ch11.pdf

CHAPTER 11 ACTION DURING ACCIDENTS INCLUDING BREACHES AND PRE-MONSOON PRECAUTIONARY MEASURES ********************* PART - ‘A’ ACTION...

CHAPTER 11 ACTION DURING ACCIDENTS INCLUDING BREACHES AND PRE-MONSOON PRECAUTIONARY MEASURES ********************* PART - ‘A’ ACTION DURING ACCIDENTS INCLUDING BREACHES 1101 Observance of Rules – (1) Any occurrence within or outside the Railway limits, which does or may affect the safety of the Railways, its Engines, Rolling Stock, Permanent Way, Works, Passengers or Railway Servants or which does or may cause unusual delays to trains or physical and financial loss to the Railway, is termed an accident. For instance, a flood outside Railway limits may seriously threaten the safety of the line and should be treated as an accident. (2) Rules for reporting and joint enquiries into the accidents are contained in the Accident Manual issued by Railways and in the Railway (Notices of and Enquiries into Accident) Rules,1998, issued under Section 122 of The RailwaysAct,1989 (24 of 1989). (3) The Indian Railways (Open Lines) Rule 2.11 of General Rules, 1976 Edition enjoins that – (a) Every Railway Servant shall – (i) See that every exertion effort is made for ensuring the safety of the public; (ii) Promptly report to his superior any occurrence affecting the safe or proper working of the railway which may come to his notice; and (iii) Render on demand all possible assistance in the case of an accident or obstruction. (b) Every Railway servant who observes – (i) that any signal is defective; (ii) any obstruction, failure, or threatened failure of any part of the way or works; (iii) anything wrong with a train; or (iv) any unusual circumstance likely to interfere with the safe running of trains or the safety of the public; (v) shall take immediate steps, such as the circumstances of the case may demand to prevent accident; and where necessary, advise the nearest Station Master by the quickest possible means, (vi) provided that in the case of a train having parted, he shall not show a stop hand signal but shall endeavour to attract the attention of the Driver or Guard by shouting, gesticulating, or other means. 1102 Report of Accident to the Station Master / Railway Servant In-charge of Block Hut – Following actions to be taken by Engineering official: (1) Soon after noticing the occurrence of an accident, Engineering official (if he is the first to reach the site of the accident) shall report the accident to the nearest Station Master through quickest possible means including electronic communication covering the following information; to issue an all concerned message: (a) Name of the station at or stations between which the accident has occurred (b) Kilometer of the accident. (c) Number and description of the train or trains involved. Page 363 of 417  (d) Date and time of the accident. (e) Particulars of loss of life and injuries to passengers and staff. (f) Nature and cause, if known, of accident. (g) Damage to Permanent Way, Works, Bridges, Overhead equipment (in case of electrified section), signal and interlocking gear, engines or vehicles. (h) Probable duration the line may be blocked. (i) Whether transhipment is required and if so whether it is feasible. (j) Assistance (if any required) such as Medical assistance, break-down train etc. (2) Acknowledgment of the receipt of message should preferably be taken from the Station Master. 1103 Accidents Impairing Through Traffic – (1) Engineers to proceed to site – (a) On receipt of intimation of the occurrence of an accident resulting in damage to any part of the Way/Works/Bridges and affecting the free passage of trains, the concerned JE/SSE/P.Way or (Works) or (Bridge) and the ADEN shall proceed to the site of accident, by the quickest available means. On their way, they should collect information about the extent of damage to Permanent Way/Works/Bridges and arrange for movement of Materials required for restoration. They should also collect additional staff and tools as required, the engineering tool van should be sent to the site, if so considered necessary, by the quickest means. (b) On receipt of intimation of an accident, the DEN shall contact the section control and the ADEN and get the information regarding the extent of damage to Permanent Way and Works, check on the arrangements made for labour and Materials, etc., supplement them if necessary and proceed to the site of the accident by the quickest available means, if the seriousness of the accident requires his personal supervision and direction. (2) Accident in an adjacent Division – In the event of an accident taking place on a division, where assistance could be more expeditiously rendered by officials of an adjacent division, such officials and the ADEN / DEN of the concerned adjacent division should be advised; these officials should proceed at once to the site of accident with necessary resources and render every possible assistance. 1104 Action at Site – (1) By Engineering Supervisory Officials – (a) Protect Train – Any Engineering staff available at the site of the accident shall assist the Guard and Driver to protect the train in accordance with The General Rules 6.03 and 9.10 (1976). The JE/SSE/P.Way should ensure that protection has been afforded to the train in front and in the rear, in accordance with the rules. In the case of double line, if the other line is also affected by the accident, steps shall be taken to protect both the lines. If no infringement exists, trains must be controlled and passed cautiously on the unaffected track. (b) First aid and Rescue – The JE/SSE should render assistance to give medical relief / treatment to injured passengers and assist in rescue of trapped passengers. (c) Advice to nearest Station Master – After a rapid survey of the position, particulars should be sent to the nearest Station Master as in Para 1102 above. In case of controlled sections, a field telephone should be got commissioned at once. (d) Line Clear examination – If the Engineering official has reached the site and no traffic official is available, he should carefully secure the line clear token or ticket and any caution order, where necessary. If the accident has occurred in a station yard, the train register book must be seized and if necessary, statement of staff concerned recorded; if line badges are in use, it should be recorded as to in whose possession each line badge was. The position of station control panel, block Page 364 of 417  instruments, signals, points, point levers, indicators, keys, etc. should be noted and recorded, jointly with the JE/SSE of the other concerned departments, available at site. Item listed in Para 1108 may also be referred for further guidance. (e) Preliminary clearing operation – (i) In all instances in which the means taken for the restoration of communication are likely to obliterate marks on the road and other evidence needed at a joint enquiry, the senior official who arrives first on the spot should carefully examine the track, train or vehicle and as soon as possible make notes, sketches etc. and hand over the same to his superior or produce them at the enquiry. He will, when the nature of the accident is such as will involve the question of eye-sight of any of the staff, verify (in case of those permitted to wear glasses) that they had worn glasses at the time of the accident and had carried a spare pair of glasses with them. (ii) In all cases of accidents, the cause of which might possibly due to sabotage, it is essential that the clearance and restoration operations are not commenced till the Police officials arrive at the site and intimate their agreement to the commencement of clearance and restoration work, after, making thorough investigations. A factual note of the conditions obtaining at the site prior to restoration work should be prepared and signed jointly by the senior-most Police and Railway officials at the site. In the event of any difference of opinion between the Police and the Railway officials, such difference of opinion may be recorded on the joint factual note. This should not, however, be allowed to interfere with rendering of first aid to the injured, which is the first essential in all accidents. (iii) In other cases, clearance and restoration operations can commence even before the arrival of the Police and it is not necessary that all the rails, sleepers and fastenings involved in an accident should be preserved, but only those, whether serviceable or otherwise, which bear wheel marks, etc., especially between the points of mount and drop. In all cases of serious derailments, these are essential for a later reconstruction of the scene and should be preserved and/or recorded by the first responsible official to reach the site of the accident, as these would be valuable evidence to ascertain the cause of the accident. (iv) The senior most Railway Officers at the site of the accident should arrange to record the preliminary statements of the staff concerned, immediately after the injured persons have been attended to and arrangements made for the onward journey of the stranded passengers, as any delay in recording statements, might result in suppression of some facts or fabrication of some evidence during subsequent enquiries. (v) In case sabotage is suspected, the procedure as outlined in clause (ii) above should be followed. In addition, it should be ascertained promptly from the CRS if he would like to inspect the site etc., before the commencement of clearance and restoration work and then action should be taken in accordance with his wishes. Before clearance and restoration operations are commenced all relevant clues, Materials and damages and the deficiencies on Rolling Stock etc., must be noted and preserved. In other serious accidents, however, the same procedure as outlined in Clause (iii) above should be strictly followed. (f) Contacting higher officials – JE/SSE should get in touch with the ADEN or DEN, explain the position on telephone, wherever possible; if not, he should himself organise the restoration of through running including ordering of ballast trains, requisitioning of required Materials and tools and send information to ADEN and DEN of the preliminary measures undertaken, by the quickest possible means. Page 365 of 417  (g) Recording of details and advice regarding restoration time – He should arrange to record the details of the accident and prepare notes on any special features bearing on its cause, which may be of help in the enquiry. (h) Preservation of clues – (i) Nominated ART staff shall be responsible for taking photograph or recording video. (ii) Photographs /Videos showing the details of damage to Permanent Way and Rolling Stock at the site of accident should be taken wherever necessary; in case of suspected sabotage, the photographs of the site of the accident showing the damage and possible clues should invariably be taken. (iii) While taking photograph /video the principle of ‘whole to part’ must be followed; i.e. the first shot (long shot) should cover the entire site along with OHE Mast No. /Hectometre Post No. and the entire coach /wagon with coach /wagon number. The 2nd shot (medium shot) should cover closer view showing particular bogie and track structure. The 3rd /4th shot (close shot) and so on should cover further closer view with finer details and specific components. (iv) Photography /Videography should cover all the important locations on track and affected parts of rolling stock. It should show inside view of driver and guards’ cabin and position of various switches, knobs, brakes, handles etc. (v) At station photograph /video should cover Panel and Block instrument, sealing of Relay room, various signalling and interlocking instruments. (vi) Engineering officials should advise in writing or through electronic communication to divisional safety officials for preserving evidences or clues identified at site. (vii) In case of a suspected sabotage, Tell-tale sign must be preserved and recorded. (viii) In case of rail/weld failure WILD data for preceding few trains must be collected and analysed. (ix) Record of data logger should be preserved and analysed in all accident cases. (x) Speed recorder and event recorder of locomotive shall be frozen by the concerned controlling/ safety officials. (2) By ADEN – (a) He should ensure that action specified under sub-Para (1) above has been taken by JE/SSE/P.Way. If he is the first to arrive at site, the Assistant Divisional Engineer should take action as specified for JE/SSE/P.Way. (b) He should get in touch with the Divisional Engineer and the Controller/Chief Controller and furnish complete information advising the details of action being taken and the probable time for restoring through running. (c) He should arrange to organise the measure for expeditious restoration of through traffic and ensure incessant working until through running is achieved. (d) A preliminary report should be prepared. (3) By DEN – (a) He should examine the adequacy of measures taken for restoration of through running lines and ensure expeditious work. (b) He should assess and advise the position to the DRM and PCE, with brief particulars (over the field telephones on Controlled Sections) and probable time of restoration. The Principal Chief Engineer/ Chief Track Engineer or HOD nominated by PCE may proceed to site in case of very serious accidents. Page 366 of 417  (c) A report should be prepared and submitted to the PCE and DRM. (d) The DEN shall ensure that the fractured pieces of rail/weld are preserved and sent to RDSO for detailed investigations, at the earliest possible, in all cases of accidents, where rail/weld is a prima facie cause of the train accident. (4) The senior-most Railway Officer at the scene of accident shall be responsible for the general appraisal of the situation and co-ordination of all works. 1105 Report to the Principal Chief Engineer – (1) Report on Accident – (a) The Senior most Engineering Official at the site of the accident shall after initiating measures for restoring traffic, submit a brief report to the PCE with a copy to the DRM which will include the following particulars: (i) Nature of the accident, (ii) Cause, if known. (iii) Particulars of loss of life and injuries to passengers and staff. (iv) Extent of damage to Way, Works and Bridges. (v) Particulars of rainfall and patrolling, in the case of damage by floods. (vi) Steps taken for resumption of traffic. (vii) Probable time, when normal working is likely to be resumed. (viii) Whether transhipment is necessary and if so, for how long. (ix) Whether a diversion is necessary and if so, when it is likely to be opened. (x) Details of any assistance required, such as additional staff, labour, ballast trains and other Permanent Way and Bridging Materials. (b) A sketch showing important dimensions, positions of vehicles, tracks made by derailed vehicles, marks on rails, particulars of condition of track for an adequate distance in the rear of the point of derailment and any other information likely to be of use in elucidating the cause of accident should accompany the report. (2) Reports on Breaches – In the case of damages caused by floods, the Divisional Engineer should initiate necessary investigation and submit a Technical Report with drawings, to the Principal Chief Engineer, detailing the remedial measures required, with the past history, if any, of the kilometrages affected, within a month of the occurrence. 1106 Attendance of Police at Site – Arrangements should be made for the police to attend the scene of accident in the case of derailment of a train carrying passengers (or of any other train when it is considered necessary) in order that they may observe the extent of disturbances caused to the line, keeping guard over loose Materials lying about and over any evidence affecting the cause of the accident and safeguard passengers’ luggage and mail as required. Page 367 of 417 1107 Examination of Site and Preparation of Sketches – (Back to Para 1121) The first Engineering representative to arrive at site shall attend to the following – (1) He should examine the entire site inclusive of track over which the train has passed immediately before derailing, noting down any unusual features observed, especially any parts of vehicles or other Material lying on or near the track. (2) A dimensioned sketch should be prepared covering the entire site of accident, showing all relevant features inclusive of track leading upto point of derailment, showing position of derailed vehicles, point of mount and drop and other relevant details. All the details given in Annexure - 11/1A should be incorporated in the sketch. (3) He should take note of the particulars as detailed in Para 1108. (4) An examination of the derailed vehicle/vehicles for defects not caused by the derailment but which may have been the cause of the derailment should be made. He should make out notes for inclusion in the joint report. (5) He should examine the gang-charts/diary books to ascertain the date when track was last attended. (6) Details of engineering works in progress, if any, at the site of accident, caution orders in force and nature of protection should be noted. 1108 Recording Particulars at Site of Accident (Back to Para 1104, 1121) (1) Permanent Way particulars – Permanent Way particulars shall be recorded jointly with the SSEs/Officials of the other concerned departments as per Annexure - 11/1B. These records will inter alia include particulars of the track structures, the condition of the track components, track geometry and other relevant details. (2) Particulars with respect to Rolling Stock and Signalling – Engineering representative should associate himself with the concerned representative of the other departments in recording measurements of – (a) The locomotive as per Annexure - 11/1C; (b) Carriages and Wagons as pre Annexure - 11/1E and Annexure - 11/1D, respectively; and (c) Signalling, Interlocking and Telecommunication equipment- (i) Position and condition of stretcher bars, its type, whether it is hugging the stock rail. (ii) Last movement done over the points just before the accident and whether signalled or un-signalled. (iii) How the points are being worked, method of locking of points, its connection with signal. Position, setting and locking condition of points and condition of switches. (iv) Condition of motor point. (v) Whether the crank handle is sealed, when was it last used and for what purpose. (vi) Emergency operation of points, emergency route release etc. (vii) TRS (Train Signal Register)/log book should be taken into custody to verify entries of last three movements in either direction. (viii) SM’s Control panel shall be frozen till the time position of the knobs, switches, points & crossings etc. are jointly recorded. (ix) Whether Panel was sealed and relevant record for last operation was made and what were the indications shown on panel. (x) Whether the relay room is in double locked condition. Page 368 of 417  (xi) Any S&T gear is under disconnection. (xii) Data logger- Analysis of event recorded in the data loggers. (xiii) Position of block instrument in details including its handle, commutator, dial indication, locking tec. In the case of electrified section, the block filter unit attached to the block instrument is checked. (xiv) If any manipulation in any signalling and interlocking gear. (xv) Locking of cabin basement (xvi) Date of last overhaul of block instruments, date of last overhaul of lever frame, SM’s control frame. (xvii) Date of testing the block instruments and other interlocking gears by Inspectors /officers prior to the accident. Results of their test and action taken. (xviii) Any interference with any signalling and interlocking gears. (xix) Details of unsafe failures during last three months. Note: As a precautionary measure, the relay room, cabin basement, block instrument, device for crank handle/emergency operation of points/emergency route release, etc. should be locked immediately after the accident and the key kept in the safe custody of the Station master/ responsible officials at site till joint observation and functional test of S& T gears are completed. (3) Operating particulars – The following operating particulars should also be recorded wherever relevant – (a) Speed – The actual speed at the time of derailment, from the speedometer graph or if the locomotive is not provided with the speedometer graph, by referring to inter-station timings. (b) The direction of the locomotive i.e., Short-hood or Long-hood leading. (c) The brake power of the train. (d) The marshalling of the train with reference to orders applicable on the section. (e) Whether there has been sudden application of brakes. (f) Whether there was sudden opening of regulators. (g) Condition of loading in wagons, especially unequal loading, light loading, empties between loaded vehicles, over loading, moving loads and any infringement to standard dimensions. (h) Particulars of Caution Orders issued to the Driver/Guard. (i) Caution order Register. (j) Block ticket. (k) Authority to proceed without line clear. (l) Use of lever collars and slide collars (m) Shunting Authority (n) Station diary (o) Private Number Book (p) Securing of vehicle. (4) In Case of level crossings: (a) Km of Level Crossing and station in between. (b) Class of level crossing (c) Manned /unmanned and number of GKs posted. (d) Location within station limits/outside station limits. (e) Whether interlocked. Page 369 of 417  (f) Availability of telecom facilities and their working order. (g) Availability of speed breakers, Road signs (h) Visibility of gate from road and from Rail line. (i) Whether on curve, cutting and gradient of Rail line and as also for road. (j) Normal position of gate and status at the time of accident. (k) Position of gate signal, lever, panel at the time of Accident. (l) Bio data of GK and whether as per roster. (m) Number and type of road vehicle, its loading condition, Driver’s name, registration details, licence etc. (n) Numbers of trains and road vehicles passing through the level crossing on an average per day and last census taken. (o) Weather condition at the time of accident. 1109 Use of Recorded Data – (Back to Para 1121) The object of recording all available data at site and of evidence is to ascertain the cause of the accident with a view to prevent its recurrence, and where the cause is due to negligence, to fix responsibility. (1) The joint measurement as per annexed proforma submitted by senior supervisors shall not be complete till all the measurement of rolling stock and track have been recorded. Only completed joint measurement w.r.t. rolling stock and track shall become a document to be relied upon by the enquiry committee for drawing conclusion regarding cause of accident. (2) No enquiry shall be completed before the complete measurement of rolling stock and track is available and made part of the enquiry report. Enquiry Committee may get additional measurements done as per requirement of the derailment case. Page 370 of 417  PART - ‘B’ RESTORATION OF THROUGH RUNNING 1110 Repairs to Damaged Track – Repairs to the track should in the first instance, be kept to the minimum necessary to restore traffic with the least possible delay, the required Materials being expeditiously arranged for. Soon after, the track should be brought to its proper standard. 1111 Procurement and Arrangement of Labour – (1) Adequate labour is the very first essential for restoration of through running. Engineers should acquaint themselves with all possible sources from which labour could be readily arranged in the event of a breach or a serious derailment on their section. Labour should, as far as practicable, be conveyed to the site of accident by train or any other faster mode depending upon availability. (2) Labour should be arranged in one or more of the following ways: (a) By ordering departmental labour within a reasonable distance to proceed to the site. (b) By ordering two or more men from each permanent gangs to proceed to the site. (c) By obtaining labour from adjoining divisions, if considered necessary and possible. (d) By calling on the Revenue Authorities to supply labour. (e) By hiring temporary labour locally or from known sources. (f) By arranging labour through reliable Contractors (wages should be fixed prior to their engagement). (3) In case contractor’s labour is engaged, it is preferable to allot work in such a way that the departmental labour and contractor’s labour do not get mixed up. Settlement of claims should be prompt. Labour should be organised in batches under the charge of JE/SSE. Proper muster sheets should be maintained. (4) In emergencies, ADEN/JE/SSE/P.Way may authorise Station Masters by memo/electronically to issue proceed order for the journey of Track Maintainer/Labour required for the work along with their tools and equipment from specified station to the nearest station from the site of accident. As far as possible, all departmental labour shall move with complete tools and equipment. (5) Adequate arrangements should be made for food, shelter, water and lighting. 1112 Diversion – (1) General – Should a diversion be decided upon, the work should be commenced as quickly as possible. (2) Classification of diversions – These may be classified as – (a) Temporary A temporary diversion is one which is not likely to be in use, for more than 10 days. All trains must “Stop-dead” before entering a temporary diversion and proceed at 10 Kmph speed. (b) Semi-permanent A semi-permanent diversion, is one constructed for the special purpose of facilitating the reconstruction of the line and/or bridges likely to be in use for a period of more than 10 days. On a semi-permanent diversion, trains may proceed at a non-stop reduced speed after adequate period of consolidation. Page 371 of 417 (3) Curvature and Gradients – As far as possible the radius of curve should not be less than 450 metres. Gradient should not be steeper than 1 in 100 and compensated for curvature. In difficult terrain it may be necessary to lay curves of radius not less than 225 metres and adopt grades upto the ruling gradient on the section. There should be no super elevation, in case of temporary diversions. (4) Calculation for setting out diversion – While setting out diversion, the following formula will be found handy – S L = √C 2 + 4RD − D2 + 2 RD T= S L−2+C All measurements to be taken in same units, where, AB= Portion of existing line to be diverted. L= Length of half the diversion, measured along the original alignment. D=Maximum distance of diversion from original alignment. S= Straight portion of diversion. C= Length of straight between reverse curves. R= Radius of curves. T= Length of tangent. (5) Opening for traffic – The diversion track should be adequately consolidated and tested by locomotive/ loaded wagons before opening for traffic. The most vulnerable portion of the diversion is at the junction of the old bank with the new bank. Care should, therefore, be taken to provide benching of slopes at the junction. Cross-levels should be checked after passage of every train and rectified till the track gets stabilised. (6) Issue of safety certificate – The opening of line on temporary diversion shall be done in accordance with the Para 1209 of this manual. 1113 Transhipment – The decision as to whether transhipment is to be done, is taken by Transportation/Commercial Department. If it is decided to provide gangways, footpath etc., purely for the purpose of transhipment, these should, as far as possible, be laid away from the site of repairs, so that the progress of restoration is not interfered with. Page 372 of 417 1114 Funds Required During Emergencies – (1) The DEN or the ADEN on his behalf may draw upon the station earnings for expenditure necessitated by floods, accidents or earthquakes vide Para 1405 of Indian Railway Code for Engineering Department for the following purposes – (a)Payment to daily labour hired at the site of breach or accident. (b)Purchase of tools or Materials required in connection with accident which cannot be supplied in time by the Store Department. (c) To provide food to engineering labour at the site of breach or accident with the assistance of Station Master or Inspectors of the Commercial Department. Supply of food free of charge is permitted in special circumstances at the discretion of the administration to facilitate expeditious restoration of traffic. When food is supplied free at the site of an accident to engineering and other labour, the expenditure per head per day shall not exceed the prescribed limit. (2) The Accounts Officer should be advised immediately by memo/electronically of each sum taken from station earnings. In all cases, Engineers obtaining advances from Station earnings should do so under a clear receipt. The purpose for which the money has been drawn should be clearly stated on the receipt. A complete account should be submitted at the earliest possible date to the Accounts Department supported by pay sheets and vouchers. (3) All payment to labour should be witnessed by the ADEN at site. (4) Works, which are considered to be urgently necessary to safeguard life or property or to repair damage to the line caused by flood, accident or other unforeseen contingency, so as to restore or maintain through communication may be started on Urgency Certificate in accordance with Para 1103 of Indian Railway Code for Engineering Department. 1115 Obstructions Found on Track – When obstructions are found on the track those should be cleared after protecting the line and informing the nearest Station Master. Where sabotage is suspected, the Police should be advised immediately. The JE/SSE/P.Way should, if so required, arrange to meet the Police Official at the place of occurrence. A detailed report should be submitted by JE/SSE/P.Way to the ADEN/DEN. The DEN should in turn report such occurrences whether or not sabotage is suspected to the DRM and PCE. 1116 Flooded Causeways / Dips – (Back to Para 1117) (1) Permissible depth of water for passage of trains – In the case of causeways that are flooded and the velocity of current is insignificant, trains may be permitted to pass when the depth of water above rail-level does not exceed 300 mm for passenger and mixed trains and 450 mm for goods train, provided in each case JE/SSE/P.Way has satisfied himself by walking over and probing that Permanent Way is intact and in a fit condition. (2) (a) Indication posts – Indication posts about 1200 mm in height shall be fixed at each dip, one at each end of the level portion, with flat bar attached to them to indicate level mentioned in sub Para (1)above. (b) The posts should be painted black and white in 300 mm length so arranged that the flat bars which shall be painted white, show up against 300 mm length of black colour. (c) The posts shall be fixed 3 m from the centre of the track in the case of Broad Gauge (d) The details for fixing Indication Posts have been shown in Annexure - 11/2. Page 373 of 417 (3) In the section where Electric Locos/Stock and or Diesel Locos ply, special gauges may be provided by the administration at the place liable to flooding, indicating the depth at which these Locos/Stock have to be stopped from the operation. These depths should be specified for each type of Locos/Stock by the administration. 1117 Special Precautions when Track is Submerged – (1) The following precautions shall be observed when the track is submerged: (a) In all cases train shall be stopped dead and allowed to proceed at a speed not exceeding 10 Kmph. (b) If water rises over the top of the ballast but is below rail level, the track should be checked before each train, by two men walking abreast one at either end of the sleepers, and only if the track has not been disturbed, should the train be allowed over the track. (c) When water overtops the rails, the JE/SSE/P.Way shall pilot the train, after ensuring that the track is safe, by walking over the track and checking by means of probing, subject to depths specified in Para 1116 not being exceeded. (2) Advice should be sent by the JE/SSE/P.Way to the ADEN and DEN, DRM and PCE when water rises above ballast level and again when it subsides. This should be followed up by special reports to the ADEN and DEN. Records of such occurrences should be entered in the SSE/P.Way in-charge's Section Register. 1118 Driver’s Report on Defects in Track – (1) Intimation of Defects – (a) The Indian Railways (Open Lines) General Rules, 1976 (rule 6.07), on report of conditions likely to affect running of trains, stipulates that- (i) ‘Loco Pilots, Guards and Station Masters shall advise the Controller or the Centralized Traffic Control Operator of any known conditions or unusual circumstances likely to affect the safe and proper working of trains. (ii) The Controller or the Centralized traffic Control Operator, on becoming aware of such defect or failure shall inform the same to the railway servant responsible for the maintenance of the equipment and other railway servants concerned.’ (b) In this regard detailed procedure mentioned by Railways in Subsidiary Rules should be followed. (2) Action on receipt of reports of defective track – (a) By JE/SSE/P.Way – The JE/SSE/P.Way shall – (i) Arrange to collect the requisite details and take necessary action for quick restoration of traffic. He will also proceed to site, if necessary, and inspect the length of track reported on and record particulars in detail. Then arrange to rectify the track and remove or modify the restriction imposed, as found necessary. (ii) Submit a detailed report to the Assistant Divisional Engineer and copy the same to the Divisional Engineer. (b) By Assistant Divisional Engineer – Whenever possible, the Assistant Divisional Engineer should personally examine the track reported on for defects and make a detailed report to the Divisional Engineer. Page 374 of 417 1119 Abnormal Occurrences Attributable to Locomotives and other Rolling Stock – (1) Whenever distortion of track or any other abnormal occurrence attributable to locomotives or any other rolling-stock is noticed, the JE/SSE/P.Way shall – (a) Immediately impose speed restriction as necessary and arrange protection of the line as per rules. (b) Report the occurrence to the SSE (Loco) concerned copying the message to the ADEN / DEN and Divisional Mechanical Engineer, Control and Station Master on either side of the block section. Whenever possible, the number of engine/rolling- stock considered to be responsible for distorting the track should be given. (c) Make a careful examination of the affected track with a view to finding out if any inherent weakness or defect in the track has contributed in bringing about the “abnormal occurrences”, Particulars of defects should be noted in detail. (d) Attend to defects as necessary and having done this, remove or modify the restriction as necessary. (e) Submit a detailed report to the ADEN and copy the same to the DEN. (2) On receipt of intimation of any abnormal occurrence attributable to locomotive/Rolling- stock, ADEN should proceed to the site, examine the track minutely with reference to the report made by JE/SSE/P.Way and submit a special report to the DEN on the possible cause of damage with suggestion to prevent recurrence. 1120 Accident not affecting through traffic – (1) The JE/SSE/P.Way should immediately proceed to the site of the accident and take such measures, as necessary, to clear the obstruction and restore the line. (2) The accident report in the prescribed form together with a sketch and statements of track particulars taken over sufficient length should be submitted in duplicate by the SSE/P.Way in-charge to the ADEN who will forward one copy of the report to the DEN with remarks. Accident reports should be scrutinised by the DEN in all respects with particular reference to the time taken in restoring the line. Such instructions may be issued by the DEN to the ADEN and SSE/P.Way in-charge and to other departments, as may be deemed necessary. The accident report form shall include particulars of date and time, Kilometer, description of accident, cause if known, number and type of train, engine, vehicles involved, names of Drivers and Guards, extent and cost of damage to the permanent way and rolling stock, time of restoration and the SSE/P.Way in-charge's special remarks. Accidents such as damage to the Gate Leaves/Barriers by road vehicles, cattle run over and fire in which track is not affected, should be reported separately. (3) As far as possible the ADEN should proceed to the site of accident of sufficient importance, such as derailments on running lines, gathering lines and of locomotives. 1121 Conducting Accident Enquiry- (1) Stability of train against derailment depends on several factors such as track geometry, vehicle characteristics, the state of their maintenance, loading pattern of freight trains, engine-manship and speed of the particular vehicle at relevant point of time etc. Rail wheel interaction is a complex phenomenon and thus each derailment case therefore needs careful examination of all relevant available evidences in respect of rolling stock, track, speed of train and vehicle at the Material time etc. to arrive at the cause. Page 375 of 417 (2) Careful observation of clues and a comprehensive record thereof is vital for accident enquiry. A comprehensive record of track and rolling stock Parameters; signalling, interlocking and operating features are required for investigation of derailments. (3) There are two broad categories of derailment, viz. sudden derailment caused by wheel set jumping of the rails and Derailment by flange climbing, caused by wheel mounting the rail in a relatively gradual manner. (4) Derailment proneness increases with increased Lateral wheel force, reduced Vertical wheel load (Offloading) and increased Positive Angularity of wheel. Derailment proneness becomes substantially higher in case of axle moving with a persistently positive angularity. Track and rolling stock Parameters and operating features should be critically analysed for their contribution towards these causes. (5) While analysing the mechanism of derailment, relative contribution of track and rolling stock Parameters to the rail-wheel interaction forces needs a comprehensive analysis. Reference should be made to the safety limits/ Maintenance limits specified in this manual IRCA Rules/ other Manuals. (6) It is of vital importance to analyse whether any damage to track components is an after effect of the accident or otherwise. (7) The track Parameters stipulated in this manual shall be considered keeping the following view point- (a) Various Para of this manual clarifies that the provisions and tolerances mentioned therein are not safety tolerance but with a view to maintain track geometry for good riding comfort. (b) The maintenance tolerances given in different Paras of this manual are for mainline track unless otherwise specified. (c) The maintenance tolerances for yard lines, other lines and work spots on mainline having low speed potentials should be suitably considered. (8) Items mentioned in Para 1107, Para 1108 and Para 1109 shall be fully complied particularly Annexure - 11/1 (A to E) shall be used for recording the details. (9) Photography & videography of accident site shall be with great care & precision, similar to a crime scene photography/videography. (10) M&C report from RDSO must also be part of accident enquiry report in case accident is attributed to breakage of any component of track or rolling stock. 1122 Records of Accidents – (1) Apart from individual files, all important accidents, breaches, washouts and subsidence of track should be carefully recorded with complete particulars in the Section Register by SSE/P.Way. (2) In the case of damage by flood at important bridges, detailed particulars with remedial measures adopted should be entered by ADEN in the Rivers and Floods Register and reference made thereto in the Bridge Inspection Register. (3) Records of all the accidents should be maintained systematically in the offices of SSE/P.Way (In-charge), ADEN and DEN so as to facilitate supply of statistical and other information as may be required. 1123 Accident Statements to the Railway Board – (1) Returns of the accidents under specified categories are compiled by the Operating Departments for submission to the Railway Board. Relevant particulars should be promptly furnished by the DEN and Works Manager/Deputy Chief Engineer of Engineering Workshops to the proper authority on such forms as may be prescribed. (2) Workshop accident fall under Factories Act and should be reported according to the rules in force and to such local authority as may be specified. Page 376 of 417  PART - ‘C’ PRE-MONSOON PRECAUTIONARY MEASURES 1124 General precautions to be taken before monsoon – It is necessary to take certain precautions and carry out certain essential works before the commencement of monsoon, such as (1) All catch water drains and side drains must be cleared of silt, vegetation and other obstructions to ensure free flow and quick drainage of storm water. (2) The waterways of bridges must be cleared of vegetation and other obstructions. If silting is noticed in some spans, it should be removed to ensure that the full waterways is available for the discharge of flood water. During de-silting, care should be taken to remove the silt only upto the bed level. Protective and River Training Works must be maintained in good condition and repairs carried out wherever necessary. Scour holes should be filled with boulders. [Ref: Chapter VIII of IRBM] (3) The High Flood Level (HFL), Full Supply Level (FSL) in the case of canals with year of occurrence and Danger Level (DL) must be painted. The Danger Level Mark shall be painted with bright red band across each pier adjacent to the abutment so as to be clearly visible to the Patrolmen, Special Watchmen and Drivers. Flood Gauges shall be painted on important bridges as specified. (4) Water shall not be allowed to stagnate on the track. For this purpose, cross drains should be provided at regular intervals. In yards, cross drains and longitudinal drains should be cleared/provided to proper grades. (5) In hilly areas, where there is incidence of falling boulders, a survey should be carried out to locate loose boulders. Such loose boulders should be dropped in a systematic manner. (6) Selection of Patrolman and Watchman should be made in accordance with Para 1004(6) and they must be trained and tested for their knowledge of rules. The duties to be performed by them should be clearly explained to them. The equipment of Patrolmen and other watchman shall be complete in all respects. (7) Spare trollies should be kept in readiness at the headquarters of the JE/SSE/P.Way and at other stations in the proximity of vulnerable locations. Motor Trollies must be overhauled and kept in fit condition. (8) Rivers in the upstream reaches should be inspected for guarding against possible change in water course. (9) The prescribed reserve stock of boulders, empty cement bags, wire netting and sand/ quarry dust should be kept at specified locations for rushing to site, in case of emergency and should be made good, in case of deficiency. (10) Action should be taken as envisaged in Para 1127(3) in the case of Railway Affecting Works. (11) The temporary Engineering Indicators must be painted and kept ready for use. (12) The rain gauges should be inspected before the monsoon and it should be ensured that they are in perfect working condition. (13) Use of modern technological advancements such as drone videography etc., can be deployed to assess the condition of specific assets/locations and water course etc., which are difficult to access.[Ref: RDSO Report No.BS-129 entitled as “Guidelines for Inspection of Railway Bridges using Unmanned Aerial System (Drone)”] (14) Trees which are likely to fall on running lines during heavy wind/storms should be identified and cut in advance. Page 377 of 417 (15) Vulnerable Locations/kilometrages should be reviewed jointly by the Assistant Divisional Engineers and Divisional Engineers and on the basis of past history and pre-monsoon inspections and the register of vulnerable locations should be brought up-to-date. 1125 Materials for Emergencies – (1) Arrangements should be made to stock sufficient quantities of rails, sleepers, Materials for cribs, ballast, sand/quarry dust/cinder and boulders at suitable points near Vulnerable Locations, so that the Materials may be rushed to site as required. (2) Before the onset of monsoon, specified number of wagons loaded with sand/quarry dust/cinder, ballast and boulders should be kept at appropriate stations for quick movement to Vulnerable Locations. (3) During monsoon, as far as possible, Ballast Train should be programmed to work in the vicinity of the Vulnerable Zones so that they may be utilised without delay in emergency. (4) Locations and quantities of reserve stocks should be made known to all DENs and ADENs by the PCE. Reserve stock should not be used except in an emergency. When it is used, it should be recouped. DEN should send a certificate to the PCE to the effect that monsoon reserve stock is in order and to the scale laid down, by the prescribed date. (5) Bridge Engineer/ DEN should arrange to keep equipment like Service Spans, Trestles, Cribs, Derricks, Compressor, Equipment and Materials required for blasting, rock breakers, welding sets etc., ready for use in emergencies. These should be stocked in working order at convenient places so that they can be despatched to the site of breaches without delay. 1126 Service Spans and Rail Clusters – Details of temporary service spans and rail clusters available on each railway should be listed and circulated for the guidance of ADENs and DENs before the monsoon. The detailed drawings of the same shall be circulated by the PCE of the railway for the guidance of JE/SSE/P.Way and ADENs, who should be in the possession of the same. 1127 Railway Affecting Works (Including Railway Affecting Tanks) – (1) Definition – The term “Railway Affecting Work” may broadly be taken to mean any work which if not constructed and maintained properly, or not operated properly may result in danger to Railway Line (Bridge/ embankment). This may include tanks, storage works, canals, bunds, etc. (2) Register of Railway Affecting Works – The DEN/ADEN will maintain an up-to-date list of Railway Affecting Works as jointly approved by the Railway and the state Government. The list shall invariably show the particulars of state Authority responsible for maintenance of each Railway Affecting Work. (3) Inspection of Railway Affecting Tanks – Where, as per current practice the Public Works or Revenue Department forwards to the Divisional Engineer every year, their inspection reports on the condition of these tanks which are classified as Railway affecting, action should be taken as follows – (Back to Para 1124, 1128) (a) The DEN should peruse the reports carefully and mark those tanks which he considers are not in satisfactory state of repair. He should then forward the reports to the Assistant Divisional Engineer with instructions that the tanks so marked should be inspected and reported on. (b) ADEN shall jointly inspect with civil authorities, all R.A.W / R.A.T. before the monsoon every year and arrange for their safe maintenance to avoid any danger to nearby tracks and structures. Records of the annual inspections should be kept in registers as prescribed. ADEN should report to the DEN details of the action being taken by Page 378 of 417  the Public Works or Revenue Department. The DEN should timely prevail on the authorities concerned to carry out all necessary repairs before the ensuing monsoon and take other actions to ensure safety of Railway assets. A typical sketch of RAW tablet is shown below – (c) Copies of the inspection notes of ‘Railway Affecting Tanks’ as received from the State Authorities with particulars of date of inspection and notes of action taken or proposed by him should be included in the Register of Railway Affecting Works maintained by the ADEN. 1128 Vigilance over Railway Affecting Tanks during Heavy Rains – (1) The Divisional Engineer and the ADEN should arrange with the Local Authorities/Village Headman in whose jurisdiction ‘Railway Affecting Tanks’ are situated to watch them during periods of heavy rain and give timely intimation to the nearest Station Master, if there is likelihood of any tank failing. The Station Master will telephone/convey reports received from Village Headman/State Government authorities to the SSE/P.Way (In-charge), ADEN and Divisional Engineer. (2) When the railway line is threatened, ADEN and SSE/P.Way (In-charge) shall take adequate steps to ensure the safety of Railway property and staff and arrange patrolling of the line and or post watchmen with necessary equipment at the place or places threatened and advise the DEN accordingly. (3) All the Bridges which are likely to be affected by ‘Railway Affecting Tanks’ or other storage works should be provided with a tablet on top of one of the Parapets, with the letters R.A.W. engraved on it, followed by an arrow mark pointing in the direction of the railway affecting storage work in question. (4) If the bridge in whose catchment a Railway Affecting Tank is located is classified as a Vulnerable Location, Stationary Watchmen should be posted during monsoon, as necessary. If for any reason, repairs as envisaged during the inspection, as per Para 1127(3) is not carried out, the section of the Railway line likely to be affected should be considered as vulnerable and Watchman as considered necessary posted. Page 379 of 417 1129 Weather Warnings and Action to be Taken – (Back to Para 1003) (1) General – (a) Arrangement should be made with the concerned Meteorological Centre for receipt of bad weather warnings. (b) The bad weather warnings to be received should cover both high velocity winds and cyclones as well as heavy rainfall and arrangement should be made for receipt of the same throughout the year. (c) The list of officials who should receive the bad weather warnings and their addresses should be advised to the Meteorological Department by the Division. The list should be reviewed and updated every year. (d) Detailed instructions and fool-proof arrangement should exist for prompt communication of bad weather warnings on receipt to the line staff. (e) Anemometer should be installed at one of the adjacent stations of specially selected bridges where very high velocity winds are experienced and where there is a danger of vehicles capsizing (Para 717 of IRBM may be referred). (f) Suitable working rules should be framed prescribing for each location the danger level of wind velocity and enjoining upon the Station Master to control (stop) the traffic on the section concerned when the wind velocity exceeds the Danger Level and also to inform the Station Master on the other side and the Section Controller of the need to control the traffic. (2) Precautions to be taken by Station Master, Driver and Guard – Regarding controlling of trains – (a) When a weather warning message has been received forecasting heavy or cyclonic storm and there is reasonable doubt that a severe storm and high winds are going to break through, that may endanger the safety of Passengers/Train, the Station Master may, in consultation with the Guard and Driver, detain the train until the storm and high winds abate and it is considered safe to allow the train to proceed from his station. (b) In spite of the action outlined above should the Driver be still caught on run in a storm and high winds of an intensity which in his opinion are likely to endanger the safety of Passengers/Train, he should bring his train with the least delay to a halt, avoiding such stoppage at places like sharp curves, high embankments, cuttings and bridges. The train could be restarted in consultation with the Guard only after the storm and high winds abate and it is considered safe to proceed. (3) Action by the SSE/P.Way (In-charge) – (a) The SSE/P.Way (In-charge) on receipt of weather/cyclone warning, should arrange to advise monsoon Patrolmen/Watchmen and Gang Mates to be extra vigilant. During the fair season, he should introduce monsoon patrolling as soon as possible and also post watchman as required at all vulnerable locations and bridges by day as well as by night, for a period extending upto 48 hours beyond the period specified in the weather/ cyclone warning message. (b) The JE/SSE/P.Way should be out in his section, as far as possible by trolley, during the period of warning and 48 hours beyond, if the trains are in operation. (4) Action by the Gang Mates – On receipt of advice from the Station Master, the Gang Mate should take the following action – (a) During the fair season, the Gang Mate of station yard gang should depute two reliable Track Maintainer provided with patrolmen’s equipment for patrolling the block sections on either side and for alerting the intermediate Gang Mates. Page 380 of 417  (b) During monsoon period also, the Gang Mate of the station yard gang should send two Track Maintainer in opposite directions to alert intermediate Gang Mates, Patrolmen and Watchmen. (c) Should there be very heavy rain or a severe storm weather during the monsoon or fair season, the Gang Mate and Track Maintainer of all gangs on their own initiative should commence monsoon patrolling by day as well as night. Similar action to carry out patrolling should be taken on receipt of bad weather warning for the duration of warning and 48 hours beyond. (5) The individual Railway may issue instructions in the form of joint circular to suit the local requirements. (6) Inspecting officials should test the knowledge of Gang Mates and Track Maintainer about these instructions issued. Page 381 of 417  Annexure - 11/1 Para 1121 Details of Recording to be done at Accident Site and Indication Posts for Flooded Causeways/Dips Railway Board vide Letter No. 2018/Safety(A&R)/1/8 Dated 25.01.2019 issued revised Observation/ Measurement Proforma for various Parameters related to track and rolling stock for Accident Investigation /Inquiry. The same may be referred. These Proforma are incorporated herein as Annexure - 11/1A to E, however, latest Railway Board instructions as applicable may be referred- (a) A sketch showing the accident site is to be prepared as per Annexure - 11/1A. (b) The track Parameters are to be recorded vide Annexure - 11/1B. (c) The Parameter of Locomotive are to be recorded in Annexure - 11/1C. (d) The Parameter of Wagon are to be recorded in Annexure - 11/1D. (e) The Parameter of Coaches are to be recorded in Annexure - 11/1E. Annexure - 11/1A Para 1107 Site Sketch- The following details are to be shown on the dimensioned sketch to be prepared in the case of accidents – 1. The train number, the date and Kilometerage of site of accident should be furnished. 2. The North point should be indicated. 3. It should indicate prominently the direction of movement, and also the names of stations in rear and advance of the accident site. 4. It should a show a length of about 300 metres behind the point of mount and almost an equal distance in front. However, track measurement should be limited as per proforma for track measurement. 5. Each track of the Permanent Way must be denoted by a pair of lines. 6. The position of level crossings, Telegraph Posts/ Electrical Posts, Bridges, Tunnels, Gradient Posts with Gradient Symbols, Curves- demarcating the beginning and end, giving details of degree of curvature, prescribed super elevation and length of transitions should be indicated. 7. It should also indicate the position – (a) of all derailed vehicles and the marks left by them either on sleepers, rails or ballast, (b) of the point of mount with position of rail joint on either side, (c) of the point of drop, (d) of the pair of wheels of the first derailed vehicle, (e) in which every displaced rail/wagon or part of a rail/wagon and detachable components were found. Note – In all cases, dimension from nearest Kilometre post and center line of track should be given. 8. In case of accidents within station limits, sufficient details about the station layout should be shown in order to fully explain the movement of the affected train in relation to the topography of the place. The signal aspects at the time of accident should be correctly depicted. 9. The distance of the site of accident from a permanent structure to fix the site of accident precisely should be indicated. 10. The distance should be indicated to show the extent of the disturbance caused in the Permanent Way or train composition on account of the accident. 11. Any marks on sleepers or other track fittings should be clearly indicated in their exact position in relation to the track or vehicles. 12. Locating and examining the wheel mounting mark(s) at the initial point of derailment is very important for identifying the category of derailment. Precise measurements and critical and detailed examination of the wheel mounting marks should be made e.g. their length, strong or faint, broken or continuous, single or multiple, etc. Photographs should be taken of such marks, not only on the rail, but also on the fastenings, sleepers and ballast. 13. Broken parts of other extraneous Material, if found on the site of accident, should be shown in the sketch, with details giving their precise position in relation to track. 14. If necessary, more than one sketch should be enclosed one clarifying the yard layout and the system of working it and the other giving details, such as, position of wheels, wheel marks etc. In the former, one line should be used to represent both rails of track and such position of the station yard (in case of accidents within station limits) should be covered as may be necessary. All necessary details relevant to the issue must be embodied in the sketch. The terminal station on Page 382 of 417  the down side should be mentioned on the right extremity of the sketch, the terminal station on the up side being mentioned on the left extremity. If the accidents take place within station limits the shorter sketch should be based on the Station Working Diagram. 15. Details of track structure should be shown in the sketch. 16. Details of damages to bridges involved, span wise should be shown. 17. In the case of accidents to and near level crossings, full details of the level crossings should be furnished. 18. Any other details as may be considered necessary to reconstruct the scene of the accident should also be shown. TO BE JOINTLY SIGNED BY SUPERVISOR (C&W) SUPERVISOR (TRAFFIC) SUPERVISOR (P.WAY) Page 383 of 417  Annexure - 11/1B (Para 1108) Proforma for Track Measurement (Part – A) (Proforma showing the detailed particulars to be collected in the case of Permanent Way during an Accident) Soil Ballast Condition Depth below Type e.g. sandy, Type of Rain Type/stone, - firm, sleeper bottom in SI. loamy clay, Formation Fall Moorum, Wet, cms Stating Drainage No Moorum, Black Sand, slushy whether clean or cotton etc. Ash etc. etc. caked 1 2 3 4 5 6 7 8 Width of shoulders in cm. Sleepers from outside of rail Packing Condition - New/ second hand/ Square Left Right Left Right Type Density loose or damaged/ unserviceable etc. or not sound 9 10 11 12 13 14 15 16 17 Rails Rail fastenings Rail joints Condition Weight 60 Condition: of wear Number Condition: kg, 52 Kg Tight or loose Creep-Direction (attach rail GMT per Hogged, Staggered (Year of or missing and extent of profile. if Carried sleeper battered, or square manufacturin (in each creep wear is seat low etc. g) sleeper) heavy) 18 19 20 21 22 23 24 25 General Location of point of mount Location of points of derailment remarks about cracks or Whether on a Whether on a Description of fracture of Whether on falling falling anti- sabotage Whether on fish- plates, straight, grade, level or grade, level or measures straight, curve fish bolts and curve or rising rising other or transition transition grade and or grade and or components on sag on sag 26 27 28 29 30 31 Note- (1)Left and right are with respect to direction of Train movement. (2)The data in Col. 2 to 26 need not be collected when the defect is obviously and indisputably on account of sabotage and/or obstruction on track. (3)Only broken track Material which is not indisputably to be broken after the accident should be included in Col. 26 and should be preserved. (4)Col. 27 need be filled in only when there is a suspicion about sabotage being the cause of derailment. (5)Sag extends 90 metres on either side of theoretical junction of the grade lines Col. 29 and 31. To be Jointly Signed By Supervisor(C&W) Supervisor(Traffic) Supervisor(P.Way) Page 384 of 417  Proforma for Track Measurement (Part – B) Gauge slack or tight from Cross Level Distance Marks on Grinding or Station the Exact in loaded under loaded apart sleepers or rubbing No. condition condition (metres) rail top marks on rails (mm) (mm) 1 2 3 4 5 6 Versine in mm in loaded conditions Remarks Examination regarding of alignment On 20 M. or 10 M. On 10 M. or such length of for perceptible chord depending on shorter chords as transition, kinds of track Subsidence of practice prevalent considered degree of curve distortion in track on the Railway for necessary for sharp and specified the vicinity of flat curves more curves less than super elevation the point of than 600 M. radius 600M. radius general derailment alignment etc. 7 8 9 10 11 Note- (i) The point of mount should be marked station No. 0 and the stations numbered serially as (+) for measurements ahead of site of derailment and (-) for measurements in rear. (ii) The cross level will be measured on the left rail only as determined from the direction of movement. (iii) Normally measurement will be taken at station 3 M. apart for a distance of 45 meters on either side of 0 station if the cause of derailment is indisputably known, otherwise they will be taken for a distance of 100 meters in rear and 45 meters ahead of zero station. (iv) Where necessary measurements for Col. 3, 4 and 5 may in addition be taken at individual sleepers. (v) This proforma need not be filled when the cause of derailment is obviously established as due to sabotage, obstruction on track, broken axle, and/or spring having fallen off prior to point of derailment. (vi) Longitudinal levels should be recorded for 300 meters on rear and 100 meters in front, in case of straights at the middle of each rail and at versine recording points on curves @ 20/10M intervals. To be Jointly Signed By Supervisor(C&W) Supervisor(Traffic) Supervisor(P.Way) Page 385 of 417  Annexure - 11/1C(Para 1108) Proforma for Motive Power/ Locomotive (Diesel &Electric) Proforma to be filled in case of accident /derailment when loco is involved in accident. 1. Basic information: (a) Date of Accident: (b) Train No. : (c) Loco Class: (d) Loco Number: (e) Loco manufacture year and place: (f) Base Shed of Loco: (g) Date & Place last POH: (h) Kilometres earned after last POH: (i) Date & place of last major inspection: (j) Date & place of last schedule inspection: (k) Whether any schedule is overdue? 2. Give brief particulars of the safety items not provided or provided but missing/not working- Whether Loco is provided with: Safety fittings Provided Working Headlight Speedometer Speed Recorder Flasher light Horn Brake System VCD 3. Check & record the observations as follows: (a) Position of control handles, cutout cocks etc. after the accident. (b) Functioning of brake synchronizing valve-whether working or not. (c) Position of brake blocks after the accident-whether applied or not. (d) Condition of cattle guard. (e) Any sign of seizure of roller bearing in Axle box including condition of its components (f) Condition of Pivot and Side Bearer arrangement of bogie including obstruction to Bogie rotation. (g) Condition of Friction Damper components/ Hydraulic Dampers (h) Condition of Traction Rod/ Guide Rod including its connection. (i) Condition of Traction Link including its connection. (j) Condition of Lateral Stop components between Bogie and Loco body underframe (k) Any other observation in respect to mechanical defect of the locomotive, which might have any bearing on safe running of loco. Note: Defective or broken Material should be sent to CMT for testing, if necessary. Page 386 of 417 4.0. Measurement for Wheels for All Classes of Locomotives with wheel gauge (04 locations applicable for Bo-Bo Locos) S. Description Observed Value (in mm) Remarks No. 1. Particulars-of axle (ID No.) 1 2 3 4 5 6 LH RH 1 2 Diameter of wheel at tread 2. 3 4 5 6 LH RH 1 2 Wheel Flange thickness 3. 3 4 5 6 LH RH 1 2 Wheel Root wear 4. 3 4 5 6 LH RH Tread wear should be 1 measured from tread at 63.5mm from wheel gauge 2 Tread wear face (from the back face of 5. 3 flange) 4 5 6 UST of axle: Axle Observation Information is relevant in case Give the date of last UST of axle breakage test done 1 6. 2 3 4 5 6 Page 387 of 417  Observed Value S. No. Description Remarks (in mm) 1 All measurements shall be Wheel gauge: taken on a level tangent un- For checking wheel gauge, 2 canted track. Information is three measurements at 3 relevant in case of wheel disc equal spacing on the inner shifting/bent axle only. 7. 4 periphery of the two wheels on the same axle is to be 5 For safety, similar limits as recorded. Check for bent 6 applicable for track gauge axle, if any. are relevant for wheel gauge also. Notes: 1. Wheel number one is the outer end axle of truck under the short hood and wheel count increases towards the Long hood on diesel loco, whereas for Electric Loco, wheel number one is the outer end axle under Cab-I (Cab- 1 is that side of the loco which has the compressors and Cab-2 is that side of the loco which has the ARNO convertor) and wheel count increases towards theCab-2 2. The measurements of wheels are to be done using wheel gauges to ROSO drawing No.SKDL- 3592 for all locomotives except WAP5 locos. For WAP5 locos RDSO's drawing No. SKDL- 4446 and SKDL-4447 may be followed. 3. All measurements are to be taken on a level, un-canted track at the nearest yard. 4. Service limits given in the Maintenance Manual are for good maintenance practice and these are not safety limits. However, the measured values shall be compared with the service limits and degradation in values shall be discussed while finalizing the findings. Page 388 of 417  5. Measurement of other relevant items: S. Observed Description Remarks No. Value (in mm) 1 Buffer /coupler height All measurement shall be Measurement of Parameters such as taken on a level tangent un- buffer length etc. may also be done to canted track. This check possibility of buffer measurement is required to entanglement. be taken only in case of trailing stock iswith buffers. End Axles (1,3,4 &6) 2 Lateral clearances Middle Axles (2&5) End Axles Applicable for Bo-Bo 3 Lateral clearances (1,2,3 &4) Locomotives only. Longitudinal clearances, between axle Except WDP3A, WDG4, 4 box &bogie. Pedestal liner (for all WDP4, WDP4B, WAP5, axles) WAP7, WAG9 Locomotives Longitudinal clearances between axle Applicable to WDP3A 5 box &bogie pedestal liner (for middle locomotive only. axles) 6 Height of Rail Guard from rail level Condition of suspension Springs i.e. normal/ broken fresh and old fracture 7 or deformities occurred after derailment due to sudden impact. Deflected height of coil spring after re- 8 railing on level, uncanted track Condition of Rubber/ Elastomeric 9 Spring Assembly at the Secondary stage Note - Measurement of items (e) to (i j) in Para 3 & item 8 & 9 in Para 5 will be done as per site condition. TO BE JOINTLY SIGNED BY Supervisor (C&W/ LOCO) Supervisor (Traffic) Supervisor (P.WAY) Page 389 of 417  Annexure - 11/1D(Para 1108) Proforma for Wagon Note: Details regarding all derailed vehicles should be given except:- 1. (i) Where vehicles have derailed due to locomotive derailment (ii) When the obvious and indisputable cause is sabotage or an obstruction on track 2. Front and rear and left (L) and right (R) are with respect to direction of movement. 3. For an obvious cause of derailment such as a broken axle, spring dropping off the run, and/or some part of under gear hanging loose and causing obstruction only relevant particulars need be filled. 4. Particulars for each derailing vehicle should be given in one sheet. Information against columns (5), (6), (8), (16), (17), (21), (22) should invariably be given for adjacent wagons on the same sheet. 5. Relevant details of adjacent vehicles should also be given if cause of derailment is not apparent. Details of BPC along with the name of Carrying Date of S. Train station from where it Wagon Mech. Tare in capacity Built Return Incident Type No No. is issued and of No. Code Tonnes and Axle Date Date &Time engineer (C&W) load who issued 1 2 3 4 5 6 7 8 9 10 11 POH ROH Commodity loaded and Payload in Tonnes remarks regarding Station Particulars Particulars Position uneven loading from From From Actual (give sketch for details Engine Date Shop Date Depot of uneven From To Labels Weighment loading) 12 13 14 15 16 17 18 19 20 21 Wheel and axle face Particulars (in Buffer/Coupler Height case of breakage of wheel /axle) (i) Measure Buffer/Coupler Axle face Ultrasonic Stamping particulars height after uncoupling &re- particulars particulars on on wheel disc railing on uncanted level track the hub of the regarding (ii) Record whether there is buffer disc Manufacturer/RA/RD entanglement (Yes/No) 22 23 24 25 1L 1L 1L End 1L 1R 1R 1R End 1R 2L 2L 2L 2R 2R 2R End 2L 3L 3L 3L 3R 3R 3R End 2R 4L 4L 4L 4R 4R 4R Page 390 of 417  Wheel and Axle Observation after measuring the profile with tyre defect gauge Wheel diameter Wheel (Good/ Rejectable) ** (i) Measurement gauge (ii) Record whether in mm Worn- below *(taken Thin Sharp Deep Hollow Flat out condemning at three flange flange flange tyre tyre root size (Yes/No) places) 26 27 28 1L 1 1R 2 2L 2R 3 3L 3R 4 4L 4R *The wheel gauge is to be measured at the horizontal plane passing through the center of the axle ** The wheel profile is to be checked with tyre defect gauge only (Ref: IRCA Pt. III Rule No.3.2.2 (d) and 4.18.1 Plate No.-57 to 66) Roller Bearing (To be recorded in case of any abnormalities observed in Roller bearing / Axle Box ) Condition of face Condition of locking plates Condition of Roller Bearing and its cover plate & studs components 29 30 31 Axle Box (for IRS Stock/UIC) (To be recorded only when failure of plain bearing is involved as a cause) Clearance between Brass thickness Condition of box Condition of sole Condition of brass and collar of mm and brass plates journals journal in(mm) 32 33 34 35 36 Lateral clearance Whether axle guard Are the axle guard bent or Remark between axle box and can work clear of otherwise damaged to prevent regarding axle guard in (mm) axle box free movement of axle box bridle bar 37 38 39 40 Clearances for CASNUB Bogie ( Corresponding measurements to be taken for IRS/UIC Bogie) Lateral clearance Lateral clearance Type of between side Longitudinal clearance between side between side frame Bogie frame &bolster in frame &axle box adopter in mm &axle box adopter in mm mm 41 42 43 44 Page 391 of 417  Spring and Spring Gear Remarks Condition of Camber of Deflected Any Broken / whether suspension Condition Thickness spring in height of cracked/missing/ any spring springs i.e. of of packing mm after coil spring clearance of eye normal, broken elastomeri plate re-railing after re- shackle and touches /fresh and old c pad under on a level railing on shackle pin and sole bar fractured or above spring uncanted level, general (for deformities adaptor seat in track (for uncanted condition (for laminated occurred after (for mm laminated track (for UIC/IRS) spring derailment due to CASNUB) spring only) CASNUB) only) sudden impact 45 46 47 48 49 50 51 Bogie Condition of Center Condition of Friction Condition of Side Bearer including Vertical Pivot including Snubber Wedge clearance at side bearers (for stock having lubrication and wear Assembly (for clearance type side bearers only) (for CASNUB) CASNUB) 52 53 54 Any other defect in Whether a load Details of broken vehicle which may List of damages to is placed on parts giving Other have contributed to or the wagon due to more than one location w.r.t. point observations* caused the accident wagon of mount and drop derailment 55 56 57 58 59 Note - Measurement of item 3, 4 & 5 of opening note, item 42, 43, 44, 46, 47, 49, 50, 56& 59will be done as per site condition. TO BE JOINTLY SIGNED BY Supervisor (C&W) Supervisor (Traffic) Supervisor (P.WAY) Page 392 of 417  Annexure - 11/1E(Para 1108) Proforma for Carriage Proforma to be filled in case of Derailments Note: Details regarding all derailed vehicles should be given except: 1. (i) Where vehicles have derailed due to locomotive derailment. (ii) When the obvious or indisputable cause is sabotage or an obstruction on the track or broken axle or wheel. 2. Particulars for each derailed vehicle should be given in one sheet. Information against columns nos. (5), (6), (7), (14), (50) and (51) should invariably be given for adjacent coaches on the same sheet. 3. Front and Rear, left (L) and Right (R) are with respect to direction of movement. 4. For an obvious case of derailment such as a broken axle, spring dropping off on run, and/or some part of under gear hanging loose and causing obstruction, only relevant particulars need to be filled. 5. Relevant details of adjacent vehicles should also be given if cause of derailmen