Railway Accidents - Reasons and Remedies (Part 2)
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by: Admin
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MY DEAR LOCO PILOTS!
HAVE YOU EVER COME ACROSS THE BRAKING DISTANCE OF THE TRAIN YOU WORK, BE IT RAJDHANI, SHATABI, SAMPARK KRANTHI, INTER CITY , LALBAGH , BRINDAVAN ETC ETC PIN POINTED IN YOUR WTT?
When this fundamental basic INPUT is deprived HOW YOU ARE GOING TO STOP WHERE YOU HAVE TO STOP TO STOP THE ACCIDENT?
CAN THE WARNING BOARDS BE THE INGREDIENTS OR SUBSTITUTE FOR THE INFORMATION OF BRAKING DISTANCE? Certainly not.
On the other hand “THE Dos” for the LPs appearing in page 18 of the WTT-7/SBC, under item No.5 states:
“TEST THE BRAKE POWER OF THE TRAIN AFTER STARING –IN THE FIRST BLOCK SECTION OR AT THE FIRST OPPORTUNITY”
The above ‘SINGLE –DO(s)’ EXPLICITLY ILLUSTRATES HOW PERVERTED the great Indian Railways Authorities.
At this juncture to be precise and for the sake of clarity let me take for deliberation Bangalore –Chennai (SBC-JTJ section). The authorities are running the trains in this section for almost a century. They know precisely the load of every train; the speed of every train and they know the gradient also. But still they do not want to commit EXACTLY WHERE THE LOCO PILOT OF SHATABDI OR BRINDAVAN OR LALBAGH should check the brake power. When your WTT runs for 200 pages fouling it with umpteen unrelated and unwanted information with minute details (?) WHY THIS CRUCIAL FACTOR is missing in the so called WORKING TIME TABLE which is quoted to raise misconduct against the LPs and issue SF 5 (major penalty charge memorandum)?
The Para 11.3(I) of Trouble Shooting Directory (TSD) precisely stipulate how the Loco Brake (SA-9) of a Locomotive should be checked. This rule precisely states at what amps the loco should not move and at what amps the loco should move when the locomotive is subjected for LOCO BRAKE TESTING by the running staff.
When the TSD stipulates a certain and specific PROCEDURE for testing the loco brake WHY THE AUTHORITIES ARE NOT OUTLINING ANY SPECIFIC PROCEDURE FOR CHECKING THE BRAKIGN DISTANE OF A TRAIN BY THE LP BY EXACTLY IDENTIFYING THE BLOCK SECTION (AND KILOMETRE) AT WHICH THE LP SHOULD CONDUCT THE BRAKE POWER TEST AND AT WHAT DISTANCE THE TRAIN SHOULD COME TO STOP WHEN SUCH A TEST IS DONE BY THE LP?
The answer is simple-THE AUTHORITIES DO NOT WANT TO EMPOWERE YOU TO DECIDE WHETHER YOUR TRAIN IS FIT TO PROCEED OR NOT WHILE PREFERING TO KEEP THE NOTORIOUS DEMOCLE’S SWORD HANGING ABOVE YOUR HEAD ETEERNALLY!
On the other day it was exciting to watch the DANGEROUS WDP 4 in the AILRSA BLOG in the internet! I had an opportunity to write in your FIRE magazine on the perils of WDP4 locos LONG HOOD – WORKING titled as “LET VISION BE OUR MISSION’, if my memory does not fail me. But how your WTT looks at this most unsafe working?
“WHENEVER WORKING ON A LOCO WITH LONG HOOD LEADING THE LOCO PILOTS AND THE ALP/CO-PILOTS SHALL BE EXTRA CAUTIOUS WHILE APPROACHING SIGNALS WITH RESTRICTED VISIBILITY ON ACCOUNT OF THE TOPOGRAPHY?”
Is this not shocking and nothing but passing on the buck in the event things go wrong-that too when the front page of the WTT reads:
“The Ministry of Railways have decided that all Mail/Express trains should run at maximum permissible speed even under normal circumstances that is even when the trains are not running late …”
And while the length and the design of WDP4 is a disastrous factor with regard to visibility of the track and signals, the WTT attempts to speak on the poor visibility factor arising out of topography!
As I decide to conclude, I opine the authorities do not seem to be really concerned about the safety of the passengers as long as they are not held responsible for the train tragedies. Perhaps holding the top brass is not likely to happen in the near future. The promises and the proposals of installing the safety devices is only an eye wash and stop gap propaganda to divert the attention of the furious public till such time the next accident takes place.
Under these circumstances the only way the LPs and Safety category staff can ensure public safety and as well their own safety is by adhering to the rules strictly. I am given to understand that it is not an easy task in Railways as already one Loco Pilot (Passenger) has been reverted as ALP in the name of disciplinary proceedings when he ventured to follow rules stringently.
I am also given to understand that one SM was shunted to from Bangalore City area to Gold Mines when he asserted himself and demanded that Material Trains should be worked in accordance with rules.
FOLLOW THE RULES !
AND
PROTECT THE WHISTLE BLOWERS!!
THAT IS THE ONLY WAY FOR SAFETY IN IR’S TRAIN OPERATIONS!!!
Thank you,
G. Rajan.
(Ex.CVP/AISMA&GS/SR)
About the Author
G. Rajan.
Ex. CVP/AISMA & GS/SR
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