NEW WAGON NUMBERING SYSTEM
The new wagon numbering system is being done as per railway board’s instruction issued vide letter vide letter Number. 2000/M(N)/60/2/wagon census dated 4th July 2003.
As per new scheme, the wagon number shall consist of 11 digits. First two digit will indicate types of wagon, next two digits will indicate owning railway, next two digits will indicate year of manufacture, and next four digits will indicate individual wagon number and the last digit will be a check digit. Brief is as under:
Check digit is calculated as under:
1.Add all the character in the even number (S 1)= C2+C4+C6+C8+C10
2.Multiply S1 by 3 = 3 S1
3.Add all the character in the odd number (S2)= C1+C3+C5+C7+C9 (Except check digit)
4.Add 3S1 + S2 = S4 437
5.Round this total up to next multiple of 10.
Check digit is the number required to be added to roundup to the next multiple of 10. If the total in S4 is already a multiple of 10, then the check digit will be Zero.
For example let a Wagon has its number as 12030345679
S1 = 2+3+3+5+7=20
3S1 = 20×3 = 60
S2 = 1+0+0+4+6 = 11
Now 3S1+S2 i.e. S4=60+11
Or = 71
The next multiple of 10 will 80, to made round figure 80, more 9 is required to be added , hence 9 will be check digit.
The type of wagon and individual railway has unique code issued by railway board.
12.1 ACCIDENT
Any unusual / occurrence in railway which dose or may affect the railway working its engine rolling stock P-Way or its passenger or railway employee or delay to a train is termed as “Railway Accident”.
Classification of Accident:-
Accidents are classified into 16 parts which are following:
1) A’ class : Collision : Collisions are of 3 types –
- Head on collision.
- Side on collision.
- End on collision.
Collision involving a train carrying passenger, resulting in loss of human life & damage to railway property of exceeding Rs. 25 lakhs.
2) ‘B’ class: Fire In Train Fire in a train carrying passenger resulting loss of human life & damage to railway property exceeding Rs. 25 lakhs.
3) ‘C’ class: Level crossing The road surface meet with railway track on same level is known as ‘Level Crossing’. The most causes of accident on turns account as an unmanned level crossing resulting into loss of human life.
4) ‘D’ class: Derailment Derailment is of two types –
1) sudden,
2) Gradually.
Derailment of trains carrying passengers resulting in loss of human life.
5) ‘E’ class : Natural Calamity
Train running over any obstruction including (land slide, flood, & earthquake) fined structure other than resulting in loss of human life or damage in railway property.
6) ‘F’ class : Averted Collision
Averted collision between trains at least one of which carrying passengers & obstruction.
7) ‘G’ class : Breach of Block Rules
Train carrying passengers, entering a block section without any authority or entering a wrong line a station.
8) ‘H’ class : Driver Passing Danger Signal
Train carrying passengers running past a stop signal at danger without proper authority.
9) ‘J’ class : Rolling Stock Failure
Failure in rolling stock such as failure of tyres, wheels, axles. Etc. on passenger carrying train.
10) ‘K’ class : Failure of Permanent Way
Buckling of track, weld failure, rail fracture.
11) ‘L’ class : Failure of Electrical Equipment
Snapping or any damage to OHE wire requiring switching of OHE for more than 3 minutes.
12) ‘M’ class : Failure of S & T
Failure of block instrument, interlocking, signal, station communication for more than 15 minutes.
13) ‘N’ class : Train Wrecking
Attempted wrecking of or sabotage to train carrying passengers.
14) ‘P’ class : Causalities
Person falling out of a running train resulting loss of human life or grievous hurt.
15) ‘Q’ class : Other Incidents
Murder or suicide in a train, robbery, attempted robbery or attempted theft in railway premises, & blockage to train services due to agitation.
16) ‘R’ class : Miscellaneous
i) Train running over cattle
ii) Floods, breaches & landslides etc., were resulting interruption of an important through line of communication more than the threshold value.
- Most serious class ‘A’
- Least serious class ‘R’
- I & O is not included
Role of Supervisor at accident site: As per accidental manual following duties would be performed by C & W supervisors at accident site.
- Protect the site of accident to restrict further movement on that line or yard as the case may be.
- Ensure that the necessary message regarding the details of the accident and casualties have been relayed to the SS/SM, control and civil authorities.
- Make first-aid arrangements for the injured persons, if any.
- Examine and make a note of all evidence which may prove useful in ascertaining the cause of accident.
- Try to save life and alleviate sufferings. Ensure everything possible is done provide secure to the injured and help to all other passengers.
- To relay the prima-facie cause of the accident with the expected time of restoration.
- Seize and freeze all records as laid down in accident manual.
- Arrange to take photographs from different angles to assist in reconstructing the scene of the accident.
- Co-ordinate with train crew, station staff and control office for providing relief to the injured and restoration of traffic.
- Record the statement of the concerned staff available at site for ascertaining the cause of the accident.
- Take written evidences of as many witnesses as possible in case passenger train is involved. Their names/addresses should be recorded (witnesses should not be from Railways).
- Ensure relaying the progress report to control after every one hour.
- Obtain clearance from civil/police before starting restoration in case of sabotage/doubt of sabotage.
- When a senior officer arrives at the spot, relevant records should be handed over to him and he must be briefed about the situation.
- If the accident is within station limits, note down the condition of points, fixed signals, position of levers, position of block instrument and SM control.
- Scrutinize as early as possible the train signal register, reply books, PN book and other relevant records pertaining to the train movement.
- Make a rough sketch showing the position of derailed vehicles, marks on sleepers etc.
- To give fit certificate to the accident involve train up to the next examination point towards direction of movement.
Following operating features must be checked while investigating into a derailment:
- Speed of the train just before the accident.
- Uneven load/ shifted load – load in all the vehicles must be checked to get an idea of loading and lashing/securing of loads.
- Application of brakes.
- Brake power of the train and location of vehicles without brake power.
- Whether all hand brakes are in released condition.
- Sudden reversal of points.
- S&T failure reported before the accident – how and when was it set right?
- The position of loose components wherever found.
- Whether the engineering staff was on work. Wheel marks, points of mount, flange travel mark on the rail, point of drop and other damages to sleepers, rails and other fitting.
12.2 DERAILMENT
Definition: Derailment means off loading of wheel/wheels causing detention to rolling stock/p.way.
Classification: Derailment classified in ‘D’ class accident. It is further classified as –
D-1- Derailment of a train carrying passenger resulting loss of human life/Hurt or damage to railway property of the value exceeding Rs.25,00,000/- or interruption of communication for at least 24 hrs.
D-2- Derailment of a train not carrying passenger resulting loss of human life/Hurt or damage to railway property of the value exceeding Rs.25,00,000/- or interruption of communication for at least 24 hrs.
D-3- Derailment of a train not falling under D-1
D-4 - Derailment of a train not falling under D-2 (The loss of the property is more than the threshold value.)
D-5 - Derailment of a train not carrying passenger, not falling either D-2 or D-4
D-6 Other derailments occurring in shunting, marshalling in yard, loco yard and siding but not involving a train.
Categories: There are two broad categories of derailment
I) Sudden derailment – Instant dismounting of wheel from rail
II) Gradual Derailment – Gradual climbing of flange on the rail.
Sudden derailment – When derailing forces are high on a wheel it may suddenly jump off from the rail table and the rolling stock derails. In this case no flange mounting marks are available on the rail table. However the wheel drop marks can be seen on ballast or sleepers. The possible causes for sudden derailment are –
(i) Sudden shifting of load
(ii) Improper loaded vehicle
Gradual Derailment: The forces acting on the rail & wheel contact are
(i) The weight of the vehicle transmitted by the wheel on the rail which keeps the vehicle on the track (ii) When the wheels of the vehicle roll parallel to the rail there is no angularity, when there is positive angularity the conditions creates the chance of derailment.
Derailment Mechanism: Nadal has derived the formulae as follows
Cause of Derailment:
The cause of derailment can be largely classified into following two major categories –
(i) Equipment failure
(ii) Human failure
Apart from the above cattle run over, sudden falling of boulders, trees etc. on the track, sinking of track also may be the cause of derailment of rolling stock which do not require thorough investigation.
Derailment occurred due to one or more of the following factors –
(a) Operational factors
(b) Track
(c) Rolling stock
(d) S&T
(e) Others
(a) Operational factors:-
Speed – (I) The exceed speed of train creates more lateral forces on the flange there by creating the chances of derailment.
Loading – Excess loading may leads to derailment of a vehicle as the wheel may float off due to excess loading.
Wrong marshalling – Empty stock if marshaled in between two loaded wagon may cause the derailment Operating –
i) Improper setting of point during shunting operation
ii) Undetected obstruction between toe of switch and stock rail
iii) Improper train operation i.e. sudden application of brake causing bunching and off loading of wheel
12.3 Track Investigation:
(1) If point of mount is known.-the track length should be taken for measurement:- 45 m. In rear side of the point of mount & 45 m in front side of the point of mount.
(2) If point of mount is unknown/ disputed.- 90 m. In rear side of the point of mount & 45 m in front side of the point of mount.
Point of mount :- The first wheel flange climb marks found on rail table is known as point of mount. If there is more than one point of marks found on rail table The rear most 1st point of mount mark will be treated as actual point of mount. no any point of mount is found in case of sudden derailment.
Point of drop:- The wheel flange drop marks shown on rail table is known as point of drop. In case of gradual derailment, the point of mount &point of drop both are found on rail table .but in case of sudden derailment only point of drop is found. Track parameters which to be recorded
1) Track gauge:-The distance between two running rails is known as track gauge. the track gauge should be measured 13mm below from the top of the rail.
Track gauge should be :-
(i) on straight track - 1676±6mm.
(ii) up to 5 degree curve - 1676 ± 15/ - 6 mm.
(iii) above 5 degree curve - 1676 + 20/ - 0 mm.
2) Cross level :- The variation in top level of the both rails on same point on straight track is known as cross 447 level..cross level is always measured on left rail in reference to right rail as per direction of the train.
Permitted cross level is - 13mm/station.
3) Twist: The variation in two continuous cross levels is known as twist. or
The algebraic variation in two continuous cross levels is known as twist. It is always measured in mm/m.
For example. ---- if cross level on station is +5mm and on station 2nd is 5mm,
Then twist will be:-
Twist = (+5) - (-5)/ 3 or (+5) +(5)/3 =10/3 or 3.3mm/m.
The allowed twist:-
On straight and circular curve - 2.8 mm /m.
On transition curve - 1.0 mm/ m.
A class track (160 KMPH) – 1.37 to 1.41 mm./M
B class track (130 KMPH) – 1.41 to 1.78 mm/M
C class track (100 KMPH) – 1.78 to 2.41 mm/M
D class track (Main Line) – 1.78 to 2.41 mm/M
E class track (Branch line) –2.41 to 2.78 mm/M
4) Cant or super elevation: To maintain the centre of gravity or to neutralize the effect of centrifugal force, the outer rail on curve is lifted in respect to inner rail, is known as cant.
Or
The lifting of outer rail in reference to inner rail on curve on same point is known as cant or super elevation.
Cant is always measured on outer rail in mm.
The max. Cant allowed in Indian Rly B.G. Is – 165mm.
For A &B class track – 165 mm.
For C,D &E class track – 140 mm
Variation in cant is possible due to :- Cant deficiency or Cant excess.
Max. Cant deficiency permitted - 75mm (gen).
100mm (in spl. case).
Max.Cant excess permitted - 75 mm .
Causes of variation in cant
(1) Due to poor maintenance of track by Engg. Deptt. (excess or low cant)
(2) Due to poor engineman ship by the driver. (Excess or low speed)
The equilibrium cant
E = GV2/127R Where
G = 1676+74 mm (gauge + width of the rail)
V= speed in Kmph 449
R = radius in mtr
5) VERSINE
The perpendicular distance drown at the centre of chord from the mid point of arc is known as versine. Versine is always measured on outer rail in mm.
If the versine is measured on 11.8 mtrs chord basis, the allowed variation in versine is only 10mm. Or if the versine is measured on 20 mtrs chord basis, the allowed variation in versine is only 29 mm. The versine measured on 11.8 mtrs chord in cm, is tells directly the degree of curve.
Versine V = 125 C2/R
Where C = length of chord in mtr.
R = radius in mtr. Rail defect
6) HOGGING:-
bending of rail ends at rail joints is known as hogged rail. Allowed max. - 2mm
7) BATTERING:-
wear of rail ends at rail joints is known as battered rail. Allowed max. - 2mm
8) RAIL WEAR
(i) Vertical wear
For B.G.
(a) 60 kg rail--- - 13mm
(b) 52---,, ---,,------ 8mm
(c) 90 r ------ 5 mm
(ii) lateral wear
A&B track ---- 8mm
C&D --,,----- -----10 mm
(iii) angular wear. – Permitted max. 25 degree
9) UNEVENNESS:- To be measured on 3.6 m Gen Isolated Chords.
Limit ---
On long term basis ---6mm - 10mm
On short term basis ---10 mm- 7mm
10) STRAIGHT NESS:- To be measured on 7.2 m chords.
Limit ---
On straight track ---5mm-- 10mm
On curved track ---5 mm --7mm
11) CREEP:- Shifting of rail in longitudinal direction due to poor fastening, or due to emergency rake braking or due to skidding of engine wheel.
12) BUCKLING:- Increase of rail length due to effect of temperature.
13) Corrosion
14) Burning.
15) Kink.
16) BALLAST: To provide Cushing & to absorb vibration, ballast are provided.
Types of ballast:-
(1) CUSHION BALLAST: - depth of ballast below the sleeper. FOR A cat. Track ---300mm B&C -, ---- 250 mm 451 D --,, --- 200 mm E -----,, --------- 150 mm
(2) CRIB BALLAST: - Wet been two sleepers. In the level of sleeper height.
(3) SHOULDER BALLAST: - Heap of the ballast at the end of the sleepers, to minimize the effect of lateral thrust. Gen. Should not be less than 150 mm.
SIZE & SHAPE OF BALLAST: - In 50mm size with at least 30% sharp edges
17) SLEEPER ROLE Of SLEEPER: - To hold the rails, distributes the load equally and to maintain the track gauge on prescribed limit.
TYPES Of SLEEPER: - Wooden sleeper, cst-9 , iron sleeper & concrete sleepers. Now a day’s max. Concrete sleepers are being utilized .
SLEEPER DENSITY: - Number of sleepers per kms is known as sleeper density.
(1) If track density is more than 10 GMT:-
For A,B,C&D route ------- M+7.
For E ,, ------ M+4
(2) If track density is less than 10 GMT:-
For A,B,C route ------- M+7.
For D & E ,, ------ M+4
Where M is the master length of rail i .e. 13 Mtrs
Means no. of sleepers required in 13 Mtrs length is----13 + 7 = 20
for. ---,, ----,,, in 1 Mtr ,,----------------- 20/13 = 1.540.
so that ,,------ in 1000 Mtrs ,, -------- 1.54x 1000 = 1540.
18) CONDITION OF FASTENERS, & FORMATION: -
During investigation, the condition of fasteners, & formation of track also to be observed for any type of abnormality.
Rolling Stock
During investigation the following parameters of rolling stock to be taken into account
Wheel
Wheel gauge – Wheel gauge to be measured at 4 locations and average OF them will be considered (1600 +2/-1mm.)
Thin flange – A thin flange increase the lateral play between wheel set and track which increases lateral oscillation (y/Q) / Angularity of wheel (Cond.-16 mm for goods,22 mm for coaching stock).
Sharp flange – Due to sharp flange wheel set can take two roads of slightly gaping point. (Cond. limit- 5mm.)
Deep flange – Deep flange of the wheel may hit the fish plate of rail causing derailment (Cond. Limit – 35 mm.)
Hollow tyre – It increases the conicity of the wheel which reduces the critical speed of the rolling stock and increase the lateral force (y)
Flat tyre – It can damage the rail due to successive impact and cause high stresses leading to rail fracture (Cond.- 50mm for coaching stock & 60mm. For goods stock)
Root radius too small – It increases the coefficient of friction between rail & wheel flange which increases the frictional force causing derailment (Cond. limit – 13mm)
Buffer
Height of buffer from rail level should be within 1105 mm. to 1030 mm. Buffer projection to be within 635mm.– 584 mm. Condition of buffer / CBC to be noticed for any crack/worn.
Wagon body – If the wagon is in loaded, the condition of consignment to be observed for over loading / uneven loading. S&T –
- Improper setting of point during shunting operation
- Undetected obstruction between toe of switch and stock rail
- Approaching signal may be indirect cause of bunching and off loading of wheel
Others:
Other derailments occurring in shunting, marshalling yard, loco yard and siding
Notable points :-
i) Before investigation first of all 1st derailed vehicle and wheel to be decided and point of mount & Point of drop to be marked.
ii) Track measurement to be taken on loaded condition
iii) There is no need of measurement in case of train wrecking and sabotage In any case of derailment, observations to be made jointly by Sr. subordinates of different departments like CWI, SLI TI, PWI and representative of S&T department. A rough sketch of site to be prepared After then they will prepare a joint note mentioning the followings
1. Subject 4. Conclusion
2. Brief history 5. Responsibility
3. Observations
The joint note will be duly signed by all the nominated subordinates. If any point mentioned in the joint note not agreed by anybody he will submit dissent note by mentioning the logical points and copy of the same will be given to all of the signatories. After getting the dissent note others will submit their rejoinder.
12.4 PURPOSE OF ENQUIRY &TYPES OF ENQUIRY
Any occurrence which does or may affect the safety of the railway, its locomotive, rolling stock, permanent way, passengers or railway servants or which affects safety of others or which does or may cause delay to trains or loss to the railways is termed as accident.
Purpose of an Enquiry:-
• To ascertain cause of an accident.
• To formulate proposals for preventing a reoccurrence.
• To ascertain if any inherent defect in the system of working or in physical appliances such as, track, rolling stock & other working apparatus.
• To ascertain negligence or avoidable delay in relief & restoration.
Need of an Enquiry
• Provision of section 113 of railway act 89.
• Any accident attended with loss of any human life, or with grievous hurt, as defined in the IPC (45 of 1869), or with such serious injuries to property as may be prescribed.
• Any collision between trains of which one is a train carrying passengers.
• The derailment of any trains carrying passengers, are of any part of such train.
• Any accident of a description usually attended with loss of human life or with such grievous hurt as aforesaid or with serious injury to property.
• System working suspected defective.
• Railway staff responsible-prima facie or on police report.
• Cause of accident is not clear.
• On advice of CRS.
• Railway administrations decision.
Types of Enquiry
1. Commission of Enquiry
• Appointed by central government under commission of enquiry act 1952.
• Commission has powers of a civil court.
• Its findings are not binding on govt.
• Such type of enquiry is very rare.
2. Commissioner of Railway Safety Enquiry
• It is an independent agency, constituted under provisions of Section 113 of The Railway Act 1989.
• Such enquiry is obligatory in cases ofi) Loss of human life as defined in IPC.
ii) Serious damage to railway property.
iii) Accident at unmanned level crossing only if loss of life/ grievous injury of passenger involves.
iv) Any other accident-at his discretion.
• CRS can summon and enforce attendance of any person it can examine and receive evidence under oath. It can requisition any public record or copies thereof from.
• CRS ENQUIRY is not obligatory if passenger travelling in the train is not affected and no passengers are hurt at level crossing accident.
• CRS enquiry withheld in case of constitution of commission of enquiry by Central Govt.
• Final report copy is sent to Railway Board, Railway Administration concerned, and Director IB-Ministry of Home. Affairs in case of sabotage.
• DM or any other magistrate appointed by state govt. may make an enquiry.
• No enquiry if commission of enquiry or any other authority nominated by central govt.
• Magistrate may order judicial enquiry for trial of any person criminal offence.
4. Joint Enquiry
• It can be at SAG, JAG, Sr. scale, Jr Scale or Sr. subordinate level.
• Enquiry committee has representatives from traffic, civil, mechanical, electrical, S&T etc.
• Committee is nominated by DRM/GM Depending upon the level.
Joint enquiry may be dispensed with if:
a) CRS enquiry is ordered.
b) Any other agency is appointed by central govt.
c) There is no reasonable doubt about cause of accident.
d) Any one of the departments has accepted the responsibility.
In case of c & d above, departmental enquiry is to be held
Proceedings of joint enquiry
• Conduct enquiry proceedings carefully.
• President of enquiry to warn all the witness against the untruthful all false statements.
• Certificate signed by the president to be forwarded with proceedings.
• Simple language in logical order.
• End of statement to be certified as “Read “accepted and correct or” Read”, explained, and accepted as correct.
Documents to be accompanied with proceedings
• Title page and particulars of accidents.
• History of accident.
• Description of the site if the accident.
• Sketch of the site of the accident.
• Findings , and reasons for conclusions
- clear, brief, and to the point
- indicate cause of accident, rules violated,
- taff held responsible
• Note of dissident, if any.
• Reading of track, engine, wagons/ vehicles.
• Recommendation of the enquiry committee.
• Statement of witness with a list, and analysis of evidence.
• Plan of accident site and or other drawing in case of serious accidents.
• List of passenger, railway employee killed or injured.
• List of damages to loco, R/stock, track, OHE,S&T with estimated cost
• Relevant extract from train register log book, station diary, guard rough journal.
• Date of start and finalization of enquiry.
• Photograph of the site of serious accident.
• Note on serious or important discrepancies.
• Bio-data of staff held responsible.
• Relief and restoration.
• All the documents to be signed.
5. Departmental Enquiry
The departmental enquiries shall be ordered by DRM. The proceedings of departmental enquiry shall be drawn up in the same from as those prescribed for joint enquiries and the rules in regard to the conduct of joint enquiries shall apply to the conduct of departmental enquiries, in so far as they are applicable.
As per railway board latest instructions, following guidelines should be followed for accident enquiries by railways:-
(i) All serious accident shall be enquired into by the Commissioner of Railway Safety.
(ii) In case CRS or CCRS is not in position to inquire into serious accident cases the inquiry shall be done by JA grade inquiry committee with DRM as the accepting, authority subject to the review by CSO.
(iii) All the cases of collision falling under A1 to A4 categories shall be inquired into by committee SAG officers with GM as the accepting authority unless same is being inquired by CRS.
(iv) All other consequential train accidents except Unmanned Level Crossing Accidents shall inquired into by a committee of JA grade officers and in its absence by branch officers. DRM shall be accepting authorities for these inquiries subject to the review by CSO. 460
(v) Consequential Unmanned Level Crossing accidents and all other train accidents shall be inquired into by a committee of Senior Scale or Junior Scale Officers as the decided by respective DRM with DRM as the accepting authority.
(vi) All yard accidents shall be inquired into by a committee of senior supervisors with Sr. DSO/DSO as accepting authority.
(vii) All cases of indicative accidents shall be inquired into by a committee of Senior or Junior Scale Officers with DRM as the accepting authority.
(viii) GM or DRM can have the inquiry conducted by a committee of higher level of officers then the above mentioned levels depending upon the seriousness of the accidents.
(ix) In accident cases wherein the Inquiry Committee determines responsibility on the State Foreign Railway, the inquiry report should be put up to the PHOD of the concerned department of the railway on which the accident took place through CSO after which such inquiry report shall be accepted by the AGM (instead of DRM). Finalization of Inter Railway DAR cases arising out of such inquiry reports followed up by the PHOD of the concerned department of Railway on which the accident took place. If suitable response is is not received from respondent Railway at GM’s level, then the case should be referred to Railway Board.
(x) All case of equipment failures shall be inquired into by senior Supervisors/Supervisors of respective departments.
(xi) All inquiries will be ordered by the concerned DRM except for enquiries into collisions as per item (iii) as above wherein GM will order the inquiries.
Schedule of procedure of completion of accident enquiry at zonal railway level
Following target dates have been given by Board of prompt finalization of enquiry:-
Ordering inquiry by DRM/GM
D+1
Commencement of Enquiry
D+3
Submission of Preliminary report
D+7
Acceptance of inquiry report by GM/DRM
D+10
Finalization of inquiry report by CSO/AGM
D+15
Submission of inquiry reports
D+20
Finalization of accident cases
D+90
D-Date of accident Time limits prescribed above are the maximum period of time. Railway should make efforts to finalize the enquiry report and 462 D&AR action as early as possible but not beyond the prescribed time limits.
Preservation of Records
Accidents of class A & B- 5 Years
Accidents of class C - 3 Years
