Who’s accountable for the Kanchanjunga Categorical accident? These causes got here to mild within the preliminary investigation – Kanchanjunga Categorical accident How security norms have been compromised NTC theinsiderinsight

Within the preliminary investigation of the practice accident close to New Jalpaiguri in West Bengal, not following the usual process throughout the failure of navigation indicators was cited as the key motive. 9 folks died and greater than 50 have been injured on this practice accident. This raises an vital query that when the automated signaling system malfunctions, how do trains run? Based on railway officers, the automated signaling system on the route in Bengal the place the accident passed off was malfunctioning since morning.

Official paperwork and open-source knowledge accessed by AajTak reveal that the loco pilot of the products practice that collided with the Kanchenjunga Categorical violated the usual procedures laid down by the railways for such a state of affairs and drove the practice at a velocity greater than the prescribed restrict. A radical investigation into the incident is underway.

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The products practice hit the Kanchenjunga Categorical from behind. Because the computerized signalling system was defective, the Kanchenjunga Categorical was given a 'paper line clearance ticket' (PLCT) by the Rangapani railway station grasp at 8.20 am and the products practice at 8.35 am to cross the purple sign. In such instances, the railway's Automated Block Signalling (ABS) rule consists of issuing a PLCT by the station grasp to the loco pilot to cross the purple sign, apart from a cautionary warning and a observe clearance certificates.

The 'paper line clearance tickets' issued to the freight practice and the Kanchenjunga Categorical for crossing the automated signalling system between Rangapani railway station and Chhattarhat junction present that there have been no less than 9 sign failures between the 2 stations in a span of two hours. Aaj Tak spoke to railway officers and confirmed this data with open-source paperwork that T/D912 tickets are issued to trains that move by means of a route when the sign is down for a very long time. The Rangapani station grasp had issued T/A912 within the case of the Kanchenjunga Categorical practice.

Based on railway officers, for the reason that sign fault was anticipated to be mounted quickly, the signalling division didn’t declare it a protracted fault. Subsequently, the automated block signalling rule continued to be adopted. Ticket T/A 912 signifies that the practice ought to be run at a most velocity of 10 kmph, whereas ticket T/D 912 has a most velocity restrict of 25 kmph. The loco pilot normally receives a warning order mentioning this. On this case, the gateman on the earlier crossing stated that the common velocity of the products practice was 40-50 kmph.

Other than guidelines associated to coach velocity, railway requirements additionally say that trains ought to cease as quickly as attainable earlier than a defective sign. Trains should cease for 1 minute throughout the day and a pair of minutes at evening earlier than a purple sign. The driving force of the products practice allegedly violated this rule.

Railway officers stated, 'The protocol relating to malfunction in computerized signalling system is that if there’s a purple sign, the loco pilot has to cease the practice for 1 minute after which proceed at medium velocity whereas blowing the horn. On this case, evidently the pilot of the products practice didn’t decelerate on the sign'. Additionally, after crossing the sign, the loco pilot has to make sure that there’s a distance of no less than 150-200 meters or two clear OHE (overhead tools) spans between his practice and the earlier practice or any obstruction on the road.

Additionally, when a practice is stopped in an computerized block signalling part, the guard should instantly show a 'cease' hand sign on the rear and make sure that the tail board or tail mild is correctly displayed. As per customary working procedures, a practice can enter a block station provided that the loco pilot has acquired clearance from the earlier station. This clearance is issued in writing by the involved station grasp. Nonetheless, within the case of the accident in Bengal, it’s not totally the fault of the products practice's loco pilot. It additionally includes the function of floor workers, signalling division and delay in implementing the anti-collision system.

M Raghavaiah, common secretary of the Nationwide Federation of Indian Railwaymen (NFIR), highlighted the problem of vacancies, which is placing immense stress on railway staff. “Fifteen per cent of the posts of loco pilots are vacant. This is a vital class of submit within the railway division. They don’t get sufficient relaxation and even holidays to attend their household features,” he stated. The India-made Automated Prepare Collision Prevention System 'Kavach', which helps stop accidents if two trains come on the identical line, was not accessible on this route. Up to now, the Kavach system has been put in solely on 1465 km route and 121 practice engines.

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