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BI-MONTHLY SAFETY AUDIT INSPECTION OF KACHEGUDA –

MAHABOOBNAGAR SECTION OF HYDERABAD DIVISION FOR THE

PERIOD JANUARY & FEBRUARY 2014

SHRI. S.P. SAHU CSO CONVENOR

SHRI. M.A. ALEEM CSE/SC MEMBER

SHRI. BRAHMANANDAM CE/WS&F MEMBER

SHRI. SOLAN GUPTA CEDE MEMBER

SHRI. A.FERNANDEZ DY.COM/RVNL MEMBER

SHRI. T.S.N. MURTHY Dy.CME/R&L MEMBER

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EXECUTIVE SUMMARY ON THE BI-MONTHLY INTERNAL SAFETY AUDIT

BETWEEN KACHEGUDA – MAHABOOBNAGAR STATIONS OF HYDERABAD

DIVISION FOR THE PERIOD JANUARY & FEBRUARY 2014

S.

No.

Para Subject / Topic Action for

rectification

1 1.0 Non-Availability of 25 KV danger boards: At MXT, DQR, HPG & FM stations, Platform No-I & 2, towards DHNE end 25 KV danger warning boards are not available.

DRM/HYB

CEE/SC

PCE/SC

2 3.2

7.1 & 9.3

Falaknuma and Thimmapur Stations: Fire brigade and Government hospital contacts number are not working. At Mahaboobnagar station, the Fire Brigade number is in disconnected condition.

DRM/SC

COM/SC

3 3.3 Train No. 77609 – DEMU from FM – MOB, it was noticed that one sticker like object of LV Board fixed to lookout glass in contrary to the laid down instructions of SR 4.16.5.1 which stipulate that “a red ‘X’ mark on white background on metal flap is provided on either end of the formation.”. Divisional Authorities need to ensure that the provision of flap is made to all the DEMU formations with immediate effect.

DRM/HYB

CME/SC

COM/SC

4 3.4 Stabled Load Register/FM: L P &Guard signatures are not available, even though MMTS rakes are stabled at this station which is essential.

DRM/HYB

COM/SC

5 3.5 Sign ‘on’ / ‘off’ activity at FM: Train No. 47194 (MMTS) arrives at 23.00 hours and the crew do not sign ‘off’ at FM; instead they sign ‘off’ at KCG. Similarly, the crew sign ‘on’ at KCG (at 03.55 hours )and come as ‘pilot’ to FM to work Train No. 47149 (MMTS). It is proper to allow sign ‘on’ / ‘off’ at FM itself. This needs serious consideration.

DRM/HYB

CME/SC

CEE/SC

COM/SC

6 3.6 SWR / FM: Appendix ‘G’ (rules related to electrified section working) not available.

DRM/HYB

CEE/SC

7 3.9 VDU monitor at FM: Though the monitor is available, the same is not linked to the panel for the last 2 years and the equipment is lying unused.

DRM/HYB

CSTE/SC

COM/SC

8 3.16 Goods Siding and stabling line at FM: They are not protected by electric point machine, as a result of this,

DRM/HYB

CSTE/SC

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the points are to be clamped and padlocked every time while giving placement / removal. Division to plan for electric point machine and ease the safe working of operations.

COM/SC

9 3.17 Lapses / shortfalls / irregularities noticed in dealing the traffic during prolonged failure of Automatic Signals between FM – KCG – FM: On 12th February 2014, from 07.50 to 09.00 hours, all automatic signals between FM and KCG were ‘blank’ due to no power supply in auto-change over panel at FM station as per the S&T Failure record. Four UP trains and Five DN trains were dealt. Correct procedure of suspending Automatic Block System and dispatching the every train on T/D 912 was not followed as per SR 9.12.1. All the LPs of 9 trains (4 UP and 5 DN trains) have also failed to report and record the failure. Division to investigate the incident in detail and take up the responsible for the failures. Also, ensure that the required train passing documents are necessarily kept at all stations.

DRM/HYB

COM/SC

CEE/SC

CME/SC

10 3.19 Unsafe features at FM yard: Temporary Ballast Siding is available with key locked point arrangements, CRS has issued instructions to remove key-locked/ manually operated Points on Main line.

DRM/HYB

COM/SC

CSTE/SC

11 4.0 It is learnt that Train Approach Warning Device (TAWD) is not installed at the LC Gates situated in Automatic Block System of the Division (FM – KCG – STPD – MJF – BMO) which is one of the essential inputs. It is mandatory to provide this device as there will be number of trains following one another and there is every possibility wherein the SM may forget to inform the Gateman of LC Gate/s.

DRM/HYB

CSTE/SC

COM/SC

12 5.0 (C) Inspection Special SLR NO.00731: PELE Box was sealed with OTL which is incorrect since in the effort to open the box by breaking the OTL with hard substance may cause damage to the bulb/s. It is supposed to be only sealed and not locked with OTL. Similar arrangement was noticed in all SLRs of GM Special during GM’s Annual Inspections.

ALL DRMs

CEE/SC

13 6.1 UR Station: On PF -1, towards DHNE end, it was observed DRM/HYB

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that one grouting bolt projecting 4 to 6 inches outside the surface of the platform which is unsafe for pedestrian movement. This was pointed earlier also during Dy.CSO/Electrical inspection of the station on 24.9.2013; but the same is not yet attended.

PCE/SC

CEE/SC

14 6.10 UR Station: All the three platform lines length at this

station are only 440m which is insufficient to

accommodate a 24 coach length train like Venkatadri

Express which is given a schedule halt at this station.

Further, it is not possible to alter the points in rear after

the arrival of the train which is in violation of GR

3.38(2). Hence, there is every need to extend the CSR of

lines as well as platform length in view of safety of

operations and safety of passengers.

DRM/HYB

COM/SC

CSTE/SC

PCE/SC

15 7.6 Thimmapur Station:

Route Cancellation Register: On 13 occasions, from October 2013 to till date of inspection + 22 times in September 2013 alone, route held up cases / signal flown back / signal not obeyed cases were there. All the above failures were not entered in the Signal Failure Register. Division to investigate such kind of similar nature and repeated failures; and take remedial action for rectification and prevention of failures.

DRM/HYB

CSTE/SC

COM/SC

16 7.7 Thimmapur Station:

Cable meggering: During cable meggering, several trains were dealt on PLCT. The documents were cross checked and various defects were noticed. TI/KCG did not supervise the working.

Division shall also enforce the provision of giving NI Home as per Appendix III of G&SR during the period of cable meggering instead of allowing the signals to be ‘blank’.

DRM/HYB

CSTE/SC

COM/SC

17 7.8 Thimmapur Station: CMCT Siding working: For entry into Siding, ‘Pilot in’ memo book was printed by CMTL (Continental Multi Model Terminals Limited) instead of Railways.

DRM/HYB

COM/SC

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Secondly, one PN is written in the memo given to the LP to enter into the Siding. This PN is a number scored off from the PN Sheet of TMX station itself, which is of no importance. No Railway representative is stationed in the Siding. Thirdly, there is no authorized means of communication between TMX Station and CMCT Siding. It is time for the Division to consider for the posting of one Railway representative with minimum infrastructure.

18 8.0 Inspection of LC No: 26/E: Various shortfalls were noticed such as; single strip board was bent., Double strip boards not available in both directions, Gate lamps are not provided, Hooter provision not available, No mechanical bells and gate lamps. Minimum furniture such as Chair and table, etc., not provided,Safety chains are not as per

standard and no padlocks, Speed breakers are flattened and not painted.

DRM/HYB

PCE/SC

19 9.1 Mahaboobnagar Station:

Fire buckets are found in locked condition with a rod provision. But, the key is deposited with ESM/MBNR.

DRM/HYB

20 9.6 Mahaboobnagar Station: 14 cases of PLCTs prepared and cancelled without mentioning the reasons. This gives wide scope to conclude that Operating and S&T Officials are colluding and adopting shortcut methods.

DRM/HYB

CSTE/SC

COM/SC

21 9.9 Cable meggering overdue from 12th January 2014 at MBNR station.

DRM/HYB

CSTE/SC

COM/SC

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BI-MONTHLY SAFETY AUDIT INSPECTION OF KACHEGUDA –

MAHABOOBNAGAR SECTION OF HYDERABAD DIVISION FOR THE

PERIOD JANUARY & FEBRUARY 2014

Para Subject / Topic 1.0 Non-Availability of 25 KV danger boards:

At MXT, DQR, HPG & FM stations, Platform No-I & 2, towards DHNE end, 25 KV danger warning boards are not available which is essential.

2.0 Inspection of Guard compartment of T. No. 47155 (MMTS): Guard Sri MUM Rao /SC attended initial training at ETTC/BZA on 23.03.2006 about working of EMU/MEMU trains. Further, he did not undergo any Refresher Course.

3.0 Inspection of FM station:

3.1 Sri.R.Venkata Ramaiah, Dy.SS and Sri.D.Bhaskar, Pointman’A’ were in uniform and in possession of valid competency certificates. It is was observed that validity period was not mentioned on the Isolator Certificate issued to Dy.SS on duty. Pointsman on duty was not issued with ‘Isolator Certificate’ as per the Amendment Slip given to ACTM.

3.2 DM Display Board: Fire brigades contact number 040 – 24460722 was not working. Government hospital contacts number 040 24600124 also not working.

3.3 Train No. 77609 – DEMU from FM – MOB was waiting for departure from the station. It was noticed that one sticker like object of LV Board was fixed to lookout glass in contrary to the laid down instructions of SR 4.16.5.1 which stipulate that “a red ‘X’ mark on white background on metal flap is provided on either end of the formation. The LV of the train is indicated during day by the exhibition of this red ‘X’ mark. To exhibit this ‘X’ mark, the metal flap has to be kept open when it is worked as last vehicle and closed when it is not last vehicle”. Divisional Authorities need to ensure that the provision of flap is made to all the DEMU formations with immediate effect.

3.4 Stabled Load Register: L P &Guard signatures are not available even though MMTS rakes are stabled at this station which is essential.

3.5 Sign ‘on’ / ‘off’ activity: a. Presently, this activity is not being done at this station. b. But, Train No. 47194 (MMTS) arrives at 23.00 hours and the crew ensure

stabling precautions but do not sign ‘off’ at FM; instead they sign ‘off’ at KCG.

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c. Similarly, the crew sign ‘on’ at KCG (at 03.55 hours )and come as ‘pilot’ to FM to work Train No. 47149 (MMTS) from FM which is scheduled to depart at 05.05 hours.

d. It is proper to allow sign ‘on’ / ‘off’ at FM itself, may be by modifying the link, if required for the above trips.

3.6 SWR:

a. Date of issue was 11.8.2011 and brought into force with effect from 02.02.2012. Amendment Slip No.1 was issued on 11.3.2013 and the acknowledgement of the staff was obtained on 14.12.2013?

b. Appendix ‘G’ (rules related to electrified section working) not available. After a complete search, the station authorities shown an old one (2003) which was not kept as a part of SWR separately; and the instructions are not signed by Sr.DSTE/DSTE as per Appendix XIV of G&SR. Further, it is also noticed that the instructions do not contain the location of Isolator Switches and the area that gets isolated by operating that switches.

c. Provision of the following equipment at the station was not mentioned in the SWR which is essential for the benefit of staff working and maintaining. Datalogger – objective of providing the equipment and related instructions. Safety Point Alarm – the equipment provided to alert the SM when he fails to alter the point after the arrival of stopping train and his subsequent role.

3.7 MMTS rake is backed from Road 1 to Road 2 by making the shunt movement

towards KCG direction. Details of Shunting Order T.806 was checked and found that SM/FM is writing one PN in the document to pass Advanced Starter Signal No.24; and on enquiry it is understood that it is his own PN and not that of KCG, example 13.02.2014. It is not understood why the SM is writing his own PN. Further, as per Para 8.5 of SWR, it is written “in emergency, ensure track beyond S-24 upto next Automatic Stop Signal is free”, how to ensure that portion of track is free is not written. SMR and TI/KCG shall enforce the SWR provisions strictly while executing this kind of shunt movements.

3.8 Checking the functioning of ACP apparatus in T. No. 77631, (DEMU): a. ACP done in coach number 15049 but buzzer sound did not come.

b. Checked and found that ACP breaker in tripped condition.

c. Guard Sri SA Jeelan/KCG was ignorant about the breaker.

d. While starting the train both LP & Guard must ensure ACP breaker was in ‘ON’

condition (DEMU, DHMU, MEMU, MMTS (EMU)) which appears not done.

3.9

VDU monitor was found at this station above the panel. During Traffic Safety Audit Inspection by CTM/G at FM on 23.04.2012, the electronic interlocking system with

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VDU was under trial and VDU was fixed on the Panel. Trial was completed but VDU was left over without panel connection. Understood that the same is not connected to the panel and the equipment is lying unused at the station for the last couple of years which is total wasteful expenditure, when not used. Hence, it is suggested to remove this from this station and make effective use of it at other location or connect to the panel and bring it in working mode.

3.10 At the end of PF-1towards DHNE end, it was noticed that there is no barricading due to which there is every possibility of road vehicle coming closer to the running lines through trolley path. From the following photographs it can be seen that presently some rails are stacked which may be removed after some period and after that there will not be any obstruction preventing the road vehicle movement. Hence, necessary barricading to be done on priority to prevent any road vehicle to come in contact with running train similar to that happened at Jalna station of NED Division during June 2013.

3.11 Foggy weather precautions: Lime marking not available near Distant signal locations in the entire section between KCG-DHNE-KCG which is in violation of SR 3.61.

3.12 Monthly Safety Meeting Register- it is being conducted regularly. Noticed that 8 – 10 staff are signing the register out of 14 members. Efforts should be made to obtain signatures from all the 14 members after explaining the contents.

3.13 Gradation Register- 7 Pointsmen are given gradation ‘B’. Gradation for SMs working in Grade Pay of Rs.4600/- and above should be done by AOM.

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3.14 House Keeping staff are burning the rag and dry leaves on PF-1 during the safety audit.

This should not be permitted on platforms and in the circulating area.

3.15 Engineering Department Observations: a. Point No.13A at KM 14/13, in sand hump (KCG end) no sand. Switch portion sag.

b. For P.No.13A & 14B, there is a common SRJ with block joint with wide gap i.e., LH

side 32mm & RH side 22mm. Fish plate bolts are also non-standard (Stretcher bar bolts). ‘J’ type ERCs are reversely provided without cut liners.

c. Checked Point No.13A at KM 14/11-9, FSL 1 in 8 ½ , laid on 12/2009 year.

Housing/setting of stock & tongue on RH side is only 2 sleepers.

Station numbers are not marked /painted. It is looking that the prescribed point is not checking by SSE/JE/P.Way/KCG.

Gauge varies from -5mm to +7mm in the lead portion.

Cross level varies at heel block & station no.3 is 2LL to 5RL. The maximum cross level at station no.4 is 15RL on running line (turn out).

Crossing joint gaps are 4, 4, 6 & 5mm against gapless.

In Lead portion 14 GFN liners & 2 ERCs are missing.

d. Between P.No.13B SRJ to P.No.12B crossing, 10No.of GFN liners are missing.

e. P.No.12B, ahead of crossing portion, on main line Gauge is +12mm, GFN liners need to be provided.

f. P.No.16KL on main line, SRJ approach sleepers ERCs & GR pads are missing.

g. In all points & crossing portions, approach sleepers of weld joints, fishplate joints,

SRJs, and Glued joint locations J- type ERCs & cut liners are missing. In the same locations GR pads are also missing.

h. In Points & Crossings on KCG end, packing done with UNIMAT Machine on 9.10.13

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and observed that pre-tamping and post tamping operations are not done.

i. Point No.11B at KM 14/1 (top point KCG end)

Sag in lead portion need to be attended on priority.

Inadequate drainage at Points & crossing portion at KM 14/3-5 both sides of main line & boundary walls muck to be removed. Between two tracks also drainage to be improved.

Sleeper spacing needs to be attended in crossing portion.

LH tongue rail chipped off, recondition/replacement needs to be done.

j. At KM 14/3 on UP line, SEJ reference pillars are not tallied with mean position, reference pillars needs to be rise.

k. At KM14/11-9, Keymen was not aware of loose/missing fittings locations.

l. SSE/P.Way & JE/P.Way/KCG trollied and checked the Points & Crossings in this section as per their schedule but they have not maintained any record regarding deficiency of fittings and there is no action plan. SSE/P.Way/KCG last trollied on 31.1.14 from FM-KCG stations.

3.16 Goods Siding and stabling line are not protected by electric point machine, as a

result of this, the points are to be clamped and padlocked every time. Division to plan for electric point machine and ease the safe working of operations.

3.17 Lapses / shortfalls / irregularities noticed in dealing the traffic during prolonged failure of Automatic Signals between FM – KCG – FM: a. On 12th February 2014, from 07.50 to 09.00 hours, all automatic signals between

FM and KCG were ‘blank’ due to no power supply in auto-change over panel at FM station as per the S&T Failure record.

b. During this period, a total of 7 Automatic Signals (in both UP & DN directions together) were ‘blank’ between Falaknuma – Kacheguda stations.

c. Four UP trains were dealt from FM towards KCG direction; they are Train No.

47154, 47211, 17651 and 47197.

d. Five DN trains were dealt from KCG towards FM direction; they are Train No. 47173, 17023, 47213, 47174 and DEMU Empty rake.

e. Automatic Signal failure entry was not made at KCG station since the same is not

intimated to them neither by SM/FM nor by S&T Officials as per SR 9.11.

f. Train passing documents issued for UP trains from FM towards KCG direction are

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T. 369 (3b) to pass UP Advanced Starter Signal No.24 for each UP train as per the station record. No other document was issued.

g. No paper document was given for DN trains from KCG since failure details are

not known to SM/KCG. Correct procedure should have been: a. Once the nature of prolonged failure of signals is known, SM/FM should have

suspended Automatic Block System as per SR 9.12.1.

b. Each train should have been given T/D 912 authorising the LP to pass all manual/automatic/semi-automatic/gate stop signals at ‘on’ except the FSS of next Reporting station, i.e., KCG.

c. First train speed should be restricted to 25 KMPH.

d. Each train arrival at next reporting station should be noted along with PN from

that SM.

e. Red ink entries should be made in TSR at both ends of the section. Other lapses found: a. All the LPs of 9 trains (4 UP and 5 DN trains) have failed to report and record the

failure of signal/s at FM and KCG (direction wise) as per SR 9.11 though there was time loss by stopping and starting at all Automatic Stop Signals.

b. LPs also failed to report about the failure of signals at sign ‘off’ location, i.e., KCG, DHNE and SC stations.

c. T/D 912 book itself is not available at FM.

d. SM/FM and TI/KCG do not possess any knowledge of dealing trains during this

kind of failures. Division to investigate the incident in detail and take up the defaulters for their failure. Apart from intensive counseling of staff, if necessary depute the SMs for one-day Orientation Course at ZRTI/MLY. Also, ensure that the required train passing documents are necessarily kept at all stations.

3.18 Signal defects Register: Though a register is available to record all signal defects that were noticed by the crew during their run between KCG – FM stations, not even a single entry was

made in this register January 2010 to till date. It is understood that train Crew is not aware of the register maintained at the station which may be brought to the notice of the crew.

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On 12.02.2014 from07.50 to 09.00 hours, 7 (seven) Automatic Stop Signals between KCG – FM were ‘blank’ but all the LPs of DN 47173, DN 17023, DN 47213, DN 47174 and DN DEMU Empty rake failed to pass a remark at FM station which is a Reporting Station as per SR 9.11.3.

3.19 Unsafe features in station yard: Temporary Ballast Siding is available with key locked manually operated points, taking ‘off’ from DN Mainline at KCG end. For giving placement or removal of load, shunting has to be performed into Automatic section. CRS has issued instructions to remove key-locked/ manually operated Points on Main line. Divisional Authorities to make necessary amendments to the yard for removal of key-locked point.

3.20

Safety Literature: The safety literature like, Vigil- Sept’13, Fly leaf 11/13, Bi-monthly safety bulletin Nov/Dec’13, Divisional Safety Circular13/13, General Circular 04/14 were available. It is observed that signatures of staff have been appended on behalf of others which is improper and sanctity of issuing safety literature is defeated. It is advised that all Officers, Inspecting Officials, section TI and Safety Counsellors to check this aspect during their checks and inspections.

3.21 Suggestion for Improvement: The station building, SMs Panel Room have become sunk since BG Platform raised to high level MMTS standards and old station building remained. For exchanging “all Right” signals, SM has to move on to PF by climbing steps. The Station building is also is in very bad condition. Feasibility of constructing new station building or raising the floor level may be explored.

3.22 Deviation of Speed Retractions in FM yard: On both Home signals, SR 15 KMPH board is available, but in the Caution Order, SR 30 KMPH is given in FM yard. When 15 KMPH SR is in force in yard but how Caution Order of SR 30 KMPH can be imposed which is conflicting safe operation of trains.

3.23 Separation of cancellation Counters: It is observed that Calling-on initiation counter (COGGN) and Route Cancellation Counters are clubbed together. Whenever trains are received on Calling-on signal route cancellation counter is incremented. It is advised that a separate calling on initiation counter may be provided.

3.24

Check on T. No. BOBY ’N’ Goods Stabled on Road 5:

Sl No

Wagon No Remarks

01 CR 020237 Secured with Skids and chains.

02 NR 70030300753 Hand brakes not applied.

03 ER 70020410363 Hand brakes not applied.

04 NR 70030300760 Hand brakes not applied and inside and outside of wagon was full of vegetation.

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05 SE 113044 Hand brakes not applied.

06 WR 980016 Hand brakes not applied.

07 SE 113049 Hand brakes not applied.

08 CR 020169 Hand brakes not applied.

09 BV NCR 86130975784 Hand brakes not applied but secured with skids and chains.

GENERAL OBSERVATIONS:

Load was stabled on 11.11.2013.

All the wagons were due for POH/ROH and marked as ‘Sick’.

Most of the wagons are covered with vegetation.

Both side of the track vegetation is heavy and needs to be cleared.

3 Coaches stabled on Road 5:

Sl No

Coach No Remarks

01 SC GS 87215 Skids and chains provided.

02 SC SLR 88711 Luggage portion limpet sheet at roof 01 Sq.Ft was missing and Electrical wire was hanging out from it.

03 SC SLR 12726 Skids and chains provided. SLR was locked.

Train No 07109 HYB-QLN Express stabled on Road 6:

Sl No

Coach No Remarks

01 SC SLR 96711 Skids and chains provided and SLR was locked.

02 SC GS 12489

03 SC GS 08431 Coach door was ‘open’.

04 SC GS 01238 Coach door was ‘open’.

05 SC CN 00265

06 SC CN 05230

07 SC CN 93210

08 SC ACCW 11054

09 SC GS 11432 Coach door was ‘open’.

10 SC GS 11426

11 SC GS 12492

12 SC GS 12461 Skids and chains provided and Coach door was ‘open’.

GENERAL OBSERVATIONS:

Load was stabled on 19.01.14.

General Coaches door was ‘open’.

3.25 Calling-on initiation time is still 120 seconds instead of 60 seconds as modified in

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IRSEM. Understood that this modification is not done in the entire section. Divisional Authorities need to do this on priority.

3.26 Check of 57306 Passenger, which arrived on PF No. 2 at 09:25 hours: a. LP Sri. I.S.Murthy and ALP Sri.V.Narsimulu, mobile CUG phone switched ‘OFF’. b. Both were not due for RC in G&SR, Automatic, Technical and PME. c. LP didn’t feed his Crew ID in the DID panel of the Locomotive. d. 10 Nos. Detonators was available with LP and its Manufacturing/due date

mentioned on label was 3/2012 & 3/2017 but on checking it was found that the year of Manufacturing on the detonators was 2011.

e. Loco No 14586/WDG3A/MLY log book was checked and following remarks noticed:

Loco Brake Power is poor (moving on 2nd notch). Long Hood side Head light focus is very poor. Oil is throwing from Turbo Super Charger. Loco left side footpath running plate is very dirty with oil. Loco Right side near wheel No R-6 slight air leaking from BC pipe. Front SLR No SC 92745 was in locked condition.

3.27 S&T Failure: Following are the details of failure recorded from August 2013 till date

of inspection; August 2013:

1) From 20.10 – 20.35 hours of 15.8.2013: FM-BDVL block failed. Cause: At BDVL 7AT, OMBT cable was cut by miscreants.

2) From 17.25 – 17.55 hours of 30.8.2013: FM-BDVL block failed. Cause: At BDVL receiver coil defective.

Nov. 2013:

1) From 19.00 – 19.55 hours of 1.11.2013: 20 Track down, same automatically picked up, failure kept under observation.

2) From 08.58 – 09.22 hours of 2.11.2013: 20 Track down, RE bond was touching the track due to sleeve damage.

3) From 02.00 – 02.35 hours of 5.11.2013: 16 KL not getting ‘IN’ indication, same was operated by MSM and indication appeared.

4) From 17.35 – 19.50 hours of 16.11.2013: LC Gate No. 5 indication failed and LSS 24 not obeyed. Cause: As per SM/FM heavy sound in CLS electrical panel and 230 V supply fluctuation. Reset in LC No. 5 230/24 V input fuse blown up. Same fuse was replaced and restored at LC No. 5 gate location.

Dec. 2013:

1) From 06.39 - 07.35 hours of 24.12.’13: 6 Track down due to RE bond was touching the track.

Feb. 2014 (till date of inspection)

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1) 07.50 – 09.00 of 12.2.’14: No power supply in auto change over panel of Electrical Dept. at FM station. Cause: Due to UP AT / Down AT fuses blown off in Electrical fuse panel below Up AT Down AT transformer near FM station.

3.28 Point no 14: Tested for 5 mm obstruction test, out of correspondence test and track

locking test. It has responded correctly and the current and voltage readings are within the limits. Track circuit No: Checked the track relay voltage and found to be within limits and not due for POH.

3.29 Electrical Department Observation:

a. Anti-wind clamps to be adjusted in yard as well as in main line OHE mast since some are taking load.

b. It is seen on PF 2 & 3 MBNR end the clearance between Register tube and steady arm is not proper.

c. On COP of PF 2 & 3 earth pit is not available. d. On PF 3, lugs are not provided to terminal connections in junction box. e. Wiring on FOB is hanging and no conduit is provided to the wiring at many

locations. Wires are not secured properly and joints are made near iron structure increasing chances of bare wire touching the iron structure of FOB.

f. Earth pits are not available on yard side station building. Two earth pits found abandoned without connections.

g. Earth pit for high mast is not maintained properly and no earth resistance value mentioned. Earth connections are connected with single bolt instead of 2.

h. On yard side station building solar power supply is available along with AT and normal supply. Solar power supply may be removed and utilised in some other places where required.

i. CLS panel checked and found working normal. j. Isolator key box checked and found OK. k. On PF no 1 side station building, loose wiring without conduit available and some

portion of wire is hanging.

3.30 IPS available in the entire section is of 2000 Spec. Railway Board has given instructions to replace this IPS equipment.

4.0 It is learnt that Train Approach Warning Device (TAWD) is not installed at the LC Gates situated in Automatic Block System of the Division (FM – KCG – STPD – MJF – BMO) which is one of the essential inputs. It is mandatory to provide this device as there will be number of trains following one another and there is every possibility wherein the SM may forget to inform the Gateman of LC Gate/s.

5.0 Inspection of Safety Audit Special:

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a. Loco No. 17775 WDM-2A, near Radiator Room 25 KV danger board was in faded condition.

b. Checked Bio-Data of Sri Md. Mazid/Sr. Pass guard/KCG and found Automatic Block Section competency certificate expired on 13/01/2014, further revalidation by SMR/KCG or by TI/KCG was not done and not ensured by the employee.

c. SLR NO.00731, PELE Box No.53 was sealed with OTL which is incorrect since in the effort to open the box during emergency by breaking the OTL with hard substance may cause damage to the bulb/s inside the box. It is supposed to be only sealed and not locked with OTL.

d. The PELE Box overdue for testing and certification from 28.01.2014.

e. Sri Md. Mazeed Sr. Passenger Guard/KCG was tested for his knowledge in using the BV Equipment and found that he is totally ignorant of it. In fact, he claims that he never saw and has never used in his service. But, in case of emergency, he is supposed to know the procedure and method of using the equipment.

f. SMR/KCG or TI/KCG should organize practical demonstration in co-ordination with Electrical and S&T Officials at some frequency to educate all the Guards headquartered at KCG and keep a record of the same.

6.0 Inspection of UR Station:

6.1 On PF -1, towards DHNE end, it was observed that one grouting bolt projecting 4 to 6 inches outside the surface of the platform. This is unsafe for any passenger and on enquiry it was noted that it is subsequent to shifting of Starter Signal. This was pointed earlier also during Dy.CSO/Electrical inspection of the station on 24.9.2013; but the same is not yet attended by removing the projection or by cutting the projection.

6.2 Stabled Load Register-Despatch particulars of the stabled load should be clearly written in the register. GLP memos given while clearing the stable stock were not available.

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6.3 First-Aid box is due for replenishment on 20-02-2014. While replenishing the FA Box,

Zopase tablets and Povidone Ointment having 2014 as expiry date should be replaced.

6.4 Out of 3 LED HS lamps one lamp is not working.

6.5 Joint Inspection of Points & Crossings Register: Last ‘Joint Inspection of Points & Crossings’ was done on 12.12.13, no defects are noticed. In all the point portions, Gauge at the toe of switch & level at sleeper No.III & IV not mentioned in prescribed columns.

6.6 Caution Order Register: Following irregularities are noticed; a. Sl.No.44/13 (UP direction) SR 50 KMPH SR is imposed on 16.9.13, at KM 6/11-5/11

due to pre-tamping operations between KCG-STPD stations. As per SSE/P.Way/KCG, this caution order was cancelled on 2.9.2013 but chatty message was not available.

b. Sl.No.67/13 (UP direction) SR 30 KMPH SR is imposed on 30.12.13, at KM 9/11-9 due to welding of rail joints between KCG-FM stations. As per SSE/P.Way/KCG, this caution order was cancelled 03.01.2014 but chatty message was not available.

c. Sl.No.7/14 (UP direction) SR 50 KMPH SR is imposed on 12.2.14, at KM 16/200-15/600 due to sealing of liner contact area between FM-BDVL stations. As per SSE/P.Way/KCG, this caution order was cancelled on 13.2.14 at 17.00hrs but chatty message was not available.

d. Sl.No.3 SR 60 KMPH SR is imposed on 17.12.12, at KM 9/11-9 due to RUB work in progress between FM - KCG stations & this message received on 5.1.13. In Monday brought forwarding register entry, this caution order is available up to 13.5.13 further it is disappeared. As per SSE/P.Way/KCG, this caution order was cancelled but chatty message was not available.

6.7 TI’s Inspection Register: TI/KCG has conducted monthly safety inspection & regular

inspection on 04.12.13, 06.11.13 respectively. It is observed that TI/KCG‘s regular inspection is overdue and advised to conduct the same immediately. It is also advised to conduct casual inspection of the station.DOM/G/HYB is instructed to issue instructions to all section TIs to conduct inspection as per schedules strictly.

6.8 Weather Warning Register: Following irregularities / shortfalls were noticed from the

records;

a. On 22.11.2013, message was received at 16.00 hours and acknowledgement of

Gangmate was taken at 16.45 hours, i.e., after 45 minutes.

b. On 23.10.2013, message was received at 15.20 hours and acknowledgement time

is not written by PSW/SHNR.

c. On 10.10.2013, message was received at 17.00 hours and acknowledgement time

was not written by SE/P.Way/UR.

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SMs should immediately intimate the SCOR and/or Engineering Control by

keeping a record when the Engineering Officials is not available at the

headquarters. Further, it is the responsibility of Control Office Official/s to deliver

the information through other sources of communication.

6.9 From the Stabled Load Register records it was noticed that in spite of the load

stabled for 42 hours (18.00 hours of 23.11.2013 to 12.50 hours of 25.11.2013), GLP

check memos were not insisted and not found in the record / remark. Similarly, on

31.8.2013 from 04.40 hours to 13.20 hours of 01.9.2013 (32 hours).

6.10 All the three platform lines length at this station are only 440m which is

insufficient to accommodate a 24 coach length train, like; Venkatadri Express

which is given a schedule halt at this station. Further, it is not possible to alter the

points in rear after the arrival of the train which is in violation of GR 3.38(2). Till

such time the yard modification is made, the SMs working at this station need to

be instructed that they shall not close the block section, even by mistake and grant

line clear for another train from rear station. Instead, they shall withhold the

block section in rear and the Guard shall not give PN as a token of assurance that

complete train arrived within the fouling mark. Hence, there is every need to

extend the CSR of lines as well as platform length in view of safety of operations

and safety of passengers.

6.11 Guard of DEMU train wanted the help of Pointsman in transshipping his line box

from rear cab to front cab. In this connection, all the Guards and LPs shall be

counseled about the amended rule SR 4.19 wherein limited personal safety

equipment is prescribed to work EMU/MEMU/DEMU/DMU trains and the final

objective to eliminate box boy for these trains.

6.12 Check on DEMU T. No. 77641 which arrived on PF No 03: a. LP Sri K Srinivas D was sober and alert and he is not due for PME & RC. b. LP though trained in DHMU did not possess any competency certificate. c. LP is not in possession of personal safety equipment as per SR 4.19.5.2

instead he claim that his line box is loaded in DTC. Divisional Authorities need to enforce the modified SR instructions in which limited personal equipment is only prescribed which is intended to eliminate the line box and person to load the same.

d. 06 Nos. Fire Extinguisher available in DPC, FE No 52 Hose pipe nozzle not provided.

e. 05 wooden wedges provided in the CAB. f. Checked the functioning of ACP on coach No 15467 and found that when

pulling ACP, coach lamp glowing and buzzer indication responded in DPC but on releasing the rope, buzzer and indication are disappearing even though resetting not done.

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6.13 S&T Failure Register: Following are the details of failures recorded in the register; August 2013:

1) From 05.55 – 07.20 hours of 19.8.2013: Point No. 7, no ‘free’ indication due to relay contact D3 – D4 of 20ASPR1 offering high resistance.

2) From 08.45 – 09.00 hours of 26.8.2013: SH 19 not obeyed for MR Special due to ‘OFF’ aspect defective.

Sept 2013:

1) From 22.48 hours of 12/9/13 to 00.50 hours of 13.9.2013: Point No. 13, no ‘normal’ indication in T box to LB 7 conductor No. 11 defective.

Oct 2013:

1) From 09.20 of – 10.20 hours of 26.10.2013: No SNR at UR, hence block failed due to S6 YR defective since S6 signal CRV defective.

Dec 2013:

1) From 08.45 – 08.55 hours of 07.12.2013: While reversing DN MR engine due to 24-32 V / 5 A internal DC-DC convertors 2 Nos. defective.

2) From 08.05 – 08.26 hours of 24.12.2013: BF, premature TOL at BDVL during power failure / fluctuation 15T/7T tracks bobbing, same attended by providing choke and rectified.

3) From 19.20 – 20.00 hours of 24.12.2013: 6T, 20AT tracks danger due to 24 V DC power cable bet. LB6 – LB 6A cut and stolen. A/C message No. ZAS/24/12/1 and FIR No. IPF 1/2014.

Feb. 2014 (till date of inspection)

1) From 18.38 – 19.50 hours, 1st and 2nd loop line A/C failed due to surge voltage. Same was reset and restored.

6.14 Electrical Department Observations:

a. On PF 1 & 2 in most of the lighting pole junction boxes, lugs are available but cable are not connected to the lugs. Fuses also not kept in circuit.

b. Tea stall prepaid meter working and found balance Rs. 1296.70.

7.0 Inspection of Timmapur station:

7.1 Fire Brigade contact number 08548 200201 was not working and Government hospital number 08548 257360 also not working.

7.2 Disconnection and Reconnection Register- Disconnection was given at 16.35hrs on 13.02.2014 for clearing burr on Point No.13 along with Engineering Department. Reconnection was given at 17.05hrs.’Track Fit certificate’ was not given by Engineering Officials on completion of the work as per SR 3.51.

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7.3 Loads are being cleared from freight corridor.GLP check memos were issued and they are kept loose. As per the guidelines given by Headquarters Operating Branch, it should be maintained in the form of a book.

7.4 SWR & Assurance Register: SWR No.720 of TMX was issued on 16.09.12 & brought into force on 10.10.12. Subsequently Two amendments were issued and assurance of station staff obtained. But assurance of outstation staff & staff absent/Sick for 15 days was also obtained without indicating SWR & amendment details at the right side of the assurance register. It is advised to take assurance of staff after writing SWR & amendment details in the right side of the register.

7.5 S&T Failure Register: The failure details recorded in the register are; August 2013:

1) From 09.40 – 20.30 hours of 22.8.2013: LC No. 21/T Key unable to transmit due to ‘E’ type lock of boom lock, Ward No. 2 spring broken.

2) From 23.20 – 23.50 hours of 26.8.2013: UP multi light engine stopped at SHNR, passed block instrument failure condition. As per data logger report, EKT of LC No. 27 key disturbed before complete passing of LSS, TOL code generated in block instrument since LP passed signal push back operation done and restored.

Sept 2013:

1) From 08.30 – 09.50 hours of 3.9.2013: S16 of UP 1st loop starter failed due to S16 HR relay R1 pin dry soldering, new pin provided and restored.

2) From 19.55 – 20.34 hours of 30.9.2013: S16 route held for light engine, automatically cleared after passage of 12785 Exp. Circuit checked, S16 ASR front contact offering high resistance.

Oct 2013:

1) From 09.20 – 10.26 hours of 28.10.2013: Block failure bet. TMX-UR, No SNR at UR BI due to advance starter RG aspect current regulator defective.

Nov 2013 to Feb. 2014 (as on date): Nil.

7.6 Route Cancellation Register:

a. On the following dates, route cancellation was applied due to the reasons such as route held up, signal flown back, etc.,

On 12.02.2014, at 14.30 hours, 1st loop route held up.

On 08.02.2014, at 23.50 hours, route held up after 77694.

On 01.02.2014, at 15.50 hours route held up after 12251.

Again on 01.02.2014, at 11.20 hours route held up after 22963.

On 14.01.2014, at 03.40 hours route held up.

On 06.01.2014, at 05.25 hours route held up after 12786.

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On 08.12.2013, at 15.55 hours route held up after light engine.

On 14.11.2013, at 16.36 hours, S-1 (Home Signal) flown back.

On 05.11.2013, at 16.50 hours route held up.

On 03.11.2013, at 10.20 hours route held up.

On 31.10.2013, at 07.20 hours route held up.

On 20.10.2013, at 04.35 hours route held up.

On 14.10.2013, at 06.00 hours, 12786 was received on Calling-on.

On 27.09.2013, at 18.45 hours S-16 (Starter Signal) held up for 17024.

Again on 27.09.2013, at 15.10 hours S-16 (Starter Signal) held up for 57421.

On 25.09.2013, at 16.20 hours S-17 (Starter Signal) held up.

Again on 25.09.2013, at 13.40 hours S-16 (Starter Signal) held up for 57424.

On 22.09.2013, at 09.45 hours S-16 (Starter Signal) held up for 17224.

On 21.09.2013, at 16.00 hours S-16 (Starter Signal) held up for 57456.

In all, on 22 occasions, route cancellations were done during September 2013.

b. All the above failures were not entered in the Signal Failure Register which is

improper. S&T Officials, SMs, TI/KCG and other Inspecting Officials should have noticed this and brought out this to the notice of Higher Officials.

c. The concerned Officials should also understand that resetting / route cancellation procedure is only a facility extended before S&T Official arrive; and failure entry shall necessarily be entered in the Failure Register for proper analysis and rectification.

Division to investigate such kind of similar nature and repeated failures; and take remedial action for rectification and prevention of failures.

7.7 Cable meggering: a. Cable meggering was done at this station on 19.10.2013.

b. During cable meggering, several trains were dealt on PLCT.

c. T/A 1425 (line clear enquiry book) and T/D 1425 (DN PLCT) documents were

crosschecked and found various defects such as;

DN Sampark Kranthi Express; 12708 was given T/A 1425 pertaining to UP direction.

Similarly, 57425 passenger was also given wrong direction.

T/D 1425 for 57474 Passenger was not available.

T/A 1425 not available for 57447 Passenger.

T/D 1425 was not available for 57305 Passenger.

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d. In this connection, role of LP is also required to be monitored / counseled who is

appending his signature while taking the document.

e. It appears that TI/KCG, who is section in-charge failed to be present during cable meggering and oversee the correct working of PLCT.

f. Division shall also enforce the provision of giving NI Home as per Appendix III of

G&SR during the period of cable meggering instead of allowing the signals to be ‘blank’.

7.8 CMCT Siding working: a. There is a Private Siding taking ’off’ from 2nd loop.

b. For entry into Siding, ‘Pilot in’ memo book was printed by CMTL (Continental

Multi Model Terminals Limited) instead of Railways.

c. Secondly, it was noticed that one PN is written in the memo given to the LP to enter into the Siding. This PN is a number scored off from the PN Sheet of TMX station itself, which is of no importance. There is justification in writing the PN, if that is given by the Siding Authority Representative or Railway Representative permitting the entry of the train into Siding. Issuing of PN is not as per the procedure of SWR.

d. There is no authorized means of communication such as station to station fixed

telephone, auto phone / BSNL, VHF Set, CUG, etc., between TMX Station and CMCT Siding. Presently, somehow they are managing with walkie-talkie set, if working. Otherwise, there is no other communication. It is time for the Division to consider for the posting of one Railway representative with minimum infrastructure.

7.9 FM 33 block joints SHNR 2 Nos. block joints may be provided with glued joints to avoid track circuit failures.

7.10 Inspection of FRM on siding at TMX station; a. Sri Sasidhar SE/TM/BMO having competency certificate and not due for PME. b. Only one Fire Extinguisher (DCP type with 5kg capacity) is available in machine and

FE last refilled date was on 11.6.12 and next due on 11.6.14 and last maintenance was on 11.12.12. Further there is no maintenance.(Quarterly maintenance not done).

c. Last 50hrs schedule done on 11.2.14. Daily schedule not attended on 14.2.14 i.e., on inspection day up to 11.15 hours.

d. BP Pressure checked and found 6.1 kg/cm2 but mentioned in daily maintenance

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register up to 13.2.14 is 6.5kg/cm2. e. There is no Fire extinguisher in Staff Coach (No.SC 87401). Staff is cooking in this

coach using Kerosene stove. Gas supply may be thought of.

7.11 Joint Inspection of Points & Crossings Register/TMX: a. Last inspection was done on 27.12.13. b. Pending items to be attended i.e., ballast to be cleared under rail 50mm, in track

circuited portion. Missing GFN liners to be recouped in T/C No.14T. c. Station, section of rail, type of sleepers, type of point, curved/straight, date of

inspection are not mentioned on top of the each page in the register.

7.12 Caution Order Register: Due to cable meggaring work, Caution Order was imposed at TMX on 19.10.13 w.e.f. 11.40hr to UFA. During meggaring all UP & DN signals will be ‘blank’ and ‘No Aspect’ will be displayed; UP and Down trains should be piloted. In this connection, it is once again brought to the notice of the Divisional Authorities to resort to the provision of NI Home during ‘Cable meggering’ works as per Appendix III of G&SR and ensure that reception stop signals are not kept ‘blank’.

7.13 Check on SLR of T. No 57425 Passenger: a. Guard Sri. M.Raju.P/KCG was sober and not due for RC and PME. b. Guard First Aid Box is due for replenishment (Last done on 15.10.13) c. Brake Van Equipment door was not having tower bolt. d. Rear SLR door was loaded with 20 Nos. cooler and 01 Motor Cycle up to roof level

and not maintained any gap from roof and the SLR was not locked though padlocks were given as personnel equipment to the Guard as per SR 4.19.

7.14 Electrical Department Observations:

a. On FOB, no wiring is available for general lighting. b. On PF in most of the lighting pole junction boxes, lugs available but cable are not

connected to the lugs. Fuses also not kept in circuit.

7.15 Checked datalogger and found to be working correctly and networked to test room. Printer available and print out was taken. The ELD was displaying alarm whenever any point is being operated. The cable up to point machine to be checked for any leakage and remedial action shall be taken.

8.0 Inspection of LC No: 26 (newly manned gate):

a. From KCG to DHNE direction right side single strip board was bent. b. Double strip boards are not available in both directions. c. Gate lamps are not provided.

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d. Wicket gates are not available. e. Hooter provision not available. f. In between track road surface was in damaged condition. g. No mechanical bells and gate lamps. h. 10 Nos. detonators of 2011 make available. i. Minimum furniture such as Chair and table, etc., not provided for the Gateman. j. In between track, road is uneven. k. Safety chains are not as per standard and no padlocks.

l. TVUs 2590, RVUs 76, Date of census 14.5.10 (due for census) and O&E is 21.4.12. This LC commissioned on 21.8.13 from UMLC

Sri B.Nagaraju, Gateman’s knowledge was tested on subjects like; hot axle, train parting, etc., and found that he is not conversant and lacks adequate knowledge. However he was conversant with protection rules.

Speed breakers are flattened and not painted.

9.0 Inspection of MBNR Station:

9.1

Four fire buckets are available in front of Parcel Office. All the four buckets are found in locked condition with a rod provision. But, the key is deposited with ESM/MBNR who is stationed at the other end of PF-1.The fire buckets to be shifted to Dy.SS Office. This irregularity was noticed earlier by Dy.CSO/Elec. during his inspection of the station on 24.9.2013 but the rectification is still to be made.

9.2 On Platform No. 1 near, water tap No. 13 &14, one rail piece about 3 m was found protruding dangerously outside the surface which may cause injury, especially during night time. This needs to be removed with immediate effect for safe pedestrian movement of public on platform.

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9.3 Fire Brigade – 242264 found not working since temporarily disconnected.

9.4 Signal Put back Memo- a. On 20.11.2013 at 0715hrs signal put back memo for putting back Signal Nos. 33 &

37 was issued to LP of 77672 UP DEMU. Accepted by LP at 0720hrs. b. Similarly, on 14.11.2013 at 1705hrs put back memo was given to UP BTPN due to

loco problems. In the above cases, entries were not made in the line clear cancellation register for the block instrument between MBNR-DTP stations.

9.5 Shunting Order – T/806 Shunting Order was given to LP of officers special for reversing the Loco. It was noticed that LP of the Inspection Special failed to change the loco while reversing the Multi Locos 17775+16714 WDM-2/MLY which is in violation of laid down instructions.

9.6 PLCT Documents: The record foils towards DTP station were cross checked and found that many PLCTs were prepared and cancelled, example;

On 28.7.2013 for 12649, T/A 1425 was partially prepared and cancelled, PLCT was prepared including the column of PN and finally cancelled.

On 19.8.2013 for 57624 Passenger, T/A 1425 and PLCT were prepared and cancelled.

On 97.9.2013, for 12251, T/A 1425 was prepared and cancelled.

On 22.9.2013, for 57624, T/A 1425 including PN 43 was written and cancelled.

On 27.7.2013, for 57426, PLCT with PN was prepared and cancelled.

On 15.6.2013, for 57426, T/A 1425 including PN 81 prepared and cancelled. LP of the train also acknowledged but T/C 1425 PLCT is retained in station record itself.

On 15.6.2013, for UP BCN Goods, T/C 1425 including PN 73 was written and cancelled.

On 08.5.2013, for 17652, T/A 1425 and T/D 1425 (DN PLCT) was prepared and given for an UP Train.

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On 08.5.2013, for 17608, T/D 1425 (PLCT) was prepared and cancelled.

On 08.5.2013, for 57448, T/C 1425 (PLCT) was prepared and cancelled.

On 10.10.2013, for 57425, T/B 1425 was written and cancelled towards MQN direction.

In all, 14 cases of PLCTs prepared and cancelled without mentioning the reasons. This gives wide scope to conclude that Operating and S&T Officials are colluding and adopting some shortcut methods. The working of SMs and S&T Officials needs to be closely watched and monitored .

9.7 Route Cancellation Register (EUUYN (full route release) and EUYN (Partial

route release)): Following failures were noticed;

On 31.01.2014, at 19.40 hours, Signal No. 35 failed and route cancellation

applied for resignalling to light engine + DEMU trains.

On 25.01.2014, at 15.25 hours, Signal No. 28 did not respond, hence route

cancellation done and resignalled.

On 17.01.2014, at 14.20 hours, Signal No8 did not respond and route

cancellation initiated and resignaled.

On 15.01.2014, at 17.20 hours for Point No. 15 and at 19.35 hours, Point No. 26

did not respond and route cancellation done before resignalling.

On 31.5.2013, at 14.00 hours, 33T held up on arrival of 57474.

All the above failures were not entered in the S&T Failure Register which is

essential.

9.8 S&T Failure Register: Details of failures recorded in the register are;

May 2013: 1) From 10.42 – 11.30 hours of 3.5.2013: All points and signals flashing and all track

circuits danger and found that 24V ext DC-DC convertor output 10 Sq. MM wire in mini IPS loose, same attended and reset done.

2) From 17.20 of 8.5.13 to 02.30 hours of 9.5.2013: Total panel signal danger, both side BI MQN, JCL side failed. In SSI relay room, CPU1 rack PROFIBUS cable bet. Repeater Rs 485 to ET station showing one limb brake, replaced the cable and restored.

August 2013:

1) From 15.15 – 15.35 hours of 07.8.2013: CH1, no ‘OUT’ indication due to fuse and module; removed and restored.

2) From 01.10 – 03.00 hours of 09.8.2013: MBNR-DJP block failed due to 24 V trouble at DJP.

3) From 19.45 – 20.55 hours of 14.8.2013: MBNR-DJP block failed due to 14TPR1 C1 C2 contact defective at DJP.

4) From 14.35 – 14.55 hours of 29.8.2013: LC No. 58, unable to give gate key, hence LSS failed as New Gateman operated the gate wrongly.

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Sept 2013:

1) From 21.03 – 21.50 hours of 14.9.2013: S10 of Down LSS not obeyed due to Row 2 to MQN side block instrument conductor NO. 15 in 30C showing fault.

Oct 2013:

1) From 12.15 – 12.35 hours of 02.10.2013: UP LSS No. 33 lamp error due to low current drawing of DG aspect.

2) From 13.15 – 13.26 hours of 05.10.2013: LC No. 39 boom lock call connected to fan rod, welding given up.

3) From 13.06 – 13.30 hours of 17.10.2013: Block failed bet. MBNR-MQN since 10T/40T track down. Preliminary work doing by Engg. Staff for LC No. 59 overhauling.

Dec. 2013: 1) From 18.40 – 18.57 hours of 28.12.2013: Block failed DJP side since TAR buzzer not

come due to PCR defective at DJP. Jan. 2014: 1) From 10.25 – 11.30 hours of 2.1.2014: LC No. 59/T unable to close, gate boom

damaged by Auto NO. 22 Y 6021, gate boom bent. A/C message No. SM/MBNR/LC/2/1 and FIR No. 1/2014, filed. Enquiry under process.

2) From 19.00 – 19.25 hours of 28.1.2014: 28T danger, signal for 57624 Pass. Flown back due to track feed jumpers tampered by unknown person. A/C message No. MRR/28/1/TF/1, and FIR not recorded.

9.9 Last cable meggering was done on January 2013. It is overdue for meggering from 12th January 2014.

9.10 Relay Room/MBNR:

a. Relay room key register: Opened 3 times in Nov. 2013, 5 times in Dec. 2013, Jan. 2014 3 times and Feb. 2014 (as on date) 4 times.

b. Relay room roof leaking back side wall of CPU 1 & 2. This may cause SSI failure. c. Outdoor and indoor batteries of specific gravity and voltages of SSI were checked

and found to be correct.

9.11

Check on T. No BCN Stabled on Goods Loop with Loco No 12063+12055/WDG4/UBL:

Sl No Coach No Remarks

1. ER 52172 Secured with Skids and chains but Hand brakes not applied.

2. CR 1943058 Hand brakes not applied.

3. SE 136523 Hand brakes not applied.

4. ER 40339 Hand brakes not applied.

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5. SE 131413 Hand brakes not applied.

6. SC 29398 Hand brakes partially applied.

7. NE 2288 Ok

8. SC 39005 Ok

9. ECR 31100643101

Ok

10. SC 38516 Load/Empty handle in broken condition.

11. CR 151531 Ok

12. CR 150142 Ok

13. NF 71053 Ok

14. CR 152241 Ok

15. NCR 3110528553

Ok

16. NF 71964 Ok

17. CR 943123 Ok

18. CR 993312 Hand brake link rod not available.

19. CR 993101 Ok

20. CR 152651 Ok

21. SE 132231 Ok

22. SC 29248 Ok

23. ER 50052 Ok

24. WCR 31160423606

Ok

25. CR 1923109 Ok

26. SR 45836 Ok

27. SE 132540 Ok

28. ECR 31100641343

Ok

29. ER 50247 Ok

30. NR 91233 Load/Empty handle in broken condition.

31. NR 111115 Ok

32. SR 40422 Ok

33. NWR 31110538725

DV missing.

34. NR 110743 Ok

35. ER 53028 Ok

36. WR 973452 Hand brakes not applied.

37. CR 973667 Hand brakes not applied.

38. WR 983641 Hand brakes not applied.

39. SC 38899 Hand brakes not applied.

40. ER 53271 Hand brakes partially applied.

41. NF 72034 Hand brakes link missing & DV handle missing.

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42. SC BV 1554 Secured with Skids and chains but Hand brakes partially applied.

GENERAL OBSERVATIONS:

Loco was stabled along with formation in secured condition.

Cross checked with the stabled Load Register and found that the LP, GD and Pointsman had counter signed for having secured the formation.

In Stable Load register, Hand brakes applied from Engine and BV end was not matching with actual position.

9.12

INSPECTION OF PARCEL OFFICE AT MBNR STATION:

a. No 2-wheelers waiting for delivery. b. Checked the Inward Parcel Delivery Register and found no remarks about ‘Petrol

Tank Empty’ while giving delivery of the consignment. c. Though consignor is writing that the Petrol Tank Empty on the Forwarding Note,

relevant endorsement was not made by the Parcel Staff on the outward Parcel Way Bill.

d. Advised that the CPSR/PSR should maintain a record similar to SC station where they are writing the random checks made on the availability of petrol in the two-wheelers for both inward and outward consignments.

e. One Fire Extinguisher w/o serial number is available.

9.13 Point No.16B, 1 in 12 FSL at KM 112/5 laid on 03/98. a. Gauge at station no.4 is +11mm. b. Turn-out side cross level to be attended at station no.4 & HB (5RL to CL).

9.14 Point No.16A lead portion LH rail outer GFN liners (3708)-10 Nos. are missing

continuously. Needs to be attended on priority.

9.15 Crank handle Mock drill register: The Mock drill was conducted on 06.02.14 & CH No.1( Points NOs 15 & 16) was extracted at 11.35 hrs. But no details about when crank handle replacement and counter Nos. However, the mock drill was attended by Sri.SAV Bhushanam, Dy.SS, Sri.J.Srinivasulu & Bhagawanthu, pointsmen.

9.16 Mock drill of fire extinguisher: Mock drill of fire extinguisher was conducted in the

presence of Sr.DOM/HYB during safety audit inspection. Shri Bhaghavantu ‘On duty’ Pointsman has opened the nozzle of fire extinguisher and was unable to control the emitting DCP consistently and spread over the entire station building. This indicate that the employee do not possess proper knowledge of how to use the fire extinguisher.

Hence, it is advised to train all the staff for correct handling of fire extinguisher.

9.17 Electrical Department Observations: a. No earth wire available in VIP lounge switch board.

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b. No earth wire available in ladies waiting hall main switch board. c. No earth continuity in switch board available in general waiting hall. d. No earth is available for main distribution panel of station building. e. HT substation individual earth resistance value mentioned but combined

resistance value not mentioned. f. In Capacitor bank panel, capacitor is placed behind the 32 Amps main switch which

is not visible; same may be removed and placed below the switch so that connection may be visible and any maintenance can be done easily. Out of two capacitors, one is not connected & is fed through open fuses. This needs to be properly connected through TPN switch or MCB.

g. Street lights are placed above the overhead lines in circulating area. It is very difficult for maintenance. Same be removed and placed below the overhead lines.

10.0 From the Divisional Caution Order copy served to the crew of trains, following

shortfalls were noticed:

TSRs to be converted as PSRs: In the Divisional Caution Order it was observed that S. No. 5, 6, 26, 36 are temporary caution orders (TSRs) which may be included as Permanent Speed Restrictions (PSRs). S. No. 8 L.C.No.23B closed permanently for road traffic and for which issuing of caution orders is not essential & the same may be cancelled.

No. Safety. 195/BI-MSA/1/2014/KCG - MBNR

(S. P. SAHU)

CHIEF SAFETY OFFICER