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2.5.3 Asset failures put strain on the capacity of the system which is already scarce. Though very reliable data of the loss of line capacity due to asset failures could not be assembled, it is estimated that down time of system due to failure of assets of all departments (signaling, track, rolling stock, etc.) is about 3 to 4 hours over 24 hours on busy sections. The Committee further noted that human intervention is at its peak to run trains during this transient period of uncertainly. It was cited during our interactions that more accidents happen during such periods though the same could not be corroborated by statistics of consequential train accidents. It may be that accidents of minor nature or near misses happen during such transient period details of which are not maintained in the office of Railway Board. Thus, there is a strong case to take steps to improve reliability of assets and measures to have redundancies in the systems so that normal operations are least hampered. Some of the redundancies could be track circuiting by two diverse different means at vulnerable locations such as bridges. 2.5.4 The Committee strongly recommends that IT based system should be set up within 6 months to collect and collate all train accidents whether consequential or of little significance, near misses, safety related asset failures, etc. so that the correct picture is available to the highest level to enable decision making. 2.6 Present Financial Health of IR 2.6.1 Financial health of IR has great bearing on Safety. Without adequate availability of funds, operation and maintenance activities of assets, replacement of old assets, development of new assets based on advance technology, etc. cannot be achieved. Unfortunately, the position is not comfortable at this juncture as can be seen from Fig 21 and 22. Gap between gross revenue receipt and working expenses has narrowed down since 2007- 08 largely due to increase in staff costs which doubled in the past 2-3 years with the revision in salaries after VI Pay Commission. Earnings did not pick up commensurately which has lead IR to this situation of funds crunch. 12
56,316 Overview of IR Finances 64,786 48,310 50,333 73,277 54,943 23,920 24,159 25,892 81,659 72,485 39,993 Annual Plan Outlay under various Accounting Heads (Fig. in Crores of Rs.) 89,229 15303 Gross Revenue 14011 83,685 Receipt (in Rs. Crore) 11400 Working Expenses (in 8372 51,237 Rs. Crore) 6819 7569 7100 5070 5775 7523 Wage Bill (in 4886 4858 5338 5731 5735 Rs. Crore) 3283 3700 3348 2998 3141 2075 2306 2400 1564 2005-06 2006-07 2007-08 2008-09 2009-10 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 Fig. 21 Fig. 22 2.6.2 Most of the functionaries including staff Federations quoted that passenger fares have not been increased in last 8 to 10 years and their present level is ridiculously low as compared to the bus fare. The Committee noted in one of the presentations that while Wholesale Price Index rose by about 300 % in last 10 years, passenger fares for 2 nd class travel on Indian Railways more or less remained the same (Fig. 23 and 24). Such kind of protracted reluctance to increase passenger fares had an ill effect on IR finance and in turn on safety. Increase in Sleeper Class fares Increase in 2 nd Class fares % Increase > 269 259 229 216 206 196 187 176 156 161 167 141 145 122 127 133 150 150 150 150 150 150 150 113 138 138 138 144 144 144 100 126 100 106 106 111 117 % Increase > 295 295 259 269 100 113 122 127 133 141 145 156 161 167 176 187 196 206 216 229 112 112 112 112 119 119 119 119 119 119 111 100 105 105 105 105 106 106 106 WPI Sleeper Class WPI 2nd Class Fig. 23 Fig. 24 13
Page 5: GOVERNMENT OF INDIA MINISTRY OF RAI
Page 8 and 9: 4. The financial state of Indian Ra
Page 10 and 11: 8. Casualties in accidents at level
Page 13: TABLE OF CONTENTS Chapter Subject P
Page 17 and 18: Chapter I Introduction 1.1 Ministry
Page 19 and 20: visited some of the zonal railways
Page 21 and 22: Casualties in train accidents and f
Page 23 and 24: 2.4.4 Cause-wise analysis indicates
Page 25 and 26: Out of 441 derailments occurred dur
Page 27: in some of the developed countries,
Page 31 and 32: 4212 Expenditure on Maintenance of
Page 33 and 34: the users. Cross subsidization betw
Page 35 and 36: 2.8.3 GMs and DRMs are the key gene
Page 37 and 38: to HQ to process ratification such
Page 39 and 40: 2.9.6 The Committee was informed of
Page 41 and 42: the view point of safety, the Commi
Page 43 and 44: It is however possible in the prese
Page 45 and 46: process on the Railways, we would l
Page 47 and 48: 2.13.4 Process of approval of vendo
Page 49 and 50: departments directly associated wit
Page 51 and 52: disruptions and vandalism to their
Page 53 and 54: Chapter III Signaling, Telecommunic
Page 55 and 56: 3.3 Scenario On IR 3.3.1 The Commit
Page 57 and 58: (SPAD)”. Therefore In-cab signali
Page 59 and 60: 7. Considering the mixed traffic op
Page 61 and 62: 12. Anti Collision Device (ACD) bas
Page 63 and 64: the mandate to formulate and execut
Page 65 and 66: 4.2.2 Wanchoo Committee had recomme
Page 67 and 68: 2. CRASH RESPONSE OF TYPICAL 24 ICF
Page 69 and 70: 4.2.5 Following action should be ta
Page 71 and 72: consequential damage due to disenga
Page 73 and 74: 4.5.2 During our discussion with th
Page 75 and 76: Further, serious fire accident may
Page 77 and 78: 4.10.2 In one of the interactions,
Page 79 and 80:
Thus the compendium is limited only
Page 81 and 82:
2. The Committee also recommends a
Page 83 and 84:
improvement programme conforming to
Page 85 and 86:
Based on inquiry, the Assistant Eng
Page 87 and 88:
5.6.5 The Committee recommends as u
Page 89 and 90:
5.7 Strengthening of Track Bad and
Page 91 and 92:
profession. Indian Railways is not
Page 93 and 94:
posting as a trainer, even in CTIs
Page 95 and 96:
have animation films; general equip
Page 97 and 98:
6.8 Simulators for Station operatin
Page 99 and 100:
officers go back to the zonal railw
Page 101 and 102:
Institute (ARRI) shall also be memb
Page 103 and 104:
The Committee further recommends en
Page 105 and 106:
RAILWAY RESEARCH & DEVELOPMENT COUN
Page 107 and 108:
Chapter VIII Safety Architecture on
Page 109 and 110:
8.3 Railway Board Remains Three in
Page 111 and 112:
indicators and monitors, remote con
Page 113 and 114:
does not get resolved at their leve
Page 115 and 116:
enforcement powers of the proposed
Page 117 and 118:
corresponding zones. Zonal Safety C
Page 119 and 120:
8. Functional linkage between Railw
Page 121 and 122:
S. No. Proposed Investment on Safet
Page 123 and 124:
It is upfront suggested that becaus
Page 125 and 126:
9.8.2 It will be unfortunate if rec
Page 127 and 128:
3.0 Empowerment at Working Level 3.
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ecruitment systems. Concerned offic
Page 131 and 132:
7.5 Big railway stations should hav
Page 133 and 134:
9.4 Some adaptation should be desig
Page 135 and 136:
10.2 A Senior Administrative Grade
Page 137 and 138:
12.6 The present policy of sharing
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13.11 Each Division should have Gri
Page 141 and 142:
15.6 Power of DG/RDSO should be enh
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17.4 Newly constituted Railway Safe
Page 146 and 147:
Annexure - 2/1 Supply of safety ite
Page 148 and 149:
Page 150 and 151:
Page 152 and 153:
B. Design guidelines While designin
Page 154 and 155:
• Many proven commercial products
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List of Tables Table No. Para Page
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DG DRDO DRF DRM DSL DSO ECoR ECR ED
Page 160:
ROB RRCs RRDC Rs. RSA RUB SCR SE SE
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