted by the Divisional body of AISMA/SBC on identical lines (written by me), I submitted another under my name. I resort to writing letters by my name in certain serious issues so that I can demand the action initiated by the authority on the representation UNDER RIGHT TO INFORMATION ACT 2005.  In my letter dated 17.04.2009 (which you find in this article as an attaché) addressed to DRM/SBC I had urged posting of 5 SMs in one shift with intensive roster. In the instant case also subsequently I sought the information regarding the action initiated by DRM on my letter dated 17.04.2009, under RTI for which I also got a reply. Anyhow now the authorities have agreed to operate 3 SMs in a shift which is being challenged by AISMA/SBC.

In this regard I have sent a representation to MR through e mail with copy to CRB, MT etc. You will be first going through my e mail first followed with my original letter addressed to DRM/SBC dated 17.04.2009.

I request every one of you to go through the letter 17.04.2009 since you are bound find some new concepts urged by us with regard to Axle Counters and Relay Room Keys.

Thank you Comrades,

WISH YOU ALL A HAPPY, SUCCESSFUL AND PROSPEROUS NEW YEAR, 2010.

Yours comradely ever,

G.Rajan,

Ex.CVP/AISMA.

(03.01.2010)

From                                                                 Bangalore,

G.Rajan,                                                            21.12.09.

No.90, II Main, II Cross,

Ramakrishnanagar, Railwaymen Layout,

Nandini Layout IV Block,

Bangalore-560 096.

To

Hon’ble Railway Minister,

Rail Bhavan,

New Delhi.

Respected Hon’ble Minister for Railways,

Sub: Commissioning ‘Solid State Interlocking’ (SSI) at SBC -Inverted priorities of the authorities of Bangalore Division-Innocent travelling public life at stake-Urgent action-Urging of.

                                                                            *********

It is an agreed universal concept that MODERNISATION, AUTOMATION AND MECHANISATION reduce the work load of the field worker on the spot.

BUT IS THE UNISERSAL CONCEPT APPLICABLE TO THE STATION MASTERS OF INDIAN RAILWAYS?

STRANGE BUT TRUE. THE ANSWER TO THE ABOVE QUESTION IS NO. And it is not my view. But the  contention of Shri.M C.SRIVATSAVA-(MT/RB).  For proper appreciation of the unassailable facts I put before your good self his letter dated 11.2.2003.

D.O.  Letter dated 11.2.2003 addressed to all COMs & CSOs by name.

No.2002/Safety (A&R)/26/5 New Delhi, 11.2.2003.

Sub:    Assessment of assignments of ASMs/SMs.

“Over the years it has been observed, despite heavy investment in modernization, automation and mechanization, station staff are being assigned additional responsibilities.  There is an urgent need to scrutinize and assess whether it is humanly possible to handle all assigned duties, faithfully, according to the spirit of the prescribed procedure.

The responsibilities have to be reviewed with the changed scenario, when large number of end cabin stations have been connected into panel stations leading to substantive reduction in traffic manpower, more manned level crossings gates been constructed in block sections, requirements of handling emergencies in electrified territories have gone up. All these factors are putting extra strain on the station staff.”

The Bangalore City does not need any introduction when it comes to its importance or the number of trains/passengers dealt per day. The statistic is that 124 trains per day and a few lakhs of passengers per day. This was managed by three end cabins called as A cabin, B Cabin and C cabin (as stated by  Shri.M.C.SRIVATSAVA-(MT/RB) in the preceding paragraph) with three Station Masters managing the three directions duly assisted by one Pointsman in each Cabin. The Divisional authorities have posed only two SMs now in the new SSI cabin with one Pointsman.

Notwithstanding inadequate staff the new cabin is plagued by deficient infrastructures also like the defunct Axle Counters which do not prove the block thereby defeating the very concept of SSI.

The lines are not having sufficient length (Road number one to Road number 13 vary in length from 440 metres to 670 metres) to hold the IVL (increased vehicle length) trains.

The greatest SAFETY HAZARD IS that a few lines are not track circuited.

No SM is trained appropriately in the SSI operation.

The touch screen introduced with much fun fare has already gone out of order.

The line occupation is not displayed in the Platform SM office who is assigned the duty of nominating the line of reception after ensuring that the line is free from obstructing.

I understand from the information got from the Public Information Officer that a total sum of Rs.3, 94, 00,000/- is being spent on the Solid State Interlocking without plugging some of the  loop holes stated above.

The deficiencies are aplenty. I had submitted a representation on the above matter to the DRM/SBC but no positive step has been initiated by him to ensure that safety is not sacrificed to safe guard the administrative alibies.

The letter is enclosed as attaché.

I find it relevant to cite the following in this regard.

Shri.Vinesh Kumar-(ED/Traffic)-No.2002/TG/V/IO/PA/110/CRS BC Dt.24.05.2004.

Sub: Guidelines for providing booking clerks at road side stations.

The Chief Commissioner of Railway Safety in Para No.9.5 of the report presented regarding rear end collision and subsequent derailment of 214 Dn.Mokama-Howrah Passenger train with 132 at Dumri Halt of ER has inter-alia made the following recommendations:

16.0   SUMMARY OF RECOMMENDATIONS & CONCLUSIONS

16.1 The SM/ASM are the most stressed category due to excess work load. The roadside station staff performing simultaneous, operating and commercial duties get highly stressed due to role overload, role conflict and unreasonable pressure. His occupational stress index is alarmingly high and he is highly dissatisfied with his job and management.

Shri.Kamalesh Gupta, Director/Safety, No.2004/Safety-1/ 28 / 1, Dt. 21.01.09.

Due to difficult working conditions of staff in ASM category there is reluctance to take up this job. The ASMs have to perform duties at stations located in far flung rural areas where the education of the children and / or employment of their spouse may not be adequately possible. Unlike the running category staff they do not get any special allowances. There is consequently reluctance of compassionate category appointees to join as an ASM. In view of the facts that the Pay commission that has not recommended any special allowance to the ASM it may not be possible to consider this.

The above citations are placed before your good self only to bring to your esteemed knowledge that the SMs are the MOST STRESSED CADRE in the entire Indian Railways and the Divisional Authorities have miserably failed to take note of this despite repeated communiqués from RB top hierarchy to Zonal and Divisional authorities on this crucial matter.

I request your good self to examine my suggestions found in the attaché and ensure travelling public safety.

A STITCH IN TIME SAVES NINE.

Thanking you,

Yours truly,

G.Rajan.

C/to: RB officers.

The letter following was written by me to DRM/SBC on 17.04.2009.

From                                                                               SBC,

G.Rajan,                                                                          17.04.09

(Rtd.SM, Senior Citizen),

No.90, II Main, II Cross, Ramakrishna Nagar,

Railwaymen Layout, Nandini Layout IV Block,

Bangalore-560 096

To

Shri.Akhil Agarwal.

Divisional Railway Manager,

Bangalore Division, South Western Railway,

Bangalore- 560 023.

Sir,

Sub:   Commissioning Solid State Interlocking at SBC- Advanced interlocking- Optimum utilization-Ensuring safety and punctuality-Reg.

 ************

With reference to the above subject, I wish to place the following before you for proper appreciation and consideration followed with implementation.

Prelude:

The information that an advanced interlocking is shortly to be commissioned at SBC is indeed a great news for the public and train users. But for a person like me who had the opportunity to watch in close quarters the inner functioning of Railways, it is A RED SIGNAL AND PERENNIAL CHAOS if the contemplated advanced technology is not supported by proper and adequate  deployment of  Station Masters who are the ultimate end users of  the so called ‘SSI’ technology. In many other fields the modernization, mechanization and automation has drastically reduced the work load of the end user of the concerned technology.

BUT IS IT THE CASE WITH STATION MASTERS?

I don’t want to declare myself as competent to speak on the subject though it could be so. On the other hand I would like to bring to your knowledge the views of the top hierarchy on the so called mechanization, modernization and automation in Indian Railways and the evaluation whether it in any way reduces the work load of Station Masters. On the other hand I woud like to put before you the DO letter of Shri.M.C.SRIVATSAVA-(MT/RB) addressed to all COMs and CSOs by name bearing number, No.2002/Safety (A&R)/26/5 New Delhi, 11.2.2003.

Sub:  Assessment of assignments of ASMs/SMs.

*********

“Over the years it has been observed, despite heavy investment in modernization, automation and mechanization, station staff are being assigned additional responsibilities.  There is an urgent need to scrutinize and assess whether it is humanly possible to handle all assigned duties, faithfully, according to the spirit of the prescribed procedure.

The responsibilities have to be reviewed with the changed scenario, when large number of end cabin stations have been connected into panel stations leading to substantive reduction in traffic manpower, more manned level crossings gates been constructed in block sections, requirements of handling emergencies in electrified territories have gone up. All these factors are putting extra strain on the station staff.”

Absolutely you have no reason to disagree with me having heard the version from the horse’s mouth. Therefore at the outset I make it clear that the proposal hereunder is not out of wild guesses but backed by documental evidences.

It is also right to recall the few days back media hype on acquiring the ‘Binny-mill’ space by SWR to expand SBC layout wherein the Railways state that 1.5 lakhs passengers are dealt per day at SBC. Under the above circumstances, I put my suggestions as below.

1.  Axle counters:

The axle counter concept came into the railways to ensure complete arrival of the train by advanced technology and modernization.  I urge, at the outset in this communiqué that you do not allow the Axle Counters to be mere toys in the SSI. I understand through RTI that the cost+ installation of an Axle Counter works out to a whooping Eight Lakhs. You are urged to ensure that the Axle Counters are interlocked with the Block Instruments (of the block section) concerned to ensure complete arrival of the train automatically by the advanced technology being commissioned. I request you DO NOT COMPROMISE ON THIS VITAL ISSUE. The concept of ‘block proving’ is the basic ingredient of such advanced interlocking.  I forewarn you in advance-You are spending a huge chunk of exchequers’ money and you  DO NOT BLAME THE STAFF ON HUMAN FAILURE WHEN ONE FINE DAY/NIGH SOME TRAIN RAMS INTO LEFT OVER/HOOKED OUT PORTION OF  THE PREVIOUS TRAIN IN THE BLOCK SECTION. After commissioning such an advanced interlocking YOU SHALL NOT RELY UPON HUMAN ELEMENTS FOR BLOCK PROVING/ensuring complete arrival of the trains. The much trumpeted ‘block failure’ arising out of mal functioning of Axle Counters cannot be an excuse for blood on track – in the event of an accident.

2.  Flexibility in the interlocking.

Let not the advancement curtail the simultaneous movements and flexibility in operations effected from the SSI-Cabin. The station is a terminal/originating point and the adequate distance for ‘signal over lap’ can be zero. If there is any problem in approval of ‘zero-adequate-distance’ , it is not difficult for the Railways to get approval from ‘CRS’ as ‘Special Class Station’ under which, perhaps, everything can be condoned. Therefore the new interlocking shall envisage facility to receive and dispatch trains from and to all directions (JTJ-SBC; UBL-SBC and MYS-SBC) simultaneously without any impediments. This is a vital phenomena that shall not be over looked for some petty target or cost arising on account of extended-improved-circuits.  Similarly the shunt movements should have maximum flexibility by provision of isolated circuits to meet all sort of long and short shunt movements. If the advanced technology cannot take care/provide flexibility, I am at compulsions to state that, better do not install the new technology-SSI, but roll back to ‘rudimentary interlocking’. In 24 hours the SSI-SMs will be handling 126 trains and a overall (approximate) 350 movements (reception, dispatch, Tees attaching/TE release movements, placement of train formations for examination, attaching   and detaching sick coaches, SLRs and VPU/VPHs shuffling and the last but the most important one, namely, attaching/detaching and placement of ‘ICs’). If the technology does not provide ‘flexibility’ then the SSI-SMs are bound to resort to short cut methods for the management’s efficiency. And when one fine minute there happens a side collision or trail through or derailment or collision it would be convenient for the management to term it as ‘human failure arising out of SM/SSI resorting to SHORT CUT UNSAFE METHOD, ending up as suspension/major penalty disciplinary proceedings for the hapless SM/SSI. Do not colour my contention as ‘pre-matured’ or ‘exaggerated/hyped’. The then DRM, Shri.Mahesh Mangal did not take seriously my letter dated 22.02.2008 which resulted in the side collision at SBC on 12.02.09 which you have defined as human failure in the media.

I have seen hundreds of accidents slide beneath the carpet under classification ‘YARD DERAILMENT’ to bail out the management from the deficient infrastructure and also as a co-product, the SM. I reiterate that the new inception shall be accident proof and shall not be a tool for the management to hush up their accountability and pass on the buck to the SM/SSI.

3.  Intensive Roster for SMs working in the SSI Cabin.

As stated earlier when 126 trains are dealt in 24 hours, then the ratio per hour is 05 trains. Which again gives the ratio as one train for every 12 minutes. This calculation is without the inclusion of other shunt movements effected from the SSI-Cabin. The simple reasoning of the facts/factors JUSTIFY THE CLASSIFICATION OF DUTY OF SMS WORKING IN SSI AS INTENSIVE. Do not stall the same in the name of ‘JOB ANALYSIS’ since the FACTORS are very much available on your TIME TABLES/RECORDS, notwithstanding my simple arithmetic above.

3.  Posting adequate SMs in the SSI Cabin.

The SMs working in A-Cabin, B-Cabin and C-Cabin currently execute the train operation at SBC involving reception and dispatch of trains to various directions/destinations like SBC-MYS, SBC-JTJ, SBC-DMM, SBC-UBL, SBC-CBP and SBC-SA. The said SMs take care of the shunting operations at ends of BNC, NYH and YPR. When 3 Cabins are functioning the jurisdiction (area + No. of points+No. of signals) under each cabin is limited. Thus in the present concept three SMs independently deal reception in three different directions. Similarly 3 SMs execute shunting operations in three different directions. And the jurisdiction is also limited on the said three different directions.

When the new concept of SSI comes in to vogue one Panel SM has to execute the above complicated operations pertaining to three different directions and a huge jurisdiction presently controlled and operated from 3 cabins. Under these circumstances I suggest 05 SMs shall be posted for every shift in the SSI-Cabin as reasoned out below.

a)  One Panel SM for effecting 3 directional movements.

b)  One exclusive Block-SM to take and grant Line Clear for the block sections, SBC- JTJ, SBC- YPR, and SBC-NYH. An exclusive SM for block instruments operation alone is justified in view of heavy flow of trains and the fact that Double Line working on all directions is bound to be the pattern of train operation together with the near future EMUs and Locals.

c)  One SM shall be for exclusive Caution Order which includes receiving Caution Order messages from officials imposing COs, transmitting the received caution order imposition messages to concerned SMs, Control etc, intimating the Cos cancellation messages in time to improve punctuality etc.

   i)  The concept of ‘Notified stations for issuing Cos’ taking a retreat due to change in the philosophy of jurisdiction, now Caution Order notices are issued almost upto destination overlooking the divisional boundaries. Therefore an exclusive SM to issue caution order shall not be under estimated.

   ii)  The computerized caution orders shall not be given undue consideration since the manual receiving and feeding the CO details to the computer has not been done away with inter-networking.

d)  One SM to supervise the Panel SM. You are requested not to under estimate the provision of a SM as Supervisor for the panel SM. The supervision is the main back up theme of efficiency and optimum utilization of the infrastructure. The provision of a Supervisor-SM in the SSI-Cabin will certainly enhance the levels of safety, punctuality and productivity.

   i)  Though I don’t think any mind blowing is required in this matter, I am forced to go by precedence etc since I am sure that the Divisional Management may consider the introduction of SSI as the BEST OPPORTUNITY TO REDUCE THE STRENGTH OF SMS AT SBC. Look at the Supervisors provided at the Reservation office, Booking office, Parcel office, Luggage office, Platform Inspector office, CTTI office of commercial department not withstanding other departmental offices like Engineering, Mechanical, Electrical, OHE/TRD, Medical, C&W, Ministerial  staff etc etc. In these branches the supervisors will be sometimes more than the field staff. Therefore in the interest of safety, punctuality and efficiency I reiterate that an exclusive ‘SM-Supervisor’ shall be posted in the SSI Cabin. If you agree to have a Guard working as ‘Guards-Supervisor’ at SBC inspite of a clerk taking care of booking of Guards for trains, it is time you realized the necessity of posting a SM as ‘Supervisor-SSI Cabin’ to monitor the functioning of the Panel SM and the movements given by him on the panel are safe, appropriate and efficient.

e)  The fifth SM shall be exclusive to meet the ‘abnormal working’ to crank, clamp and lock the points to the required position. The present allotment of this job to Platform SM is not practicable and can result in short cut methods leading to disasters.

In view of the above 5 SMs shall be   posted for each shift in the SSI-Cabin/SBC. Any compromise on the number of SMs will certainly affect safety, punctuality and efficiency at SBC. The lead is very much in front of us. Look at the following classic examples.

****  Where there was one DOM, now we find one Sr.DOM, one DOM coaching, etc etc.

****  Where there was only one AOM, we again find a couple of AOM

****  The similar or more number of officers are working in all other departments like Commercial, Mechanical, Engineering etc.

The same is applicable in the Zonal Level also. Where there was only one COM, now we have COM, CPTM, CFTM, etc. The same is applicable to all the Departments like Engineering, Mechanical, Accounts, Electrical, Medical etc of the Railways.

Therefore I conclude that 5 SMs are required in a shift in the proposed SSI/SBC.

4. Coming to Platform SMs, the present system can continue (SM-PF1&SM-PF 6).

5. With regard to SMs working in the Yard, the present operation of one SM working for the entire yard operation from the Back Yard is unscientific. Therefore one SM to take care of the New Yard should be posted for safety and efficiency, apart from the SM (YM)/Back Yard.

6.  Ultimate safety-cop

I have asked for the cost of SSI under RTI and yet to get the information and hence right now I am not aware of the total cost of commissioning SSI. Anyhow I am sure it will not be a small sum. Therefore for the total safety of 1.5 lakhs passengers who traverse through SBC I propose the following.

The ‘ Relay room’ has been found to be spoil sports in many accidents though it has been declared/conceded as ‘culprit spot’ very rarely. The present system of one key with the Techie (S&T-Man ) and the other key with the SM, the non-technician ( of the Relay Room) will become a laughing stock in the face of the SSI if anything disastrous were to strike -  The Techie  blaming the non and the non-blaming the Techie. A  few years back a CSO ( hope, my memory is right) was shocked to find both keys with the non-techie-SM/B Cabin (SBC) as the Techie found it convenient to leave both the keys with the non-techie who will be available in the cabin- 24/7/365- all through the year.

Therefore there shall be no keys in the SSI-days. It shall be an electrical/electronic locking gadget for the ‘Relay-Room’ duly interlocked with the ‘data-logger’ device. And the interlocking shall be in such a way that two separate buttons/switches shall be provided in the relay room that shall be pressed by the Techie on entering the ‘RR’; One for the simple maintenance that will not affect the train operations and the other will be one that will affect reception and dispatch of trains under signals. Once the Techie presses the button that will affect the train operations under signaling the reception and dispatch signals shall permanently occupy ‘Red/danger’ aspect till such time he restores the normal position of the button in question. And accordingly a visual/audio indication shall appear in the SSI-cabin.

Likewise if any Techie meddles with location box circuits that may set the route for Platform-4 (occupied with empty or passenger packed rakes) when the SSI-Cabin SM has already cleared for Platform-1 and the signal continues to show PF-1, perhaps, if the technology is really SOLID then there shall be a loud emergency alarm loud enough to be heard for a KM like the ‘accident siren.’  This auto-alarm-siren will deter the S&T staff from tampering with the points, relays and signals in the name of maintenance.

I opine only when interlocking is enhanced to the above standards it can be called as SOLID STATE.

Likewise it is high time to have a ‘Black Box’ for recording the entire ‘walkie-talkie/VHF talks’ of the SBC Station. It is equally important that the recordings are preserved at least for 6 months.

I pledge to extend my physical and moral support in making the proposed interlocking REALLY SOLID without any financial benefit/point of view.

Thanking you,

With regards,

(G.Rajan)

About the Author

G. Rajan (SBC)

Ex. CVP/AISMA

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