INTER-RAILWAY SAFETY AUDIT INSPECTION OF MADURAI JUNCTION & RAMESWARAM STATIONS OF MADURAI DIVISION OF SOUTHERN RAILWAY FOR THE FIRST-HALF YEAR OF 2016 ON 10th & 11th JUNE 2016
EXECUTIVE SUMMARY OF INTER-RAILWAY SAFETY AUDIT INSPECTION OF MADURAI & RAMESHWARAM STATIONS OF MADURAI DIVISION OF SOUTHERN RAILWAY FOR THE FIRST HALF-YEAR 2016 on 10th & 11th JUNE 2016 S. Action for No. Para Subject / Topic rectification
1 2.2 PN Book: It was noticed that the size is smaller than A-6 making it DRM/MDU very difficult to write the details for which the PN is COM/SR given such as; Train No., LC Gate, etc. Adequate space is essential to write the details legibly since this document is one of the important documents to be produced in the court of law when required. Secondly, the design of PN Book also noticed improper making it difficult to maintain proper spacing between one PN to another PN.
2 2.2(a) It was observed that the circuit of Calling-on Signal is designed in such a way that it is proving not only the DRM/MDU correct setting of facing points but also trailing points. CSTE/SR In this connection, in order to ensure proper flexibility COM/SR of operations, the circuit of the Calling-on Signal should only prove the correct setting and locking of facing points and not the trailing points. The very concept of Calling-on Signal provision is to receive a train on obstructed line and in such case there is no need to prove correct setting of trailing points. Hence, even the policy guidelines issued by Railway Board are amended and circulated for implementation which is not implemented at this station. 3 2.3 Essential Equipment: Only one hand Signal Lamp is available at the Cabin DRM / MDU against three as prescribed in SWR. The available COM/SR HS lamp is not having glass cover to LED bulbs. Hand Signal Lamps were procured through local purchase. Quality of the Hand Signal Lamp is poor. Detonators are not having embossed month and year of manufacture. Written with marker pen as 4/2011. 4 2.7 (e) Relay Room/MDU: Smoke detector is provided in the relay room. Ambush check was conducted to test the efficacy of the DRM / MDU equipment and found responded. However, the SMs on COM / SR duty in the RRI Cabin failed to respond to fire alarm and CSTE / SR understand. On enquiry, it is understood that they are ignorant of the provision of the smoke detector since no amendment to SWR is issued by the Division in this regard. It is necessary for the Division to ensure that suitable instructions incorporating the role and responsibilities of each and every designated employee is given in the form of amendment to SWR and obtain the acknowledgement of the station staff so that the purpose of providing the equipment is fulfilled. Relay room commissioned on 18.10.12. Cables are found lying irregularly & bunching.
5 2.11 Route Cancellation Register/MDU: Route Cancellation (60 seconds): From 12th April to 30th DRM / MDU April 2016, for a period of 18 days, route cancellations COM / SR were operated for 418 times (Veeder Counter recording CSTE / SR from 028369 to 028887) of which 15 were for testing and cable meggering and the remaining for shunt movements. For the month of May 2016, route cancellations were applied for 795 times (Veeder Counter readings from 028888 to 029683) of which 3 were for testing and the remaining for shunt movements. During June 2016 till date of inspection i.e., 10th June (Veeder Counter readings from 029683 to 029851) 168 times route cancellations was applied of which 1 is for other than shunt movements. Majority of these route cancellations are for Shunt Signal No.33 & 69. When these route cancellations are done, the Operating Officials are not ensuring clamping and padlocking of points. The return shunt movement are not having signal protection. Hence, it is necessary for the Division to analyse the route path and make efforts to eliminate these unwanted route cancellations. 6 2.15 Caution Orders: It is suggested that a bunch of Caution Order copies DRM / MDU signed by Dy.SS/PF may be handed over to the COM / SR Operating representative who is sitting in the Crew Lobby for sign ‘on’/’off’ activity of Guards and he in turn shall be made responsible to hand over the copy of Caution Orders and obtain written acknowledgement from LP & Guards. In case of any emergency imposition of Caution Orders, a mechanism may be evolved locally wherein the Dy.SS/PF will pass the message under exchange of PN to the Operating representative to make changes. This arrangement will eliminate manpower from DRM / MDU the control of Dy.SS/PF. Secondly, the Dy.SS/PF and COM / SR Dy.SS/RRI who are presently sharing the issue of Caution Orders (direction-wise) can be relieved of this activity and fresh job-analysis can be made for effective / optimum utilization of SMs. ADRM/MDU during his inspection of the station on 21.3.2016 also suggested for shifting the issue of Caution Orders from RRI but the same is yet to be complied. CPTM/SR during his inspection of the station DRM / MDU (MDU) on 30.9.2015, vide Para 7 (j) stated that Dy. COM / SR SMR (General) – duties are not defined in SWR. Deployment of two Dy.SMs (shift & general) needs review. The record keeping of Caution Order copies is very DRM / MDU haphazard in loose sheets and not in a scientific COM / SR way.
7 2.16 Signal Failure Register: The average failure time to rectification time for the 15 DRM / MDU failures in this calendar year is 47 minutes, which is on CSTE / SR very high side. This is excluding the failure that took COM / SR place on 19th April 2016 during which the BPAC failed and the failure continued for quite a long time and during this period as many as 13 trains were dealt on LCTs and the cause of the failure was written as “coil damage” due to one cow was hit by a train and in the process, axle counter also damaged.
8 2.17 Joint Inspection of Points & Crossings Register: a. These registers is not perused by any officer during the last one year. b. Quarterly joint inspection of Points & Crossing is DRM / MDU being done on 1st 2nd & 3rd March, 2016. During PCE / SR the Joint Inspection, 11 observations were made CSTE / SR and only four have been complied with during the period from 9.4.16 to 30.4.16 and balance observations are still pending. The same were repeated during the next joint inspection done on 7th and 8th June, 2016. It is also noted that observation ‘badly corroded chair plates and screws to be replaced in respect of Point No. 246A & 248B’ is repeated without compliance since June 2015. c. The observation regarding opening of Point No. DRM / MDU 208A & 208B is repeated in 2nd Quarter inspection PCE / SR which were said to be complied with in March CSTE / SR 2016. But the position was verified and found that the opening was not adjusted and the measurement remains the same. d. Pending item in Point No. 239 (repeated in 1st & 2nd DRM / MDU Quarter inspections) is inspected and found that PCE / SR about 18 Nos. of chair plates and screws are badly CSTE / SR corroded and do not have proper grip with sleeper. e. Point No. 246B: About 16 Nos. of chair plates and DRM / MDU screws are badly corroded and do not have proper PCE / SR grip with sleeper. CSTE / SR f. Point No. 246A: About 14 Nos. of chair plates and DRM / MDU screws are badly corroded and do not have proper PCE / SR grip with sleeper. It is also noted that connecting CSTE / SR rods of D-Clamp are also corroded badly. Gauge phase of lead rail and crossing rail in rear of crossing of Point No. 246A are mismatching by about 8 mm & 5 mm and the check rail on the main line side is higher by about 15 mm over the running rail. g. Similarly, mismatching of gauge phase of rails at DRM / MDU toe of CMS crossing of Point No. 208 is noticed. It PCE / SR is suggested that proper heel block (in rear of CMS CSTE / SR crossing) is to be provided and mismatching of gauge phase is to be avoided. h. It is noted that short length rails i.e. cut rails of DRM / MDU length 2.45 m, 5.27 m & 4.0 m were provided on PCE / SR LH rail side of BPT main line in rear of Point No. CSTE / SR 248A near RE mast No. 495/31. At this location, it is also noted that emergency fish plate with clamps near fish plated joint provided at RH rail due to corroded rail foot. i. Point No. 210 LH tongue rail is chipped off for a DRM / MDU length of 270 mm from tip and the stock rail has PCE / SR burr. This is not reflected in the joint inspection. CSTE / SR j. Instead of conducting the joint inspection on quarterly schedule as per IRSEM. It was also noticed DRM / MDU that Joint Circular vide No. SG.85/1 dated 19.5.2015 PCE / SR was issued approved by CSE/SR and CTE/SR on Joint CSTE / SR Inspection of Points & Crossings which stipulate that CSO / SR interlocked point in a yard shall be jointly inspected by SSE/P.Way and SSE/Signals once in three months and other than passenger line points, once in six months. Divisional Authorities are neither following the guidelines given in IRSEM nor the instructions given in this Joint Circular.
9 2.18 Joint Inspection of Electrical connections & S&T: a. Joint Inspection of Electrical (OHE) and S&T DRM/MDU departments is required to be carried out once in a CSTE/SR year against 6 months once as per IRSEM (Para PCE/SR no.22.10.8.8.6). The Traction Foreman and CSI of CSO/SR section will arrange for physical inspection at six months intervals to ensure conformity with approved Bonding plan. b. It is noted that joint inspection of traction bonds was done by Electrical and S&T Supervisors annually in Oct. 2014 and Nov. 2015. 10 2.19 ‘OFF’ aspect of Calling-on provided below UP & DN Home Signals is proving the overlap points which is DRM / MDU incorrect and not as per the guidelines of IRSEM. COM / SR Division may propose for delinking the proving of CSTE / SR overlap points since the very objective of providing Calling-on below Home Signals is to receive a train on an obstructed line. Hence, the ‘off’ position of Calling- on shall not prove berthing tracks and overlap points; instead it should only prove only the facing point/s.
11 2.20 SWR: Distant Signal circuit modification was done on DRM / MDU 03.02.2014 and the supporting document for this is COM / SR only a written memo from SSE/Signals/MDU. It is proper CSTE / SR only to issue an amendment to SWR and not a written memo from a Supervisor. Division to ensure the same is issued at the earliest.
12 2.21 a. Though VDU provision is installed and commissioned in the year 2012 October but the DRM / MDU same is not being used by the SMs for the reason that COM / SR they are not trained and working instructions are not CSTE / SR incorporated in the SWR till date of safety audit inspection i.e., 10th June 2016 (42 months completed).
b. Division also informed that similar such VDUs exist DRM / MDU at 3 stations in MDU Division and the situation is COM / SR identical to MDU station. Division to expedite the CSTE / SR work of issuing suitable instructions as amendments to SWR and encourage the staff to work with VDU since it is going to be future without any panel.
c. CPTM/SR during his inspection of MDU station on DRM / MDU 30.9.2015, vide Para 7 (c) of inspection report stated COM / SR that VDU is not used in spite of clearance given by CSTE / SR Headquarters for operation.
13 3.0 Inspection of Dy.SS/Office/PF: a. S/Sri. P. Perumal, Dy.SMR (General), K. Vaseekaran- DRM / MDU Dy.SMR (Shift), Balasubramanyan, Dy.SMR, COM / SR Sethuram, Dy.SMR/PF, H.K.Meena, ASM were on CEE / SR duty and are in possession of valid competency certificates. Sri. Prakash Kumar, SCP/MDU was in possession of valid competency certificate except Electrical Isolator Certificate. b. On PF-1, it was noticed that there are two Dy.SS DRM / MDU Office. In one location, the Dy.SS is in three shifts COM / SR and in adjacent room; the Dy.SS (Supervisory) is in two shifts only for day shift. c. This is apart from Gazetted SMR. d. The role prescribed as per Appendix “D” of SWR is DRM / MDU that the Dy.SMs in three shifts is responsible for COM / SR train movements and shunt movements, keep a record of late train departures, if any. e. From the Appendix “D” – duties of staff, it is seen DRM / MDU that though there are two SMs at platform, none of COM / SR them are made responsible for ensuring ‘stabling precautions’ which is essential. f. Stabled Load Register: 1. Unified Special Instructions given by Railway DRM / MDU Board for SR 5.23 is not being followed. The COM / SR Zonal Railway is yet to issue the amended instructions of Railway Board as SR to the G&SR of Southern Railway. 2. Exchange of PNs as per SWR by Dy.SM/PF with CASM whenever line is obstructed / cleared is not followed. 3. Last entry was made in August 2015, whereas coaching rakes are regularly stabled in station. The details of coaching rakes that are stabled are; Rake of 11043/44 is stabled from 11.40 to 18.00 hours on every Saturday on PF-3. Rake of 22623/24 is stabled on every Saturday from 09.00 to 21.15 hours on PF-4. Rake of 56724/721 is stabled daily on PF-5 from 09.30 to 12.30 hours. Rake of 56722/725 is stabled daily on PF-5 from 15.45 to 18.15 hours. Rake of 56726/706 is stabled daily on PF-5 from 22.45 to 01.15 hours. 4. The entries made are not consistent i.e., on many occasions only two skids are placed and at times only one skid is placed. Handbrakes applied of 6 + 6 is written instead of writing the wagon Nos. / coach Nos. PN with Section Controller is not exchanged 5. Light engines were found in stabled condition DRM / MDU but related stabling entry is not made in the COM / SR Stabled Load Register which is against the CEE / SR instructions given by Railway Board. CME / SR g. Monthly Safety Meeting Register: Though the meeting is conducted regularly. For the month of DRM / MDU June, the meeting is yet to be conducted. Staff is COM / SR signing in 2 parts. Total strength of Operating Staff apart from Guards at MDU station is 64. For the month of May, 21employees, for the month of April, 27 employees, for the month of March 24, for the month of February, 28 and for the month of January, 34 employees only have acknowledged i.e., on an average only 40% of staff are acknowledging instead of 100%. SMR/MDU and TI/MDU shall ensure that all the staff of the station (Operating) acknowledges the content of the safety meeting. In regard to Guards, though 113 Guards on roll (37 Mail/Express, 31 Passenger and 45 Goods Guards) they are not involved for Monthly Safety Meetings. It is desirable to include them for the Monthly Safety Meeting and the Division shall plan to obtain their acknowledgement by keeping a copy in a register in the Crew Lobby.
14 3.2 Concept of RRI working: a. As per SWR/MDU, nomination of line for reception DRM / MDU of trains is given by Dy.SS/PF by giving a PN to RRI COM / SR who in turn operate the signals from there. b. It is not necessary to involve the Dy.SS/PF for nomination as long as there is no slotting arrangement with him. c. In entire SC Railway wherever RRIs exist, nomination of line by Dy.SM/PF is not there; example, Secunderabad, Vijayawada, Kazipet, Dornakal, Krishnacanal etc., d. Entire yard is track circuited and hence, it is appropriate for the RRI Cabin SMs to decide the R&D of trains since block operation + panel operation is done by them. Division to review the working system and save manpower and achieve the true RRI objective.
15 3.3 Line position: a. The Dy.SMs/PF are not maintaining line position. DRM / MDU b. It is necessary for them to maintain line position on COM / SR hourly / two-hourly / 4 hourly basis as deemed fit locally in order to have a clear picture of the yard at any given time. Division may enforce the same.
16 3.4 TI’s Inspection Register: The constraints in the working DRM / MDU are brought out as follows; COM / SR 1. Simultaneous reception of trains on R-1 to R-5 is CSTE / SR not possible for want of physical isolation. 2. When an UP train is received onto R-1 & 2, shunt movements towards DG end shunting neck from R- 3 to 10 is not possible since Trap Point No.205 gets locked in ‘open’ position. 3. While dispatching an UP train from R-10, shunting from south end shunting neck to any road is not possible. 4. Shunting of Electric locos at VPT end can be done only in mainline or shunting neck. When such shunting is carried out, reception of DN trains on Road -1 to 5 from DG end gets affected resulting in detention of trains at DN Home Signal. 5. The visibility of Starter Signals is hampered for 24 coach trains and in this connection, it is suggested to provide Starter Repeater.
17 5.0 Crew Lobby / MDU The concept of combined crew lobby is not achieved DRM / MDU since Guards are separately booked by Operating COM / SR supervisors including BA testing. It is against RB CME / SR guidelines and Division shall ensure that Board CEE / SR guidelines are implemented immediately. Daily testing of both equipments is not being DRM / MDU conducted. ALPs are not supplied with CUG SIM cards; instead DRM / MSU call boy system is still in force which can be CEE / SR eliminated by supply of CUG SIM cards to ALPs also. CME / SR
Lobby is booking Loco Pilots with breach of rest. DRM / MDU The BRA register indicates number of cases of BRA CEE / SR as detailed below; CME / SR Month March,16 April,16 May, 16 CSO / SR BRA cases 48 84 68 This is a vicious circle as the crew not available for pure running duty. If availability for pure running is improved, then this BRA can be stopped. Running crew with breach of rest is threat to safety of train running. Random check made by calling on the CUG mobile DRM / MDU phones of crew who signed ‘on’ and their trains are CEE / SR on run and found that LP: Sri. Akbar Ali working T. CSO / SR No. 11021 was ‘ON’
18 6.0 Running Room / MDU: Aluminium utensils are used for cooking which is DRM / MDU not permitted by RB. CEE / SR Food warmer not available. CME / SR Cooking of vegetarian & Non-Vegetarian items are doing in one kitchen itself. And also combined vessels are being used. There is no separate kitchen for vegetarian & Non-Vegetarian.
19 7.0 Inspection of SPART: As a part of ‘Golden hour” concept, LP should be DRM / MDU booked in shift duty to work SPART but the same is CME / SR not followed. On enquiry it was told by the CEE / SR Divisional Authorities that the LP will be able to take CSO / SR charge within the target time. The Safety Audit COM / SR Team Convenor, CSO/SCR at 13.05 hours, advised CSTE / SR for booking a crew to work the SPART as a mock trial. But LP did not turn up till 14.00 hours. If it takes 40-50 minutes only for the LP to turn up for working a relief train, it is not known as to how much time is taken for starting a relief train Division to tighten the system. Under water cutting equipment is not available. Mock drills are not being conducted which is essential to check the alertness and identify shortfalls in turning out relief trains. Last mock drill was conducted on 9.3.2013. There is double entry provision but provision of Starter Signal for dispatch is desirable since it will avoid backing to another line before despatch.
20 8.0 Pitlines / MDU: Pit line no.4 is being used for stabling purpose. It DRM / MDU shows that the pitlines are underutilized. DRM / MDU On line number-4 stabled load was available but CME / SR skids are not provided and there is no provision of
Scotch Block arrangement for any pitline which may be planned at the earliest. Rake checking of Train No.12638 Exp (Pandyan DRM / MDU express) kept ready at 14.00hrs; two coaches i.e., SR CME / SR
02718 GSLRD & SRGS15441 were checked for ACP,
which actuated at a load of more than 25 Kg.
It is learnt that buffer interlocking is taking place DRM / MDU while the rakes are being placed into pit line No. 1 PCE / SR due to sharp curvature in the leading track to pit COM / SR line No. 1. Point No. 219A can be shifted to the location of Point No. 219 B (trap) and the leading track of Pit line No. 2 can be realigned to smoothen the curvature of leading track of pit line No. 1 & 2.
21 9.0 MDU Yard: OHE earthing bonds from running rail to RRI cabin DRM / MDU fencing are exposed on PF No.3. There is every CEE / SR possibility of infringement to any hanging parts of trains. The vertical clearances of name boards on platform DRM / MDU no.1 is 1.62m (south end), 1.83m (north end). PCE / SR Platform no.2 & 3 is 1.45m (south end), 1.81m CSO / SR (north end). Platform no4 & 5 is 1.94m (south end), 1.22m & 1.87m (middle of the PF) and 1.77m (north end). Platform no.6 is 1.35m (south end), 1.42m (middle of the PF) & 1.60m (north end) against 2.0m minimum. In Point No.224 (hand operated)- LH side after DRM / MDU setting of tongue & stock rails, cotter bolt & pin PCE / SR provided also got the gap between tongue & stock rails. RH tongue rail is chipped off at about 1feet from toe. In Point No.222- LH tongue rail nearly two inches DRM / MDU piece is missed. PCE / SR
22 14.4 SWR / RMM: SWR of RMM was issued on 03.9.2010 and brought DRM / MDU into force in 2012. COM / SR Life of SWR is completed by September 2015 (valid for 5 years from the date of issue as per unified SR 5.06 issued for implementation by Railway Board) and as such the SWR needs to be reissued afresh.
23 14.8 Sign ‘on’ / ‘off’ activity under Dy.SS/RMM: LP/Shunters are not subjected for mandatory BA test DRM / MDU CME / SR during sign ‘on’ / ‘off’. COM / SR Spare BA equipment not available. Daily testing of the equipment is not being done. 24 18.0 Inspection of Important Bridge No.346 (145x12.20m deck)+1x65.23 (through type-Scherzer bridge in 114 DRM / MDU span) at KM 655/0-657/200 between Pamban- PCE / SR Mandapam stations of MDU division: Approach (Pamban end) ERCs are fully corroded, ERC greasing due. Re-railing ramp not provided on either end though it is a important bridge and open deck type. Emergency Control Phone post on approach; door missing. Observations on Span No.114 (Scherzer span-1x65.23m): Wooden sleepers without guard rails provided in this span to reduce the weight of this rotatable girder. The MS canted bearing plates with screw spikes provided on the wooden sleepers are corroded heavily. It is suggested to provide galvanized/ metalized fittings to resist corrosion. Corrosion is predominant and many elements of this girder are corroded badly. It is suggested to provide epoxy type/water repellent type paints which have notable resistance against corrosion. It is noted that L2-U1 bracing cross elements (flats) are heavily corroded and cut in middle portion leaving the long angle members separated. This needs urgent attention to secure the bracing intact. The operation of rotating the span to allow the boats in the span periodically (weekly once) has been outsourced. The outsourced persons are to be provided with photo ID cards with uniform. Anemometer is provided on span no.56 and it is interlocked with the signal on approach of the bridge. Another portable anemometer (last calibrated by IMD on 29.3.16 & next due is 28.3.17) is kept with bridge operator to check the wind velocity and to take off the signal/pilot the train. Approach SWP track; fish plate joints are provided with 1.0M fish plates with 6 no. of bolts. The SKV/AT welds are not joggled fish plates with two far end bolts as per the guidelines. Approach sleeper spacing is very wide i.e., 109cm. Some of the structural members are heavily corroded. Immediate replacement to be planned. Further, the present cycle of painting may be reviewed and the knowledge of CRRI/Karaikudi may be utilized. On the day of inspection, the wind speed has reached around 50 KMPH. It is observed that no special safety measures are taken for the maintenance staff. While working on the bridge, Trackmen shall be provided with safety jackets and also a tie rope to the rail/girder with a waist band. Even the railing provided in the cabin on the approach of the bridge is heavily corroded at the base and may fall any time. During the next renewal, proper flooring and galvanized roofing may be planned.
No. 195 / Insp / Safety Audit Inter-railway / 1 / 2016 Date: 30.6.2016
Copy to DRM/MDU COM, CSO, CME, CEE, CSTE & PCE / Southern Railway.
INTER-RAILWAY SAFETY AUDIT INSPECTION OF MADURAI & RAMESWARAM STATIONS OF MADURAI DIVISION ON 10TH AND 11TH JUNE 2016
Para Subject / Topic 1.0 History of MDU: The Division was officials created in 1856 covering 1356 KMs making it the largest railway Division on IR. Prior to the formation of TVC Division which was carved out of this Division, it was one of the largest Divisions in the entire country. Currently it covers 12 Districts of Tamilnadu and one District of Kerala. The first railway line in the region was thrown open in 1857 connecting Madurai to Trichinopoly via Dindigul and onward. Only in the next century, most of the other present lines were completed. Prominent among them are Madurai-Mandapam line in 1902, Quilon-Punalur 1904, Punalur- Sengottai in 1904, Pamban-Rameswaram in 1906 and Mandapam-Pamban in 1914. The city has a number of historical monuments with the Meenakshi Amman Temple and Alagar Kovil. Madurai is a junction station and signals & points are operated from RRI. Upto MDU from Dindigul it is double line electrified section. From MDU towards Manamadurai Junction it is single line non-electrified section and another single line non-electrified section takes off towards Viridunagar Junction. Madurai is a ‘special’ class station and the trains are dealt on Absolute Block System. Adjacent stations are Kudalnagar (KON) in double line direction and the section between MDU – KON is completely track circuited (3.75 KMs) and block instrument provision is dispensed with. Towards Manamadurai Junction direction, adjacent station is Silaiman (ILA) and towards Virudunagar Junction direction, adjacent station is Tirupurankundram (TDN).
2.0 Inspection of RRI/MDU:
2.1 Sri.Mari Muthu, Dy.SS on block duties and Sri. Lingeswaran-Dy.SS on Panel Operation were on duty and are in possession of valid competency certificates. One Dy.SS is for Panel operation and the other Dy.SS is for block operation + for issue of Caution Orders for all trains including maintenance of Caution Order Message Register/s. Sri. Mahaboob Batcha, Pointsman on special duty was also in possession valid certificates except Electrical Isolator Certificate. It is necessary for the Division to ensure that all Pointsman are given proper training in operation of electrical isolator switches and are issued with valid competency certificate as per Advance Correction Slip No. 24, Railways Manual of AC Traction(ACTM) Vol.III Part-I, Para 20970-5. 2.2 PN Book: It was noticed that the size is smaller than A-6, making it very difficult to write the details for which the PN is given such as; Train No., LC Gate, etc. Adequate space is essential to write the details legibly since this document is one of the important documents to be produced in the court of law when required. Secondly, the design of PN Book also improper, making it difficult to maintain proper spacing between one PN to another PN.
In order to ensure proper design and size, the design of SC Railway is given below which is approximately in A-5 size.
2.2(a) It was observed that the circuit of Calling-on Signal is designed in such a way that it is proving not only the correct setting of facing points but also trailing points. In this connection, in order to ensure flexibility of operations, the circuit of the Calling-on Signal should only prove the correct setting and locking of facing points and not the trailing points. The very concept of Calling-on Signal provision is to receive a train on obstructed line and in which case there is no need to prove correct setting of trailing points. Even the policy guidelines issued by Railway Board are amended and circulated for implementation which is not implemented at this station. 2.3 Essential Equipment: a. Available as per Appendix-E of the SWR. b. Only one hand Signal Lamp is available at the Cabin against three as prescribed in SWR. The available HS lamp is not having glass cover to LED bulbs. Hand Signal Lamps were procured through local purchase. Quality of the Hand Signal Lamp is poor. c. Detonators are not having embossed month and year of manufacture. Written with marker pen as 4/2011. 2.4 Message Exchange Register: Message Exchange Register between Panel and Platform SMs and Panel and Block SMs to deal trains during failures as incorporated in SWR are not available. 2.5 Knowledge of Staff: Knowledge of Sri AK Sahoo, Block Dy.SS who was on duty at 11.00 hours was tested and found that he was unable to extract shunt key connected to Bock Instruments. The employee replied that he was not aware of its operation since he worked earlier at Vadipattai (VDP) which is a double line station. SMR and TI to counsel him. 2.6 On 19.04.2016 at 02.05hrs, T.No.12633 was dealt during BPAC failure. Calling-On Veedor reading was 00903-00904 and during this failure there is no record of PLCT given for T. No. 12633 Express. 2.7 Relay Room: Following are the opening particulars; a. April 2016 - 24 times b. May 2016 - 25 times and c. June 2016 - 12 times as on date of inspection. It was observed that S&T staff are not writing the reasons for opening the relay room which is mandatory. d. Printer is not available in the relay room. e. Smoke detector is provided in the relay room. Ambush check was conducted to test the efficacy of the equipment and found responded. However, the SMs on duty in the RRI Cabin failed to respond to fire alarm and understand. On enquiry, it is understood that they are ignorant of the provision of the smoke detector since no amendment to SWR is issued by the Division in this regard. It is necessary for the Division to ensure that suitable instructions incorporating the role and responsibilities of each and every designated employee is given in the form of amendment to SWR and obtain the acknowledgement of the station staff so that the purpose of providing the equipment is fulfilled. f. Relay room commissioned on 18.10.12. Cables are found lying irregularly & bunching.
g. Fire Extinguishers – 4 Nos. are available in relay room. Two numbers are manufactured of 2009 year and are overdue for refilling. No periodical checking done. These out of two, for one FE pressure gauge glass broken and needle showing in red & its indicate that needs replacement. 2.8 Line Clear Cancellation Register: a. Though Single line tokenless block instruments are available between MDU – TDN and MDU – ILA stations, this register is not maintained. b. It was observed that line clear cancellations are entered only in TSR. Making entry in the TSR is also necessary and this is in addition to making entry in this separate register which will disclose how many line clear cancellations are made direction-wise along with reasons. 2.9 BPAC provision for the trains coming from KON in double line direction and from MDU – TDN direction on single line is provided; but trains coming from ILA direction are not provided with BPAC. Division to plan for provision of the same at the earliest. 2.10 OHE Key Box Register: One pair gloves of ISI mark available. It was last opened on 03.11.2015 between 13.40 to 14.10 hours for taking up work of relnewing rails and no further entries are made. 2.11 Route Cancellation Register: a. It is noticed that the register is maintained in two parts, one part for main signals with 120 seconds time delay and the other for shunt movements related with time delay of 60 seconds. b. Route Cancellation (60 seconds): From 12th April to 30th April 2016, for a period of 18 days, route cancellations were operated for 418 times (Veeder Counter recording from 028369 to 028887) of which 15 were for testing and cable meggering and the remaining for shunt movements. For the month of May 2016, route cancellations were applied for 795 times (Veeder Counter readings from 028888 to 029683) of which 3 were for testing and the remaining for shunt movements. During June 2016 till date of inspection i.e., 10th June (Veeder Counter readings from 029683 to 029851) 168 times route cancellations was applied of which 1 is for other than shunt movements. Majority of these route cancellations are for Shunt Signal No.33 & 69. When these route cancellations are done, the Operating Officials are not ensuring clamping and padlocking of points. The return shunt movement are not having signal protection. Hence, it is necessary for the Division to analyse the route path and make efforts to eliminate these unwanted route cancellations. 2.12 Signal Put Back Memo Book: a. Signal put back memos are being issued when signal is put back. It was noticed that though the LSS is put back and memo is served to the LP of the train. On the earlier line clear, another train is despatched instead of cancelling and taking fresh line clear as per the change in the movements made, example T.No. 6779 Express at 04.40 hours on 04.06.2016 and T.No.11044 at 18.10 hours on 04.06.2016.
2.13 Cable meggering: Cable meggering of cable no. 249 was done on 6/4/16. A failure took place on 9/4/16 due to cable defect i.e., “cable conductor defective” in cable no.249. Effectiveness of Cable meggering activities is required to be checked. 2.14 Safety Point Alarm: a. The equipment is designed and interlinked with datalogger which alerts the SM in the form of audio-visual when SM fails to alter the points as per GR 3.38 (2) immediately on arrival of the train into the station. b. The logic is designed to alert the SM by a time delay of 100 seconds and even after that if the SM fails to alter the points, exception report may be generated for not altering the point/s and action may be initiated against the SM for the failure. It is understood that this kind of device is not installed at any station of the Division / Railway. Also, feedback taken from the Division that there is no mechanism of S&T Officer and Operating Officer (DOM/G) analyzing the datalogger exceptional report on daily-basis and taking action against the SM for not altering the points. 2.15 Caution Order Messages Register: a. Caution Orders are issued to all trains from MDU – Tuticorin Harbour, MDU – Tirunalveli Junction, MDU – Manamadurai Junction, MDU – Sengottai Junction. At present Caution Orders are being issued from Cabin for trains going towards East Direction and from Platform for trains going towards West direction. Both the cases, Points staff is moving to both ends for handing over. b. Serial Numbers for the imposition of Caution Orders and cancellation of Caution Orders is not followed. It is suggested that at the end of the Calendar year i.e., 31st December of the year whatever the SRs in force should be brought forwarded on 1st January of the next year and serial numbers shall be 1, 2, 3 and so on. New SRs which are imposed from 1st January will take the subsequent numbers after brought forwarding the SRs of previous year. c. It is also suggested that a bunch of Caution Order copies signed by Dy.SS/PF may be handed over to the Operating representative who is sitting in the Crew Lobby for sign ‘on’/’off’ activity of Guards and he in turn shall be made responsible to hand over the copy of Caution Orders and obtain written acknowledgement from LP & Guards. In case of any emergency imposition of Caution Orders, a mechanism may be evolved locally wherein the Dy.SS/PF will pass the message under exchange of PN to the Operating representative to make changes. This arrangement will eliminate manpower from the control of Dy.SS/PF. Secondly, the Dy.SS/PF and Dy.SS/RRI who are presently sharing the issue of Caution Orders (direction-wise) can be relieved of this activity and fresh job-analysis can be made for effective / optimum utilization of SMs. ADRM/MDU during his inspection of the station on 21.3.2016 also suggested for shifting the issue of Caution Orders from RRI but the same is yet to be complied. d. CPTM/SR during his inspection of the station (MDU) on 30.9.2015, vide Para 7 (j) stated that Dy. SMR (General) – duties are not defined in SWR. Deployment of two Dy.SMs (shift & general) needs review. e. The record keeping of Caution Order copies is very haphazard in loose sheets and not in a scientific way. The following photograph display the status;
f. Copy of Caution Order is not given to ALPs which is desirable since he also can alert the LP about the SR zone. 2.16 Signal Failure Register: a. Signal failures from the month of January 2016 to date of inspection was perused and noticed that 17 failures have taken place. b. For the calendar year 2015, 54 failures are recorded of which 36 were on account of S&T Department and the remaining other failures. c. From the above, it can be concluded that the number of failures at the Divisional Headquarters (MDU) where the staff are in shift duties round the clock is on high side. d. During this calendar year, 50% of failures (8 out of 17) are block instrument failures and the Division needs to look into this and take all possible preventive action. e. The average failure time to rectification time for the 15 failures in this calendar year is 47 minutes, which is on very high side. This is excluding the failure that took place on 19th April 2016 during which the BPAC failed and the failure continued for quite a long time and during this period as many as 13 trains were dealt on LCTs and the cause of the failure was written as “coil damage” due to one cow was hit by a train and in the process, axle counter also damaged. f. On 9th April 2016, for a duration of 180 minutes, Point No.246 was defective and flashing in “R” position. During this period, several coaching trains suffered heavy to heavy detentions; details are T. No. 56700 for 72 minutes, 12651 for 135 minutes, 56206 for 95 minutes, 22621 for 88 minutes, 56705 for 65 minutes and 16609 for 40 minutes. Cause of the failure was written as cable conductor defective. Cable meggering was done on 06.4.2016. g. On 9th April 2016, there were 3 failures; one failure was Point No.244 wherein 3 passenger trains were detained for 43 / 18 / 25 minutes respectively and the cause was ‘fault not found’. However, the next higher Official passed a remark that ‘stretcher bar insulation replaced’. Both remarks are contradictory.
Division to make proper analysis of failures and take corrective action to minimize failures and failure time. 2.17 Joint Inspection of Points & Crossings Register: k. These registers is not perused by any officer during the last one year. l. Quarterly joint inspection of Points & Crossing is being done on 1st 2nd & 3rd March, 2016. During the Joint Inspection, 11 observations were made and only four have been complied with during the period from 9.4.16 to 30.4.16 and balance observations are still pending. The same were repeated during the next joint inspection done on 7th and 8th June, 2016. It is also noted that observation ‘badly corroded chair plates and screws to be replaced in respect of Point No. 246A & 248B’ is repeated without compliance since June 2015. m. The other observations pending attention are regarding: Opening of switch in Point No. 233- 104 mm, Point No. 208A- 110 mm, Point No. 208B- 108 mm, Point No. 214 - 121 mm are pending compliance. The observation regarding opening of Point No. 208A & 208B is repeated in 2nd Quarter inspection which were said to be complied with in March 2016. But the position was verified and found that the opening was not adjusted and the measurement remains the same. n. Pending item in Point No. 239 (repeated in 1st & 2nd Quarter inspections) is inspected and found that about 18 Nos. of chair plates and screws are badly corroded and do not have proper grip with sleeper. o. Point No. 246B: About 16 Nos. of chair plates and screws are badly corroded and do not have proper grip with sleeper. p. Point No. 246A: About 14 Nos. of chair plates and screws are badly corroded and do not have proper grip with sleeper. It is also noted that connecting rods of D-Clamp are also corroded badly. Gauge phase of lead rail and crossing rail in rear of crossing of Point No. 246A are mismatching by about 8 mm & 5 mm and the check rail on the main line side is higher by about 15 mm over the running rail. q. Similarly, mismatching of gauge phase of rails at toe of CMS crossing of Point No. 208 is noticed. It is suggested that proper heel block (in rear of CMS crossing) is to be provided and mismatching of gauge phase is to be avoided. r. It is noted that short length rails i.e. cut rails of length 2.45 m, 5.27 m & 4.0 m were provided on LH rail side of BPT main line in rear of Point No. 248A near RE mast No. 495/31. At this location, it is also noted that emergency fish plate with clamps near fish plated joint provided at RH rail due to corroded rail foot. s. Point No. 210 LH tongue rail is chipped off for a length of 270 mm from tip and the stock rail has burr. This is not reflected in the joint inspection. t. Instead of conducting the joint inspection on quarterly schedule as per IRSEM. It was also noticed that Joint Circular vide No. SG.85/1 dated 19.5.2015 was issued approved by CSE/SR and CTE/SR on Joint Inspection of Points & Crossings which stipulate that interlocked point in a yard shall be jointly inspected by SSE/P.Way and SSE/Signals once in three months and other than passenger line points, once in six months. Divisional Authorities are neither following the guidelines given in IRSEM nor the instructions given in this Joint Circular. 2.18 Joint Inspection of Electrical connections & S&T: c. Joint Inspection of Electrical (OHE) and S&T departments is required to be carried out once in a year against 6 months once as per IRSEM (Para no.22.10.8.8.6). The Traction Foreman and CSI of section will arrange for physical inspection at six months intervals to ensure conformity with approved Bonding plan. d. It is noted that joint inspection of traction bonds was done by Electrical and S&T Supervisors annually in Oct. 2014 and Nov. 2015. e. Joint track circuit inspection was done once in every six months, but summary page is not available in the register. 2.19 ‘OFF’ aspect of Calling-on provided below UP & DN Home Signals is proving the overlap points which is incorrect and not as per the guidelines of IRSEM. Division may propose for delinking the proving of overlap points since the very objective of providing Calling-on below Home Signals is to receive a train on an obstructed line. Hence, the ‘off’ position of Calling-on shall not prove berthing tracks and overlap points; instead it should only prove only the facing point/s. 2.20 SWR: a. Date of issue of the SWR was on 11.6.2012. b. Amendment Slip No.1 was issued on 18.3.2013 which was brought into force on 14.7.2013. Amendment Slip No. 2 was issued on 19.3.2013 (immediate day after issue of first amendment slip) which was brought into force on 14.7.2013. Amendment Slip No.3 was issued on 21.01.2014 which was brought into force on 10.02.2014. c. Distant Signal circuit modification was done on 03.02.2014 and the supporting document for this is only a written memo from SSE/Signals/MDU. It is proper only to issue an amendment to SWR and not a written memo from a Supervisor. Division to ensure the same is issued at the earliest.
d. Emergency Calling-on Cancellation: Emergency Calling-on Cancellation procedure not described in SWR. 2.21 d. Though VDU provision is installed and commissioned in the year 2012 October but the same is not being used by the SMs for the reason that they are not trained and working instructions are not incorporated in the SWR till date of safety audit inspection i.e., 10th June 2016 (42 months completed).
e. Division also informed that similar such VDUs exist at 3 stations in MDU
Division and the situation is identical to MDU station. Division to expedite the work of issuing suitable instructions as amendments to SWR and encourage the staff to work with VDU since it is going to be future without any panel.
f. CPTM/SR during his inspection of MDU station on 30.9.2015, vide Para 7 (c) of inspection report stated that VDU is not used in spite of clearance given by Headquarters for operation. 2.22 The divisional ASMs do not have the habit to cross red line after last PN exchanged by them before handing over shift. Last PN exchanged also to be recorded in TSR and ASM shift diaries. 2.23 The pad locks of safety chains, clamps etc. are to be colour coded with matching colour code of keys. Proper key box to be made in ASM on duty room. The relay room key rings to be soldered to avoid exchange of tags. 2.24 S&T Branch Observations at MDU: a. Inspected the power distribution which is through AT/EB/Generator. There are 3 AT CLS panels provided at the cabin. The auto mode is not functional in one of the CLS panels. Same need to be attended. Moreover, the switch for this CLS panel is kept in AT mode. The SM on duty reported that they could not keep it in AT mode since the system is frequently chattering. Hence, they have selected the AT mode. This prevents the full utility of the facility provided in the Auto CLS panel. b. The leakage voltages between earth to neutral was measured: On AT it was 2.05v, EB it was 7.24 c. The data Logger was checked and found in working order. The total number of input and output for the EI are as follows: Input – (South cabin) : 23 cards Input – (North cabin) : 20 cards Output – (South cabin) : 27 cards Output – (North cabin) : 19 cards d. The power supply to the South cabin EI system is from Amararaja make IPS and for the North cabin is Statecon make IPS. Both are in working condition and AMC is also available. The EI system provided is having AMC whereas no spares are kept at MDU by the company. This may lead to delay in restoration. e. Checked the working of the westrace hot standby EI system. Found satisfactory. The manual changeover from system ‘A’ to system ‘B’ and system ‘B’ to system ’A’ was also checked and found in working order. f. The software programmes are stored in the system ports through EPROM. In case of failure of 2 systems at the same time, the software loaded in EPROM should be kept as a spare so that at least one can be changed over and made functional. g. 2 nos. of 20 kva generators are available. Both are in functional condition. h. Joint inspection of points & crossings and track circuits were carried out on 6/7/8-6-2016. The following are the pending notes: IInd Quarter (Pending Notes) 1) 202A RH –Opening to be attended : LH/RH : 114/120 mm 2) 208B LH –Opening to be attended : LH/RH – 108/112 mm 3) 210 LH/RH – Opening to be attended : LH/RH – 105/106 mm 4) 214 LH/RH – Opening to be attended : LH/RH – 120/122 mm 5) 230 RH – Opening to be attended : RH – 120 mm 6) 233 LH/RH – Opening to be attended LH/RH – 106/107 mm 7) 244 LH/RH – Opening to be attended LH/RH – 120/121 mm 8) 239 – badly corroded chair plates to be replaced 9) 246 A – Badly corroded chair plates to be replaced 10) 248 B – badly corroded chair plates to be replaced i. Cables were meggered in the yard duly taking small blocks for 1 hour every day. It was started on 14-4-2016 and completed on 16-4-2016. j. Inspected point no.231B – LH:113, RH:115, working current – NR: 2.43A/4 R/N: 2A/4.3 A Point no.235: LH;115, RH;115, Working current – N/R: 1.8A/3.6, R/N: 2/4 A k. Point no.2, RH switch is completely chipped off from the tip to a length of 1 m. l. The position of the glued joint is also not in order. Same need to be attended. m. In general, the number of failures are more in MDU division and as per the Railway Board’s guidelines, the failure are to be reduced every year. Whereas this statistics says the failure rate are continuing at the same trend. Sr.DSTE/MDU was asked how this system is to be improved and he replied that the zonal contract concept is now only started in Southern Railway in S&T and now for 8 SSEs sections proposals were submitted to Sr.DFM/MDU and is under process. This should be expedited and zonal contract to be issued immediately to improve the system working to reduce the failure. 3.0 Inspection of Dy.SS/Office/PF: h. S/Sri. P. Perumal, Dy.SMR (General), K. Vaseekaran- Dy.SMR (Shift), Balasubramanyan, Dy.SMR, Sethuram, Dy.SMR/PF, H.K.Meena, ASM were on duty and are in possession of valid competency certificates. Sri. Prakash Kumar, SCP/MDU was in possession of valid competency certificate except Electrical Isolator Certificate. i. On PF-1, it was noticed that there are two Dy.SS Office. In one location, the Dy.SS is in three shifts and in adjacent room; the Dy.SS (Supervisory) is in two shifts only for day shift. j. This is apart from Gazetted SMR. k. The role prescribed as per Appendix “D” of SWR is that the Dy.SMs in three shifts is responsible for train movements and shunt movements, keep a record of late train departures, if any. l. From the Appendix “D” – duties of staff, it is seen that though there are two SMs at platform, none of them are made responsible for ensuring ‘stabling precautions’ which is essential. m. Stabled Load Register: 6. Unified Special Instructions given by Railway Board for SR 5.23 is not being followed. The Zonal Railway is yet to issue the amended instructions of Railway Board as SR to the G&SR of Southern Railway. 7. Exchange of PNs as per SWR by Dy.SM/PF with CASM whenever line is obstructed / cleared is not followed. 8. Last entry was made in August 2015, whereas coaching rakes are regularly stabled in station. The details of coaching rakes that are stabled are; Rake of 11043/44 is stabled from 11.40 to 18.00 hours on every Saturday on PF-3. Rake of 22623/24 is stabled on every Saturday from 09.00 to 21.15 hours on PF-4. Rake of 56724/721 is stabled daily on PF-5 from 09.30 to 12.30 hours. Rake of 56722/725 is stabled daily on PF-5 from 15.45 to 18.15 hours. Rake of 56726/706 is stabled daily on PF-5 from 22.45 to 01.15 hours. 9. The entries made are not consistent i.e., on many occasions only two skids are placed and at times only one skid is placed. Handbrakes applied of 6 + 6 is written instead of writing the wagon Nos. / coach Nos. PN with Section Controller is not exchanged 10. Light engines were found in stabled condition but related stabling entry is not made in the Stabled Load Register which is against the instructions given by Railway Board. n. Monthly Safety Meeting Register: Though the meeting is conducted regularly. For the month of June, the meeting is yet to be conducted. Staff is signing in 2 parts. Total strength of Operating Staff apart from Guards at MDU station is 64. For the month of May, 21employees, for the month of April, 27 employees, for the month of March 24, for the month of February, 28 and for the month of January, 34 employees only have acknowledged i.e., on an average only 40% of staff are acknowledging instead of 100%. SMR/MDU and TI/MDU shall ensure that all the staff of the station (Operating) acknowledges the content of the safety meeting. In regard to Guards, though 113 Guards on roll (37 Mail/Express, 31 Passenger and 45 Goods Guards) they are not involved for Monthly Safety Meetings. It is desirable to include them for the Monthly Safety Meeting and the Division shall plan to obtain their acknowledgement by keeping a copy in a register in the Crew Lobby. o. SWR declaration Register: It is maintained separately for Class-III and Class-IV. Signatures for all the 3 occasions i.e., when Amendment Slip is issued to SWR, Staff absented for more than 15 days and Outstation Staff are signing continuously in the same pages. Suggested to obtain the signatures for the above occasions separately instead of taking them continuously. Also, it is to be noted that there is no Class-IV category as per RB guidelines. p. SM’s Night Inspection Register: Night Inspections for stations where the SMs are not supervisory was withdrawn as per CTPM/SR’s letter No.T.157/Inspection Policy dated 08.5.2012. Since, MDU is having supervisory SMR, the night inspections are carried out and the last one was conducted on 14.05.2015. In other words no night inspection is conducted for the last 12 months and the reason given by the station Authorities is that no schedule is given to them. q. Bio-Data Register: Sri. S. Rama Swamy – SS is due for PME from10.06.2016. r. Officer’s Inspection Register: SMR/Gazetted/MDU inspected the station at 23.50 hours on 4th May 2016 and 30/31st March 2016. During the inspection in March, he noticed that on 26th March 2016 at 16.40 hours, Dy.SS put back signals for Train No. 56770. Written memo as per GR 3.36 was not given. Dy.SMR/General is giving compliance for this observation as ‘noted’ which is not appropriate for the reason that SMR/Gazetted should tighten the system apart from issuing inspection notes and not the Dy.SMR/General. 3.1 Though Medical Relief Train (Scale-I) is available at MDU, ARME-Scale II is also kept in Dy.SM/PF Office. It is felt inappropriate to keep both Scales of medical relief at one station. The need may be reviewed. Secondly, it is just
kept in one corner of Dy.SM Office spoiling the decorum of Office. 3.2 Concept of RRI working: e. As per SWR/MDU, nomination of line for reception of trains is given by Dy.SS/PF by giving a PN to RRI who in turn operate the signals from there. f. It is not necessary to involve the Dy.SS/PF for nomination as long as there is no slotting arrangement with him. g. In entire SC Railway wherever RRIs exist, nomination of line by Dy.SM/PF is not there; example, Secunderabad, Vijayawada, Kazipet, Dornakal, Krishnacanal etc., h. Entire yard is track circuited and hence, it is appropriate for the RRI Cabin SMs to decide the R&D of trains since block operation + panel operation is done by them. Division to review the working system and save manpower and achieve the true RRI objective. 3.3 Line position: c. The Dy.SMs/PF are not maintaining line position. d. It is necessary for them to maintain line position on hourly / two-hourly / 4 hourly basis as deemed fit locally in order to have a clear picture of the yard at any given time. e. Division may enforce the same. 3.4 TI’s Inspection Register: a. Perused the inspection register and following yard constraints were brought out by the TI and the constraints are brought to the notice of Divisional Authorities several times; they are on 07.06.2016, 17.04.2016, 17.02.2016, 31.12.2016 and 30.11.2015. The constraints brought out are; 6. Simultaneous reception of trains on R-1 to R-5 is not possible for want of physical isolation. 7. When an UP train is received onto R-1 & 2, shunt movements towards DG end shunting neck from R-3 to 10 is not possible since Trap Point No.205 gets locked in ‘open’ position. 8. While dispatching an UP train from R-10, shunting from south end shunting neck to any road is not possible. 9. Shunting of Electric locos at VPT end can be done only in mainline or shunting neck. When such shunting is carried out, reception of DN trains on Road -1 to 5 from DG end gets affected resulting in detention of trains at DN Home Signal. 10. The visibility of Starter Signals is hampered for 24 coach trains and in this connection, it is suggested to provide Starter Repeater. 3.5 Random Check DM Telephone Register: Tested the telephone number 0452-231299 belongs to Fire Brigade and found not working. 3.6 Weather Warning Register: Last Weather warning message was received on 15.12.2015. Acknowledgements were not obtained from the concerned Officials. 3.7 Electrical Branch Observations: a. The coach indication boards are outsourced at Madurai station. It is good efforts to save cost and earn revenue. However, the contractual agency has used open colour letters for advertisement besides pink, violet, yellow and prominently red colours on these boards. The open colour letters mixes up in the back ground of signal light of approaching train LP. The open colour looks like Starter Signal. b. The platform lights are making bright background for approaching LPs. They should be blanked by proper canopy and making their alignment parallel to track such that illumination remains on platform but no horizontal spread towards loco pilot eyes blanketing bright glare and bright back ground behind signal light aspect seen by loco pilots. c. Escalators: 1. They are provided with emergency stop button. One is damaged. They should be on wall side as done in airports, metro stations and even shopping malls. This avoids un-intentional press by passengers and stopping of escalator. Till it is shifted, they should be provided with Swivel type cover to avoid any un- intentional stop of escalator. 2. The foot plate at bottom and top are not provided with screws. This is to be done and unit toppling arrangement to be ensured on footplate to avoid any passenger goes inside escalator. Similar such accidental videos are available on You-tube. The safety plate of moving steps in machine pit to be brought close to avoid any foot pull in case of step topple. 3. The side wall of the escalator has sufficient gap. This is to be closed with SS sheets to avoid fall of children. One such incidence has already happened over SCR. This should be taken up immediately. 4. The ventilation on escalator is very poor due to blocking of side wall. Division to plan 5 to 6 turbo vent on roof top of it. All lights to be provided on side wall. 5. It is appreciable that division has provided both up and down escalators but some platforms are without escalators. Sr.DEE/G informed that lifts will be provided on those platforms not having escalators. The passenger lift (elevator) is for physically challenged passengers and to be provided on all platform and escalators for all passengers and to be provided on all platforms. d. Main switch available in Rolling in examination light fitting is over heated and wires are in joints. Proper terminal strips to be used for joints and Main switch to be replaced. e. On PF no 1 near main entrance cables are laid unevenly without proper dressing. Same is to be dressed properly for aesthetic look and proper identification.
f. Earth Pits are not available for high mast on main circulating area. Electrical switch room on PF no. 1 checked found earth pits are not maintained properly and earth resistance reading date not updated. The latest date for earth resistance value measured is 23/12/2010.
g. FOBs: 1. On FOB near PF No 1 cables are laid uneven and not dressed properly. And it is very hazardous to the public/passengers. Same to be dressed properly for aesthetic look.
2. On FOB Protective screen is not provided near passing to the 25 KVA OHE line. Same to be provided.
h. Night rake inspection of train No: 12636 MDU – MS VAIGAI Exp on pit line No 2 of MDU depot: S. Coach Code Remarks No No Only 2 ‘V’ Belts are available same to be replaced. 1. 93607 CZ Coaches should be sent from PM depot with full compliments without any deficient. 2. 96604 CZ Only 3 ‘V’ Belts are available same to be replaced. 3. 00610 CZ Only 3 ‘V’ Belts are available same to be replaced. Only 3 ‘V’ Belts are available in that one belt is 4. 12601 CZ loose same to be replaced. 5. 93622 CZ Only 3 ‘V’ Belts are available same to be replaced. 4 ‘V’ Belts are available in that one belt loose same 6. 97656 CZ to be attended. 4 ‘V’ Belts are available in that one belt is in loose 7. 97689 CZ same to be attended. Battery box wing nuts deficient. Same to be 8. 13151 ACCZ provided. Alternator cable cleat deficient same to be 9. 13509 CZ provided to minimize failures of field wire cuts. i. MDU yard inspection during Night: 1. Pit line no 1, 2 & 3 checked found general lighting above catwalk is good.
2. Lighting in pit to check under frame of rake is not available.
3. Insufficient illumination is available on both sides of the pit line 2 same to be improved. j. Inspection of Rake of Train No: 12638 MDU – MS Pandian Exp on pit line No 2/MDU S. Coach ON/OFF Load Code Remarks No No Volt. 1 98794 SLR 112.5/110.1 ELUs not available
2 99465 GS 112.1/109.1 1. Only 2 ELUs available working. 2. Between toilets no 1 & 2 corridor light fitting deficient. Same to be provided.
3 04004 FAC 110/115 1. Out of 24 HRC fuses available in power panel 15 HRC fuses are in bypassed condition. Immediately same to be attended.
2. Available 2 ELUs are not working. 3. Found 2 V belts are in loose same to be tightened. 4 09026 FAC 108/115 1. Available 4 ELUs could not be checked their working due to non CW availability of either HRC fuse or push button. 2. One V belts loose same may be tightened. 3. PP side blower motor over load relay is in Auto mode same should be in Manual mode.
5 98080 ACC 110/115 1. Available 2 ELUs are in working W condition. ELUs should be provided as per RDSO. 2. PP side vane relay is in by passed condition. Same to be attended. 3. Pre cooling switch is in external supply mode same should be kept in inverter mode while doing pre cooling to ensure working of inverter and to avoid reverse polarity.
4. Found 2 V belts are in loose same is to be tightened. 5. Improper current setting of over load relays in control panel is given below
Equipment Actual Setting setting should be as on PP per firms side manual CP1 12.5 A 10.0 A CP2 11.5 A 10.0 A CD1 2.4 A 2.2 A CD2 2.6 A 2.2 A BL Motor 2.5 A 2.5 A
6 95063 ACC 109/115 1. Found 2 ‘V’ belts in twisted condition W same to be removed/ attended.
2. NPP side vane relay and CT are in bypassed condition same to be attended. 3. NPP side Blower motor HRC fuse (Bottle type) is in bypassed condition. Same to be replaced 4. PP side Condenser motor HRC fuse (Bottle type) is in bypassed condition same to be replaced. 5. ELUs are not available. Same to be provided as per RDSO. 6. Found -ve Earth leakage same to be attended.
7 11110 ACC 110/115 1. PP side vane relay is in bypassed N condition. Same to be got attended by AMC contractor M/s Sidwal. 2. Improper current setting of over load relays in control panel is given below Actual setting Setting Equip should be as PP NPP ment per firms side side manual CP1 11.0 11.0 A 10.0 A CP2 A 12.5 A 10.0 A CD1 11.0 2.5 A 2.2 A CD2 A 2.5 A 2.2 A BL 2.2 A 3.0 A 2.5 A Motor 2.5 A 3.0 A
8 96129 ACC 110/115 1. PP side OHP is not modified as per N RDSO same to be modified.
2. PP side alternator terminal cover not secured properly and proper cover to be used.
3. Available only 2 ELUs in that one is working. 9 05106 ACC 108/115 1. ELUs not available same to be N provided as per RDSO guide lines. 2. Battery charging/ pre cooling switch is in external supply mode same should be kept in inverter mode.
3. The suspension pin of alternator appears slightly displaced from the anti rotating clamp, same has to be rectified
4. NPP side 2 no of V belts are in twisted condition same to be attended. 10 13102 ACC 110/115 1. Found 3 ELUs not working same to be N attended/ replaced. 2. Alternator terminal cover should be used as per RDSO loose sheet should not be used. Proper cleat also not provided. Cleat should be used to minimize the failures of alternator field wire cut.
1. Four ELUs are not working. 2. Found -ve earth leakage same to be attended. 3. Available 2 nos of mobile charging sockets are not working. 4. Alternator cable cleat not available 11 07375 CN 106.8/111.1 for proper securing the alternator cables.
12 12245 CN 115.1/120.1 Good.
1. ELUs not available same to provided. 13 05326 CN 107.1/112.1 2. Mobile/laptop charging sockets are not available.
14 00226 CN 117.1/120.1 Push button is not available for checking the working ELUs. 1. ELUs not available. 2. Available 2 mobile charging sockets 15 03203 CN 106.8/111.4 are not working. 3. Found -ve earth leakage. Same to be attended. 16 03224 CN 107.1/110.9 One ELU not working.
1. Only 2 ELUs available in that one is not working. 2. Alternator cable cleat not available 17 05298 CN 109.4/112.9 same to be provided. 3. Heavily water leakage from roof of in toilet no 3 & 4 same to be attended. 18 15207 CN 109.3/111.3 4 ELUs not working. 19 13353 CN 117.4/121.1 4 ELUs not working 1. ELUs not available. 2.Mobile/laptop charging sockets are not 20 93237 CN 112.0/120.0 available 3. Found -ve earth leakage same to be attended. 21 13293 CN 108.2/111.2 2 ELUs not working 1. Alternator cable cleat not available same to be provided. 22 12455 GS 110.5/112.5 2. Push button to check the working of ELU not available 23 15441 GS 111.0/113.5 4 ELUs not working 1. Found -ve earth leakage. 24 02718 SLR 109.1/111.1 2. Available 3 ELUs not working same to be attended. k. Coaching Depot / MDU – Electrical Branch Observations: 1. The setting of over load relays in most of the coaches have been kept in ‘auto’ mode. In SCR, these relays are kept in ‘manual’ mode since keeping them in auto mode results in than getting reset automatically before rectification of faults leading to chattering of contactors and subsequent failure of motors. 2. In most of the coaches ELUs are not working same isto be attended/replaced since it is passenger safety item. In most of the coaches ELUs are not provided as per RDSO. 3. It is observed that belts are not tightened as Per RDSO instruction by using 4 kg Weight. Belts shall be tightened as per RDSO instructions.
4. The alignment of pulleys to be checked for parallelism of grooves. 5. Safety clamps to be provided on each v-belt arrangement for reduction of v-belt fall. 6. Staff to be counseled to identify the v-belt twist and grazing marks and their corrections. Every v-belt gives tell-tale sign before fall. 7. Anti rotating safety clamps (modified) to be provided on pins of alternator. 8. DOs and Don’t Boards and procedure of checks to be displayed in English and Vernacular language. In case staff joins from Northern belt, then to be made available in Hindi too. 9. No. of ELUs isolated / not working are not monitored. Same to be monitored. 10. Tension is ensured by 260 mm plate length by gauge made for 25kW. The 18 kW is measured through 290 mm gauge (sample check out pit). Following items need to be implemented for V-belt reliability action plan:- a) RDSO SMIs to be displayed in depot and staff counseling to be done with assurance on a register in periodicity of 30 days. One topic / SMI for each counseling. b) Knowledge level of supervisor needs to be increased by frequent questioning and interviewing who in turn will do the same with group of Technicians. 11. 4 Kg. dead weight arrangement for belt testing – 1 unit. One rake in night / day, 1/day plus weekly train. 4 pit lines available. The spares are used 2 / passenger rakes / day and IRCTC specials. Sr.DEEs to plan 9-10 dead weight of 4 Kg. for belt checking. 12. The total populations of TL is 343 and AC coaches is 54 at MDU depot. The belt consumption pattern is as below: S.No Class Months of May Apr Mar Feb Jan coach 1 TL 36 52 36 32 24 2 AC 48 48 96 48 48 3 Total 84 100 132 80 72
13. FDB modifications: i) FDB modifications for MS angle provision to be completed in all coaches. j) Census of modified and un-modified FDBs is not available. 14. Drainage holes in SLRs: The drainage holes in SLRs to be cleared during inspection to avoid water falls on RRU and failures. 15. HRC fuses availability: The HRC fuses availability checked. As on date the fuses availability is: S.No. Fuse type 6 Amp. 16 Amp. 35 Amp. 40 Amp 15 Nil 7 10
16. Battery maintenance records: i) Concept of On load / Off load voltage monitoring is not there. The one round check of all coaches per three months to be done as On load / Off load voltage. The difference between On load / Off load voltage should not be more than 5V in TL coaches and 9 V in AC coaches. If dirt is more, any cell in battery bank needs replacement. ii) Depot has developed the jig for the simple cell charging. This helps in attending battery cell (individual) whichever needs attention without removing batteries from bank. iii) Coach-wise different make and batch in one battery bank is not available. Same to be monitored. Battery replacement plan to be put into place. iv) Battery to be replaced in group and separate groups to be made from released batteries. The depot should have battery capacity C5 charging facilities. 17. Positive / Negative Earthing cases: i) High pressure air jet machine not available in depot for carbon dust blowing. So the cases of +ve earths are too many needing staff to attend. If +ve earth is found then carbon dust in all fans to be blown out. ii) In cases of –ve earth cases, the batteries to be removed from the battery box and then battery box to be cleared by mixing domestic detergent solution. The boxes to be dried up by cloth and then battery set to be placed. iii) No coach is allowed from depot with earthed condition of any one earthing. 18. AC coach maintenance: It is understood that outsourcing of ACCA is not being done in MDU depot. Same to be planned to outsource the work of ACCA. The vacancies of ACCA are to be filled with AC coach mechanics. 19. RJB : i) Gaps in RJB boxes are not blocked as a result litters are thrown inside. They may catch fire. Same to be blocked. ii) 110V DC with bone & skull danger boards are not provided on cover so it will warn the passengers for not to open. iii) RJB covers latch arrangements to be provided so that they remain closed always. l. OHE Depot / MDU: 1 Tower wagon is of M/s Phooltas ltd and is found section diagram board not displayed inside. Same to be displayed. The painting of max speed of Tower car is faded and almost invisible. Same to be re-painted on both the sides of tower car.
2 Checked the foot patrolling register and found that at Km 455/10 L-bond broken attention is yet to be done. Most of the remarks are of bird nests. They are to be removed. 3 It is found that composite insulators (150 nos) are still stacked inside the boxes. They are to be hanged to hooks. It is also found that the insulators are hanged outside the depot exposed to sunlight in open air. They are to be shifted inside the room.
4 Checked stagger checking register and found the stagger as follows. Sl No. Location Stagger 1 455/19 330 mm 2 462/17 330 mm 3 484/7 320mm 4 493/9 340 mm The above locations are to be attended. 5 Checked the Current collection register and found that current collection was last carried out by ADEE/TRD/MDU on 25.04.2016/25.04.2016 between MDU to Tiruchi on UP and DN lines. Found High intensity sparks at 02 locations, Medium intensity sparks at 05 locations. Same to be attended. 6 Checked Contact wear register and found the dia of contact wire in the section is above 12.00 mm. 7 Checked thermal image register and found all the values are within the limits.
8 Tools and plants have been tested on 24.04.2015 and found on e pull lift (0.8 tonne capacity) failed. Same to be scrapped or repaired. It is to be noted that every month T& P testing is to be carried out. 9 Depot is having 20 nos. of discharge rods all are with double clamps and 40 nos. of safety helmets. 10 Shock treatment board was not displayed at the OHE depot. Same to be displayed. 11 First aid box is last replenished on 03.06.2016 and is due on 03.09.2016. 12 DCP type Fire extinguishers 10 Kg (4 nos.) last filled on 03.09.2016 and is due on 03.09.2016.
13 OHE depot is having 33 KV gloves without ISI mark. Same to be replaced as per the standard specification.
14 Checked the stores randomly and found the ledger balance and ground balance tallying. 1) Al.ladder 11 m -04 nos. 2) Al ladder 8 m -06 nos. 3) Contact wire splices -25 nos. 4) Contact wire ending clamps- 36 nos. 5) Catenary splices - 59 nos.
4.0 Security arrangements: Luggage scanner located at the entrance of the station is not working.
5.0 Inspection of Crew Lobby MDU: a. CCC Sri. Venkatesh and CC Sri. R. Bhaskaran are available at lobby. b. The concept of combined crew lobby is not achieved since Guards are separately booked by Operating supervisors including BA testing. It is against RB guidelines and Division shall ensure that Board guidelines are implemented immediately. There is wastage of Dy.SS and Guard to manage separate booking of Lobby as stationary duties. The duplicating of work resulting more stationary duties in lobby. The stationary duties of running staff to be eliminated and such operations are outsourced. Division may collect papers from SCR about outsourcing and may contact Sr.DEE/TRSO/SC. c. It was noticed that different banners are exhibited outside the Crew Lobby spoiling the decorum. Division not to encourage such displays other than designated locations.
d. Scale check of MDU Lobby:
Sanctioned Actual Vacancy LP Mail 43 35 08 LP Pass 62 41 21 LP goods 48 64 24 excess ALP 124 139 15 excess Shunter 15 12 03 The suitability of mail/express is delayed. Similarly the selection of passenger drivers is delayed. This should be prioritized to avoid any safety repercussion.
Division carries more ALPs than sanction. It is said that they are being sent on relieving duties. Some ALPs are on prolonged relieving duties. If MDU lobby does not have work load, the permanent transfer as per transfer policy in division can help instead of pick and choose transfer on relieving duty. This reflects dis- satisfaction in crew. Same to be controlled. Division may look into. e. Long absent cases: 1. Sri. William. A. Peter, GLP/MDU - absent from 13.6.2015 and D&AR is under process. 2. Sri. Ignatious Mathri, ALP/MDU absent from 14.4.2016 3. Sri. J. Jaya Lal, ALP/MDU absent from 12.3.2016. f. CCC/MDU deposed that there are 6 BA Equipments of which 4 are under repairs. g. BA equipment ”ALCOTECTOR” was available in use and the spare equipment is “V-1100”. But daily testing of both equipments is not being conducted. h. Both equipments were tested in the presence of CLI and found that Alcotector make displayed 612.2 mg/100ml and the spare BA equipment showed 229.1 mg/100 ml. The difference between both these equipments is on high side which needs calibration. i. On 02.6.2015, Sri M. Soundarpandian, Sr.ALP/MDU was tested ‘positive’ with 26.24 mg/100ml who was called for duty to work 56723 Passengers. SF-V was issued and enquiry is under process. Incident happened more than one year back and needs to be closed at the earliest. j. ALPs are not supplied with CUG SIM cards; instead call boy system is still in force which can be eliminated by supply of CUG SIM cards to ALPs also. k. Lobby is booking Loco Pilots with breach of rest. The BRA register indicates number of cases of BRA as detailed below; Month March,16 April,16 May, 16 BRA cases 48 84 68 This is a vicious circle as the crew not available for pure running duty. If availability for pure running is improved, then this BRA can be stopped. Running crew with breach of rest is threat to safety of train running. l. Division should improve crew availability for train running. The crew availability is ratio of crew made available to run train to sanctioned strength of crew. Good management of crew result into crew availability to 80 to 82%. m. Crew productivity to be monitored which is ratio aggregate time period between wheel start after sign ON to wheel stop before sign OFF with respect to sum of sign ON to sign OFF and Pilot duty hours. This should be around 79 to 82%. n. The crew link for running passenger carrying trains need re-engineering and it should be improved up to 100 hours. This will result into saving of crew. o. Crew Lobby runs short runs in sections MDU-TPJ, MDU-KRR, MDU-MVN, MDU-TEN, MDU-POY, TPJ-MNM-VPT, MNM-RMM. There is a need to rationalize the short run by turn around and on line monitoring. p. Train running chart to be repeated in lobby for efficient management of crew by lobby supervisor. The PDD of crew is as below which will reduce to range of 10 to 12 minutes. PDD of the depot is high, average of 90 minutes to 120 minutes which is very high. It is to be monitored within the range of 45 minutes. q. It is informed that no LP on alcohol prone list but three LPs tested BA +ve. They should be brought into alcohol prone driver roll. If LP is found in alcohol prone, the LI should be made to explain why he has not put the person in prone alcohol list. r. Gyan Kasouti and Gyan Deep terminals to be provided in crew lounge for upgrading crew knowledge and reflexes. s. Many LPs are technical RC due. As per RSRC recommendations accepted by Railway Board, the LP due for refresher is like LP without driving license. Using LP refresher due is unsafe practice. t. Random check made by calling on the CUG mobile phones of crew who signed ‘on’ and their trains are on run and found the following;
S. Train Name CUG Status No. No. 1 11021 LP: Sri. Akbar Ali 08754462417 ON 2 11021 ALP: Sri. Novfal 09940854111 OFF 3 16236 LP: Sri. N. Bala Subramanyam 08056000423 OFF 4 16236 ALP: Sri. P. Raja Sekharan 09600090852 OFF 5 12636 LP: Sri. S. Thamari Selvam 08754472483 OFF 6 12636 ALP: Sri. Jeeva Jaganath 09500211114 OFF 7 56769 LP: Sri K. Chellamani 09865206383 OFF 8 56769 ALP: Sri. Mani Marri 09994848543 OFF 9 56723 LP: Sri. S.K. Abdual Rashhed 09840587421 OFF 10 56723 ALP: Sri. Sd. Suleman 09626348251 OFF u. Two Kiosks are available in lobby. Breathalyzer test result separately maintained for Sign ’ON’ and ‘OFF’ for Headquarter crew and outstation crew. In that register BA test result whether ‘positive ‘or ‘Negative is not mentioned. Supervisory signature also not available. v. Crew lounge is not having cooling facility. Only one side exist and reported of mosquitoes menace which is rampant during night. Division shall take proper care and attention to Running Room facilities and ensure comfortable and peaceful stay of the crew. w. Signal defect & Track defects Register: On 10.6.2016 up to 10.45 hours, only two LPs have passed remarks in this register. The records prove that the crew are not in the habit of passing remarks. Railway Board instructions clearly prevail that every crew while signing ‘off’ shall invariably pass a remark even if it is ‘nil’ and this instruction is not followed in the Division. S. No Date No. of LPs written in signal defect Register 1 10.6.16 02 LP s up to 10.45 hrs 2 09.6.2016 Nil 3 08.6.2016 02 4 07.6.2016 Nil 5 06.6.2016 Nil 6 05.6.2016 Nil 7 04.6.2016 Nil 8 03.6.2016 Nil 9 02.6.2016 Nil 10 01.6.2016 Nil
There is no daily remark by LPs. There are no feedbacks on track defect cases. (a) On 17.3.16-LP of 12641Exp passed a remark that between NLL-JRT stations PSR of 30KMPH is in force as per WTT, but as per T 409 which is issued at TEN station show as 60KMPH at the same spot. There is no intimation/instructions by SOB etc., but there is no feedback for this remark. (b) On date 10/11.4.16- LP of 16609Exp experienced a unusual sound/lurch at Km 357/800-358/100. For this also no feedback. (c) On date 18/19.4.16- LP of 16609Exp heard a abnormal sound between TDN-MDU at KM 501/300-100 and same informed to RRI/MDU. No feedback for this also. The feed back in respect of some of the S&T defect cases has not been recorded. DEMU working – no. of DEMU LPs have failed in aptitude test. Such LPs are working with the assistance of ALPs. CBC keys are not supplied to guard and LPs. x. Guards booking: Sri “Johns Will Ford”, Mail/Express Guard was shift in-charge of the booking. Scale check: S. No Designation Sanctioned Actual vacancy Excess 1 Goods Guard 25 45 ---- +20 2 Pass. Guard 58 31 27 ---- 3 M/Exp. Guard 40 37 3 ---- Tested ‘Positive’ cases are ‘NIL’. Only one BA equipment is available and spare one is not kept. Sri M. Nazar Khan, Guard Mail/Express, is overdue for PME since 28.5.2016. It was reported that the employee is sick from 30.4.2016. Sri. Naveen Meena, Goods Guard was absent from 25.2.2015 to till date of inspection. SF-V issued and enquiry is completed on 30.4.2016. Division to complete the enquiry at the earliest. Sri. A. Jeeva Raju, Goods Guard is overdue for RC from 22.5.2016. Another 3 guards Sri M. Chandran, GGD& Sri R. S. Narayana Goods Guard due for RC from 20.6.2016 and the employee should be booked for the course. y. Fetch all booking is range of 90%. The % is as below: Month March,16 April,16 May, 16 Fetch All 92% 91% 89% Fetch as per rule to be made 100% i.e., Fetch All to be 0% to avoid unsafe booking. Fetch All booking is with non-compliance of any one or more than one pre- requisite safety aspect to drive train. z. Train arrival / departure CCTV to be provided on crew lounge for information to crew. This will help to crew to go to platform. aa. 4 PRs per month is not given. Only two PRs are given. bb. A total of 17 LPs are qualified for working DEMU of which only 7 have qualified in the ‘Aptitude test’. Remaining 10 LPs are made to work DEMUs along with ALPs. cc. Gradient board with Caution Order is not available. dd. Though CBC formations are run in the Division, CBC keys are not supplied to the crew which is essential. ee. There is no register for keeping record for BA positive cases. ff. Lobby supervisor is not signing the BA test register. gg. Except SOB there is no safety literature is available in crew lobby. Staff acknowledgment regarding SOBs are very poor i.e., last SOB was issued on 4.6.16 (O.O.No.407-by DEE/TRD), 58 staff only acknowledged out of 144. Previous O.O.No.406 issued on 2.5.16 and this was acknowledged by 62 out of 144. And O.O.No.405 issued on 3.6.16 by ADEE/OP/MDU and for this 55 staff have acknowledged out of 144. 6.0 Inspection of Running Room / MDU: a. Total number of rooms is 4. Room No.-1=13 beds cubicles with AC facility is available. Room No.2=4 beds Non AC Room-3=4 cubicle Non-AC Room-4=13 beds with AC. b. The foot mat, door mat and lockers to be provided as per Railway Board norms. c. The contractual agency has displayed very less staff than prescribed in contract. There is no deployment of security cum garden staff and short fall in other staff. d. Lawn & garden to be improved as per Railway Board norms. e. There is no attendance records, payment records, wage boards, wage rates, name/address/phone number of Labour Commissioner, Wage rate etc. in terms of employment of contract labour act and Minimum wage act. f. There is no display of safety, trouble shooting, DOs & Don’ts, Electrical shock treatment charts, healthy foods, healthy habits, BMI chart etc. There is need to provide these charts in Hindi, English and Vernacular languages. g. Food warmer not available. h. In the kitchen, only three persons are having medical certificates of which only one lady was present during the safety audit inspection. In the medical certificate, only year is mentioned and not the date and month. i. The following News papers & Magazines are available in Running Room.i.e.,The Hindu, India Today, The week, Dinamani & Dinamalar. j. While interacting with crew one Guard Sri. Sabhapathi made a complaint that most of the times AC is not working. k. ‘Branch officers Running Room” inspection register was available but inspection report so far not submitted. l. Aluminium utensils are used for cooking which is not permitted by RB.
m. There is heavy leakage in the building. n. R.O. Water plant last cleaning & next due dates are not mentioned and it appears that there is no cleaning.
o. Cooking of vegetarian & Non-Vegetarian items are doing in one kitchen itself. And also combined vessels are being used. There is no separate kitchen for vegetarian & Non-Vegetarian. p. Roof leakage at reading room corridor was noticed.
7.0 Inspection of SPART: a. As a part of ‘Golden hour” concept, LP should be booked in shift duty to work SPART but the same is not followed. On enquiry it was told by the Divisional Authorities that the LP will be able to take charge within the target time. The Safety Audit Team Convenor, CSO/SCR at 13.05 hours, advised for booking a crew to work the SPART as a mock trial. But LP did not turn up till 14.00 hours. If it takes 40-50 minutes only for the LP to turn up for working a relief train, it is not known as to how much time is taken for starting a relief train Division to tighten the system. b. Under water cutting equipment is not available. c. Cold cutter is available. d. Mock drills are not being conducted which is essential to check the alertness and identify shortfalls in turning out relief trains. Last mock drill was conducted on 9.3.2013. e. Two oxygen cylinders are available. In one working Oxygen cylinder, 80 PSI was showing. It should be changed. Another Spare cylinder showing 150 PSI instead of 180.Testing register and bringing date & month etc., was not mentioned. Oxygen – 3 Nos. & Acytelen cylinder - 1 are kept in standing position without any support. Advised to provide a stand.
f. “Sony” dectameter was available and found in working condition. g. BA equipment number V-1000 only available. h. CUG phones are not supplied to BD staff. i. Chain slings are due on 01.1.2016. j. Nylon slings two leg of capacity HLC 75 not available. k. Wheel tyre gauge and buffer height gauges are not available. l. S&T assets – 1 loud hailer is only kept in the SPART and the other equipment as per the standard chart issued by Railway Board should be placed immediately. The INMARST, VSAT equipment, telephone exchange, internetworking and other telecom accessories were checked in the ART. Found in good fettle. m. There is double entry provision but provision of Starter Signal for dispatch is desirable since it will avoid backing to another line before despatch. n. ASM available in the RRI cabin at the time of inspection was asked to explain the despatch procedure of MRV in case of emergency/accident but he could not explain. o. ART (Engg.) of BD Special: Joint inspection by JAG officers was done on 28.3.2016. Joint observations were not signed by Engineering Officer. The observation of the committee to provide 2 Nos. of abrasive rail cutters is still pending since 1.4.2015. Fusees of 2008 Make are available, though fusees are eliminated from our system. The movement register is not available. It is suggested that a proper path may be provided along the side of track where the MRV/ART are stabled to enable staff to reach quickly. 8.0 Inspection of pit line: a. There are 4 pit lines at MDU; pit line 1-3 are with 26 coach length and the pit line 4 is with 24 coach length. Daily two rakes are checked on pit line 1 & 2, two rakes on four days a week and one rake on three days a week are being checked on pit line 3. Pit line no.4 is being used for stabling purpose. It shows that the pitlines are underutilised. b. On line number-4 stabled load was available but skids are not provided and there is no provision of Scotch Block arrangement for any pitline which may be planned at the earliest. c. Rake checking of Train No.12638 Exp (Pandyan express) kept ready at 14.00hrs; two coaches i.e., SR 02718 GSLRD & SRGS15441 were checked for ACP, which actuated at a load of more than 25 Kg. On BP & FP gauges last calibration and next due dates are not mentioned. In SR GSLR 02718- hand brake not applied fully. d. Spring balance (Super Samson) is displaying 1kg error even without applying any load. e. It is learnt that buffer interlocking is taking place while the rakes are being placed into pit line No. 1 due to sharp curvature in the leading track to pit line No. 1. Point No. 219A can be shifted to the location of Point No. 219 B (trap) and the leading track of Pit line No. 2 can be realigned to smoothen the curvature of leading track of pit line No. 1 & 2.
f. It is observed that derailment occurred at this location recently near the crossing, as fresh dent marks on the PSC sleepers of the point are seen. 9.0 Inspection of MDU yard: a. Broken PSC sleepers on south end (VPT side) of PF No.1 at transition portion of extended platform/Old platform track location needs to be replaced. Track needs attention. Many ERCs on Road No. 1 yapran track are corroded and few are cracked. Corrosion protection to the ERCs and rail is required. b. Sri Mohiddin Basha, Keyman of Gang no.5 was possessing following equipments only against prescribed. His knowledge was tested and found satisfactory related to protection/ personal safety in unusual situations. Banner flag-1No with wooden sticks & without clamps/fixers to the rail (actually required staff with Red HS flag). Detonators-10nos of 09/2014 Mfg. Green-1 & Red - 2 No of HS flags. Rail closure of 30cm is not available.
c. Two motor cycles are crossing the tracks on trolley path on North end of the station. This should be prevented by providing gate and lock on West side end of the trolley path. d. Checked SOD: Station & Location Standard Existing Existing Existing Existing KM/TP PF1 PF2 PF3 PF4
MDU yard Height of 76-84 cm 70 cm 73 cm 82 cm 76 cm at KM the PF 495/6 from RL Coping to 1670-1680 1670 mm 1660 mm 1680 2010 mm centre of mm mm track PF wall to 1675-1905 1730 mm 1760 mm 1770 2560 centre of mm mm track e. Weld collar painting for AT/SKV welds in Road No.1,2,3 & 4 not done. f. ERC greasing due for Road No.1, 2, 3 & 4. Broken/seized ERCs are need to be replaced in apron lines. g. OHE earthing bonds from running rail to RRI cabin fencing are exposed on PF No.3. There is every possibility of infringement to any hanging parts of trains. h. Fouling mark stone provided between Road No.4 & 5 are not in correct position, needs to be relocated. The track centres at this location is 4590mm. i. One unused/unwanted water pipe at about 2.0m length is available at 1.95m distance from Road No.3 track centre (between Road No.3 & 4, near Point No.232). This needs to be removed.
j. The vertical clearances of name boards on platform no.1 is 1.62m (south end), 1.83m (north end). Platform no.2 & 3 is 1.45m (south end), 1.81m (north end). Platform no4 & 5 is 1.94m (south end), 1.22m & 1.87m (middle of the PF) and 1.77m (north end). Platform no.6 is 1.35m (south end), 1.42m (middle of the PF) & 1.60m (north end) against 2.0m minimum.
k. On Pit line No.4, spare coaches of 20Nos are stabled from 10.00hrs (10.6.16) of day of inspection and it is noticed no skids & safety chains are provided on either end. l. In Point No.224 (hand operated)- LH side after setting of tongue & stock rails, cotter bolt & pin provided also got the gap between tongue & stock rails. RH tongue rail is chipped off at about 1feet from toe. Need to be replaced.
m. It is observed that at Point No.223 CMS crossing portion (EI north hut side) coach/wagon derailed indications/hitting marks are available. Division should investigate and cause of the derailment may assess and action taken to prevent not to repeat the same defect in future. n. In Point No.222- LH tongue rail nearly two inches piece is missed, needs replacement.
10.0 Engineering Department Observations: a. Madurai Yard (RMM end): There is heavy corrosion of rails, ER Clips and other fittings including in points and crossings. DEN informed that regular painting is done as per schedule laid down for corrosive areas. As the location is nearer to coast and also heavy passenger traffic in the morning, there is severe corrosion. Hence, it may be processed for increasing the cycle of anti-corrosive painting. b. Deep screening is required. Ballast deficiency to be recouped. c. One good practice observed at this station for cleaning the washable apron is, one FRP tank filled with water is kept on a trolley with high speed jet and the apron is cleaned only with that quantity of water. This way, there is no wastage of water. d. Point No. 239. In the points and crossings, there is deficiency of fittings, rubber pads etc., e. In the main station building, there is spalling from roof, which is of lime mortar, at many places and require repairs. f. DEN informed that – 25% of the Trackmen are ladies, most of them being CG appointees. They may be used for cleaning of yards. 15% of the track is in bad bank. Sand piling was proposed at this location. g. Advised DEN to contact Vijayawada Division of SCR where the experiment was done previously. Also, advised to contact Secunderabad division, which had done formation treatment during total block and Hyderabad Division for the present work being carried out near Nizamabad with 4 ½ hours block on single line. h. Ballast deficiency is noticed in the yard and approaches. i. ROB in Madurai Yard - The IP Polymer painting is holding well; and it may be explored for all the corrosion prone bridges. j. Vaigai Bridge: Encroachments are seen in the water way of the bridge. Big Railway boundary pillars may be erected to clearly demarcate the Railway land. 11.0 Rake check of T. No. 12638(MDU-MS) Pandian Express and ACP tested on pit line No 2 at MDU depot/S.Railway : Safety items of the rake like air brake system, Alarm apparatus and emergency exit were checked and observations are as detailed below: ACP Provision of Emergency S. Coach No & BC Release operating ACP indicator/ windows No Type time force working operation 1 02718 SLR 25 kg Not available OK 17 Sec 2 15441 GS 25 kg Working OK 16 Sec 3 12455 GS 25 kg Not available OK 16 Sec 4 13293 CN 20 Kg Working OK 17 Sec 5 93237 CN 23 Kg Not available OK 16 Sec 6 13353 CN 25 Kg Working OK 19 Sec 7 15207 CN 23 Kg Working OK 18 Sec 8 05298 CN 25 Kg Not working OK 17 Sec 9 03224 CN 12 Kg Not available OK 16 Sec 10 03203 CN 14 kg Not available OK 19 Sec 11 00226CN 22 Kg Not available OK 18 Sec 12 05326 CN 18 Kg Not working OK 17 Sec 13 12245CN 20 Kg Not working OK 19 Sec 14 07375 CN 10 Kg Not available OK 18 Sec 15 13102 ACCN 25 Kg Not working Available 17 Sec 16 05106 ACCN 25 Kg Not working Available 16 Sec 17 96129 ACCN 13 Kg Not available Available 16 Sec 18 11110 ACCN 14 Kg Working Available 17 Sec 19 95063 ACCW 21 Kg Not available Available 18 Sec 20 98080 ACCW 25 Kg Not available Available 17 Sec 09026 25 Kg Available 21 Not working 16 Sec FACCW 22 04004 FAC 13 Kg Not available Available 16 Sec 23 99265 GS 13 Kg Not available OK 18 Sec 24 98794 SLR 18 Kg Not available OK 17 Sec General Observations: i) ACP test was conducted with available spring balance which was found to have +3 kg error. ACP operating force measured with the available spring balance found to be in excess of 10 kg; ii) Depot should test ACP working with 7 Kg and 10 kg dead weight; iii) Rake was tested using RTR, however, RTR gauges have not been calibrated; iv) Leakage of rake was noticed within the acceptable limit of 0.2kg/min; v) Piston stroke found 40 mm for SLR & GS coaches and minimum 36 mm to maximum 38 mm for other coaches against prescribed 32 mm. 12.0 Inspection of T. No.56725 SLR: a. Sri. K .Kader Sr.GGD/MDU was working in coaching link. b. BP & FP Gauge’s calibration dates are not painted. c. DEMU Guards are not trained in Technical aspect. 13.0 Footplate inspection by T. No.56725 Ex: Mana Madurai-RMM: a. Sri S .Nagarajan LP/Pass/MDU and Sri M .R. Ranjith, ALP/MDU are not due for Tech., P.M.E. and G&SR. b. At the following locations, Engineering boards are not provided. S. KM Type of board No 1 560/4 W/L English board 2 564/0 50 KMPH R.R to be provided 3 572/2 W/L English board 4 586/2 W/L English board 5 618 W/L Hindi board 6 620 W/L Hindi board
14.0 Inspection of Rameshwaram: 14.1 History of Rameswaram:
a. Rameswaram is a town and a second grade municipality in theRamanathapuram district in the South Indian state of Tamil Nadu.
b. It is located on Pamban Island separated from mainland India by the Pamban channel and is about 50 kilometres from Mannar Island, Sri Lanka.
c. It is situated in the Gulf of Mannar, at the very tip of the Indian peninsula Pamban Island.
d. Rameswaram is the terminus of the railway line from Chennai and Madurai.
e. Together with Varanasi, it is considered to be one of the holiest places in India to Hindus.
f. It is said that this is the place from where the Hindu god Rama built a bridge across the sea to Lanka to rescue Sita.
g. The Ramanathaswamy Temple, dedicated to the Hindu god Shiva, is located at the centre of the town and is closely associated with Rama.
h. The temple, along with the town, is considered a holy pilgrimage site for both Shaivas and Vaishnavas.
i. Rameswaram is the closest point from which to reach Sri Lanka from India, and geological evidence suggests that the Rama Sethu was a former land connection between India and Sri Lanka.
j. The town has been in the news over the Sethusamudram Shipping Canal Project, Kachchatheevu, Sri Lankan Tamil refugees and capturing local fishermen for alleged cross-border activities by Sri Lankan Forces.
k. Rameswaram is administered by a municipality established in 1994. The town covers an area of 53 km2 and had a population of 44,856 as of 2011.
l. Tourism and fishery employ the majority of workforce in Rameswaram. m. RMM station has 4 running lines with island platforms.
n. Signals and points are operated from a central location i.e., RRI.
o. There is a Running Room and three pitlines.
p. Sign ‘on’ / ‘off’ activity is kept under Dy.SS/PF.
14.2 Sri.Balasubramanian-Dy.SS, on 7-11 duty was in possession of valid competency certificates. Though Sri. M.Raj-SCP was having operating competency certificate. 14.3 Stabled Stock Register: a. Only coaching stock is stabled at this station. Perused the register and found that the signature of the Guard is not being obtained in the register after stabling and securing the coaching formation. b. Also, noticed that Dy.SS/Platform/RMM is not making RED INK entry in the line nomination register whenever the coaching stock is stabled and secured on running lines. c. On the day of inspection, rake of 16101 Express was backed onto platform no.3 at 11.30 hours and further it was in stabled condition till departure time of 17.00 hours. Stabling entry of this rake on PF-3 should have been made but the same was not made. 14.4 SWR: a. SWR of RMM was issued on 03.9.2010 and brought into force in 2012. b. Life of SWR is completed by September 2015 (valid for 5 years from the date of issue as per unified SR 5.06 issued for implementation by Railway Board) and as such the SWR needs to be reissued afresh. c. On 9th June 2016, a letter was issued by DOM/MDU enhancing the number of clamps from 4 to 6 for Appendix ‘E’ to SWR. This should have been issued as an amendment to SWR instead of issuing a letter. 14.5 Surprise Night Inspection Register: Last Surprise Night Inspection was conducted at 02.30hrs on 07.06.2016. Understood that there is no schedule drawn for surprise night inspections for in-charge Station Masters on this Railway. 14.6 Safety Meeting Register: It is conducted regularly. Staff are signing in 2 parts. There are 33 Operating Staff posted at this station but all the 33 Operating Staff never acknowledged in any month. For the month of June, 21, for the month of May,30, for the month of April, 15, for the month of March, 25 have acknowledged. SMR/RMM and TI/MNM shall ensure that 100% acknowledgement is achieved which is essential. 14.7 Safety Literature is not circulated by Safety Organization, HeadQuarters / Southern Railway. Safety Circular No.3 circulated by MDU is available at the station for which 20 members have signed in the register. 14.8 Sign ’ON/OFF’ activity is under the control of Dy.SS: a. LP/Shunters are not subjected for mandatory BA test during sign ‘on’ / ‘off’. b. On 03.06.16, LP and ALP of 56721 were not tested while signing on duty. c. Breathalyzer ‘Tayal- Tech’ (number 1800050) was available. Spare BA equipment not available. d. Daily testing of the equipment is not being done. e. In the sign ’ON/OFF’ register, Breathalyzer test result column not filled up. f. Signal Defects Register: All LPs are passing remarks including ‘nil’ remarks. Last signal defect was passed on 01.6.2016 by LP of T. No.16713 express made a remark that ‘Anemometer Distant and Anemometer signal was ‘blank’. Same remark mentioned by LP of 56725 on 31.5.2016. On 03.5.2016, LP of T. No.56723 between MMM-PBM, Anemometer Distant signal was showing ‘caution’ whereas Anemometer Stop Signal was showing ‘Proceed’ aspect. The same was mentioned on 08.4.2016, 11.4.2016, 08.2.2016 and 04.2.2016. On 09.12.2015, LP of T. No.16779 passed a remark stating that between MMM-PBM Bridge DN Stop Signal, SPT (Signal Post Telephone) is not working and similar remark was mentioned on 01.12.2015. On 18.11.2015, LP of T. No.16101 passed a remark that Anemometer signal flown back to ‘danger’ and train stopped before signal and started. g. Track Defects Register: Last track defect was mentioned on 02.5.2016 and before that date was on 08.11.2015.This shows that LPs are not writing remarks in Track Defects Register. Division need to counsel all the LPs to pass remarks even if it is ‘nil’. 14.9 Line Nomination Register: SMs are not signing ‘on’ and Signing ‘off’ in this register which is necessary. 14.10 Inspection of RRI/RMM: a. Sri. Onkar Nirala, Dy.SS and Smt. A. Muneeswari, Pointswoman were on duty in uniform and in possession of valid competency certificates. b. Signal Failure Register: 1. On 16.5.2016, from 04.00 to 08.10 hours (250 minutes), RMM – PBM block instrument failed and during this period 4 trains were dealt on PLCT. 2. On 12.5.2016, from 16.17 to 16.45 hours (28 minutes), block instrument failed and one Passenger train was dealt on PLCT and the cause of the failure was written as ‘due to no voltage’. 3. On 07.5.2016, from 06.00 to 09.20 hours (200 minutes), Road-3 track down and the remark against the failure was written as ‘automatically rectified’. Such remark cannot be accepted for the reason that for 200 minutes, the failure cannot remain as failure. S&T Officials should have thoroughly investigated and identified the problem. 4. On 06.5.2016, from 12.08 to 13.40 hours (92 minutes), block instrument failed and Train No. 56829 was dealt on PLCT. 5. On 03.5.2016, from 12.25 to 16.05 hours (220 minutes), Home Signal failed for Road-1 and trains were received on Calling-on signal. Cause of the failure against the failure entry was made as ‘one LED not lit at site’. 6. On 03.5.2016, from 10.30 to 13.30 hours (180 minutes), block instrument failed and 4 trains were dealt on PLCT. Cause of the failure was written as ‘DC-DC converter failed’. 7. On 01.5.2016, from 12.30 to 14.50 hours (150 minutes), Home Signal failed and Train No. 56829 was received on SPT resulting in detention of 45 minutes. Cause of the failure was due to ‘HR circuit defective’. During May 2016, a total of 7 failures took place of which 4 are block instrument failures. Division shall analyse and take corrective action for prevention of such repeated failures. Secondly, the average time from failure to rectification time is 141 minutes which is on very high side. All efforts shall be made to minimise the failure time. 8. During April 2016, there was one SNR indication failure i.e., on 15.4.2016, SNR indication failed and the failure duration was for 40 minutes. 9. During March 2016, there were 5 block instrument failures and one Point failure. During March, the block continuously failed from 12th March to 16th March. The average time taken by S&T Officials for rectification is 205 minutes which is very high. Division shall take all efforts to attend the failure in least possible time and reduce the failure time. c. Emergency Calling-on Cancellation: From the records perused, it was noticed that testing was done once in April 2016, twice for the entire Calendar year 2015 and 5 times in 2014. It appears that there is no consistency in testing the equipment and no schedule is followed. Division to enforce proper discipline. 15.0 Inspection of Running Room / RMM: It is a combined Running Room but the name board displayed outside the building was “Running staff Rest Room” and hence, board needs to be changed. Total number of beds are 35. Only room number 5 is provided with cubicles. . Coolers are not provided. 2+2 toilets are available in running room. While interacting with staff, they said that it is inadequate during peak hours. Western type toilets found too congested. It was informed by ADME that cooking contract is closed. Presently cooking is done on quotation basis work from 08.6.2016. Medical certificates not available for cooking staff. Meditation room not available. Peak occupation 24, peak occupation per day also 24. RO water available. Rain water leakage was noticed in kitchen room. Only one exhaust fan was available apart from that chimney to be provided. Curtains are not available. Contractual agency staff are not screened by medical officer for being free from Tuberculosis, skin diseases or other contagious diseases as per Rly. Board norms. One hand written non-standard medical certificate is issued that too not to all staff. Contractor is not keeping attendance register, display of mandatory information like wage period, wage pay day, wage rate, name & address with contact number of labour commissioner, payment register, ID record register in compliance of Contractual Labour Act and Minimum Wage Act. This may create major problem to the divisional administration. As per Railway Board directives the medically treated mosquito nets to be given to running staff but running staff complain bitterly for the term ‘not available mosquito nets’. Same to be arranged. Proper reading room is not available. Crew is using verandah for reading newspaper. The news paper and magazines to be given in Hindi, English and Vernacular languages. Their list to be displayed. It is observed that new Hindi speaking crew are also available but no Hindi Newspapers & magazines are provided. Non-provision of Hindi newspaper and magazines also violates norms of Rajbhasha Directorate. Solar heated water supply not made available. Only one centralized water geyser is provided. Division to plan Solar heated water plant to bathrooms and also kitchen separately. As per vision 2020 document of IR, the 10% consumption of electricity to be taken from renewable energy sources. Running room is provided with DG set as standby power supply. There is a need to provide SPV backed power supply and day light pipe system for illumination and emergency load. The safety posters, DOs & Don’ts, shock treatment charts, driving and technical trouble shooting memoir & boards, health tips, BMI charts, healthy food habit charts, meditation and yoga charts etc. to be provided. They should be in Hindi, English and Vernacular languages like Tamil and Malayalam. Only few boards are available in English only. As per Railway Board norms, two bedded bed rooms to be provided at Running Rooms. Old running rooms cubicles to be provided. Old tiled running rooms to be replaced with new running rooms. The crew is made to sleep in the hall with beds laid like hospital ward. Mechanical Department Observations at Running Room/RMM: S.No. Description Remarks 1) Availability of Proper path way Available 2) Whether running room is protected Yes by compound wall to avoid entry by outsiders and cattle. 3) Registers availability: - a. Complaint Book and remarks on Available. No complaints lodged complaints for the last 2 months b. Officers/supervisors inspection Available. Being done monthly by register SSEs. Last done was on 31.05.16. White washing of running room is pointed out repeatedly. c. Staff attendance register Available. d. Bed occupancy register and Available. Permanent register to be entries of staff maintained. e. Peak occupation and time. 24 between 13.00 to 14.00 Hrs every day. 4) Weather running room is out Yes out sourced on quotation basis. sourced 5) Implementation of subsidized meal Yes. 6) Weather contract staff attended Medical examination certificates medical examination. Whether issued by RMP should have photo cooks ,bearers and waiters are identification and should cover medically examined for TB, Skin screening for all communicable diseases other infectious diseases diseases. etc., 7) Whether basic amenities, hygiene, Genset of 18 KW available. ventilation and lighting available. 8) Drinking water facility with water RO is available. Cooler is available. purification system. Whether water RO and cooler are not connected. filtering arrangement through RO plant/Aqua Guard provided. Periodic maintenance stats record. 9) Whether adequate toilet facilities 2-Indian, 2 Western and 4 baths available and the toilets and urinals are available in 2 blocks. are hygienically maintained with flush type fittings with proper drainage and septic tank. 10) Whether adequate facilities like Yes available. buckets, cloth hangers, soap box stand, jugs etc., are provided in the bath rooms. 11) Whether washing Washing machine not available, machine/drier/electric iron are but Iron box is provided. provided for the occupants. 12) Cooking facilities to meet the needs Yes outsourced. Separate cooking of Running staff. area for Veg & Non-veg need to be provided. Storage facility to be improved. Chimney to be provided in Kitchen. Proper servicing table and Almirah for keeping food to be provided. 13) Cooking facility, departmental or Yes available and out sourced. out sourced. If out sourced check for Quality and Quantity was said to the quality & quantity of food id be satisfactory during enquiry. supplied to running staff and availability of Menu card. 14) Whether cooking facilities with Utensils need to be marked to separate kitchen for vegetarian & separate utensils used in non-vegetarian is provided. vegetarian and non-vegetarian cooking. 15) Whether stainless steel utensils Yes provided. 16) Whether computer with facility to Not available check the booking status of the crew is available. 17) Availability of Beds, Linen, Mosquito Available. nets/ Repellents-condition of the same. 18) Whether Linen is changed for each Yes occupant. 19) Whether the beds are numbered. Yes 20) Whether two beds per room/cubicle 35 beds out of which 10 are in is provided. cubicals and rest in dormitories. 21) Whether room occupancy display is Yes provided. 22) Whether lights for individual cot Yes in cubicals. provided. 23) Whether charger socket provided Locker available for dormitory for charging VHF sets. beds. 24) Whether electrical wiring and Old, conduit type wiring available. fittings are of proper quality and workmanship. 25) Provision of beds/room& ventilation. Ventilation is not adequate. 26) Whether doormats/foot mats are Yes provided. 27) Whether window and door curtains Yes. In all bed rooms available. of good quality are provided to avoid excess sunlight into the room. 28) Case of staff waiting for bed & for None. meals. 29) Whether centralised air cooling Coolers not provided. Occupants system provided. If not adequate were demanding AC facility as number of desert coolers provided. coolers will not be effective. 30) Whether white washing and colour Building requires immediate white washing done. washing. It was reportedly done 2 years back. 31) Whether adequate Safaiwalas and Out sourced. bearers are available. 32) Whether housekeeping is out Occupants were complaining sourced and performance is about inadequate frequency of satisfactory. cleaning. Performance can be further improved. 33) Whether running room staff are No provided with uniform, laminated badges with their photographs. 34) Whether DOs and DON’Ts boards Not provided. for the occupants are provided at conspicuous place. 35) Provision of BSNL & Railway Phones. Both available. But BSNL phone not working for the last six months. 36) Provision of lockers for keeping Available. personal belongings.
16.0 Observations at RMM Yard: a. In yard line No.7, three coaches are stabled {SR 13432(MDU end), SR 13512 & SR15748(RMM end)}- on MDU end coach two skids in opposite direction provided but on other end no skids are provided. b. In Point No.56- RH opening is 100mm against 115mm minimum. Alignment at SRJ 7mm, needs to be attended. c. Joint Inspection of track circuited portion doing every 6 months. Points & Crossing also doing every 6 months (1.1.16, 7.6.16) against every quarter as per stipulated instructions & CSO/SR). and also following deficiencies are noticed: st In 1 quarter inspection(1.1.16) – opening to be attended in Point No.59B (LH 107, RH 105), Point No.53B (LH 113, RH 110). These same defects repeated in 2nd quarter inspection also even after 6 months After attention of defects, SSE/JE/P.Way not signed in prescribed/ compliance column. Summary page not provided for mentioning overall deficiencies noticed in each point.
17.0 Pit lines / RMM: There are 2 pit lines of 26 coach length at RMM. One rake per day of non-daily expresses will be checked on pit line no.1, except Tues day. There will not be any check on Tuesday on pit line no.1. On pit line no.2 only one rake, 167131, will be checked daily. There is an under-utilisation of pit line capacity.
18.0 Inspection of Important Bridge No.346 (145x12.20m deck)+1x65.23 (through type-Scherzer bridge in 114 span) at KM 655/0-657/200 between Pamban- Mandapam stations of MDU division: a. Approach (Pamban end) ERCs are fully corroded, ERC greasing due. b. Re-railing ramp not provided on either end though it is a important bridge and open deck type. c. Emergency Control Phone post on approach; door missing. d. Nose block needs to be re-fixing properly to serve the purpose.
e. Observations on Span No.114 (Scherzer span-1x65.23m): Wooden sleepers without guard rails provided in this span to reduce the weight of this rotatable girder. The MS canted bearing plates with screw spikes provided on the wooden sleepers are corroded heavily. It is suggested to provide galvanized/ metalized fittings to resist corrosion. Corrosion is predominant and many elements of this girder are corroded badly. It is suggested to provide epoxy type/water repellent type paints which have notable resistance against corrosion. It is noted that L2-U1 bracing cross elements (flats) are heavily corroded and cut in middle portion leaving the long angle members separated. This needs urgent attention to secure the bracing intact. The operation of rotating the span to allow the boats in the span periodically (weekly once) has been outsourced. The outsourced persons are to be provided with photo ID cards with uniform. Anemometer is provided on span no.56 and it is interlocked with the signal on approach of the bridge. Another portable anemometer (last calibrated by IMD on 29.3.16 & next due is 28.3.17) is kept with bridge operator to check the wind velocity and to take off the signal/pilot the train. Approach SWP track; fish plate joints are provided with 1.0M fish plates with 6 no. of bolts. The SKV/AT welds are not joggled fish plates with two far end bolts as per the guidelines. Approach sleeper spacing is very wide i.e., 109cm. f. Some of the structural members are heavily corroded. Immediate replacement to be planned. Further, the present cycle of painting may be reviewed and the knowledge of CRRI/Karaikudi may be utilized. g. On the day of inspection, the wind speed has reached around 50 KMPH. It is observed that no special safety measures are taken for the maintenance staff. While working on the bridge, Trackmen shall be provided with safety jackets and also a tie rope to the rail/girder with a waist band. h. Even the railing provided in the cabin on the approach of the bridge is heavily corroded at the base and may fall any time. During the next renewal, proper flooring and galvanized roofing may be planned. 19.0 Engineering Department Observations in RMM: a. Heavy corrosion is noticed in platform shelter columns. ADEN was reminded of the recent collapse of platform shelter in one of the other Railways. It was advised not to embed the columns in concrete pedestal. b. There is corrosion in the rails and fittings. DEN informed that specified frequency of painting is being followed. c. The station plan and orientation requires modification so that passengers who exit from the terminal trains flow smoothly to circulating area. Circulating area also requires expansion. 20.0 S&T Branch Observations: a. The power supply arrangement is recently arranged with IPS of Amara raja make. The details are : Without With E.B Current load load Phase-I 251.0v 239.0v 17 A Phase –II 252.0v 234.0v 17.5A Phase –III 256.0v 244.0v 16.76 A G I 226.3v 223.0v 18.0 A G I 220.pv 212.0v 19.0A b. Inspections at this station by the S&T officials are regular. Last date of joint inspection of points and crossings was done on 7-6-2016. There were 5 pending notes and they were: 1) Point no.50A – LH/RH opening to be corrected 2) Point no.53 B – RH opening to be corrected 3) Point no.54 B – RH opening to be attended 4) Point no.56 – RH opening to be attended 5) Point no.59 B – both LH & RH opening to be attended. c. Cable meggering is overdue at this station. The last cable meggering was carried out during March 2015, as it is overdue, it is to be attended immediately.
d. The number of disconnections taken by the S&T staff is minimum. All the S&T staff were counseled regarding issuing of disconnection memo for both
maintenance and attending failures.
21.0 Electrical Sub Station / RMM: 1. The silica gel of transformer 2 has turned pink whereas the transformer 1 is turning pink. It needs immediate replacement. 2. The normal earthing is provided at Sub Station but there is no system of watering of earth pits. This should be put into place in view of safety. 3. Earth resistance are being measured in October but it should be done in May when it is peak summer. 4. DCPT type 75 Kg. fire extinguishers to be provided at Sub Station with operating instructions in Hindi, English and Vernacular languages. The existing 25 Kg. DCPT type fire extinguishers are not sufficient. 5. The setting of circuit breaker to be reduced in accordance with the maximum load plus margin. 6. The stickering of Switch Board and panel to be done by printed stickers. 7. Men at work board to be made new and with proper hanging arrangement. 8. The ballast cushion is very less. It should be minimum 100 mm.
9. All the danger boards should be with bone & skull sign on transformer, panel, DG set and fencing.
22.0 Coaching Depot /RMM: 1. The belts are not checked by 4 Kg. dead weight gadget. As a result, depot has the very high belt dropping cases. 2. Battery on load / off load data to be captured along without in voltage in all TL coaches once in 3 months by deputation of staff. If battery voltage difference in those from 5 volts, then each cell of set to be checked. The defective / weak cell to be weeded out. The potential meter setting to be adjusted for cut in voltage at 128.5 V. 3. Data of the AC coach battery on load / off load data to be captured on every run and if voltage is more than 9V, then each cell of set to be checked. All bad / weak / dead cells to be replaced. 4. Depot does not have charging facilities of TL / AC batteries, belt grading machine, ELU batteries charging facilities. Same to be ensured. 5. Few maintenance instructions are displayed in English. More Safety instruction board, maintenance instruction board, DOs and Don’ts boards, shock treatment chart board etc. to be displayed in Hindi, English and Vernacular languages. 6. No. of ELUs are working in defective conditions. Same to be re- communicated. The anti theft measures, reversing the battery to keep it upside, directed discharging at depot to be taken up.
7. 15 watt screw type bulbs are not available. As a result all night lamps are running in isolated non-working condition. CFL or LED type bulbs with screw type arrangement for retrofitment are available in market at Hyderabad. In fact one wall bulb will suffice. PO copy can be taken from SC division.
23.0 Inspection of rake of Train No: 16714 RMM – MS Exp on pit line of RMM: S. Coach ON/OFF Load Code Remarks No No Volt. 3 V belts available. Same to be replaced 1 15754 SLR 109.4/111.3 and from PM depot coaches should be sent with full complements. One ELU not working. Same to be 2 14516 GS 118.4/120.5 attended/ replaced. Found 3 V belts same to be replaced. Available only 2 ELUs in that one ELU is not working. ELUs should be provided as per RDSO. Defective ELUs should be 3 13532 GS 110.5/112.9 attended. Alternator cable cleats not available same to be provided. 4 ELUs not working. Same to be 4 14366 CN 108.9/119.2 attended/ replaced. 1. Available 4 ELUs not working. Same to be attended/ replaced. 2. In Toilet No 2 tube light cover missing. Same to be provided 5 14237 CN 121.2/119.2
6 14289 CN 108.4/109.7 2 ELUs not working. Same to be replaced
7 14360 CN 120.0/118.0 1. Available 4 ELUs not working. Same to be attended/ replaced. 2. Water spilled over Rotary Junction Box while cleaning by C & W staff. instructions has to be issued water cleaning has to be done only after closing the windows only.
Alternator cable cleats not available 8 15212 CN 117.1/115.9 same to be provided. 15823 9 CN 112.1/110.6 Good 8 2 ELUs not working. Same to be 10 14349 CN 112.0/110.0 attended/ replaced 11 14243 CN 118.7/116.4 3 V belts available Fans are in very dirty condition same to 12 14384 CN 111.4/110.0 be got cleaned. Available 4 ELUs not working. Same to 13 14201 CN 112.0/118.0 be attended/ replaced. 14 14370 CN 111.0/109.0 1. One ELU not working. Same to be attended/ replaced. 2. Between toilet No 1 & 2 corridor light fitting deficient. Same is to be provided
15 14332 CN 109.0/107.5 Fans are in very dirty condition same to be cleaned. 16 15101 ACCN 110/117 1. NPP side vane replay bypassed. Same to be got attended. 2. Improper current setting of over load relays in control panel is given below Actual Setting should be Equipt setting on as per firms PP side manual CP1 12.5 A 10.0 A CP2 12.5 A 10.0 A CD1 2.2 A 2.2 A CD2 2.2 A 2.2 A BL 3.3 A 2.5 A Motor
17 13115 ACCN 109/116 Improper current setting of over load relays in control panel is given below. Actual setting Setting should be as Equipt PP NPP per firms side side manual CP1 13.0 13.0 10.0 A CP2 A A 10.0 A CD1 12.5 13.0 2.2 A CD2 A A 2.2 A BL 2.2 A 1.6 A 2.5 A Motor 2.5 A 1.6 A 3.0 A 3.5 A
18 14120 ACCN 111/118 1. PP side vane relay bypassed. Same to be got attended. 2. Improper current setting of OLR in control panel is given below Actual Setting should be Equipt setting on PP as per firms side manual CP1 12.5 A 10.0 A CP2 12.5 A 10.0 A CD1 2.2 A 2.2 A CD2 2.2 A 2.2 A BL 3.3 A 2.5 A Motor
19 15052 ACCW 112/118 Improper current setting of OLR in control panel is given below 109/117 Setting should Actual setting Equipt be as per firms on PP side manual CP1 11.0 A 10.0 A CP2 11.0 A 10.0 A CD1 2.1 A 2.2 A CD2 2.0 A 2.2 A BL 3.5 A 2.5 A Motor
20 13457 GS 121.0/118.4 1. Available 4 ELUs not working. Same to be attended/ replaced. 2. 40 Amps HRC fuse found bypassed. Same replaced during maintenance. 3. Alternator cable cleats not available same to be provided. One V belts found loose same to be 21 15520 GS 117.6/115.2 tightened.
22 15756 SLR 111.6/110.0 Good.
Positive and Negative ( ‘+’ & ‘-‘) marking on EFT cover may be provided for easy identification to the enroute station staff during failure attention.
No. 195/Insp/Safety Audit Inter-railway/1/2016 Date: 27.6.2016