Rahul and Sonia not always on the same page, Digvijaya Singh says

Thiruvananthapuram, Jul 31: In Kerala, the prisoners will now work as employees in petrol pumps and take home a salary, as the Kerala government has rolled out Petrol Pumps from jail premises in association with Indian Oil Corporation.

Speaking to news agency, Rishiraj Singh, Jail DGP said that initiative to employ jail inmates in petrol pumps was taken as in Kerala there are many projects of which prisoners are a part of and are being employed.

"In petrol pumps, 15 jail inmates will be employed at each pump. The outlets of Thiruvananthapuram, Viyyur and Cheemeni jails have been started to function from today. 

Many express doubt whether the prisoners will try to escape. But my experience working with them prove otherwise. They are managing five cafeterias in the state and selling food prepared by them. We pay them Rs 220 per day for their work and the jail inmates are running it successfully particularly at COVID-19 times," he said.

The Indian Oil Corporation is investing around Rs 9.5 crore to set up four petrol pumps at the jail premises. The share of the jail department is Rs 30 lakh for setting up petroleum outlet. Other than the three presently, it will also be started in Kannur jail.

"The land has been leased to the Indian Oil Corporation for 30 years. The prisoners are employed here and for that, they underwent a training in petrol pump of IOC and the uniform will also be supplied by them, " said Rishiraj Singh About 25 cents in Thiruvananthapuram, 39 cents in Kannur, 25 cents in Viyur and 25 cents in Cheemeni open jail have been allotted.

Through this, the government will get Rs 5.9 lakh per month in rent. 

It also plans to expand the project in the future by setting up a CNG and electrical charging station. 

The petrol pumps will be also accompanied by public comfort stations.

The Kozhikode International Airport located at Karipur is not safe for the landing of flights in rainy season, according to an air-safety expert, who had warned the aviation ministry and the civil aviation regulator about this in 2011. 

The warning was particularly about the dangers of permitting passenger aircraft to land on runway 10 of the airport during rains and unfavourable wind conditions. 

Nine years later, on August 7, 2020, the warning became a reality when an Air India Express pilots landed in tailwind conditions and the aircraft overshot the tabletop runway to drop off the end and crash.

 “An aircraft landing on runway 10 in tailwind will experience poor braking action due to heavy rubber deposits … All such flights … are endangering the lives of all on board,’’ said Capt Mohan Ranganathan, in a letter sent on June 17, 2011 to then director general of civil aviation Bharat Bhushan and Nasim Zaidi, chairman of a civil aviation safety advisory committee, which was formed after the May 2010 Mangaluru air crash which killed 158 people.

“My warning issued after the Mangaluru crash was ignored. It is a table-top runway with a down slope. The buffer zone at the end of the runway is inadequate,” Capt Ranganathan said. Given the topography, he pointed out, the airport should have a buffer of 240m at the end of the runway, but it only has 90m (which the DGCA had approved). “Moreover, the space on either side of the runway is only 75m instead of the mandatory 100m,” he added.

Capt Ranganathan said there is no guideline for operations on a table-top runway when it is raining. “Runway 10 approach should not be permitted in view of the lack of runway end safety area (RESA) and the terrain beyond the end of the runway. RESA of 240m should be immediately introduced and runway length has to be reduced to make the operations safe,” his letter said.

If an aircraft is unable to stop within the runway, there is no RESA beyond the end. The ILS localiser antenna is housed on a concrete structure and the area beyond is a steep slope. “The Air India Express accident in Mangalore should have alerted AAI to make the runway conditions safe. We have brought up the issue of RESA during the initial Casac-sub group meetings. We had specifically mentioned that the declared distances for both runways have to be reduced in order to comply with ICAO Annex 14 requirement,” Capt Ranganathan said.

He said the condition of the runway strip was known to DGCA teams that have been conducting inspection and safety assessments. “Have they considered the danger involved? Did the DGCA or the airlines lay down any operational restrictions or special procedures?”

The letter also refers to Approach and Landing Accident Reduction (ALAR) training, which is supposed to be mandatory before every monsoon, but airlines don’t follow it, he said. “70% of accidents take place during approach and landing and that is why this training is essential,” he added.

stm88 info live rtp slot

slot auto scatter hitam