1

Silabhadra Das
AP/WMT
DISASTERS – NATURAL OR MAN-MADE

Disaster

Natural Man-made

Terrorist
Floods Attacks

Cyclones Industrial

Earthquakes
Chemical Leakage Nuclear Disasters

Accidents
Drought

Air Rail

Road Water

2
Railway Disaster is a serious train accident or an untoward
event of grave nature, either on the Railway premises or
arising out of railway activity in that area, due to natural or
man-made causes, that may lead to loss of many lives
and/or grievous injuries to a large number of people, and
/ or severe disruption of traffic, necessitating large scale
help from other Government/Non-government and private
Organisations

3
“Accident is an occurrence in the course
of working of Railway, which does or may
affect the safety of the Railway, its engine,
rolling stock, permanent way and works,
fixed installations, passengers.”

4
▪ Human Equipment Failure
- Collisions
- Derailments
- Level crossing accidents
- Fire or explosion in train
- Miscellaneous
▪ Natural Calamity
- Land slides
- storms/ cyclones
- earthquake
- floods
▪ Sabotage
- setting fire to train
- bomb blast
- obstruction on track or tampering with rail fittings 5
The Ministry of Railways constituted a high-level committee
vide Board’s order No. ERB-I/2002/23/44 dt.16.9.2002 to review
the Disaster Management System over Indian Railways and to
give recommendations for strengthening and streamlining the
same.
Members
1. Member Mechanical, Railway Board : Convenor
2. Member Traffic, Railway Board : Member
3. Financial Commissioner, Railway Board : Member
4. Director General/Railway Health Services : Member
5. Director General/ RPF: Member

6
i. To review the existing Disaster Management System over
IR related to train accidents and natural calamities and to
suggest improvements.
ii. To identify additional technological and managerial inputs
to quicken the pace of relief and rescue operations.
iii. To institute a standing arrangement with other Central
Ministries, State Governments and Armed Forces to enable
quick and smooth restoration operations without any legal
or procedural hurdles.

7
▪ The first hour after the accident is termed as ‘The Golden
Hour’
▪ Most trauma patients can be saved if bleeding is effectively
stopped and blood pressure restored within an hour.
▪ It is likely that patients, who have experienced shock and
remain in that state of shock for long duration will die.
Surgical intervention within that first one hour is, therefore,
crucial for increasing the patients’ chances of survival.
▪ This hour, called "The Golden Hour," begins the moment the
injury occurs.

8
▪ Railway accidents/natural calamities can be categorized
into different levels:
➢ Accidents/ natural calamities of a magnitude,
which can be managed by the concerned divisional
authorities;
➢ Accidents/natural calamities of a magnitude, which
also require assistance from neighboring divisions
and can be managed by the Zonal railways, and;
➢ Disasters of a magnitude in terms of their severity
or the scale of casualties to be treated as national
level disasters and require active involvement of
multiple agencies viz., the Central Government
(Ministry of Railways & other Ministries).
9
i. Institutionalizing Golden Hour Drill
ii. Relief measures for injured and survivors
iii. Care for the dead
iv. Technological Inputs in ARMVs/ARTs
v. HRD Training
vi. Media Management
vii. Recommendations for Implementation

10
1 Definitions and classification of accidents
2 General instructions and statutory provisions
3 Preparedness for accident management
4 Protection of accident site and reporting of accident
5 Management at accident site
6 Management in control offices and at adjacent stations
7 Action to be taken on unusual occurrences
8
Enquiries into accidents
9 Accident returns and statistics
10 Accident relief trains and equipment
11 Proforma for observations during derailment

11
▪ Accident is classified under following heads :-

I. Train Accidents.
II. Yard Accidents.
III. Indicative Accidents.
IV. Equipment Failure.
V. Unusual Incidents.

12
A Collisions
B Fire or Explosion in trains
TRAIN ACCIDENTS Train running into road traffic, and/or traffic running
C into trains at level crossings.
D Derailments
E Other Train Accident

F Averted Collisions
INDICATIVE
G Breach of Block Rules
ACCIDENT
H Train passing signal at danger

J Failure of Engine and Rolling Stock

K Failure of Permanent Way
EQUIPMENT FAILURE
L Failure of Electric Equipment

M Failure of Signaling and Telecommunication

N Train Wrecking
P UNUSUAL INCIDENTS Casualties
R Miscellaneous 13
Train accident is an accident that involves a train.
(a) Consequential train accidents: These include train accidents
having serious repercussion in terms of human life, human injury, loss
to Railway property or interruption to Rail traffic. Train accident under
following classification will be termed as consequential train accidents
:-
Collision : All cases under category of A-1 to A-4 .
Fire : All cases under category B-1 to B-4 .
Level crossing : All cases under category of C-1 to C-4 .
Derailment : All cases under category of D-1 to D-4 .
Miscellaneous : All cases under category of E-1 .
(b) Other train accidents – All other accidents which are not covered
under the definitions of consequential train accidents are to be treated
as “other train accidents” under categories B-5, B-6, C-5 to C-8, D-5 and
E-2.
14
▪ Threshold value is the minimum value beyond which the
accident will be treated as having serious repercussion on the
basis of loss to railway property or interruption to
communication.
➢ (a) Threshold value of Railway property loss which is
fixed at One crore rupee or;
➢ (b) Threshold value of interruption to communication
Partial or Total interruption to communication is equal to or
more than number of hours specified against each cell.
Interruption BG-A, B, C or D BG-D, E Spl or MG- BG-E, MG-S or
Spl. (in hours) Q,R(in hours) NG route (in
hours)
Total 3 4 6
or or or or
Total + Partial 6 8 12
15
Accident to a train carrying passengers which is attended
with loss of life or with grievous injuries to passengers in the
train or with serious damage to railway property of the value
exceeding Rs. 2 crores and any other accident which in
opinion of CRS shall also be deemed as Serious accident.

16
▪ List and Checklist availability A detailed list of all resources,
their location along with Telephone numbers, E-mail address, etc.
should be available in the disaster management plan and must be
updated after every six months
▪ Accident Management Plan Details of Disaster Management Plan
must be updated after every six months
▪ Training of onboard staff, supervisors and officials of all the
departments
▪ Inspection of ARTs, ARMEs including SPART Periodical
inspections of ARTs, ARMEs including SPART should be conducted
effectively and quick action should be taken in elimination the
deficiencies and shortcoming noticed
▪ Accident drills and mock drills
▪ Adoption of Latest Technological inputs in ARMEs and ARTs

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• Protection of Site
• Reporting of Accident
• Relaying/Sending First Information from the site of accident :
Communication by the SM/incharge of the section/Station
Master of adjacent station receiving advice of an accident
• Communication by Control Office Immediately on Receipt of
the Information About an Accident Reporting of accidents by
Central Control
• Accidents reportable to Commissioner of Railway Safety
• Accidents reportable to Railway Board
• Reporting of accident to State Government

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19
▪ Officer Commanding at site (OC site) The senior most official
of the division available at site is to function as OC site
▪ Works at accident site in order of priority :
▪ Ensure Line protection to prevent further damage
▪ Ensure relay of message to divisional/HQ control
▪ To make assessment of assistance required
▪ To save life and provide Medical aid to injured and trapped
passengers.
▪ To provide relief, rescue and all assistance to stranded
passengers and arrange for their clearance from site and
onward journey.
▪ To arrange protection of property of passengers and of the
Railway.
▪ To preserve clues and collect evidences
▪ To restore normal traffic and running of trains.
20
▪ The OC site should from group of officers present at the site and assign specific
duties, in case of serious accident involving large number of causalities, the Groups
can be divided as:-
Gr. A : Doctors and Medical staff looking after injured for medical aid and
allied matters.
Gr. B.: Commercial Officers and staff- taking care of the stranded passengers,
making arrangements for their onward journey, transshipment and allied
matters etc. and relaying conveying messages regarding their welfare
and condition.
Gr. C. S&T Officer and staff providing and manning communication facilities
and conveying message to control officer other places as required by
other groups.
Gr. D. Safety and Operating Officers and Staff- Co-coordinating with control
and site for relief train movement to and fro the site.
Gr. E. Mechanical Officer and Staff- taking care of trapped people and clearing
vehicle from track.
Gr. F. Commercial Officers (with Accounts Officer if necessary ) – in case of
prolonged interruption of traffic –Arranging sufficient cash to make all
urgent local expenditure and keep accounts.
Gr.G. Group of Operating, Mechanical, Civil Engineering (Electrical and S&T if
necessary) officials for taking readings and join observations.
21
▪ Utmost Priority to save life
▪ Onboard staff and other officials, supervisors & staff not to
leave site of accident
▪ Duties of Site In charge
▪ Measurements at Site of Accident
▪ Care for Dead Bodies
▪ No tempering with Evidence unless joint observations are
made
▪ Precautions in case of Fire Accident
▪ Department wise duties

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▪ Part I Management in Divisional control office
▪ Part II Management in Zonal (Central) Control
Office
▪ Part III Management at adjacent stations

23
 Circumstances Code

For accidents in Loco Two long blasts

Sheds / Traffic Yards each of 45 seconds
at Home Station duration with 5
requiring only break seconds break in
down train. between.
For accidents outside Three long blasts
the home station each of 45 seconds
requiring only break duration With 5
down train. seconds break in ▪ Role of Control
office
between.
For accidents at home Four long blasts ▪ Sounding of
station requiring both each of 45 seconds accident
alarm/siren/hooter
medical van & duration With 5
breakdown train. seconds break in
between.
For accident outside Five long blasts
the home station each of 45 seconds
requiring both duration With 5
Medical Van & Break seconds break in
down train. between. 24
▪ Nominated officers of all the departments to attend and remain in control office

▪ Duties of Officer Commanding (OC) Control

▪ Duties of Mechanical Control (C&W):

(i) Arrange some officers to proceed to the site of accident.

(ii) Arrange to record the details regarding Brake power and other aspects of rolling
stock in accordance with prescribed format.
(iii) To ensure that joint measurement of the rolling stock taken.
(iv) To ensure and check the fitness of the stock supposed to move from the site.
(v) Arrange to assist in clearance/rescue operations.
▪ Duties of Power Control :

(i) Arrange some officers to proceed the site of accident.

(ii) Arrange to record the details and measurements regarding involved Loco and other
aspects of rolling stock in accordance with prescribed format.
(iii) Arrange to ensure that speedograph, Engine repair books and all relevant records
in the shed are ceased and sealed.
(iv) Arrange to supervise working of cranes and clearance/rescue operations.
(v)Arrange to remain in touch with the site and coordinate with the required agencies
for assistance.
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▪ Every Railway servant, whether on duty or not, who notices
anything unusual or dangerous on a train such as hot axle,
spring broken, flat tyre, brake binding, load falling off, fire,
any part of the vehicle detached or hanging loose part etc. in
dangerous condition, must at once take steps to stop the train
and warn the Guard and the Driver.
▪ If he cannot stop the train he must immediately inform the
nearest SM/Gateman or any railway official.
▪ On noticing any unsafe condition on train or after receiving
such advice , the Railway official shall immediately exhibit
danger hand signal to the driver and guard and make all
efforts to stop the train at once and if possible, by putting
back the signals to ‘ON’ position

26
▪ The Commissioner of Railway Safety shall be included in the ‗All
Concerned‘ telephonic messages in case of the following accident
classes - A1 to A4; B1, B2 & B3; C1, C2 & C4; D1 to D3; K3; N1 & N2.
▪ Telephonic advice to the Commissioner of Railway Safety: The
Commissioner of
▪ Railway Safety should be given telephonic advice in case of the
following accidents.
▪ a) Any accident to a train carrying passengers, workman special or
material train resulting in
▪ i. loss of life and/or grievous injury (or defined in the Indian Penal
Code) to anybody traveling in the train, and /or
▪ ii. damage to Railway property exceeding a value of Rs.2 crores,
and/or
▪ iii. interruption to running on any important through line for at
least 24 hours.
▪ b) Accidents at manned level crossings involving collision
between a train and a road vehicle in which there is loss of life or
grievous injury to passengers in the road vehicles. Passengers in
the road vehicles include both driver and other occupants of road
vehicles. 27
▪ c) Collisions and derailment of goods trains in which there is loss of life or
grievous
▪ injury to any person.
▪ The telephonic advice should be given by any of the Officers of the division in the
▪ order of priority given below:
▪ (1) Sr.Divisional Safety Officer
▪ (2) Sr.Divisional Operations Manager
▪ (3) Assistant Operations Manager (G).
▪ (4) Assistant Operations Manager (M)
▪ While reporting the accident to Central Control, it should be confirmed by
Dy.Chief
▪ Controller in Divisional control that the Commissioner of Railway Safety has been
▪ informed over phone about the accident by the DRM of the division.
▪ Accidents to be reported to the Commissioner of Railway Safety by Post:
▪ The Divisional Railway Manager shall send, as soon as possible, a typed copy of
the accident message by post, to the Commissioner of Railway Safety in case of the
following accident classes :- D 4; F 1 to 4; G 1 to 4 ; H 1 and 2; J 4 & 5 (When the
parting occurs outside station limits.)J 6 (Failure of rolling stock on running trains –
axles.)
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▪ Railways Act provides for Enquiries into Accidents
▪ Object of Accident Enquiries
1. To ascertain the cause of accident – in addition to root cause.
2. To fix responsibility for accident – Primary, secondary and
blameworthy. Also to fix individual responsibility.
3. To identify the rules, instructions and procedure violated.
4. To determine whether there was general laxity in working,
which has also attributed.
5. To examine whether there was any delay and laxity in providing
relief, rescue and restoration.
6. To suggest improvement in system, procedures & practices.

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▪ Classification of Enquiries:
▪ Enquiries by non railway authorities
➢ Commission of Enquiry
➢ Commissioner of Rly Safety Enquiry
➢ Magisterial Enquiry
▪ Enquiries by Railway Officials
➢ Joint Enquiry
➢ Inter departmental Enquiry
➢ Departmental Enquiry

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Enquiries Into Accidents
▪ Composition of Inquiries:-
(1) Inquiry committee will normally consist of the
officers from Safety, Mechanical and Engineering Department.
Other departments may also be represented when necessary.
(2) When staff or engine of another division is
involved, representative of that division may also be included in
the inquiry committee.
(3) In case of fire accident the representative of RPF
should also be associated.
(4) No Officer or a Subordinate official whose
evidence is required to be recorded before an inquiry committee
should be appointed as a Member of that committee except when
allowed only under the personal orders of the CSO/DRM.

▪ At a joint or Officers’ inquiry, the senior most officer in the

highest grade among those present at the inquiry will preside.
31
Enquiries Into Accidents
▪ Notice of Enquiries :
In Notification of enquiry the following should clearly be
mentioned :
(I) Date of Enquiry
(II) Place of Enquiry – Fill Address
(III) Time of Enquiry
(IV) Authority conducting the Enquiry

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Enquiries Into Accidents
▪ Enquiry Report :

▪ Report of the proceedings shall be written by the president or his nominated representative
for the purpose. The following should be mentioned in the report :

1 List of members composing the committee

2 Description and summary of the accident.
3 A list of witnesses in the order examined.
4 The evidence of each witness with his name, designation, date of birth and length of service.
5 The findings arrived at by the committee and fixing the individual responsibility – Primary,
secondary and blameworthy.
6 The reasons for the findings.
7 A statement showing the cost of damage to P. Way, locomotive, rolling stock, S&T gears, OHE,
Luggage, parcel and goods, if any.
8 List of passengers or Railway servants killed or injured – grievous & simple.
9 Extract of relevant documents, if necessary.
10 Rules violated.
11 Sketch of the site of the accident indicating north point.
12 Recommendations.
13 Suggestions for system improvement, if any.
14 Other matters brought to light.
15 In case of any dissent the dissenting member shall record his opinion separately and sign
thereunder.
16 At start in the report one page brief summary be mentioned. 33
▪ All serious accidents shall be inquired into by the
Commissioner of Railway Safety.
▪ In case Commissioner of Railway Safety or Chief
Commissioner of Railway Safety is not in a position to
inquire into serious accident cases, the inquiry should be
done at least by a committee of JA Grade Officers, formed in
consultation with CRS/CCRS.
▪ All cases of collisions falling under A1 to A4 categories shall
be inquired into by a committee of SAG officers with
General Manager as the accepting authority unless the
same is being inquired into by CRS.
▪ All other consequential train accidents except Unmanned
Level Crossing accidents shall be inquired into by a
committee of JA grade officers and in its absence by Branch
officers. DRM shall be accepting authority for these
inquiries subject to review by CSO.
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▪ Consequential Unmanned Level Crossing accidents and all
other train accidents shall be inquired into by a committee
of Senior Scale or Junior Scale Officers as decided by
respective DRMs with DRM as the accepting authority.
▪ All yard accidents shall be inquired into by a Committee of
Senior Supervisors with Senior DSO/DSO as accepting
authority.
▪ All cases of indicative Accidents shall be inquired into by a
Committee of Senior or Junior Scale Officers with DRM as
the accepting authority, except all cases of signal passing
at danger shall be enquired into by a JA Grade officers
Committee at Divisional level with Sr.DSO/DSO as one of
the members.
▪ General Manager or DRM can have the inquiry conducted
by a committee of higher levels of officers than the above
mentioned levels depending upon the seriousness of
accident. 35
▪ In accident cases wherein the Inquiry committee
determines responsibility on the Staff of Foreign Railway,
the Inquiry Report should be put up to the Principal Head of
the Department of the concerned department of the Railway
on which the accident took place through CSO after which
such inquiry report shall be accepted by the AGM (instead
of DRM). Finalization of Inter-railway D.A.R cases arising out
of such enquiry reports be followed up by the principal
head of them Department of the concerned department of
the Railway on which the accident took place. If suitable
response is not received from the respondent railway at
general managers level, then the case should be referred to
Rly. Board.
▪ All cases of equipment failure shall be inquired into by
senior supervisors/supervisors of respective departments.
▪ All inquiries will be ordered by the concerned DRM except
for inquiries into collisions as per item (iii) above wherein
General Manager will order the inquiries.

36
S.No Target Activity
i D Day of accident
ii D+3 CRS will commence his inquiry
iii D+10 CRS will forward a brief preliminary narrative report,
provisional findings and immediate recommendations
to CCRS, GM of Railway concerned, Railway Board and
Secretary, Ministry of Civil Aviation.On receipt of the
Preliminary Report in Railway Board, same will be
forwarded to Directorates concerned for suitable action
on immediate recommendations
iv D+30 a) GM of Railway concerned will furnish his Railways
remarks along with the action taken report to CRS and
Railway Board.
(b) Action taken by Directorates in Railway Board will
be communicated to the Safety Directorate

37
v D+60 CRS will submit his detailed report to CCRS and forward a copy
of the report to each of Authorities mentioned in rule 4 of the
Statutory Investigation into Railway Accident Rules, 1973. On
receipt of final report, it will be put up to the DRM and PHODs
concerned. CSO shall consolidate all these remarks and along
with his remarks submit to GM for his final remarks. All these
remarks along with GM‘s remarks shall be sent to CCRS, CRS and
Railway Board /
Directorate concerned for action on the Inquiry Report. The
Directorate concerned shall take suitable action on
recommendations and will guide Zonal Railways on important
policy
vi D+90 On receipt of the final inquiry report, GM of Railway concerned
shall forward his comments on the final inquiry report to CRS
with copy to CCRS and Railway Board. On receipt of final inquiry
report, Safety Directorate will forward views of Safety Directorate
to CCRS.
vii D+110 CCRS will submit his note on inquiry report to Secretary
/Ministry of Civil Aviation forwarding simultaneously copies
thereof to Railway Board.Comments of CCRS will be forwarded
to different Directorates forsuitable action.
38
viii D+140 Directorates concerned will submit action taken report on
recommendations of CRS and comments of CCRS, after
getting the same approved by the Executive Director
concerned.
(a) In case, recommendation has been accepted and
instruction has been issued, 30 copies of the same should
be forwarded to Safety Directorate.
(b) In case, any recommendation is not acceptable,
approval of the Board (Member concerned) must be
obtained and communicated to the Safety Directorate.
ix D+180 Railway Board will communicate their views on the report
to CCRS endorsing a copy to Zonal Railway. Railway shall
finalise D & AR Inquiry and send details of staff held
responsible along with the details of punishment imposed
in each individual case.

39
▪ The following time schedules must be adhered to in the conduct of
enquiries and the disposal of enquiry proceedings :-
(a) Administrative Officer’s Level I or II enquiry ordered by GM.
▪ D Date of accident.
▪ D + 3 Commencement of enquiry.
▪ D + 10 Submission of report to GM.
▪ D + 27 Submission of report to the Commissioner of Railway Safety.
(b) Enquiries ordered by DRM
▪ D Date of accident.
▪ D + 3 Commencement of enquiry.
▪ D + 7 Completion of enquiry and submission of report to DRM.
▪ D +10 Submission of report by DRM to GM.
40
▪ 1. Submission of report to DRM by the president of the committee
through SrDSO/DSO within seven days of DOA.
▪ 2. Submission of report to the CSO by SrDSO/DSO, after acceptance
by DRM within ten days from the DOA.
A. All reportable train accidents 4 copies
B. Train accidents and fire cases 2 copies
C. All other accidents 1 copy
▪ 3. Submission of report to PHOD/HOD after accepting by DRM it shall
be submitted to HOD concerned.
▪ 4. Submission of report to Railway Board by CSO. The reports on all
accidents reportable to Rly Board will be submitted to Rly Board by
CSO with views of PHODs/HODs if necessary, indicating whether the
findings accepted or not with proposed action against responsible
staff.

41
▪ The disciplinary action against the employees considered
responsible should be completed
▪ within 60 days in case of minor penalty, and
▪ within 90 days in case of major penalty.

▪ The Safety cell both at the Divisions and at the Zonal HQ shall
maintain necessary statistical record of all the accident
inquiries and keep a regular watch on the timely completion
and finalization of pending cases.

42
▪ Systematic & thorough investigations
▪ To ascertain the most probable cause/ causes
▪ To collect all the possible evidences
▪ Carefully examine and record the condition of the
permanent way.
▪ Necessary to reach site quickly

43
▪ Never tamper with evidence on site
▪ Must not interfere with any clue which may be of assistance in
arriving at the cause of the accident and any item of debris
which may help to trace the cause of the accident, unless such
interference is emergent and unavoidable and is permitted by
a responsible Officer present at the spot.
▪ If it is considered absolutely necessary to remove any items of
debris, which may help to trace the cause of the accident, they
shall be carefully preserved by the Officer permitting the
removal and a record kept of the positions from which they
were taken.
▪ Where statutory inquiry of CRS is mandatory, no re-railing of
rolling stock or any obliteration of the clues should be resorted
to without the specific permission of the CRS unless the
disturbance to the clues is necessary for saving lives of
entrapped passengers
▪ No alterations or repairs to interlocking gear concerned with
the accident shall, on any account, be carried out without
obtaining the permission of Safety and S&T Officers. 44
 SEQUENCE

1. First considerations
2. Site sketch
3. Flange marks
4. Operational Defects/Failures
5. Track survey and examination
6. Vehicle examination
▪ The sequence of events to be recorded i.e. how
derailment occurred prima facie, from the beginning to
the time the train came to a halt.

▪ The position of vehicles after derailment must be

recorded. The wheel marks at the initial point of
derailment are to be examined in order to establish the
category of derailment i.e. sudden or gradual.

▪ It is important that such a survey must be completed

before the restoration work commences on the track
especially in the rear of point of derailment.
▪ A sketch of the whole site showing the position of
derailed vehicles relative to both rails.

▪ Other evidences if any together with the track damages

must be prepared.

▪ If this is not done, serious difficulties will be encountered

later when this evidence is required for correlating the
events relating to vehicle and track interaction.
▪ The most important thing in investigating the derailments
▪ To locate and examine the wheel mounting marks with the
following details :
A. Length
B. Profile or path followed after mounting
C. Whether marks are strong or faint
D. Whether continuous or broken
E. Single/multiple marks

Preferably, photographs should be taken not only of

mounting marks found on the rail but also those found on
the sleeper fastenings and ballast.
▪ Speed
▪ Loading
▪ Wrong Marshalling
▪ Defects in Points and crossing
▪ Operating Staff Failure
▪ Improper Train Operation by the Driver
 GUIDELINES FOR SKETCH PREPARATION
▪ Train no., date & location
▪ Direction of movement, names of stations in advance & rear
▪ 300 M length be covered on both sides of point of mount
▪ Each track be denoted by pair of lines
▪ Positions of—LC, bridge, tunnel, gradient post,
curve(start/end, SE, degree)
▪ Position of all derailed vehicles, marks on rails, sleepers &
ballast
▪ Point of mount & position of joints
▪ Point of drop
▪ Pair of wheels of first derailed vehicle
▪ Displaced rail, part of rail & wagon
▪ Dimensions from nearest KM post & center line of track
▪ In station limits—layout details & signal aspects
▪ Distance from a fixed structure
▪ Distances to show disturbance both to P.way & train
composition
▪ Marks on sleepers & fittings in relation to track or vehicle
▪ Broken parts be shown precisely
▪ Details of track structure
▪ Full details of LC
▪ Any other detail which may be helpful to reconstruct the
scene
53
▪ Proforma for measurement during joint enquiry for:
➢ P/Way
➢ Loco
➢ Coaches
➢ Wagons

▪ All Measurements to be taken as per given format only.

54
▪ On straight
-3mm(tight) +6mm(slack)
▪ On Curve more than 400m Radius
▪ -3mm(tight) +15mm(slack)
▪ On Curve less than 400m Radius
▪ Nil (tight) +20mm (slack)
▪ Gauge is measured by Level cum gauge.
▪ Gauge is measured 14 mm below the rail top table.
▪ Para 403 IRPWM -
Gauges on Curves

59
 During During service
maintenance

Cross Level Variation not Var. not more than

difference more than 4 8 mm.
mm

Twist on 3 Var. not more Var. not more than

metre than 2 3 mm/metre
base mm/metre
▪ Para 302

61
▪ Para 302

62
 DERAILMENT ON POINTS & CROSSINGS
▪ Inspection on Points.& crossing
(1) condition of ballast and drainage.
(2) condition of tongue rails and stock rails.
(3) condition of fittings of tongue and stock rails.
(4)Gauge and cross level at switch assembly – It
should be correct at all locations.
(5) Clearance between stock and tongue rails at
heel of switch or Heel divergence –
1 in 16 or 1 in12 1 in 8.5
133mm 136mm
(6) Throw of switch – 95 to 115mm.
▪ (7) Conditions of crossing and tongue rail – Check
(a) maximum vertical wear on point and wing
rail is 10mm.
(b) maximum vertical wear permitted on
tongue rail is 6mm.
(c) lateral wear permitted is 8mm for 90R,52kg
rail.
▪ (8) Check rail clearance – 44 (min) to 48mm
(max)
▪ (9)Cross level on straight and turn out should be
correct
Accidents in which the question of signalling is
particularly involved
a) Is the station interlocked?
b) If interlocked, what is the standard of interlocking?
c) Where are the Home and Outer signal levers located?
d) Are the signals visible from the place from which they are worked? If not,
whether Arm and Light repeaters are provided?
e) Is the Home signal visible from the Outer signal? If not, at what distance
from the Outer signal the Home signal is visible?.
f) Is there any detection between the Home signal and Outer signal? If so, what
type, electrical or mechanical?
g) Are the points worked by levers, at the points location or from a cabin?
h) What method of locking the points is in use?
i) Are the points provided with a point indicator or governed by a starting
signal?
j) In case of a stations with Multiple Aspect signalling , state whether the Home
signal is visible from the Distant signal and if not at what distance from the
Distant signal it is visible?
k) If the stations are provided with Centre Panel / RRI / end panels, the
required information shall be collected on the above lines, the position of
knobs etc
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▪ The target time of turning out the ART/ARME is as under-
ARME
➢ 15 Minutes – for stations where the Medical Relief Van is
stabled on a siding with exit from both ends -.
➢ 20 Minutes - for stations where the Medical Relief Van is
stabled on single exit siding
ART
▪ 30 minutes during day (0600 hrs – 1800 hrs)
▪ 45 minutes during night (1800 hrs - 0600 hrs)

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86
 Category of derailment
1) Sudden derailments -
instant dismounting of wheel from rail
2) Gradual derailments-
gradual climbing of flange on the rail

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1) Sudden derailment :
Symptoms:
- Short mark across the rail table
- Just a scratch mark on the rail head edge
- No mark at all but drop marks on sleepers
- Derailing forces were high enough to
Suddenly offload the wheel
- Easier to find probable cause

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Probable cause acting singly or in combination:
- Sudden shifting of load
- Improperly loaded vehicle
- Excessive speed on curve or turn out
- Sudden variations in draw bar forces
- Failure of track or vehicle components
- Obstruction on the track.

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- A long mark on rail table - Gradual derailment
by flange climbing
- Derailing forces not enough to cause sudden
derailments
- Difficult to establish the cause hence need
thorough analysis

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Stages of Flange Climbing in gradual
derailment