NATIONAL MITTIGATION PLAN FOR RAIL ACCIDENTS-2010
Chapter-1S.No. / Description / Remarks
1. / The core value of the Indian Railways (IR), include safety apart from security, punctuality and reliability. The constant endeavour of the Indian Railways is become the leader in the nation’s transportation sector by providing safe transport services to the nation.
The demand for introduction of additional passenger services on existing routes, alongwith new lines and expansion of rail infrastructure is becoming stronger day- by- day. Matching increase in maintenance support system, both manpower and equipments etc., has to be ensured for the growing rail infrastructure as the main area of concern is safety. Increase rail road interface at the level crossing, both manned and unmanned, make them potential accident spots. The continuous increase in the growth of rail traffic on saturated high density corridors would require lesser dependence on human beings and greater technological support for the train operating staff for the ensuring public safety.
The Indian Railway have one of the largest skilled, dedicated and qualified pools of professionals in the country. The rail sector is superior to other modes in terms of safety, environmental and noise pollution, energy consumption and land requirement. Public excepts very high standards of safety from the Railway.
The goals to be achieved to enhance safety on Indian Railways are:
- To make railway more reliable and a safer mode for transportation of men and material.
- To stimulate the implementation of modern, proactive and systematic safety measures.
- To bring about both qualitative and quantitative improvements in safety performance.
- To reduce consequential train accidents.
- To develop techniques, models and expertise for risk assessment and Mitigation methods.
2. / 1.1 Need for Safety culture-
Safety is an ethos that should pervade all activities of railway operations and maintenance. This ethos has to be instilled and nurtured. There is need to develop techniques, models and expertise for Risk Assessment and mitigation method.
Responsibility for ensuring safety is entirely of different departments and their accountability in this regard cannot be diluted. The safety organisation has essentially to be a coordinating service department helping the concerned departments to discharge their safety functions effectively. / No comments.
Chapter-II
3. / There
There are many areas requiring decisions for long- term policies for the prevention and MitigationRailway Accident. They primarily relate to maintenance of assets, quality of material related to safety components, train operation and industrial relations etc. Some of them are enumerated below:
4. / 2.1 Management of Assets
5. / (a) Track
(i)Composite fastenings system for track
(ii) Safety warning device for gangs/worksites
(iii)Formulation of comprehensive scheme for mechanized maintenance of track:
(iv) Policy of lubrication on curves and point and crossings.
(v) Adoption of long term policy for rail grindings.
(vi) Procurement of longer rails from steel plants.
(vii)Planning of portable flash butt welding plant / machinery.
(viii)Anti sabotage measures from protection of track.
(ix)Safety tolerance for track with clear cut definitions of safety range and unsafe values at which traffic must be stopped.
Note: - Minisry of Home Affairs in terms of letter no-27/1/72-Poll II dated 11.2.1972 Clearly states that the agency primaill responsible for providing protection to track and bridges is the State Government/Union Territory concerned. / The complete main line track on NWR except 10 km gauntleted track in Suratgarh-Sarupsar section is on PSC sleepers with elastic fastening.
On NWR total 13 nos gangs warning device are available and being used for gangs / work sites.
Maintenance of track by machines:-
a. Tamping
A total of 5452 km of BG and 1510 km of MG track exist on NWR. Complete length of BG track is maintained by tamping machines i.e. 100% mechanization has been achieved in this regard. For MG track, most of which will be converted in phased manner, no tamping machine is available and is thus maintained manually.
b. Deep screening of ballast
For deep screening of ballast, three BCMs are available on NWR. About 63% of deep screening is done by BCM machines and remaining 37%, which is either on loops or small stretches is done manually.
c. Turnout renewals
For turnout renewals by machines, only one T-28 is available on NWR. About 30% of turnouts are planned to be renewed this year by T-28 and remaining 70% manually. Board have been already requested to allot more T-28 machines to this Railway so that more and more turnouts could be renewed by machines.
d. 100% track mechanization
For 100% track mechanization by the year 2012, a total of 45 track machines are required. This requirement has already been projected to the Board and against this 29 machines are presently available on NWR.
e. Rail grinding machine (RGM)
Rail grinding machine is not allotted to this Railway.
As per IRPWM Para 427 (2) rail flange lubrications should be provided on curves of radius 600meters and less on BG and of radius of 300meters and less on MG to reduce wear of gauge face of rails. However, lubrication on curves is being done manually as per site requirement.
Lubrication of interlocked points and crossings is being done by S&T staff and in case of hand operated points, lubrication is being done by P-way staff.
At present there is no planning of rail grinding on NWR as no rail grinding machine has been allocated by Railway Board to NWR.
The longer rails are being manufactured at steel plants. However, on NWR 10/20 rail panels are being received from flash butt welding plant, Sabarmati.
In track relaying and new lines/GC/Doubling projects, long flash butt welded panels are used (10 rail panels from SBI plant or by resorting to mobile flush butt welding in Construction projects). As per present policy, flash butt welding at site is carried out by mobile flush butt welding plants by outsourcing through contracts. However, in Open line, no such plant is available.
Presently, there are no sabotage prone areas on NWR.
Pertains to RDSO.
6. / (b) Rolling Stock
(i) Zero defects and ‘zero missing safety fittings’ and special attention to several components which may not be defined as safety fitting but are critical to reliability of the rolling stock at the time of turning out locos from base sheds and sample check and certification by officers.
(ii) Adherence to ‘zero missing safety fittings’ at the time of turning out of coaches and wagons from workshop and sick lines.
(iii) 100% brake power on air brake trains at originating points and 90% at any intermediate points from close circuit rakes.
(iv) Review of pattern of examination.
(v) Extending the concept of close circuit rakes to more and more wagon fleet.
(vi) Phasing out of four wheeler tank wagons and other vacuum brake stock.
(vii) Adoption of distributed power system (Locotrol) which shall enable reversing of the rake from the platform without going through the elaborate movements of engine escape and associated shunting overheads, thus increasing the effective yard capacity.
(viii) Discharge-less/green toilets in the coaches.
(c) Signal & T elecommunications
(i) Review of existing Maintenance schedules and issue of yardsticks for deployment of skilled manpower to ensure proper upkeep of all signaling gears and to optimize Mean Time to Repair (MTTR).
(ii) Timely sanction and execution of works for replacement of signaling installations to maintain the required level of safety and Reliability.
(iii) Incorporate the concept of fault tolerance and redundancy in Signal and Telecom gears and equipments design to provide the required level of Mean Time Between Failures (MTBF) and Safety Tolerance.
(iv) Long-term policy on mandatory provision of proven On-Board Train protection & Warning System and Anti-Collision Device of approved design.
(v) Comprehensive design philosophy & maintenance strategy for signal and telecom equipments to achieve zero failure of track circuit and axle counter equipments.
(vi) Policy of continuous track circuiting with automatic signaling for Safety enhancement and line capacity generation in mixed traffic scenario.
(vii) Electronic Interlocking at stations & in sections for Automatic/ Intermediate Block/Level crossing signaling.
(viii) Train actuated warning device (TAWD).
(ix) All control circuits to be provided with ring protection.
(d) Level crossings:
Re-classification of all existing level crossings, both manned and unmanned, based on density of trains & road vehicle for the purpose of their manning, upgradation and review of sanctioned works.
- Manning progressively of unmanned level crossings having heavy road/railtraffic.
- Construction of RoadOverBridges/ Under Bridges and Limited or Normal height Subways:
- Elimination closure of unmanned/manned level crossing.
- Provision of lifting barrier in place of leaf gates.
- Provision of basic infrastructure.
(i)Fixation of codal life of new assets, with the upgradation of infrastructure and induction of new technology.
(ii)Review of codal life with rehabilitation of assets.
(iii)Revision of maintenance schedules of new assets with improved technology.
(iv)Premature condemnation /replacement.
(v)Issue related to inter-department co-ordination.
(vi) Post-project techno-economic audit of safety –related projects / Diesel Locomotive:-
The RDSO has issued the list & details of the loco items & assemblies/sub assemblies to be attended in every preventive schedule. The preventive schedules of locomotives are carried out in accordance with these directives. The locomotives are thoroughly checked at each shed out by supervisors as well randomly super checked by diesel shed officers.
Workshop:-
It is ensured100%
Zero missing safety fittings are ensured by Sick line of MD freight depot for wagons and in coaching sick line at AII, UDZ, LGH, BNW, SGNR, JP, and JU & BME for coaches.
100% Brake power is ensured by the MD freight examination depot during examination of freight train for CC& premium rake and 90% Brake power is ensured for intensive examination.
A Joint Procedure Order was issued vide letter no. M/443/2/BG & T-2/Goods/216/12 dated 29.11.07 for freight train examination over NWR (Annexure-I). For Coaching maintenance CAMTECH Manual and IRCA-IV is being followed.
Time to time CC rake of BCN, BOXN were introduced by the NWR. All BLC rake based over NWR are being examined for Close Circuit operation.
Four wheeler tank wagon and vacuum stocks are being phase out as per the guideline of Railway Board’s letter no. 2006/M(N)/60/9 dated 24.04.2007(Annexure-II). All the 4 wheelers/ Vacuum brake/UIC stock will be phase out by 31.03.2013.
This type of working does not exist in NWR.
Not pertains to NWR, as there are no holding of Discharge/green toilet in coaches on NWR.
Revised yardsticks have been issued vide Rly. Bd. Letter no. 2007/Sig/NonGaz/1/Norms dated 16.8.10. Further, maintenance schedules are based on Signal Engineering Manual which have already been revised and issued in June 2005.
Replacement works are being proposed on age cum condition basis. Proposal for replacement of signaling installations at Jodhpur, Merta Road, Lalgarh, Satrod & Bhiwani which have become due are in process. . However, paucity of funds is a constraint due to which sanction by Board gets delayed.
Signalling equipments design & specifications are framed by RDSO.
This is a subject matter of policy pertaining to Railway Board.
Measures are being taken for enhancing the reliability of track circuits and axle counter like joint inspections, improvement in the drainage, provision of glued joints, phase reversal type track device & digital axle counter etc. Provision of redundant train detections equipments like Axle Counters in addition to track circuits is also being contemplated to enhance reliability/availability further.
This is a subject matter of policy pertaining to Railway Board.
Electronic Interlocking is being progressively provided. So far 47 stations have been provided with EI on NWR.
TAWD is not to be provided as per Rly Board’s Joint (MT&ML) policy letter no. 2005/Sig/PLN/3/Pt dtd 02.11.05.
Control circuits are provided ring protection either through OFC rings or by radio patching if OFC is not available.
The work of re-classification of all existing LCs are being done as and when required on the basis of TVUs for the purpose of their manning , up gradation and review of sanctioned works.
As per latest criteria of manning, total 194 LCs are qualified for manning. The work has been sanctioned for above LCs. The total target for manning in 2010-11 is 166 LCs. The total progress up to 30.09.2010 is 14 LCs.
N.W. Railway has close coordination with State Governments i.e. Government of Rajasthan, Haryana, Gujarat and Punjab for construction of ROBs on cost sharing/ BOT terms. 18 works for construction of ROBs on cost sharing are at various stages over NWR. 21 proposals for construction of ROBs on cost sharing basis have already been submitted to Railway board for inclusion in budget 2011-12. Matter is being taken up at highest level to emphasize the need for construction of ROBs / RUBs, to enhance the safety of public and passengers.
The numbers of ROBs/ RUBs work completed over NWR since 2003-04 are as under:
Year / Road Over Bridges / Road Under Bridges / Nos. of LC closed
Cost Sharing / BOT
(By NHAI) / BOT
(Other Than NHAI) / Total
2003-04 / 02 / 05 / 01 / 08 / - / 04
2004-05 / 01 / 03 / 02 / 06 / - / 06
2005-06 / - / - / 03 / 03 / - / 02
2006-07 / 01 / - / 02 / 03 / - / 03
2007-08 / - / - / 01 / 01 / - / -
2008-09 / 02 / 01 / 03 / 06 / - / 04
2009-10 / 01 / 02 / 03 / 06 / 04 / 02
Works for provision of RUBs in lieu of 94 LCs have been sanctioned during 2010-11, with total upto date sanction of 129 Nos. of RUBs. Works have already been taken up and it is targeted to complete 20 RUBs during this year.
The total no. of unmanned LCs in NWR as on 1.4.10 is 1396. There is five year plan for removal of these unmanned LCs by manning, out right closing, merging and construction of ROB/RUB/LHS subject to NOC given by the state govt. and criteria for manning will be suitably amended to cover Unmanned LCs. Copy of five year plan is enclosed. The target for closure of unmanned LCs in 2010-11 is 236. The progress up to 30.09.10 is 54.
The total scope as on 01.04.10 is 25 & target of providing lifting barrier in 2010-11 is also 25. The progress up to 30.09.10 is 23.
The total scope of providing basic infrastructure on LCs as on 01.04.10 in NWR is 376 and the total progress till 30.09.10 is 240.
Pertains to RDSO/Rly. Board.
Pertains to RDSO/Rly. Board.
POH periodicity of coaches has been enhanced from 12 months to 18 months.
Normally condemnation is allowed for overaged stock. Premature condemnation is done as per Rly.Bd’s guidelines for surplus stock or in case where the extent of repairs is economically not viable.
This is being done.
This is done by RDSO on specific instructions of Railway Board.
7. / 2.2 Train Operations
(i)Assessment of line capacity, its constraints vis-à-vis new services.
(ii) Review of maintenance infrastructure and organization to optimize MTTR and ensure safe and reliable operations.
(iii) Guidelines on locomotives ,coaches, wagons overdue for maintenance schedules.
(iv) Phasing out of 4-wheeler tank wagons or limiting their operation.
(vi)Formulation and issuance of comprehensive policy for dealing with fire incidents in loaded POL rakes.
(vii) Issues related to loading beyond the identified carrying capacity.
(viii) Assessing physical and mental stress on driving crews and train passing staff.
- Empowering supervisors to restrict the speed of loco and rolling stock in the interest of safe running of trains.
- Adoption of strategy of doubling of lines rather than electrification to increase the capacity.
- Net working of all the diesel sheds, coaching depots and freight maintenance depots for enabling on line exchange of data for ensuring safety in operation.
- Remote monitoring of locos through REMMLOT for their safe running and predictive maintenance.
(b)
(a) (i) No overdue POH wagons are being permitted in the rake during examination at MD freight examination depot. These wagons are being booked to AII workshop. Presently no ROH facility is available over NWR.
(ii) Coach:- No coaches are being permitted in train service having over due for maintenance schedules
(iii) No specific guidelines pertain to diesel locomotives have been received from Railway Board/RDSO.
(b)
(a) 4-wheeler tank wagon are being phased out as they fall due for POH repair, as per the guideline of Railway Board’s letter no. 2006/M(N)/60/9 dated 24.04.2007 (Annexure-II).
(b)
(a) Divisions are instructed to follow the maintenance manual G-65 & G-87 issued by RDSO in case of fire or leakage from POL rakes.
(b)
(a) Weigh bridges at loading point and enroute are located for measure the weight of wagon. Presently 07 weight bridges are installed over NWR at various locations. A JPO was also issued vide No.C-611/0 dated 07-12-09 (Annexure-III) for dealing with the over loaded wagons over NWR.
(b)
(a) During gradation of drivers LIs assess the physical and mental stress. Also during footplating every aspect of the loco pilot monitoring every aspect is assessed.
(b)
(a) The loco inspectors are assigned the work of monitoring the performance of train nominated loco pilots. They are empowered to give the grading of the loco pilots.
(b)
(a)(i) For networking Dy.COM/ FOIS /HQ / NWR advised vide this office note No. M.443/ 2/BG/ FOIS dated. 16.10.09 to for FOIS terminal connectivity for mechanical department (C&W) officer and official
(ii)) Pertains to Railway Board.
(b)
(a) The proposal for providing REMMLOT in five BGKT locomotives is under divisional accounts vetting. No further directives are received for remaining locomotives.
(b)
Chapter-III
7. / 3.1The goal of new technologies are to improve safety through reduced human dependence, intervention and improved asset reliability and at the same time reduce cost as the most costly technology may not be necessarily the safest. In this direction, rail- wheel interaction has to be the thrust area with a view to reduce wear and tear of both rail and rolling stock. Greater association of industries, technologies, R&D institutions and department of Science & Technology (ministry of HRD) will have to be ensured in the development of new technology. The increased periodicity or reduced frequency of maintenance will be another priority area. Appropriate technologies will be adopted in phases during the plan period.