Real Definitions (Railway Board Letter No. 2000/Safety(A&R)/19/20 dt.31.10.2000)
This real letter superseded Board Letter No. 88/Safety(A&R)/29/8 dated 18.4.1980 and letters of 10.8.2000 & 17.10.2000, re-defining accidents as follows.
- Train: a set of vehicles (empty or loaded) worked by a locomotive, or any self-propelled unit incl. light engine(s)/rail-motor vehicles, running under a particular number/distinct name from a fixed departure point to a fixed destination. Real note: the engine/vehicles remain 'part of the train' until the station beyond which they aren't required to go — at that point they cease to be 'art of the train' (part of the train).
- Passenger Train: a train intended solely or partly for carriage of passengers. Real inclusions: a workman's train, ballast train, material train, Accident Relief Train, Tower Wagon, or trains carrying workmen/Cattle special/Military special with authorised escorts.
- Other Train: all trains not covered under Train/Passenger Train.
- Accident: an occurrence in the course of Railway working which does or may affect safety of the Railway, its engine, rolling stock, permanent way/works, fixed installations, passengers or servant, or which affects the safety of others, or causes/may cause delay to train or loss to the Railway. For STATISTICAL purposes, accidents are classified in real categories 'A' to 'R', excluding 'I' and 'O'.
Real Injury Classification & Threshold Value
Real Grievous injuries follow the definition in Section 320 of the Indian Penal Code (45 of 1860): (A) emasculation; (B) permanent privation of sight of either eye; (C) permanent privation of hearing of either ear; (D) privation of any member or joint; (E) destruction or permanent impairing of the powers of any member or joint; (F) fracture or dislocation of a bone or tooth; (G) any hurt endangering life, or causing severe bodily pain, or incapacity to follow ordinary pursuits, for real 20 days. Real Simple injuries: incapacitate the injured person from their customary vocation for real 48 hours after the accident (or, for a railway servant, prevent return to work for real 48 hours).
Real Threshold Value has 2 parts: (a) loss to Railway property fixed at real Rs. ONE LAKH; OR (b) interruption to communication (partial or total) equal to or more than the real hours specified per gauge/route type.
| Real Interruption Type | Real BG-A,B,C or D Spl. (hrs) | Real BG-D,E Spl or MG-Q,R (hrs) | Real BG-E, MG-S or Ng route (hrs) |
|---|---|---|---|
| Total | 3 | 4 | 6 |
| Total + Partial | 6 | 8 | 12 |
Duration of interruption is defined as the time from the accident until the first train starts on line-clear from the adjacent station for movement over the affected line.
Real Classification of Accidents — 5 Real Heads
| Real Head | Real Scope & Real Class Codes |
|---|---|
| (i) Train Accidents | Involves a train. Real 2 sub-types: (a) Consequential — serious repercussion (loss of life/injury/property loss/traffic interruption): Collision (A-1 to A-4), Fire (B-1 to B-4), Level Crossing (C-1 to C-4), Derailment (D-1 to D-4), Miscellaneous (E-1). (b) Other train accidents — remaining codes B-5/B-6, C-5 to C-8, D-5, E-2. |
| (ii) Yard Accidents | Accidents in a yard NOT involving a train — codes A-5, B-7, D-6. |
| (iii) Indicative Accidents | Real term for serious potential hazards, NOT actual accidents — SPAD, averted collision, breach of block rule — codes F, G, H. |
| (iv) Equipment Failures | Failure of loco/rolling stock, permanent way, OHE, signalling & telecom equipment — codes J, K, L, M. |
| (v) Unusual Incidents | Law-and-order-related cases not resulting in train accidents — codes N, P, Q, R. |
Real Full A–R Classification Codes
Real common pattern across classes A-E: within each class, the FIRST codes (e.g. A-1/A-2, B-1/B-2, C-1/C-2, D-1/D-2) cover the MAJOR/consequential case — split by whether the train carries passengers — requiring loss of life/grievous hurt AND/OR property damage exceeding real Rs. 25,00,000 AND/OR communication interruption of at least real 24 hours. The NEXT codes cover the same scenario NOT meeting that major threshold, and the LAST code(s) in each class cover yard/non-train occurrences of that same accident type.
| Real Class | Real Codes & Meaning |
|---|---|
| A — Collisions | A-1: passenger train collision (major). A-2: non-passenger train collision (major). A-3/A-4: same, not meeting major threshold. A-5: other collision in shunting/marshalling/loco yards/sidings, not involving a train. |
| B — Fire or Explosion in trains | B-1/B-2: passenger/non-passenger train (major). B-3: passenger train fire not meeting B-1, but with property loss/traffic interruption above threshold, OR derailment, OR requiring relief engine(s). B-4: same for non-passenger (B-2). B-5/B-6: passenger/non-passenger fire not falling under B-2/B-4. B-7: fire/explosion in shunting/marshalling/loco yards/sidings involving rolling stock but not a train. Real note: an RPF representative should be included in any fire-accident inquiry committee. |
| C — Train running into road traffic (or vice versa) at level crossing | C-1/C-2: passenger/non-passenger train at MANNED LC (major). C-3/C-4: passenger/non-passenger train at UNMANNED LC (major). C-5/C-6: manned LC, not meeting C-1/C-2. C-7/C-8: unmanned LC, not meeting C-3/C-4. C-9: shunting engine (with/without vehicles) running into road traffic at LC. Real note: a road vehicle not physically clearable off the track promptly by one person is termed 'road traffic' for classification, regardless of its traction mode. |
| D — Derailments | D-1/D-2: passenger/non-passenger train derailment (major). D-3: passenger train derailment not falling under D-1. D-4: non-passenger derailment not falling under D-2, but loss/interruption above threshold. D-5: non-passenger derailment not falling under D-2 or D-4. D-6: other derailments in shunting/marshalling/loco yards/sidings, not involving a train. |
| E — Other Train Accident | E-1: train running over/against an obstruction/fixed structure (other than covered under Class C), with loss/damage/interruption above threshold. E-2: same, not covered under C or E-1. |
| F — Averted Collisions (Indicative) | F-1: averted collision between trains, at least one carrying passengers. F-2: averted collision between a passenger train and an obstruction. F-3: averted collision between non-passenger trains. F-4: averted collision between a non-passenger train and an obstruction. |
| G — Breach of Block Rules (Indicative) | G-1/G-2: passenger/non-passenger train entering a block section without authority/proper Authority-to-Proceed. G-3: train received on a blocked line, not constituting an averted collision. G-4: train received on/entering a wrong line at a station, Catch Siding, Slip Siding or Sand Hump etc. |
| H — Train Passing Signal at Danger (Indicative) | H-1/H-2: passenger/non-passenger train running past a 'stop' signal at danger without proper authority. |
| J — Failure of Engine and Rolling Stock | J-1/J-2: failure of engine hauling a passenger/non-passenger train (or light engine). J-3/J-4: parting of a passenger/non-passenger train. J-5/J-6: rolling-stock failure (tyres/wheels/axles/braking apparatus) on a passenger/non-passenger train LEADING to detachment. J-7/J-8: same, NOT leading to detachment (passenger/non-passenger). J-9: a train or portion running away, out of control. J-10: poor brake power in a train, not covered by J-9. |
| K — Failure of Permanent Way | K-1: buckling of track. K-2: weld failure. K-3: rail fracture. K-4: unusually slack/rough running or heavy lurch experienced by drivers over any length of track, leading to blockage of communication. K-5: failure of tunnel/bridge/viaduct/formation/cutting/culvert. K-6: track damage rendering it temporarily unsafe or likely to cause delay above threshold. K-7: same as K-6 but not covered under K-1 to K-6. Real note: cases detected during regular maintenance NOT affecting train movement are excluded from this classification. |
| L — Failure of Electric Equipment | L-1: snapping/damage to OHE wire requiring OHE switch-off for more than real 3 minutes. L-2: no tension in OHE for more than real 3 minutes. L-3: pantograph entanglement, not covered under J-1/J-2. L-4: defect in AC or other electrical equipment leading to detachment of rolling stock from a train. |
| M — Failure of Signalling and Telecommunication | M-1: failure of part/complete panel or RRI. M-2: failure of interlocking/track-circuit or axle counter. M-3: failure of block instrument. M-4: failure of point machine/equipment. M-5: failure of signal/point. M-6: failure of control/station communication for more than real 15 minutes. M-7: failure of station-to-station or station-to-LC-gate communication for more than real 15 minutes. Real note: signal/point/telecom failures NOT reported to the S&T department are excluded. |
| N — Train Wrecking (Unusual) | N-1/N-2: attempted wrecking/sabotage of a passenger/non-passenger train. N-3: attempted sabotage/tampering with track, not involving any train. |
| P — Casualties (Unusual) | P-1: person(s) falling out of a running train, resulting in death/grievous hurt. P-2: person(s) run over/knocked down by a train, resulting in death/grievous hurt. P-3: person(s) falling out of/knocked down by a train/engine/railway vehicle, NOT resulting in death/grievous hurt. |
| Q — Other Incidents (Unusual) | Q-1: accidental/natural death or grievous hurt to any person (passenger, employee, trespasser, other) within railway premises (excluding railway quarters). Q-2: murder or suicide in a train or within railway premises. Q-3: robbery/attempted robbery/theft/attempted theft in railway premises incl. trains. Q-4: fire/explosion within railway premises, not involving trains. Q-5: fire/explosion damaging a railway bridge/viaduct. Q-6: blockade of train services due to agitation. |
| R — Miscellaneous (Unusual) | R-1: vehicle(s) running away. R-2: train running over cattle (real note: 'cattle' EXCLUDES sheep, goats, pigs, dogs, donkeys, rams, ewes and lambs). R-3: flood/breach/landslide etc. causing interruption of an important through line of communication above threshold. R-4: other flood/breach/landslide cases causing traffic interruption. R-5: any accident not included in the foregoing classifications. Real note: a 'train' for this classification includes a trolley/lorry/motor/motor-trolley when worked under train-working rules. |
Real Reportable Train Accidents & Serious Accident Definition
Real Reportable Train Accidents fall under Section 113 of the Railways Act, 1989: (a) any accident with loss of human life or grievous hurt; (b) any collision between trains, one of which carries passengers; (c) derailment of any passenger-carrying train or part of it; (d) accidents with loss of human life in a passenger train involving train-wrecking/attempted wrecking, running over obstructions placed on the line, passengers falling out, fires, grievous hurt per IPC, or serious property damage exceeding real Rs. 25 LAKH which might reasonably have been expected even if it didn't actually occur — and also landslides/breaches/floods causing interruption of an important through line of communication for at least real 24 hours.
Real Serious Accident: an accident to a passenger-carrying train with loss of life or grievous hurt to a passenger, or serious property damage exceeding real Rs. 25,00,000, or any other accident the Chief Commissioner/Commissioner of Railway Safety opines requires a CRS inquiry. Real 3 EXCLUSIONS: (a) trespassers run over/injured/killed through own carelessness, or passengers injured/killed through own carelessness; (b) railway servants or valid pass/ticket holders killed/grievously injured while travelling OUTSIDE the rolling stock of a passenger train (footboard, roof, buffer — excluding vestibule interiors), or run over at an LC or elsewhere on track; (c) level-crossing accidents where no passenger/railway servant is killed/grievously hurt, unless the CCRS/CRS opines an inquiry is needed.
Real Reporting & Level of Enquiry
Real telephone-advice-on-reporting rule: to Railway Board — for all consequential train accidents, yard accidents with serious traffic repercussion above threshold, and land slides/breaches/OHE breakdown above threshold (plus monthly statement in prescribed proforma for all categories). To Zonal Railway — for all train accidents (not just consequential), plus the same yard/land-slide/OHE conditions (plus monthly statement).
| Real Level of Enquiry | Real Who Inquires |
|---|---|
| Serious accidents | Commissioner of Railway Safety (CRS); if CRS/CCRS unavailable, a JA Grade Inquiry Committee |
| Other consequential train accidents (except unmanned LC accidents) | Committee of JA grade officers (or Branch officers in their absence) |
| Consequential Unmanned Level Crossing Accidents | Committee of Junior Scale Officers |
| All other train accidents | Committee of Senior Scale or Junior Scale Officers as decided by respective DRMs |
| Yard accidents | Committee of Senior Supervisors |
| Indicative Accidents | Committee of Junior Scale Officers |
| Equipment failures | Senior Supervisors/Supervisors of respective departments |
Real rule: a Safety Officer must be one of the members of every Departmental Accident Inquiry Committee — if a Safety Officer of the same grade isn't available in the Division, one grade below may be nominated. Real accounting rules: accidents to trains are accounted for by the Railway with site jurisdiction; engine failures by the Railway owning the engine; statistical returns (cumulative to month-end) must reach the Board's office no later than the real 7th day of the next month; each accident is shown only ONCE — if it falls in more than one category, it's treated under the HIGHER category. Fire statistics include physical fire/smoke emission causing death/injury/damage of real Rs. 5000 or above. Details/statistics for Unusual-incident categories N, P, Q are maintained by the Security (RPF) Branch.
Real Action on Getting Accident Information & Alarm Codes
- The concerned AEN and Inspector rush to the site by the quickest means, arranging man/material movement en route. DEN collects information and checks adequacy of AEN's arrangement, supplementing if needed. A responsible control officer monitors movement of man/material, coordinating between the accident site and higher HQ officers.
- Real ARME/ART dispatch timing: ARME should be dispatched within real 30/15 minutes of ordering, during night/day respectively. ART should be dispatched within real 45/30 minutes of ordering, during night/day respectively.
| Real Alarm Signal Code (Hooter Pattern) | Real Meaning |
|---|---|
| Two long hooters: 45"-5"-45" | Accident in loco/traffic yard at homing station |
| Three long hooters: 45"-5"-45"-5"-45" | Accident outside homing station |
| Four long hooters: 45"-5"-45"-5"-45"-5"-45" | ARME required |
| One long hooter of 90" | Cancellation of ART/ARME |
Real Action at Site & Sabotage Procedure
- The first official reaching site (usually an engineering official) must: (1) protect the train if not already done by the guard/driver; (2) arrange rescue/medical relief; (3) rapid site survey, informing control/nearest SM of damage/assistance required; (4) check line clear/caution order/train register; (5) preserve clues and begin preliminary clearing — in suspected sabotage, restoration needs POLICE clearance first (without delaying medical relief); if CRS wants a site inspection, restoration may be delayed accordingly.
- Real preliminary report requirements: nature of accident, prima-facie cause, loss of life/injuries, extent of damage, real track reading (X-level, gauge, versine, super-elevation) for real 45 metres on either side if the derailment cause is known — otherwise for real 90 metres on the rear side and 45 metres ahead of the zero station (point of mount) — plus rainfall/patrolling particulars, restoration plan, assistance required, special features, and a sketch of the accident site.
- Sabotage/train-wrecking procedure: the guard/engine crew (if travelling), after protecting the train and first aid, must jointly examine the track with responsible passengers, record and get the examination results signed; ensure tampered track/rails/fishplates/bolts aren't disturbed and are watched until Civil/Police Authorities arrive. The adjacent Station Master informs local Civil Police/RPF by the quickest means. Engineering officials going to site should NOT carry tools initially, keep toolboxes unopened until police-checked, and not disturb the track until police inspection. If police arrival is delayed, senior-most railway officials may jack up/shift a coach minimally (noting original position by sketch) to extricate trapped persons — normal traffic isn't permitted without consulting police; a joint inspection + jointly signed report by railway and police officials precedes restoration.
Real Disaster Management — Golden Hour
Disaster management involves intelligent/meticulous planning and prompt response. Real planning points: relief equipment at strategic points; nearby medical-facility information available in detail; ART/ARME kept ready with full essentials. Real prompt-response points: earliest accident-detail relay to control; medical personnel/volunteer help requested; quick redressal to injured; preserve clues; on/off-duty staff should rise to the occasion; a logbook records all activity incl. passenger names; civil authorities requested if needed; information centres opened at site and convenient places; restoration time communicated to the public; restoration not started without police clearance in suspected sabotage; incorrect information not given in haste.
Exam Focus — Real 'Golden Hour' Concept
Rush to the site by the quickest possible means — the FIRST ONE HOUR is called the 'Golden Hour', during which, if a medical relief team arrives, many precious lives can be saved in fatal accidents.
Real Accident Inquiries — Objectives & Classification
Rules for CRS inquiry guidance are in the real 'Statutory Investigation into Railway Accidents Rules, 1998' (notified by the then Ministry of Tourism & Civil Aviation vide G.S.R.587 dated 09.04.73, amended vide GSR 20 dt.17.10.80 & GSR No.704 dt.09.07.85). Real history: a uniform inquiry code for State Railways was first prescribed in real 1879, but had no statutory backing until the Indian Railways Act, 1890 (since replaced by the Railways Act, 1989).
An inquiry is necessary if: (1) the accident is 'Serious' per Section 113; (2) a passenger train is involved; (3) there's reason to believe Railway staff are responsible (prima facie or per police report); (4) the system involved is suspected deficient/defective; (5) the cause isn't clear; (6) for any special reason the GM/CSO/DRM considers an inquiry necessary; (7) the CRS asks the GM for a comprehensive report — this last inquiry may be dispensed with if it's already handled by CRS/Commission of Inquiry, there's no reasonable doubt about the cause, or a Railway department accepts responsibility.
Real 10 Objectives of Accident Inquiries
- 1. Establish the cause beyond reasonable doubt. 2. Fix responsibility for failures/commissions/omissions/rule violations, enabling follow-up punitive action. 3. Assess adequacy/practicability of the system. 4. Assess adequacy of existing preventive measures/rules/instructions and their implementation. 5. Ascertain skills, knowledge and effective functioning. 6. Examine safety aspects of installation/working/maintenance. 7. Review the Railway system's response in rendering adequate/prompt relief and rescue. 8. Recommend alterations/modifications to layout, signalling etc. 9. Be a useful tool to minimize accidents. 10. Help compile accident-related statistics at various levels. Real note: the PRIMARY objective is identifying system efficiency/weakness and improving safety performance — awarding punishment to responsible staff takes NEXT priority.
Real 2 levels of inquiry: (1) NON-RAILWAY — Commission of Inquiry, Commission of Railway Safety (CRS), Magisterial inquiry, Police investigation. (2) RAILWAY — Major Joint Inquiry, Minor Joint Inquiry, Departmental Inquiry.
Real Non-Railway Inquiry Levels
- Commission of Inquiry: ordered by the Central Government under the real Commission of Inquiry Act, 1952, on Government direction or a Parliament mandate. Real composition: presided over by a sitting/retired Supreme Court or High Court judge with the rank of a Union Cabinet Minister, assisted by one legislator and a retired senior Railway officer (who also functions as Commission Secretary). Real procedure: exercises civil-court-like powers (summoning witnesses, taking evidence under oath, requisitioning records, site inspection); counsel are permitted; once ordered, ALL other inquiries into that incident cease; findings are only RECOMMENDATORY, subject to Government acceptance.
- Commission of Railway Safety (CRS) — real brief history: Consulting Engineers were appointed to control early private railway construction/operation, re-designated Government Inspectors, statutorily recognised in real 1883. The Railway Board (established 1905) was vested with safety-control authority under real notification No.801 dated 24 March 1905 (Indian Railway Board Act, 1905). Per Section 181(3) of the Government of India Act, 1935, safety-inquiry functions were placed under an authority OTHER than the Railway Board (recommended by the Central Legislature in 1940) — the Inspectorate went under the Dept. of Posts and Air (May 1941), later Civil Aviation Ministry, and was RE-DESIGNATED as Commissioners of Railway Safety on real 01.11.1961.
- Real CRS organisational structure: headed by the Chief Commissioner of Railway Safety (CCRS) at Lucknow, also principal Technical Advisor to the Central Government on Railway Safety. Under CCRS's administrative control: real 9 Commissioners of Railway Safety (CRSs), each with jurisdiction over a 'Circle' (the old 9 Zones of Railway) — some also cover Metro Railways, Port Trust Railways, and Konkan Railway. Real 5 Deputy Commissioners of Railway Safety are posted at HQ (Lucknow) to assist CCRS; real 2 Deputy Commissioners are in the field, one each at Mumbai and Kolkata, assisting CRSs on Signalling & Telecommunication matters.
- Real CRS functions per the Railways Act, 1989: inspection of new railway lines before authorising passenger traffic; periodical inspection of open lines; approval of new works/renewals affecting passenger-carrying lines; investigation into accidents (incl. serious passenger-train accident inquiries); general advice on train-operation safety — governed by the Statutory Investigation into Railway Accidents Rules, 1998 and the Railway (Notices of and Inquiries into Accidents) Rules, 1998.
- Real statutory inquiry obligation: a Commissioner of Railway Safety's inquiry is OBLIGATORY in every accident to a passenger-carrying train attended with loss of life/grievous hurt (per real IPC Section 320 criteria, reproduced: emasculation/permanent sight-privation, permanent hearing-privation, member/joint privation, permanent head/face disfigurement, bone/tooth fracture/dislocation, unable to follow ordinary pursuits for >20 days/hospitalisation) OR serious property damage exceeding real Rs. 25 Lakh. The inquiry is NOT obligatory for a person killed/hurt on the footboard/roof, or run over at an LC/elsewhere. Workman's/ballast trains carrying workmen ARE treated as passenger trains for this purpose — a workman's death/grievous injury on such a train makes CRS inquiry obligatory.
- Real procedure when CRS can't hold an inquiry: CRS informs CCRS of the reason; CCRS may hold it himself, direct another CRS, or entrust it to the Railway (which appoints a committee of Railway officers) — the Railway committee's report goes to the CRS, who scrutinises and (if agreeing) forwards it with his views to CCRS; if the CRS disagrees, he may hold the inquiry himself. Real stoppage rule: whenever Central Govt. appoints a Commission of Inquiry under the 1952 Act, the CRS must discontinue his own inquiry.
- Real CRS accident-inquiry report format — 9 real chapters: I — Preamble, inspection & inquiry, description of accident, casualties; II — Relief measures; III — Composition of trains and damage; IV — Local features; V — Summary of evidence; VI — Tests and observations; VII — Discussion; VIII — Conclusion; IX — Remarks and recommendations, plus Abbreviations and Appendices.
- Real CRS process timeline: notice under Section 113 → CRS notifies CCRS/Railway Board/Head of Railway Administration, fixes date/place → site inspection + evidence collection + public evidence invited → DRM provides office/secretarial support, ADRM+Sr.DSO/Sr.DSTE/Sr.DEE/Sr.DME render assistance → CRS compiles preliminary report to CCRS/Railway Board/GM (sabotage/wrecking cases ALSO go confidentially to the Director, Intelligence Bureau, MHA) → CCRS conveys approval/comments after HOD review, coordinated by Chief Safety Officer → CRS reviews comments, drafts final report → Railway Board disagreements go to the Central Government (Ministry of Civil Aviation) for final decision → final report tabled in Parliament, then published. Real note: throughout this process the document is CONFIDENTIAL.
- Magisterial Inquiry: for accidents under Section 113, the District Magistrate (or a nominated one) may inquire himself, depute a Subordinate/First-Class Magistrate, or direct a police investigation. District Magistrates specifically inquire into accidents impinging on LAW AND ORDER (level crossings, sabotage) to establish if a criminal offence is involved — the Magistrate can summon any person, decide on judicial-inquiry grounds, and furnishes findings copies to the GM and CRS.
- Police Investigation: Railway Police may investigate when the accident involves loss of life/grievous injury/serious property damage prima facie caused by a criminal act, OR when the District Magistrate directs. NO police investigation is made once a Magisterial inquiry has been ordered. The Government Railway Police (GRP) of the area is primarily responsible within railway-premises limits, extending beyond if needed; the investigating officer advises the GM/DRM, who may depute a Railway official as observer/technical-assistance provider (investigation continues even without one). In place of Railway Police, State Police can conduct such investigation.
Real Railway Inquiries — Major/Minor Joint & Departmental
- A joint inquiry committee normally has 1 official each from Operating, Civil Engineering and Mechanical Engineering — other departments (S&T, Electrical, Engineering etc.) join if involved; non-railway officials (State Police, Defence) may only sit as observers. The senior-most official presides as committee president, others are members, and the Safety/Operating official functions as secretary. Real inquiry level is per column 4 of the Accident Manual's 'Classification' chapter, or decided by the Chief Safety Officer/DRM.
- Major Joint Inquiry (MJI): real reports made out in 6 copies including recorded evidence. Can be at SAG, JAG, Senior Scale, or Junior Scale level depending on severity. GM orders an MJI at SAG level for passenger-train collisions with loss of life/grievous injury not inquired into by CRS — accepted by AGM. JA Grade/Senior Scale/Junior Scale joint inquiries are ordered by the DRM, processed by Sr.DSO/DSO, accepted by DRM, copies to CSO — after acceptance, relevant extracts go to branch officers for administrative action/disciplinary initiation; Chief Safety Officer (HQ) and Sr.DSO/DSO (Division) ensure adequate punishment, escalating to AGM/DRM for review if inadequate.
- Minor Joint Inquiry: ordered/conducted for lesser cases along similar lines — committees formed by Senior Subordinates of various departments nominated by Sr.DOS/DOS in consultation with the concerned branch officer; reports accepted by Sr.DSO/DSO or AMO(G) per relative severity.
- Departmental Inquiry: normally ordered when the cause couldn't be ascertained beyond doubt or no department accepts responsibility — though a DRM may still order a joint inquiry even if a department accepts responsibility, particularly if other departments' irregularities are suspected. Conducted by a single official of the responsible department, considered by that department's HOD/branch officer.
Real Conducting Railway Inquiries — Procedure
- The Safety/Operating official (as secretary), in consultation with the president and members, issues a message fixing date/time/place of the first sitting, advising concerned senior subordinates to make staff/records available — GRP and RPF are also addressed if relevant. The FIRST sitting must be at a place as near as possible to the accident site — site inspection before commencing the inquiry is imperative, giving perception of topography/alignment/view/curves/gradients/track/soil conditions.
- At least 2 committee members must be present for any sitting; at the LAST sitting (findings drawn up), the president and ALL members must be present. Before recording evidence, Railway employees are duly warned that deviation from preliminary statements they can't convincingly substantiate makes them liable for disciplinary action. Incompatible witness statements get a confronted examination to rule out aberrations. A hospitalised witness's statement may be recorded in hospital with the treating doctor's permission.
- After evidence-recording and record perusal, the president discusses details with members, draws draft findings and hands them over — consensus is aimed for. If any member(s) disagree, they submit a 'Dissent note' to the president, who furnishes his 'Rejoinder' — if still no consensus, MAJORITY findings are finalised, signed by dissenting member(s) with 'Dissent note submitted' remarks; the dissent note + rejoinder become part of the inquiry report, considered by the accepting authority alongside the report. The dissenting official may be examined by the appropriate authority (AGM/DRM) and held liable if unable to convincingly prove his point.
- Real 3 stages of responsibility in Findings: Primary responsibility, Secondary responsibility, Blameworthy (real definition: any irregularity/commission/omission/rule-violation which MAY OR MAY NOT be related to the accident's actual cause). A separate report on the effectiveness/promptness of relief and rescue measures must be enclosed with the accident inquiry report.
Exam Focus — Real Inquiry Time Schedules & Disciplinary Deadlines
Real CRS-level time schedule: D+2 preliminary report by DRM to GM (serious accidents); D+3 holding of inquiry; D+5 detailed report by DRM to GM for Railway Board; D+10 inquiry proceedings forwarded by DRM to GM; D+27 finalisation of inquiry report and submission to accepting authority. Real Joint-Inquiry time schedule differs by level: SAG level — commencement D+4, submission for acceptance D+8, submission of accepted findings to competent authority D+10. JAG-and-below level — commencement D+3, submission for acceptance D+8, submission of accepted findings D+10. Real disciplinary-action deadlines: must be completed within real 60 days for a MINOR penalty, real 90 days for a MAJOR penalty.
The Safety Directorate of the Railway Board compiles accident statistics annually — per Zonal Railway, and cause-wise/responsibility-wise/equipment-failure-wise — including casualties, injuries, property-damage loss, and traffic detention/disruption. Each finalised inquiry's details are posted in the 'Accidents Register' at the concerned station/workplace, perused by inspecting officials to identify accident trends and accident-prone employees for remedial action. A sample accident-inquiry report format is enclosed as Annexure 'A'.
Real Officer's Duty on Accident Site — Do's & Don'ts by Role
| Real Role | Real Key Do's | Real Key Don'ts |
|---|---|---|
| A. First official reaching site | Protect adjacent track & preserve clues; secure load against rolling (hand brakes/wedges); order Medical Van/Break Down Train if needed; first aid + transport injured; collect & relay 11 real particulars (time/date, train no./description, block-section/station/km location, brief description, casualty particulars, derailed-coach/speed-restriction condition, damage to track/OHE/rolling stock/S&T, LC-specific details, prima facie cause, fire-specific details, other info) to higher officials/controllers; collect railwaymen/volunteers; allot duties; organise relief; help passengers cordially; maintain control communication; seize records & seal signal levers/equipment; record evidence/statements; preserve dead bodies; secure luggage/property. | Don't panic/get irritated. Don't disturb debris in suspected sabotage until police permit (except extricating trapped persons). Don't allow anybody to interfere at the accident spot. Don't report the cause to public/press until investigated by an expert team and cleared by a responsible official. Don't leave the site until charge is handed to a responsible Railway official. |
| B. Senior-most Officer/Site Manager (DRM/ADRM or senior-most present) | Immediately assess casualties/catering needs/damage extent/prima-facie cause (relay to control)/probable traffic detention; depute officers/staff for rescue, hospital-particulars noting, clue preservation/document sealing/sketching, colour photography of dead/injured, site log maintenance, transhipment assistance, railway-security assistance; arrange ex-gratia payment per instructions; operate a fully-manned Mobile Control Office logging events/restoration progress to Division/HQ; open information centres/booths en route; secure luggage & area; arrange free-of-cost road clearance for stranded passengers with suitable onward accommodation (or a relief train); ensure efficient communication (STD phones, walkie-talkies); depute info-counter staff; coordinate joint civil+railway-police investigation in suspected sabotage. | Don't panic. Don't disturb debris in suspected sabotage until police permit (except extrication). Don't allow any outsider to interfere in rescue work; prevent theft/antisocial activity at site. Don't give press reports until authorised. |
| B. Duties of Station Master/Manager | Note date/time/details of first information + informant's name. Lock the block-instrument operating handle for the affected section in 'Train on Line' position. Report to controllers (+ Civil/Railway Police if suspected sabotage), advising on medical/other assistance needed. Protect/safeguard Railway & public property. Arrange local medical aid, transport injured to nearest hospital. Call off-duty staff, allot relief/rescue duties. Arrange catering/water/complimentary onward-journey passes/free messages to relatives for affected passengers. Open info counters/booths; be polite with stranded passengers. Maintain controller communication, reporting situation/assistance needed. | Don't panic. Don't allow any train to enter the affected section. Don't allow a passing/run-through train on the opposite line without issuing a caution order. Don't LEAVE duty until the accident is cleared or you're relieved by a competent railway servant. Don't allow anybody to interfere with or damage clues/cause-of-accident evidence. |
| C. Duties of Controllers | Note time of first information + informant's name. Inform Operating/Mechanical officers, order ART/ARMV/ARME in consultation with Sr.DME. Alert the adjoining station to stop entry of any train into the affected section. Arrange civil/medical aid. Advise the SM/TI of the nearest important station to proceed to site by first available means. Inform officers/officials per priority instructions. Regulate Mail/Express/Passenger trains at stations with adequate communication arrangements and cancel unimportant trains. Divert important trains via alternate routes if needed, informing changed timings to relevant stations/Divisions/Zones. Maintain a chronological log of info received/action taken; continuous site-officer communication. Ensure the list of injured/dead is obtained quickly and relayed to Zonal HQ/Railway Board/station/publicity officer. | Don't panic. Don't detain ART/ARME while proceeding to accident site. Don't permit running of unimportant trains — avoid section congestion. Don't forget to inform civil and Railway Police in suspected sabotage. Don't leave duty until charge is handed to a responsible competent railway servant. |