Government of India

Ministry of Railways

Railway Board

No. 2008/Safety(A&R)/14/4 New Delhi, dt. 18.02.09

Chief Safety Officers

All Indian Railways &

Metro Rly./Kolkata & KRCL

Chief Operation Managers

All Indian Railways, &

Metro Rly./Kolkata & KRCL

Sub: Minutes of the CSOs Conference held on 22nd

& 23rd

January

2009.

Please find enclosed the minutes of the above Conference. All Zonal Railways may

circulate these minutes to the Safety Officers working in Headquarters as also to the Sr.

DSOs and Sr. DOMs in the Divisions.

The main thrust of the CSOs Conference was to identify the roles/duties of the Safety

Officers consequent to the Safety Organization becoming broad based/multi-disciplinary. The

revised roles have to be now understood not only by the Safety Officers working in the field

but also by their counterparts in the Operating Department. These minutes should, therefore,

also be circulated to the Operating Officers dealing with Safety in Headquarters as also to the

Sr. DOMs.

Encl.: As above (26 pages)

(Kamlesh Gupta)

Adviser/Safety

Railway Board

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Minutes of CSOs’ Conference held on 22-23 January, 2009

in Railway Board’s Office at New Delhi.

Present:

From Board’s office From Railways

S.No. Name

Mr./Ms.

Designation

S.No. Name

Mr./Ms.

Designation

& Railway

1. K.C.JENA CRB 1. M.S.SHARMA CSO/CR

2. SRI PRAKASH MT 2. G.JHA CSO/ER

3. S.K.VIJ ME 3. JAGAT PAL CSO/ECR

4. SUKHBIR SINGH ML 4. B.N.MISHRA CSO/ECoR

5. SOWMYA RAGHAVAN FC 5. S.K.CHOWDHRI CSO/NR

6. PRAVEEN KUMAR MM 6. GAURI SAXENA CSO/NCR

7. P.K.GUPTA AM/Mech. 7. N.K.AMBHIKESH CSO/NER

8. A.K.KAPOOR AM/Tele. 8. R.P.SINGH CSO/NFR

9. V.K.DUTT AM/L 9. M.K.MEHTA CSO/NWR

10. P.K.SHARMA Adviser/Staff 10. MAN SINGH CSO/SR

Safety Dte., Rly. Bd. 11. H.M. FAROOK CSO/SCR

11. KAMLESH GUPTA Adviser/Safety 12. S.GANGULI CSO/SER

12. J.L.ARORA DS-I 13. P.K.RAI CSO/SECR

13. AMITABH DS-III 14. A.V.SHIV PRASAD CSO/SWR

14. BALAKRAM NEGI J.D.-IV 15. P.S.BAGHEL CSO/WR

15. P.K.GUPTA DS-V 16. AJIT PANDIT CSO/WCR

16. R.K.SINHA DD/ Safety (A&R) 17.

18.

A.R.TUPE

Metro/Kolkata

CSO/KRCL

Did not attend

Spl. Invitees

1. M.N.Ojha

2. R.K.Lal

3. J.L.Bindra

Ex-DS-II

E.D./Psycho/RDSO

IRTS/CKP/SER

Now JD/SafetyII

2

Minutes of CSOs’ Conference held on 22-23 January, 2009

Adviser/Safety welcomed the Chairman and Board Members, Addl. Members/

Advisers & CSOs to Conference. He informed them that this Conference is

being held after a gap of eight years. The Conference was necessitated as the

role of the CSOs need to be redefined and understood by them, consequent to

the Safety Department now becoming broad-based and multi-disciplinary. Also

with the adoption of modern and improved technology the prevalent practices

need to change, alongwith training of staff to be in line with the changes taking

place.

The Minutes of the Conference are recorded under the following heads:

I. Agenda Items:- Safety in Train Operations

II. Agenda Items:- Disaster Management

III. Address of Chairman, Board Members, Additional Members/Advisers.

IV. Items raised by CSOs alongwith Board’s view on each item.

I. AGENDA ITEMS- SAFETY IN TRAIN OPERATION

1.0 ROLE OF SAFETY OFFICERS

Consequent upon the recommendations of the Railway Safety Review

Committee, 1998 (Khanna Committee), the Safety Organization has now been

made multi-disciplinary. The Safety Department is now required to work

more as an Audit Department, and to deal with Accident Inquiries, follow up,

etc.

Safety in trains operations, which was earlier the main responsibility of the Sr.

DSOs/CSOs, now devolves on the officers of Operating Department. This is

based on the general principle that every department defines its own

parameters for safety based on the extent of safety margin it would like to

keep, legislates procedures and checks to be followed in the

implementation of working systems, as also routine, regular/surprise

Inspections to be carried out at different levels to ensure that the laid

down procedures are followed. On this analogy, the operating department

has now to issue rules, and ensure that they are followed, for working of trains

based on safety parameters/limits (safety factor) considered optimal by this

department.

Tendency of the Operating Officers to pass on duties pertaining to “Operating

Safety” items to the Safety Officers are, therefore, to be curbed.

Simultaneously, the Safety officers have to monitor that the laid down systems

are being followed equally of every department, and not of Operating

department alone, through super checks and Inspections. Safety Officers have

now to follow up a number of other essential items which can have a bearing

on Safety and take them up with the concerned Executive Departments. It is to

be noted that the Safety Department is not an Executive Department but only a

watch dog on the working of the other Departments. The Safety Department

has, therefore, a very open ended role/function. The specific role assigned to

the Safety Department is of Disaster Management, Accident Management,

Accident Enquiries, coordination with CRS, D&AR cases etc.

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2.0 SAFETY PERFORMANCE OF IR FOR 2007-08 AND 2008-09

2.1 Consequential Train Accidents

The number of consequential train accidents in 2007-08 remained almost at the

same level as last year (194 during 2007-08 against 195 in 2006-07). The

percentage of collisions with respect to total number of accidents have

increased from 3.85% (during April to Dec. 2007) to 6.87% (during the

corresponding period of 2008), which is a cause of concern. Analysis of fatalities in 2007-08 reveals that about 77% of the total fatalities

were at unmanned level crossing gates. (Total fatalities were 191 as against

208 last year. Out of 191, 148 fatalities were at unmanned level crossing

gates). In the current year, 126 persons lost their lives in consequential train

accidents as against 156 last year. Out of 126 fatalities, 73 (58%) were at

unmanned level crossings.

CSOs may through their Sr.DSOs conduct a periodical analysis of the

Accidents on their Zonal Railway and on each of the Divisions.

2.2 Non-Consequential Unusual (Hazardous) Accidents

8 unusual SPAD cases have already taken place upto December, 2008 against 7

during the whole of the previous year.

2.3 Unusual Incidences – Hitting of OHE Mast by trains.

The actual implantation of OHE Masts away from the centre of the track in

many cases is less than the prescribed distance as given in the Structure

Erection Drawing (SED). Number of mast hitting cases is very high on

some of the Zonal Railways viz. ECR, SER, ER, NR and SCR.

CSOs may pursue with the CEE and the DRMs for expediting the shifting of

such OHE masts; it may also be ensured that during track maintenance work,

the prescribed distance between the rails and the OHE mast does not get

reduced.

2.4 Accident Analysis including Cause-wise

COLLISIONS: In the current year i.e. 2008-09(April to December, 2008),

collisions increased from 6 to 9. Most of the collision cases are taking place in

the Automatic Signal Territory.

DERAILMENTS: In the current year during April to December, 2008,

ECR had the maximum derailments of 10 followed by NR with 8 &

NCR with 7 derailments.

Preventive Action required to reduce derailments is as under:

• Phase out four wheeler tank wagons viz., extend road procurement

of HSD for Railways’ Departmental use (fuelling in locos) and /or

expand storage facility at the decanting/fuelling locations so as to

facilitate use of BTPNs in lieu of TPs.

• Improved welding of rails; elimination of weak joints/welds;

detection of rail fractures; USFD testing; OBS/IMR rails to be

changed.

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• Overloading in wagons; JPO to be followed uniformly on all

Railways. Correct reporting to be ensured; biased and misreporting as

done by SER to be avoided.

CSOs may follow up on the above and ensure the concerned Departments

give high priority in undertaking preventive action listed above.

MANNED LEVEL CROSSING ACCIDENTS:

In 2007-08, Manned Level Crossing (MLC) Accidents increased from 7 to 12

as compared to 2006-07. Railway staff failure in the above accidents rose from

5 to 10 while failure of other than Railway staff remained at the same level of

2. Out of 10 cases of railway staff failure in manned level crossing accidents, in

all the 10 cases, normal position of the manned gate was ‘closed to road traffic’

which suggests that fault in exchange of private number between ASM and

Gateman seems to be the reason in most of the manned level crossing

accidents. In the current year i.e.2008-2009 (April to December) Manned

Level Crossing (MLC) Accidents decreased from 8 to 4.

CSOs need to give a high priority to conduct random checks to ensure proper

exchange of Private numbers by the Gateman with the ASM. All Sr.DSOs need

to be sensitized in this; the COMs/Sr.DOMs need to make a system for

ensuring safety at LC Gates. They (COMs/ Sr.DOMs) are primarily responsible

to ensure that the AOMs/DOMs and the TIs conduct intensive checks to ensure

Workable Instructions exist and that these are followed. The proper follow up

of the Working Instructions of Interlocked and other Manned LC Gates made

by Sr. DEN/ Sr.DOM has to be cross-checked by the Safety Organization.

UNMANNED LEVEL CROSSING ACCIDENTS:

In the current year 2008-09 (April to December, 2008), UMLC accidents were

49 as against 53 in the previous year. NWR had the highest number of 10

UMLC accidents followed by WR with 8 and NER with 7. The number of

fatalities at unmanned level crossings is over 50% of the total in all train

accidents on IR. Public awareness programmes need to be initiated by the

Safety Department both by Head Quarters as also by the Divisions to reduce

negligence of road users.

Preventive action required to be taken to reduce Level Crossing Gate

Accidents is as under:

• Eliminate Unmanned Level Crossings with low TVUs.

• Organize Publicity campaigns through electronic/print media to

educate road users.

• Merge two or more Unmanned Level Crossings and / or Manned

Level Crossing Gates.

• Reduce “Barrier closing time” especially of Traffic Level Crossing

Gates by relocation beyond Block overlap / Signal overlap.

• Expedite completion of sanctioned ROBs/RUBs; Interlocking of

Level Crossing Gates.

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• Provide more and more of limited height sub-ways.

• Sanction normal height sub-ways.

• Review normal position of Level Crossing Gates- Closed/open to

road traffic.

• Manning of LC Gates on the basis of yardstick or also after

examination of feasibility of Exchange of P.Nos.with ASM.

• Highlighter strips may be planned on the locomotives so that the loco

is highlighted in the darkness especially in low visibility condition

and helps prevent un-manned level crossing accidents during foggy

weather.

FIRE / MISCELLANEOUS ACCIDENTS:

In the current year 2008-09(April to December), 2 fire cases took place and

both these cases were on SCR. In the case of major fire incident in Gautami

Express on South Central Railway, 31 persons lost their lives.

CSOs have to ensure that Safety drives are periodically launched to educate

passengers not to carry inflammable material.

2.5 Delay in reporting of consequential train accidents to Board has been

observed; more than 6 hours delay in reporting has been on CR (1), ER

(2), ECR (4), NCR (1), ECoR (2), WCR (1), NER (2), SCR (3) & SER (2). Whenever there is a doubt as to whether an Accident is reportable to Board or

not, the CSOs/Dy.CSOs may seek clarification from Board’s Safety

Directorate.

CSOs were advised to ensure timely reporting of Accidents to Railway Board.

3 ACCIDENT INQUIRIES & DAR CASES - STATUS

3.1 Accident Inquiries & DAR Cases

On some Railways, there is considerable delay in finalization of departmental

accident inquiries. Tendency of giving dissent notes by members of the Inquiry

Committee on flimsy grounds also needs to be curbed. Delay in finalization of

D&AR cases on ER, NCR and NWR is a cause of concern.

CSOs have to follow up with the PHODs and the DRMs.

4.0 PREVENTIVE ACTION TO IMPROVE SAFETY

4.1 Special Safety Drives – Compliance

The feedback from the Safety Drives ordered by Board is not only received late

but is also of a routine nature. No efforts seem to go into conducting the drives.

CSO were advised to improve the quality of action taken and checks etc.

conducted in the drive and to avoid delays in submitting compliance of safety

6

drive within the stipulated time. They may impress upon the Sr.DSOs on this

important aspect.

4.2 Safety Action Plan

In the strategies to reduce consequential train accidents, Railway Board has

laid emphasis on timely renewal of over-aged assets; bring in technological

improvements for enhancing reliability of assets and reducing human

dependence, etc. Railway Board has laid down the parameters for the Safety

Action Plan in a format on which Zonal Railway were to give the monthly

progress on each of the Action Plan items. This progress report is received late

or not at all from some of the Zonal Railways.

CSOs were advised to furnish the information in time at e-mail ID

ddsftyi@rb.railnet.gov.in. CSOs were advised to follow up with the Signal

Department and with the DRMs.

4.3 Equipment Failures – Monitoring

The cumulative position upto November 2008, of Equipment Failures,

indicates deterioration especially in Weld Failures and Coach Failures on an

overall basis on Indian Railways.

It was brought out that poor brake power is not separately reflected in loco

failures. It was mentioned that Data logger failures do not get highlighted as it

does not affect the train running. BPAC failures get highlighted and thus there

is an improvement in the reliability of the equipments. Bad trends should be

identified for adequate and timely attention. Departments should shed the

practice of hiding the failures as it hinders the efforts to effect improvement.

This needs to be repeatedly emphasized by the CSOs on the Executive

departments.

On Railways where equipment failures have deteriorated, the details were

circulated in the Brief. CSOs need to monitor these figures and follow up with

the concerned Executive departments on the increasing trend of failures.

4.4 Thrust on Factors to Enhance Safety

Preventive action for reduction of derailments; reduce vulnerability at Level

Crossings; provision of BPAC at a stations having Central Panel; provision of

Data Loggers at all Panel stations; Data logger at Block Huts; provision of

Track Circuiting; full track circuiting in the station area at all stations falling in

E-special routes; replacement of over-aged signaling gears especially at large

stations; provision of theft proof Train Actuated Warning Device at unmanned

level crossings; provision of ACD; provision of backup power for signals in

CLS territory; availability of walkie-talkie sets; replacement of batteries and

chargers; filling up of vacancies in safety category; timely refresher and PME

courses; arresting over 10 hours cases of crews; adequate utilization of training

slots in the Institutes are the areas the Safety Department should concentrate

on.

CSOs may obtain a regular feedback on the progress on each of these items

from the PHODs and from the DRMs. They may involve the Sr.DSOs also in

monitoring these items.

5.0 SAFETY AUDIT

5.1 Schedule of Safety Audit – Compliance

Team of five SAG level officers of Civil, Mechanical, Signal, Electrical and

Safety Departments is to be formed by Railways. Concerned CSO is the

7

Convener of the Committee. The team should audit/ inspect at least one unit of

their Railway for at least two consecutive days bi-monthly. The quality of the

Safety Audit has not been upto the mark on some of the Zonal Railways. The

reports are either not been sent (or sent late) by some Zonal Railways.

CSOs were advised to furnish the Safety Audit/ Inspection Reports and

compliance on time.

KRCL mentioned that they may also be included in the mailing list for safety

related instructions as well as for the Safety Audits by other zonal Railways.

5.2 Inter – Railway Safety Inspection

There are to be conducted every 6 months. There are delays in submitting

reports to Railway Board. CSOs of three zonal railways suggested making

changes in the allocation of railways for inter-railway safety inspections. Other

CSOs suggested that such changes should be made periodically. As the

previous allocation was made in January 2008, the next rotation should be

made after two years i.e. in January 2010.

CSOs were advised to ensure that full quota of such Inspections is conducted as

also the quality of reports is of an acceptable level.

6.0 PSYCHOLOGICAL TEST (APTITUDE TEST)

6.1 Aptitude Test

This is a subject of the COMs, but it has an important bearing on Safety.

The present system of Psychological Test (Aptitude Test) applicable to the

selected safety category staff associated with train running/passing both for in

service staff and new recruits was discussed. Board has recently revised the cut

off limits for pass/ failure of both new RRB recruits and both in-service

/compassionate ground appointees. Zonal Railways may give a feedback on the

failure percentages now.

RDSO has been advised to review the progress of Computerized Psycho Tests

of new RRB recruits after 6–9 months, to consider the introduction of the

Computerized Aptitude Testing to in-service employees.

RDSO’s proposal has now been sanctioned in the supplementary Budget, 08

for setting up of 8 Assessment Centres at Delhi, Mumbai, Kolkata, Chennai,

Secunderabad, Guwahati, Gorakhpur and RDSO (Lucknow).

Board has advised COMs of the Railways where the Assessment Centres have

to come up, to nominate a SAG Traffic officer (other than CSO), who deals

with operating safety rules, etc., to work as the Nodal Officer to co-ordinate

with RDSO. The respective COMs may also in the meanwhile strengthen the

class IV and class III staff in the Assessment Centres so as to be able to

undertake the workload.

Computer Aided Test Scheme (CADAT) for screening of High Speed Train

Drivers has been developed and introduced with effect from September, 2006.

RDSO has prepared the specification of CADAT and at present the system is

functional at RDSO, Lucknow. With a view to save the precious man-days of

High Speed Train Drivers, it has been decided to decentralize the Aptitude Test

of High Speed Train Drivers and to have five CADAT centres at Northern,

Southern, Western, Eastern Railways and at RDSO. These CADAT centres

will ultimately be merged at the common locations with Assessment Centres

for aptitude test for other staff.

8

CSOs need to keep a watch on the extent of Pass/Failure of candidates in the

Psycho Testing.

7.0 CORPORATE SAFETY PLAN (2003-13) AND ITS PROGRESS

The Corporate Safety Plan, as recommended by the Khanna Committee,

envisages following areas to be covered to enhance safety on Indian Railways:

(a) Passenger safety

(b) Road users safety

(c) Quantitative reduction in accidents

(d) Improving asset reliability

(e) Prompt rescue and relief operations

Responsibility for ensuring safety is entirely of Executive departments; the

safety organization has essentially to be a coordinating service department helping the concerned departments to discharge their safety functions

effectively and auditing their work.

Most of the arrears of renewal of overage assets have since been completed in

a phased manner over a period of 6 years through Special Railway Safety Fund.

The progress of the Signaling work has still not been upto the desired level

both of Track circuiting and of Panel at major /medium stations. All fresh

accruals for replacement / renewals are proposed to be liquidated through the

Depreciation Reserve Fund (DRF) by making adequate appropriation in DRF.

As on 30th

June, 2008, 62.2% of the planned outlay of Rupees 31835 Crore has

been spent. Certain departments have to pull up as the proportionate progress in

first 5 years is not satisfactory.

CSOs have not been monitoring this important aspect. They need to watch both

the financial and physical progress and coordinate with the Executive deptts.

To curb accidents at Manned and Unmanned Level Crossings, All Zonal

Railways have to adopt the multi-pronged strategy as indicated in the

Corporate Safety Plan. The targets for reduction of failures of Assets of all

the deptts as laid down in the Corporate Safety Plan need to be monitored by

CSOs. CSOs have to coordinate with PCEs/ CSTEs/ COMs to speed up the following items concerning safety at Level Crossings:-

• On manned level crossings, with more than 500 road vehicles per day and

where possible, the road width shall be widened in Railway land.

• Signalling systems like interlocking arrangements and provision of

telephones at LC gates. Use of Train Actuated Warning Devices on

Unmanned level crossings.

• Of 16500 manned level crossings, 6600 are already interlocked and

provided with signals. Another 2000 gates would get interlocked in next 10

years.

• Inclusion of do's and don’ts near level crossings in primary school

curriculum.

• Telephones to facilitate communication between gatemen and station staff.

• Distance of lifting barriers may be increased to 5 meters from centre of

track instead of 3 meters, wherever feasible.

9

To reduce accidents at Unmanned Level Crossings, it is considered necessary

to adopt following measures:-

• Basic infrastructure on all unmanned level crossings will be ensured and it

includes provision of adequate width, normal gradient, level surface for 5

m from centre of the nearest track, Whistle Boards in retro-reflective

sheets, specified Road Warning Boards, road surface in good condition and

speed breakers/rumble strips etc.

• All level crossings, as per revised criteria for manning, falling in the three

specified categories, are proposed to be manned in next 5 years subject to

feasibility of exchange of Private no’s between Gateman and ASM.

• On sections where there are a number of unmanned level crossings, at

close proximity, RUBs may be constructed at a convenient location and the

remaining level crossings closed.

• Intensive social awareness campaigns to counter misadventure by road

users in front of approaching trains.

• Provide Road Over/Under Bridges in replacement of all level crossings on

cost sharing basis where the TVUs exceeds one lakh.

8.0 Submission of safety MCDOs – Delays

As per instructions, Safety MCDOs should be received in Board’s office by 7th

of every month. Railway should ensure timely preparation of MCDOs. To

further cut down the delays, MCDOs should also be sent through e-mail

(ddsftyi@rb.railnet.gov.in) in addition to hard copies.

This may be ensured by the CSOs.

9.0 Safety Category Vacancies, overdue Refresher and PME – Status

Vacancies in Safety categories, overdue refresher and status of Periodic

Medical Examination of Staff working in Safety Categories was discussed at

Board’s level. The position of the 4 worst Zonal Railways was highlighted in

details. While this remains primarily the job of the Executive deptts., the CSOs

have to chase with the concerned PHODs as also highlight the position,

wherever it is alarming, to the DRM and GM.

From the information received, it has been observed that a large number of

vacancies exist in safety categories in almost all the Railways. Further, a huge

backlog in refresher courses and PME has also been noticed. The annexure

of the MCDO shows separate category for the TI/ ASM and YM, while these

are the same category. These may be combined. There are no separate MSM or

ESM categories now, which may be corrected.

10.0 SAFETY ISSUES OF LEVEL CROSSING GATES

10.1 Monitoring of items of LC Gates

Zonal Railways had been advised to submit a position periodically in the

Proforma circulated (Annexure XVI). This position is either not being received

or gets abnormally delayed.

All CSOs’ have to ensure that the information in the Proforma Annex. XVI is

sent to Railway Board.

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10.2 Replacement of LC Gates with ROBs/RUBs

A total of 672 ROBs/RUBs works have been sanctioned as on 01.04.2008; out

of this 102 ROBs/RUBs have been targeted for 2008-09. The progress of

construction of ROBs/RUBs is not satisfactory. Follow-up by the CSOs with

the PCEs and the DRMs needs to be taken for expeditious completion of

ROB/RUB works.

10.3 Replacement of LC Gates with Limited Height Subways

Vide Board’s letter No. 2006/CE1/Misc.-2 (RUBs) dated 01.11.2006, it was

decided to eliminate, wherever possible, unmanned/manned level crossings

by providing ‘Limited Height Subways’ costing upto Rs. 50 lakhs. Railway

may also propose works which require raising of track for getting the required

height for construction of Limited Height Subways. At present, 571 locations

have been identified to be replaced by Limited Height Subways. Out of these

455 have been sanctioned and 102 are targeted to be done in 2008-09.

Follow-up is required by CSOs with PCEs; and the DRMs to expedite the

completion of these works.

10.4 Replacement of LC Gates with Normal Heights Subways

Vide Board’s letter No. 2006/CE1/Misc.-2 (RUBs) dtd. 10.04.2008, it was

decided to eliminate, wherever possible, unmanned/manned level crossings by

providing ‘Normal Height Subways’ (costing upto Rs. 1.25 crores on Single

line and upto Rs. 1.50 crores on Double line) at locations of manned level

crossings or where the unmanned level crossings have qualified for manning as

per prevailing criteria of manning and are technically feasible. Cost of

construction will be met with by Railways and shall be limited to area within

Railway’s boundary. The cost of approaches falling outside Railway

boundary, if required, shall be borne by the respective State Governments

/Local authorities. Drainage arrangement, etc. shall be provided by the State

Govts. /Local authorities. Zonal Railways were advised to send proposals for

construction of normal height subways/RUBs wherever technically feasible so

that closure of LCs can be effected. No proposal has been received from any

of the Zonal Railway.

This needs to be followed up by the CSOs; with PCEs and the DRMs.

10.5 De-Manning of LC Gates having Low TVUs

Vide para (d) (i) of Board’s letter No. 2003/CE-I/LX/59 dtd. 11.06.03, it was

decided to de-man an existing level crossing gate in case the TVU level falls

below 80% of the value of the revised criteria laid down for manning. Most of

the Zonal Railways have not taken any initiative for de-manning of level

crossings.

CSOs need to follow up this item with the PCEs/COMs; and the DRMs.

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10.6 Closure of LC Gates by diverting the traffic and Merging / Combining

with adjacent LC Gates

Vide Board’s letter No.2006/Safety (A&R)/3/13 dtd. 07.11.2006, emphasis has

been given on closure of LC Gates by diverting the traffic and merging /

combining of unmanned level crossings to adjoining level crossings. Zonal

Railways were advised to approach officials of Panchayat and District

Administration with definite action plan indicating the gates in close

proximity within a km which can be closed by diverting road traffic to an

adjoining gate for which even a small stretch of road, if required may be

constructed.

CSOs have to follow up with the PCEs and the DRMs.

10.7 Manning of Level Crossings

Most of the zonal railways have not taken adequate action follow up on the

Action Plan and some Zonal Railways are even reluctant for manning of

LC Gates. Feasibility of exchange of Private Numbers has be seen in

consultation with COMs before we decide on manning of more and more

Gates; the connectivity to the adjacent station( in lieu) may also be considered

in case of problems at one station. This is because some of the Stations already

have 6/7 LC Gates (or more) connected with them. If more Gates are manned

and connected to such stations, it may not be feasible for the ASMs to

exchange Private Numbers.

The total target for manning is identified as 1000 gates for two years. The

target fixed for manning in all Indian Railways for the year 2008-09 is 436 .

The progress of manning reported till October 2008 is only 129 out of a total of

436. The progress of Railways such as CR, ER, NCR, NER, NFR, SCR, SER

and WCR is not satisfactory. Railways such as CR, ER, NFR, SER and WCR

have not manned even a single gate.

In the meantime, vulnerability remains very high at unmanned level crossings

especially during fog. One of the means to increase safety at such unmanned

level crossings is through the “Train Actuated Warning Device”. Trials are on

at some of the Zonal Railways. This device has to be pilfer/theft proof. Another

means which can be tried out is the retro-reflective strips on the locos.

CSOs may follow up with the PCEs and the DRMs.

10.8 Provision of Lifting Barriers and Basic Infrastructure at Level Crossing

Gates

Board has advised that provision of lifting barriers in replacement to gate

leafs on manned LC’s should be done on priority; the target fixed for all

Indian Railways is 295 Nos. for the year 2008-09. Also, Railways were advised

to ensure “Basic Infrastructure” at unmanned LCs, the target fixed for Indian

Railways is 1274 Nos. for the year 2008-09.

CSOs need to monitor the progress and chase the above items with PCEs and

the DRMs.

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10.9 Interlocking of busy LC Gates

As per Railway Board letter No. 2001/CE-I/LX/AC/01(data) Dtd. 25/09/2002,

all level crossing gates in Special, ‘A’ Class & ‘B1’ Class will be

Interlocked/Signaled. (i.e. all level crossing gates with TVUs> 25,000).

Interlocking of busy LC gates need to be expedited, especially those having

very high TVUs need to be taken on high priority.

CSOs need to monitor the implementation of the work and chase with

PCEs/CSTEs and the DRMs.

10.10 Telephone Connection of LC Gates with SM on Independent Wire

In terms of Board’s letter 2003/Tele/TP/1 Dtd. 08/08/2003, presently only half

quad (i.e. two wires for one connection), out of six quads have been allocated

for gate telephone. There is, however, a problem where one station is

connected to even as many as 6/7 (or even more) LC Gates. To enhance safety,

it is desirable that every Gate is connected exclusively on an independent pair

of wires, with the ASM to avoid confusion in communication between the two.

In the interim period, before change-over is done, reliable selective ringing

arrangements with the Station Master for each of the LC Gates need to be

progressively provided, where presently more than one manned LC gates are

being controlled by one station. Zonal Railways have been directed in this

regard vide Board’s letter dated 30.09.08.

CSOs have to monitor that the follow-up action on the above lines is taken by

the CSTEs and the DRMs.

10.11 Shifting of LC Gates outside Station Limits

A manned crossing gate located within the outermost points in the station area

is a major bottleneck for train operations. In case of stabling of a rake, within

the points, on a complete track circuited station, the LC gate once closed

cannot be opened. Therefore, efforts need to be made to shift the existing

manned level crossings which are within station area (within point Zones) to

outside station area. Where Cabins are not available especially at stations

provided with a Central Panel, Interlocking of LC Gates may be done after

their shifting beyond 120 meters of the Trailing Points; and at least 180 meters

beyond the Home Signal from the other side (in MACLS territory). This will

reduce the “barrier closing time”.

CSOs may monitor the implementation of the above in consultation with

COMs/PCEs and the DRMs.

10.12 Normal position of LC Gate from ‘Closed’ to ‘Open to road traffic’

As per latest norms, all the level crossings gates in Spl., ‘A’ class and ‘B1’

class having TVUs above 25000 and above will be Interlocked/Signalled and

kept “normally open to road traffic”. DRMs with the approval of PCE and

COM can decide non-interlocked level crossing (TVUs more than 25,000) to

be kept open to road traffic in the interim period till they are interlocked. It has

been noticed that in some of the railways, there are LCs with TVUs above

25000 but are kept normally closed to road traffic.

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CSOs may follow up with the COMs and the DRMs to introduce the change

where considered desirable by the Operating Department.

10.13 Expenditure on Road Safety Works

The expenditure of zonal railways on road safety works is not satisfactory

which indicates low priority given to road safety works. Zonal Railways such

as CR, ER, ECR, ECoR, NCR, NER, NFR, NWR, SR, SER, SECR, SWR, WR

& WCR have not achieved financial progress upto November, 2008 of even

20% of their original budget allotment. The booking of expenditure on

signalling account has been inadequate on almost all the zonal railways.

CSOs need to follow up with the CSTEs/PCEs and the DRMs.

11.0 PENDING RECOMMENDATIONS OF CRS ACCIDENT INQUIRY

REPORTS

The implementation of the accepted recommendations of CRS in the Accident

Inquiry Reports are to be given due importance by the Zonal Railways. A large

number of cases are pending wherein action is required to be taken by the

Zonal Railways.

CSOs have to monitor implementation and chase with the concerned PHODs

and the DRMs.

12.0 SAFETY ISSUES - SIGNAL AND TELECOMMUNICATION

12.1 Delay in Completion of Track Circuiting Works.

Provision of complete track circuiting of station section is one of the most

important & effective safety aid in preventing collisions. Delay in completion

of Track Circuiting works sanctioned under SRSF especially on ER, ECoR,

ECR, NR, SER, SECR & NCR is a matter of concern. CSOs need to emphasise

on the CSTEs to give a high priority to the remaining SRSF works; they may

follow up both in Head Quarters as also with the Divisions.

Policy of Track Circuiting: As per Board’s letter No. 2003/Sig/W/5/1 dated

13/10/2003, complete track circuiting of station yards on “A”,”B”, “C”, “D”

and “E.Spl.” have to be done and track circuiting on “E” route is limited to

only FM-FM, FM-BSL (straight portion) and FM-HOME (straight portion).

However, vide ML’s D.O. to all G.M.’s dtd 27/08/2003, it has been advised to

cover the turnout portions for “E” routes also, for enhancing safety (i) at

stations where regular shunting is performed (ii) junction stations and (iii) other

important stations where trains stop for long duration for coach watering/meals

etc.

It is observed that a number of Zonal Railways have not acted on the directions

given in ML’s D.O. letter.

CSOs may chase with the CSTEs and the DRMs to ensure that the works get

proposed and included in Works Programme.

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12.2 Delay in Completion of Replacement of Overaged Signalling Assets by

Panel/ Route Relay/ Electronic Interlocking – SRSF

Priority is to be given for replacement of overaged Signalling assets by

Panel/Route Relay/ Electronic Interlocking (PI/RRI/EI) as it enhances Safety in

train operation by reducing dependence on human element due to centralized

operation of points and signals and complete track circuiting of station section.

Further in terms of Board’s(ML, MT) instructions issued on 21/09/2005,

PI/RRI/EI will be provided on all A,B,C,D Spl, D & E Spl routes of BG on a

programmed basis; stations of E route will be provided with only mechanical

rehabilitation of the Signalling system. There is a poor follow up of these

instructions on some Zonal Railways.

CSOs may follow-up with the CSTEs and the DRMs for sanction of these

works.

12.3 Expediting works of Isolation at run through stations as proposed in XIth

Five Year Plan

Signaling systems at many stations are such that the main line is not isolated

for run through trains, as also complete track circuiting is not available. About

270 stations exist on IR which has been identified in XIth Five Year Plan for

provision of provision of isolation and full complement of track circuiting in

station section.

CSOs have to follow-up this with the CSTEs and the DRMs for expeditious

sanction and completion of these works.

12.4 Expediting works of Block Proving by Axle Counter as proposed in XIth

Five Year Plan

In terms of Board’s letter no. 2002/Sig/P1/1 dated 09/7/2002 and 96/Sig/PLN/4

dtd 06/10/2003, Railways were to propose and get BPAC works sanctioned at

such stations where central panels have already been provided without BPAC

and also on sections not provided with BPAC in contiguous manner. All

stations of A &B routes will be provided with axle counters, alongwith block

instruments in the first phase even if central panel at few stations in between

are not existing.

In terms of Board’s (ML, MT) instructions issued, on 21/09/2005, these

stations will be upgraded with this system and block instruments removed in

second phase using the same axle counters. Also all the D Spl, D & E Spl route

stations will be provided with axle counters alongwith block instruments.

During XIth plan period, it has been proposed to cover over 3000 block

sections with BPAC (already provided with Central Panel).

CSOs may take follow-up action for getting the work sanctioned and then for

expeditious completion.

12.5 Lighting of Signals (CLS Territory) – Back-up Power Supply

In one recent case on CLS territory with Power Supply by OHE, during the

tripping of the OHE, an unusual incident of Signal Passing at Danger

occurred on 2305 Rajdhani Express, as the Signal was blank due to no back- up

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Power Supply. With the incremental speed of trains, increase in the traffic

density, reduced length of block sections, it is desirable from the safety point of

view that blanking of signals is avoided by provision of Integrated Power

Supply (IPS), Auto Change-over facility, back-up power supply etc. especially

on trunk routes and high density sections.

CSOs must ensure that the CSTEs should conduct a review in this regard and

plan for provision of Integrated Power Supply/back up Power Supply.

12.6 Raising Standard of Interlocking

Attention was drawn to 3rd

para of CRB’s DO No. 2007/Safety-I/22/1 dtd 2nd

April 2007, where raising of the standard of interlocking of identified ‘E’ route

section, where non-stopping long distance M/Exp trains have since been

introduced, from Std I to Std III has been mentioned.

CSOs were advised to follow up with the CSTEs and DRMs.

II. AGENDA ITEMS: DISASTER MANAGEMENT

1.0 DISASTER MANAGEMENT ACT 2005

1.1 Definition of “Disaster”

Disaster Management Act, 2005, has defined disaster as “ a catastrophe,

mishap, calamity or a grave aggression occurrence in any area, arising

from natural or manmade causes which results in substantial loss of life or

human suffering or damage to, and destruction of property of such a

nature or magnitude as to be beyond the coping capacity of the

community of the affected area”.

It would be seen from this definition that neither the no. of casualties nor

the extent of damage/destruction is clearly spelt out to declare an

occurrence (mishap) as a disaster.

Railway Board had up till now not defined a disaster, nor had it legislated

as to when a disaster can be declared. This was due to the fact that the

definition of disaster in the Disaster Management Act 2005 was the guiding

principle considered applicable to all Central/State Governments and hence

also to the Railways.

Some of the Zonal Railways had, however, defined a mishap as a disaster

based on specific number of fatalities in such an incident; this number was

different from Railway to Railway. The C & AG which had conducted a

Performance Audit on the Railways capacity to handle disasters has

commented adversely on the above difference in yardstick existing between

different Zonal Railways.

Railway Board has now defined as to when to declare a disaster through a definition which is in line with the definition of a disaster in the Disaster

Management Act 2005. This has been circulated to all the Zonal Railways.

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CSOs may apprise all the PHODs and the DRMs of the above change. They

may ensure that the Disaster Management Plan of the Zonal Railway as also

the Divisions incorporate this.

1.2 Authority on the Railways to declare a Disaster

All Zonal Railways have already been advised of Board’s decision

nominating GM, AGM or CSO for declaring a very serious train accident

or any other untoward incident as Railway Disaster.

CSOs have to accordingly educate other PHODs and the DRMs of the

definition of a disaster as also that Railway Board has prescribed an

authority to declare a Disaster on the Railways.

1.3 Coordination of Disaster Management on Zonal Railways

The subject of Disaster Management is to be dealt with by the Safety

Organization. On the Divisions in a similar manner the Sr. DSOs through

DRMs should be involved in handling this subject.

CSOs were advised to keep the PHODs and the DRMs apprised of this

decision.

1.4 Disaster Management Plan and provisions in Accident Manual

As already advised to the Zonal Railways, the Accident Manual is to be

prepared by the COMs. The Disaster Management Plan, however, is to be

prepared by the CSOs. There is only one item which is overlapping in both

these documents i.e. Restoration and Relief arrangements in a Train

Accident involving substantially high number of causalities which do get

declared as a Disaster.

For serious Train Accidents (which get declared as a Disaster) the Disaster

Management Act will provide the participation of all stake holders in the

mitigation/restoration/relief arrangements. The Railways can, therefore,

requisition the services along with the relief infrastructure (including

Medical facilities) available with other Governmental and Non-

Governmental agencies in tackling a serious Rail Accident. The NDMA is

the nodal authority to intervene in case of help required from any of the

stake holders.

For relief/restoration arrangements, consequent to all types of Train

Accidents, the guidelines are given in the Accident Manual of each Zonal

Railway. Other than a brief mention of the Medical help required from

Civil/District Hospitals there is not much mention in the Accident Manual.

However, for a serious Train Accident, we may require help from other

stake holders also, as laid down in the Disaster Management Act.

The CSOs were advised to provide a one page write up to the COMs on

additional measures to be taken for handling of serious Train Accidents, as

also that there is a provision in the Disaster Management Act for taking the

help of NDRF, other State and District level relief facilities as also of

Medical help available etc. The write up should also have the telephone

number and name of the persons to be contacted. The COMs will then

incorporate this as part of the Accident Manual.

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All CSOs were advised to follow up and give compliance to Railway

Board.

2.0 Action by Zonal Railways as per Section 35, 36, 37 of Disaster

Management Act.

2.1 Salient features of the Act

CSOs were advised of the salient features of each section as under:-

Section 35 provides that each Dept shall co-ordinate with the other

departments of Government of India, State Governments, District

Administration and NGOs etc. with regard to prevention and mitigation of

Disasters. The Zonal Railways accordingly have to incorporate measures

for prevention and mitigation of disaster with a similar action taken by

other stake holders and integrate these development plans/projects for

capacity building to handle disasters. The CSO on each Zonal Railway have

to ensure adequate allocation of funds by the respective PHODs of the

Executive departments on the Zonal Railways for capacity building and

increased preparedness in the prevention and mitigation of disaster.

Section 36 provides that every department of the Government of India shall

take necessary measures for the prevention of Disasters, mitigation,

preparedness and capacity building in accordance with the guidelines laid

down by the NDMA. Every department shall respond effectively/promptly

to a disaster in accordance with the guidelines issued by NDMA and

provide assistance to the NDMA and the State Governments for carrying

out rescue and relief operations in the affected areas by making available its

resources to the NEC.

Section 37 provides that each department of the Government of India shall

prepare a Disaster Management Plan which shall mention all items as laid

down in Section 35 and 36 of the Disaster Management Act.

CSOs on each Railway shall educate the PHODs as well as the DRMs to

follow up the above as also monitor the action taken by them.

2.2 Preparation of the Disaster Management Plan by Zonal Railways

All Zonal Railways as also some of the divisions have already prepared a

Disaster Management Plan. It was observed that these Plans did not cover

all the provisions laid down in Section 35, 36 and 37 of the Disaster

Management Act.

CSOs were accordingly advised to modify their Disaster Management

Plan where required; they may also advise the DRMs through the Sr.

DSOs to undertake this modification in the Divisional Disaster

Management Plan also.

2.3 Coordination with State/District Administration

The Disaster Management Act lays down that each State Government as

also the District Administration shall prepare their own Disaster

Management Plan. The salient features in the DM Plan of the

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State/Districts may be incorporated in the Zonal Railways/Divisional

Railways DM Plans.

CSOs may directly or through the DRMs coordinate with the State/District

Authorities and obtain their DM Plans. Where the State/District has not yet

made their DM Plans, a letter may be sent by the CSO to the Home

Secretary, with a copy of Adviser/Safety.

2.4 Updating of Disaster Management Plans

Updating of the DM Plans by Zones/Divisions is laid down in the Disaster

Management Act. The DM Plans of Zone/division have, therefore, to be

updated annually. Close coordination may be maintained with the

State/District Authorities as also NGOs etc. with regard to modification for

sharing of all relief and rescue facilities.

CSOs may take action accordingly, and also advise the DRMs for necessary

action.

3.0 National Disaster Management Authority and National Executive

Committee.

3.1 Role of National Disaster Management Authority

This is the Apex Body in the Country constituted under the DM Act, to deal

with the subject of Disaster Management. In the DM Act, it is mentioned

as the National Authority.

The National Executive Committee has been constituted to assist the

NDMA in its functioning.

3.2 Study, Guidelines issued by NDMA

NDMA has issued guidelines on the Management of Earthquakes,

Cyclones, Floods, Medical Preparedness and Mass Casualty Management,

Chemical Disasters, Nuclear and Biological Disasters and Preparation of

State Disaster Management Plans.

CSOs were advised to down load these guidelines from the NDMAs

website http://ndma.gov.in. They may incorporate the relevant features of

these guidelines pertaining to the Railways.

3.3 Action by Zonal Railways on Guidelines of NDMA

Zonal Railways have to take follow up action on the guidelines mentioned

above.

CSOs may coordinate with the PHODs of the concerned department as also

with the DRMs (through Sr. DSOs) to ensure that the preventive and relief

measures laid down in these guidelines are incorporated in the DM Plans of

the Zones as also of the Divisions.

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4.0 National Disaster Response Force (NDRF).

4.1 Functions of NDRF

8 Battalions (2 each from CRPF, CISF, ITBP and BSF) have been formed

under the DM Act. These are based at 8 selected locations in the country.

4 of these battalions deal with Nuclear, Chemical and Biological Disasters

(NBC), and the balance 4 deal with non – NBC disasters.

The CSOs may obtain details of the specialization with each Battalion of

the NDRF and its location.

4.2 Coordination with the NDRF by CSOs

Zonal Railways (CSOs) have been advised vide Board’s letter dated

13.06.08 to contact NDRF offices at the nearby locations to have firsthand

knowledge of resources available with them; they may also familiarize the

NDRF officials with railway related disaster situations. The NDRF may be

exposed to the rescue and relief of passengers during serious train accidents.

CSOs may take action accordingly.

4.3 Full Scale Exercises with the NDRF

An annual full scale mock exercise is to be held on a disaster situation in

which NDRF has also to be associated.

Board has empowered the DRMs to directly requisition the relevant NDRF

battalions/company for relief and rescue operations. For requisitioning of

NDRF the NDM Control Room under MHA may be kept apprised.

CSOs may organize an annual exercise in the Zonal Headquarters as also

advise the DRMs (through Sr. DSOs) to conduct the full scale exercise in

each division.

5.0 Disaster Management Training of Railways

5.1 NIDM

The National Institute of Disaster Management (NIDM) has been

approached for training Railway officials in Disaster Management at

IRITM.

Railway Board has laid down frequency and schedule of training on

Disaster Management of different levels of Gazetted and Non-Gazetted

staff.

CSOs have to ensure that the PHODs and the DRMs nominate the required

number of persons from each department for such training modules. For

the Training Institutes controlled by the PHOD; on the Zonal Railways the

DM training may be organized by the respective departments. CSOs may

coordinate this.

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6.0 Recommendations of High Level Committee on Disaster Management

6.1 Progress of implementation

Out of 111 recommendations given by this Committee in March 2003, 91

recommendations have been implemented as advised by each of the Zonal

Railway. 3 recommendations have been dropped and the balance 17 is

under various stages of implementation on the Zonal Railways.

6.2 Performance Audit by CAG

The CAG’s report which had examined the status of implementation of the

HLC recommendations has been critical of the railways preparedness to

undertake rescue and relief. They have gone through each item of the

HLC’s recommendations on Disaster Management and found number of

items where the Zonal Railways have not implemented the

recommendations despite claiming to have done so. The CAG’s

Performance Audit Report has now been taken for consideration by the

PAC. This has now assumed a lot of importance and the Zonal Railways

have to follow up these items with all seriousness.

The CSOs were advised to review each item and satisfy that full

implementation is ensured of those items of the HLC Report pointed out by

CAG which have been claimed by the railways to have been implemented.

7.0 Updating of DM Plans.

7.1 Safety Department – Nodal Department for compilation/Updating

The Safety Department on the Zonal Railways is responsible for

compilation and update of their DM Plans at Headquarters and at Divisional

levels. An annual review is to be done of the DM plans based on

District/State DM Plans.

ISO certification is to be obtained for the Headquarters and the Divisional

DM Plans.

CSOs may give compliance both of updating the Zonal/Divisional Plans as

also of obtaining ISO certification by March 2009.

8.0 RELIEF AND RESTORATION EQUIPMENT – ARMV/ART.

8.1 Mock Trials/Drills

Conducting mock drills is very important for checking the preparedness of

our own ARMVs/ARTs. The mock drills have to be organized regular in

coordination with the Sr. DOMs in the Division, and the COMs in

Headquarters.

Zonal Railways may confirm that they are conducting regular mock drills

on their system.

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8.2 Composition of ARTs

AM/ME had advised the standard composition of A class ARTs vide

Board’s letter dated 24.09.99. Railways may confirm that their A class

ARTs are as per the stipulated composition.

CSOs may pursue this with the COM/CME/PCE on their Railway.

8.3 Availability of staff for operation of 140 tonne BD Cranes

Mechanical Directorate have advised the requirement of 16 staff for

operating 140 tonne diesel BD crane, vide Board’s letter dated 26.5.1989,

Railways may confirm the availability of such staff.

CSOs may follow up with the DRMs.

8.4 Speed Potential of ARTs and 140 tonne BD Cranes

Mechanical directorate have issued instructions, vide Board’s letters dated

24.4.2003 and 16.04.2003, for making fit all ARTs and 140 tonne BD

cranes for maximum speed of 100kmph. Railway may confirm that their

ARTs and BD cranes have got clearance to run at 100kmph.

CSOs may chase with the CME/COM/PCE and the DRMs on this.

8.5 Equipment-Availability, Expiry Dates, Working Condition

Availability of the stipulated equipment in working condition is of utmost

important for ensuring proper rescue, relief and restoration operation at the

site. Railways may confirm that the prescribed compliment of equipment in

good fettle has been provided on the ARMVs/ARTs.

CSOs may check this periodically through the Sr. DSOs.

8.6 Availability of Diesel Locomotives for haulage of ARMVs/ARTs

Instructions have been issued, vide Board’s letter dated 28.11.08, regarding

running of diesel locomotives on electrified routes for hauling

ARMVs/ARTs.

CSOs may confirm through COMs and CMEs/CEEs that appropriate action

on these instructions has been taken to ensure that there will not be any

inordinate delay in turning out ARMVs/ARTs on account of non-

availability of diesel locomotives.

8.7 Time for Turning out of ARMVs/ARTs

Different Railways have been having marginally different stipulated time

frames for turning out of ARMVs/ARTs. CSOs may involve the COMs to

review these laid down timings.

CSOs may advise the COMs whether these timings are being adhered or

not.

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8.8 Review of Beats

As per recommendation no. 56 of HLC, an exercise was to be undertaken to

review, rationalize and relocate ARMVs and ARTs to address the

aberrations, if any, of long gap in their existing locations. Railways may

advise and confirm that their sections have been adequately covered by the

beats of either their own ARMVs/ARTs or that of adjoining Railways.

CSOs may ask COMs to do this exercise, where required in consultation

with adjacent Zonal Railways.

III. ADDRESS OF CHAIRMAN, BOARD MEMBERS, ADDITIONAL MEMBERS.

CRB’s address: The total numbers of accidents have reduced in the current

year as compared to the same period of last year. CSOs were complemented for

this good performance. However, there is a disturbing feature as collisions and

cases of signal passing at danger, especially on Automatic territory, have

increased.

Out of a total of 69 divisions on the Indian Railways, 19 divisions listed in the

Brief of the CSOs’ conference need to pull up their Safety Performance as 3 to

5 accidents have taken place there, during the current year.

Drivers are the most important category of Railway Staff and they should be

looked after by the administration. Drivers not having sufficient rest could be

one of the reasons for the increase in collisions. CSOs should focus their efforts

towards improvement in the condition of Running Rooms. Facilities, as per

Railway Board’s guidelines should be provided and frequent inspections done

to monitor comfortable stay of running staff.

MT’s Address: Increase in number of Collisions and SPAD cases are a matter

of serious concern. Inspections in adequate numbers are not being done at

regular intervals; only one or two checks are being done by Safety Department

and none by Operating and Loco Officers. Upto Dec’ 2008, 8 cases of SPAD

mostly in Automatic Signaling territory have taken place. In one recent case of

breach of block rules, it was found that no Operating Officer has inspected the

section during the last two years. All Railways should adopt the practice of

monitoring Night inspections, Foot-Plate inspections etc.

With Safety Department having been made multi-disciplinary, the onus of

checking safety at Stations in Train Operation is on the Operating Officers.

Instructions were issued that post of Sr. DSOs on the Divisions shall be multi-

disciplinary and provided equally by five Departments namely Engineering,

Mechanical, Electrical, Traffic & S&T. However, even now more than 50% of

these posts are filled only by Traffic Department Officers.

The agenda circulated by Safety Directorate is commendable and almost all the

relevant information including policy circulars and instructions have been

compiled. Railway should make full use of it.

ME’s Address: Each Department is primarily responsible for ensuring safety

in its working and role of CSOs’ is to evaluate and audit their safety culture.

There are several infrastructural problems being currently faced like large no.

of vacancies, inadequate training, staff not being sent on refresher courses etc,

which should be given the attention they deserve.

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Accidents at LC gates including unmanned LC gates are in plenty and manning

of unmanned gates & up-gradation of LC gates should be aggressively pursued.

There is also urgent need to ensure the role of ASM and Gateman in the

working of LC gates and bring in close coordination between the two.

ML’s Address: There is a lot of concern especially in view of rising trend in

collisions, fires and accidents at unmanned LC gates. This does not speak well

for the system. Some of the Loco pilots and Station staff are having poor

knowledge of the system, especially after fresh induction. Training which is

very important in improving the skills has not been given its due importance

and need to be monitored. Improving the condition of Running Room and

Crew Lobbies significantly from the present levels will go a long way in

improving safety.

Safety instructions are not being followed at work site and CSOs need to

monitor this important aspect. Monitoring of cases of staff overdue for PME,

need to be done methodically to avoid any staff being booked to duty, who is

overdue PME. Kota division has developed a fool-proof system of breath-

analyser, which is currently being reviewed in Board for implementation on IR.

The practice of giving dissent notes in Accident enquiries in routine manner

needs to be dealt with sternly.

In MACLS territory, it should be ensured that in case of OHE restoring back

after tripping, Signal returns to the aspect which it was displaying before.

Simulators are very effective tool to adjudge the response time of Loco Pilots,

and therefore there is urgent need to gainfully utilize these by designing the

most appropriate training module.

FC’s Address: There are enough systems and procedures in place, however

lack of will is there to follow them. It is for the CSOs to take initiative and

adopt non-routine approach for getting the desired results in terms of enhanced

safety environment on IR. The gains derived from inputs given in Corporate

Safety Plan should be monitored. The CSOs need to pursue to get experienced

people to work in Safety Organization.

MM’s Address: Whenever there is a tendency to adopt a short-cut, in the

misconception that such measures will expedite train operations, unsafe

incidents occur. Role of Safety Organization is to remain vigilant and reduce

such short-cuts to achieve zero mishaps. With the continual emphasis on

reducing unit cost of operations for reducing Operating ratio, the safety

margins are getting thinner & thinner and thus the monitoring of the extant

instructions and guidelines assumes greatest significance.

Preparedness to attend to Accidents should be upto the mark. Instructions of

taking out ARME in 20 minutes are not being largely followed mainly due to

late arrival of Locomotive. This problem is expected to be solved with the

induction of self propelled ARME. With the increase in HRA after VI pay

commission, most of the Breakdown staff is reluctant to take Railway Quarters,

which may delay the turning up of staff in case of an Accident. Increasing the

incentive to the ART/ARME staff is, therefore, being considered in Board.

Regular inspections of ARME need to be carried out to prevent deficiencies in

the Equipment. Although instructions are already there for running Cranes and

ARTs at 100KMPH, but many Railways have not implemented this.

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The Addl. Members/Advisers gave their views as under:-

Adviser/Staff: CSOs to coordinate with the Personnel Officers and the

Executive Department to ensure reduction in Safety category vacancies. There

has been a quantum jump of recruitment from the earlier level of 12,000 to

23,000 during last one year.

AM/Tele: Except Salem Division, voice recorders have been provided in the

Control Room on all other divisions. Optical fibre cable cuts which are high on

NR and NER have safety implications. Board (ML) has advised that now

equipments are available to know the exact location of the cut, which can be

gainfully utilized for early restoration.

AM/ME: Full scale mock-up exercises, more directed towards rescue and

relief, should be done at regular intervals. If necessary, condemned coach can

be taken for this purpose. EMD locos which have better braking systems are

being introduced on many Railways, for which supervisory staff should be

trained thoroughly.

AM/L: In view of involvement of EMUs in many collisions, Auxiliary

Warning System (AWS) should be used. Motormen need to be counseled in

safe working. There is need to accelerate implementation of ACD. There

should be uniformity in JPOs for over-loading on various Railways. It should

be ensured that Simulators work and are fully utilized, being a costly asset.

Slewing of track during maintenance has lead to a number of OHE mast hitting

cases. The Civil Engineering Department has to be sensitized for taking due

care during maintenance of track to prevent such cases. The practice of

passengers travelling on roof of the coaches especially in electrified territory

should be checked.

IV. ITEMS RAISED BY CSO’S ALONGWITH BOARD’S VIEW ON EACH ITEM.

Central Railway: Best supervisory staff needs to be posted in the Safety

Organization at the Divisional level. For this, there is a need to make the posts

in Safety Department as ex-cadre so that handpicked staff is selected after

giving one ad-hoc promotion.

Adviser/Staff advised that one level higher promotion is already being given in

Training Institutes and similar system could be followed in Safety department.

Adviser/Safety clarified that the powers are already vested with the AGM’s of

the Zonal to convert, with the recommendation of CPO/FA & CAO, any post as

ex-cadre.

Eastern Railway: Vehicles for all Dy.CSOs need to be provided to facilitate

them to go for inspections.

This was not agreed to by Board (MT), who desired that a review of existing

vehicles in the Division/ Head Quarters may be done first to examine as to

whether any re-allocation of vehicles can be done.

East Coast Railway: Staff is very less in Safety department especially in new

zones; there is a need to formulate the yardstick for the number of staff in the

Safety Organization.

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There is need to provide Track Circuiting at Interlocked LC gates for bringing

increased Safety; this will prevent unsafe condition in case of opening of the

gate by gateman under public pressure.

Board (MT) directed that this is not the correct solution and Gatemen need to

be counseled to avoid such practices.

Northern Railway: There is shortage of PSC sleepers and turn-outs which is

delaying execution of balance SRSF works. Further a number of CSOs

suggested that the precondition of availing LAP and Privilege Pass for leave

encashment, which has been removed for some categories of running staff,

need to be extended further to other categories.

Board (ME) advised that there is no shortage of such sleepers; he clarified

further that procurement of turn-out sleepers is being done by Zonal Railways

themselves and there is need to prioritize the allotment.

North Eastern Railway: There is no incentive to staff for working as

Gateman; hardly any eligible staff is prepared at present to work as a Gateman.

With the conversion to Broad Gauge, ART and ARME are not available at any

location on Kasganj- Mathura section. In Metre Gauge section (consequent to

large scale Gauge conversion), it is not possible to reach the accident site

within stipulated period of four to six hours.

Board (MM) clarified that the Zonal Railway (COM/NER) has to examine as to

whether by change of beats /relocation of the ART/ARME, it is possible to

overcome this problem. If not the Zonal Railway, COM/CME may propose to

the EDME/Traction in Railway Board for allotment of an additional

ART/ARME after making out a detailed justification. In the meantime, the beats

of existing ART/ARME may be reviewed and re-adjusted in coordination also

with other Zonal Railway where required.

North Western Railway: There is need to give some incentive for posting in

Safety Department for attracting good people.

North-east Frontier Railway: There is need to provide fringes at LC Gates to

prevent cycle-rickshaws from passing under the Boom when Gate is closed.

CSO/NF Railway informed that at a number of Stations due to theft of OFC/6

Quad cable unsafe practices have been going on; in some sections piloting of

trains is going on for months together due to failure of Block Instrument,

BPAC and/or LC Gates, Signals of the station etc. He separately gave details to

the MT who advised him that such local issues are to be sorted out only by the

GMs.

Adviser/Safety informed that fringes were earlier removed as these used to get

entangled with the road vehicles.

Southern Railway: There is need to empower the Railway for acquiring land

in connection with closing/ merging of LC Gates and for limited/normal height

subways. Further, Railways emphasized the need of increasing speed of ART/

ARME beyond 100kmph in view of sectional speeds upto 130kmph on SR.

Board (ME) assured that limited powers will be delegated to the Zonal

Railways for which a formal proposal may be sent by the Railways.

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South Central Railway: As per policy, two wheelers are not included in the

road traffic while calculating TVUs of LC Gates. RVNL where executing the

work, Open line/Construction officials are submitting the papers to CRS.

RVNL accordingly disassociates themselves as they think that they are not

concerned with this.

Board(ML) instructed that since Open line/Construction Officials are

responsible for ensuring quality of the work, even though RVNL is executing

agency for the work, they have to involve themselves in this .

East Central Railway: There is need to post Psycho Officer on ECR.

ED/ Psycho/ RDSO, informed that one officer has already been posted from

NCR.

South Eastern Railway: The validity of the existing BPC has been increased

from 400kms to 700kms without doing a GDR check by issuing a JPO at Zonal

Railway level. One S&T Officer need to be posted to Safety.

It was clarified by Board that such Safety aspects of running of trains is to be

watched by the concerned Department i.e. Optg. /Mechanical, on the Railway.

For any violation of Board’s instructions, the CSO may appraise the

COM/CME and the GM. Board(ML) assured that one officer shall be posted to

SER.

South Western Railway: Out of 300 LC gates, which qualify for closure, only

12 have been agreed to. There is need to issue guidelines from Board in this

regard.

Board (ME) instructed that issue has to be settled at zonal level.

West Central Railway: Board’s instructions are requested in view of large

number of accidents involving four wheeler tank wagons.

Adviser/Safety instructed that four wheeler tank wagons need to be phased out

through increased procurement of HSD for Railway’s own Departmental use

(Fuelling in locos). For this the Zonal Railways need to expand storage facility

at the decanting/fuelling locations so as to facilitate use of BTPNs in lieu of

TPs.

Konkan Railway Corporation ltd.: KRCL need to be included in standard

mailing list. Implementation of ACD to be done on IR for avoiding collisions.

CSOs need to be selected like DRMs.

It was clarified by Safety Directorate that this will be done. Extension of ACD

on 3 other Railways has already been ordered by the Board. CSO’s are as per

policy posted only by the Railway Board.