Search This website

Loading...

21/01/2010

The Indian Railway Administration not only Misleads Indian Public about Train Accidents But also uses total lies willfully. The Indian Media too supports them by publishing their comments without cross checking

Statements of Indian Railway’s Officer’s after each Train Accident

The Indian Railway Administration not only Misleads Indian Public about Train Accidents But also uses total lies willfully. The Indian Media too supports them by publishing their comments without cross checking.

The first and fore most of all statements that are issued by Indian Railways Officials usually and especially after each train accident is that “86% of all Train accidents are caused due to Human Error”. They repeat this statement every now and then and the last time when this statement was made by Chairman Railway Board Mr. S.S. khurana it was September 22, 2009.

mahim train accident

Let us consider the train accident that took place at Mahim on Sunday August 9, 2009. At around 1.05 pm, a nine-car Andheri-bound local entered Mahim station without realising that a Borivili-bound local was still standing on platform no. 1. The impact was so huge that the motorman cabin of the Borivili train was squeezed deep into the luggage compartment.

Just after this Train accident the officers issued statements as follows:

1. Railway officials claim the auxiliary warning system (AWS) considerably lessened the impact.
The truth was that the auxiliary warning system (AWS) was not working for at least last 3 days even though it was send to carshed for attention few times but came out of carshed without the fault being rectified.
2. RS Chugh, additional general manager of Western Railway (WR), said, “I think this is the first of its kind Train accident in Mumbai. Nine people were injured. They have been taken to Sion hospital. The incident will now be investigated by a high-member panel.” The commissioner of railway safety Prashant Kumar will conduct an inquiry on Wednesday.
The truth is that similar accident had taken place again and again. ON 14-NOV-1979 one local train rammed into other at Sion killing 5 and injuring 21.
other similar accidents between Govandi and Mankhurd in 1990’s .
3. When asked if the AWS was not working, Chugh said, “The signal for the Andheri local was red and there was a danger alarm, but the motorman continued driving”.
These are just an out right lie because the AWS was not working for last 3 days &  there fore is what so ever no question of any alarm.

More so ever there is a case of providing assistant motorman since the lives of 5000 traveling public cannot be given on the alertness of one man.

Assistant Driver to be provided to Motorman because:

All the means of transportation in the world are manned by more than one man as assistant may it be either in Rail as assistant driver, in road transport, cleaner as assistant to the driver, in airways, co pilots to assist the pilot, in water ways the different assistant captains to assist the main captain of the ship whereas in all the metropolitan cities lakhs of commuters are transported by suburban services solely under one man handling and that is motorman.

All that strain which is to be shared by the assistant is required to be looked into by motormen. There is no body to assist him in the uneven event or even to call out the signals, caution orders and thus he remains through out on the mercy of his faith. The lakhs of commuters are relaxing in their seat keeping the faith on the motormen who is working without assistant and therefore we demand that in the fast moving transportation the assistant driver should be given to the multiple unit trains at least keeping the safety into consideration. Suburban section has started with 30 km of distance & has gone up to 130 km at a stretch which naturally requiresthe assistant to the main driver.

Apart from the usual duties of assistant drivers one most important duty is entrusted to him and that is in the event of driver becoming incapacitated,the assistant driver shall stop the train and will prevent Train accident. In case of signal man working of motormen no assistant is provided to perform this most important duty in the name of DMH handle whereas DMH handle itself had proved faulty many a times (as on 14-Nov-1979 given above) and thus the safety aspect has a wide open space to float. And this is the reasonthe assistant driver is to be provided in the local EMU trains.

The report of Commissioner of Railway Safety who investigated the Mahim Train accident  stated that the motorman passed yellow signal and was alert but the aspect of the signal was not registered in his brain.

This however happens with every Human being almost every day. There fore even after this accident the railways continues to move with making any corrections in the system. Can they ensure through any means that Things get registered in Motorman’s brain ?

These Train accidents shall continue to happens and the Railway Officers shall continue to repeat the same statement again and again that “86% of all Train accidents are caused due to Human Error“. It is in their interest so that they do not need to make improvements in the system. They don’t want to work.

This train accident too was there fore classified as Human Error while actually it is the failure of system. Had assistant motorman been there thistrain accident would not have taken place.

There fore it is due to the rules and the system they follow, the Train accident that could be avoided easily just by changing or modifying the system keep happening again and again & the officer wash off their hands by saying that the Train accident has happened due to Human error.

The railway officer try to disown the very man “Motorman” who keep the system running 24 hours a day and 365 days a year with a weekly full day OFF.

The second statement the Officers make after each Train accident is that the Train accident took place because driver applied sudden brake.

The Truth behind this statement is to keep public attention away from malpractices and corruption that is rampant in Railways every transaction.

They take hefty commission in everything that they do to the limit that many times there is nothing left for the contractors to actually do the job.

“SUDDEN BRAKE ” lie is also often used even though each and every Officer know that the braking system is such that even if you apply sudden brakes the braking system takes it’s  own time to actuate. Also such a system is not going to fitted inthe train which can cause derailment or train accident.

Inputs from Dnaindia

1 comment:

  1. The writer should know first the working of Indian Railways, specially all technical and operation branches and then he or she should comment on IR. It is not working like other ministries in leisure manner, except in Defence one.It can be compared only with Defence personnel.

    ReplyDelete

Note: only a member of this blog may post a comment.

PME Due Date

Master Circular No. 25



Copy of Railway Board’s letter No. 69/H/3/11 dated 06.12.1974



Subject: Implementation of the Recommendations of the Visual Sub-Committee.



6. Periodical re-examination of serving Railway Employees:



6.l. In order to ensure the continued ability of Railway employees in Classes A l, A 2, A 3, B l and B 2 to discharge their duties with safety, they will be required to appear for re-examination at the following stated intervals throughout their service as indicated below:



6.1.1. Classes A l, A 2 and A 3 —At the termination of every period of three years, calculated from the date of appointment until they attain the age of 45 years, and thereafter annually until the conclusion of their service.



Note: (l) The staff in categories A l, A 2 and A 3 should be sent for special medical examination in the interest of safety under the following circumstances unless they have been under the treatment of a Railway Medical Officer.



(a) Having undergone any treatment or operation for eye trouble irrespective of the duration of sickness.



(b) Absence from duty for a period in excess of 90 days.



(2) If any employee in medical category A has been periodically medically examined at any time within one year prior to his attaining the age of 45, his next medical examination should be held one year from the due date of the last medical examination and subsequent medical examination annually thereafter.



If, however, such an employee has been medically examined, at any time earlier, than one year prior to his attaining the age of 45, his next medical examination should be held on the date he attains the age of 45 and subsequent medical examination annually thereafter.




Ammendment: It was ammended in 1993 as below



Age Group PME Due



Age 00-45 every 4yrs



Age 45-55 every 2yrs



Age 55-60 every year
Details:-
As per Rly Bd's Guideline of Medical Exam issued vide LNo. 88/H/5/12 dated 24-01-1993

a) PME would be done at the termination of every period of 4 years from date of appointment / Initial medical Exam till the date of attainment of age of 45 years, every 2 years upto 55 years & there after annual till retirement.
b) Employees who has been periodically examined at any time within 2years prior to his attaining the age of 45years would be examined after 2years from the date of last PME & subsequent PME for every 2years upto 55years age.Of

NRMU 4 you
SMLokhande





6.1.2. Classes B-1 and B-2—On attaining the age of 45 years, and thereafter at the termination of every period of five years.