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Collision of No 6 up Punjab Maif with . Stationary Goods Train No 747

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Collision of No 6 up Punjab Maif with . Stationary Goods Train No 747 GOVERNMENT OF INDIA. MINISTRY OF TRANSPORT (COMMISSION ~F RAILWAY SAFETY) RAILWAY A_CCIDENT INVEStiGATION .,REPORT ON Collision of No 6 up Punjab Maif with . Stationary Goods Train No 747. Down in ltarsi Station Yard on Central Railway ON SUMMARY I. Date 20-10·1980. 2. Time 22.27 hours. 3. Railway Central. 4. Gauge . Broad (1676 mm), S. Location Near !tarsi 'B' Cabin. 6. Nature of Accident Hcad"'n Collision. 1. Trains involved (i) No. 6 Up Punjab Mail. (ii) No. 747 Down Bhopal Goods Train . • 8. Consisting of (i) 6 Up.-18 coaches hauled by WDM-2 Diesel Locomotive No. I760S, (ii) Goods Train-37 wagons hauled by WG Engine No. 94S4. 9. Speed at the moment of impact (i) 6 Up.-About 30 Km/h. (ii) Goods Traiu.-StationafY. I 0. Operation Collision occurred within tho extended station limits of !tarsi, a Special Class Station. 11. No. of tracks Double track Main Line, with entry/exit to the Goods Yard to the East. 12. Gradient I in 1000 falling. 13. Alignment Straight. 14. Weather Clear. IS. Visibility Normal for night-time. !6. Cost of damage Rs. 36,90,900. 17. Casualties K.illed-22. Injured~37 (22 Grievous and IS simple). 18. Cause . Duo to 6 Up's Driver passing Signal No. S-7B at 'Danger'. !9. Responsibility Although Shri G.H. Patil, Driver of 6 Up, is held individually responsible negligence on his part was not established in view of several other major fac: tors that also contributed to this freakish accident. 20. Important Recommendations . (i) Measures to reduce tho range of visibility of MACL Signals to be deve­ loped. (ii) MACL Stop Signals to be pre-warned. (iii) A proper syllabus and suitable modalities for training CASMs in charge of 'panel' working to be designed. (iv) Station Working Orders of not only 'B' Cabin but also 'A' and 'C' Cabins to prohibit hazardous cross movements. (v) Cabins to be constructed invaribly at a raised elevation and also to pro­ vide the maximum visibility of the yard from 1vithin. (vi) Positive steps to familiarise Drivers with any changes made in the Signal· ling to be evolved. (vii) Due care to be exercised in imposing speed restrictions. (viii) Non-torch-based equipment to be used in breakdown operations. (i) 4. l'a.sengel" Oc:wpation and Casualties as close to the accident site as possible by 22.50 hours and immediately organised providing First Aid (a) According to the Railway's estimat~, against to the injured. The Accident Relief Medical Vans the carryinJ: capacity of 951 passengers m the 17 stabled at !tarsi and Bhusaval reached the accident coaches l excluding the Mail V ~), 731 passengers site respectively at 23.30 hours that very night and were actually travelling on that ill-fated 6 Up. In 04.25 hours the next morning. fact, it was quite providential that the 2 coaches m:m.halled immediately behind the engine had (c) Simultaneously, no time was lost by the missed the previous day's 6 Up at Delhi owing to a In-dour and Out-door Assistant Station Masters at mis-connection, causing most of the passengers to !tarsi in immediately contacting all the local doctors, make alternative arrangements of travel rather than police, cl a! and also sending for the ambulance and wait for one full day. lt accordingly tranSpired that medical assistance available with the local "Jansewa only 40 passengerS. were travelling in these 2 c:oaches Rugnalaya". (as against the combined carrymg capactty of 2x75 = 150). 6. Medical Attention (b) I reJ:ret to report that, out of the 138 passengers travelling in the first 4 coaches be~d (a) A major constraint wilh any railway yard the engine, 16 died on the spot, and 3 died late~ m of sizeable proportion and complexity of tracks is the hospitals, besideS 32 injured, 18 of whom gnev­ its own inherent wealo:tess in finding road-access lo ously. Of these 16, 1~ were recovered fr~ the its interior and, witli. poor night-time visibility a SLR Coach, m:m.halled the third from the engme. further handicap, rea~hing proper and speedy relief to the injured did throw up colossal difficulties. Yet, (c) As regards the Train Crew of 6 Up! both thanks in no small measure to the extra help by way its Driver and the Assistant Guard suffered gnevous of lighting arrangements which could be readily injunes, while the Assistant Driver suffered . simJ?le commandeered locally in the context of the on­ injuries. Of the 3 railway employees travellmg wttlt going festive season, as also the very prompt appear­ the Assistant Guard, one died on the spot while the ance of local medical assistance and volunteer sup­ other 2 sustained grievous injuries. port, I am glad to report that passengers of 6 Up were nof inconvenienced in receiving succour. (d) As regards the Goods train, one Frreman died on the spot whereas the Driver, who sustain~ (b) Wilh the third coach fr~m the engine on grievous injuries, succumbed finally a week later m 6 Up hav.ing buckled up badly an\1 bent almost into the Bhopal Medical College Hospital. a 'U' shape and its shell consequently totally col­ (e) The situation in regard to casualties is lapsed and distorted before it climbed over the loco­ motive, coming to a rest with one end on top of the summed up as below:- already capsized first coach, the extraction of the injured and the dead from the coach was a challeng­ Casualties - Deaths Grievous Simple injuries injuries ing task that called for the display of tremendous patience, carefulness, ingenuity and improvisation on the part of the Railway's rescue team. The last of 6 UP- the injured was spotted at 9.00 hours on 21-10-1980 Passengers 19 18 14 I in this coach and, as all other means of making an Train Crew 2 entry to gain access to this person proved inadequate, R.ailwaymen travelling 10 front Brake Van (SLR gas-cutting had inevitably to be resorted to, but with 6171-CR) 2 the safeguard of continuous hosing down of the target area of action with water jets so as to preven,t the Goods Train- - slightest of any likelihood of §re erupting within. A Train O'ew 2 team of doctors and nurses then crawled inside to TOTAL. 22 22 IS give a pain relieving injection and adritinister first aid, before extricating h(m, badly trapped as he was undcrncalh a lot of molal and debris. Once outside, IL RELIEF MEASURE he was given intravenous Glucose and saline !Uid other medication straightaway, before shifiing him to 5.. Jntimatioa the hospital. · (a) The Collision having taken place near 'B' Cabin, the !tarsi Section Controller was advised of (c) As regards the dead, it was noticed that on the mishap almost as soon as it happened and relief the afternoon of 21-10-1980, there were as yet 2 measures were thus activated straightaway. The bodies still trapped deep wi:thin the wreckage of SLR ltarsi Break-down train reached the accident site on 6171-CR and, as all olher means at disposal were the Down Main Line at 23.50 hours, whereas the once again tried in vain, gas-cutting of the shell was Bhusaval Break-down train arrived at 09.45 hours undertaken with the same precautions as before. on the next day. Because of the presence of a large qua!llity of news­ l'aper bundles, Iinder out of the structural composi­ (b) Perchance, the Medical Superintendent of tiOn of the collapsed coach itself and much of the other the Bhusaval Division and other Doctors were at miscellaneous stuff in the luggage compartment that is Jtarsi on that very day to inaugurate a newly pur­ fire-excita~le, a fire eventually broke out that could cbascd ambulance. These Doctors arrived by road not be put down, in spite of all the preventive and 3 fue fighti~g r.csourccs on hand. Regrettably, at this Ill. COMPOSITION OF TRAINS AND' DAMAGE very cruc~al Juncture, the V-belt drive of the fue engine snapped, which was a set-back. In the mean­ 8. Composilion of 6 Up Punjab Mail time, outside fire-fighting assistance was rushed to the coach with commendable alacrity and the fire put out (a) !tarsi is a Loco/Crew changing station but only after it raged for some 2 hours. Neverth~ for 6 Up and WDM-2 diesel locomotive· No. 17605 Jess, the condition of tho 2 bodies recovered imme­ of the following particulars was attached short-hood diately thereafter and of another (and the last) dis- leading to this train on 20-10-1980:- · covered and extricated during the forenoon of 22-10- Plucc of Manufacture Diesel Locomotive Works. 1980 was not such as to preclude their identi­ Varanasi. fication, Yc:~r of c~mmlsslonlng 29-7-1976. Length (d) AIJ the dead bodies recovered from the t6· 85 m (56' -2•). wreckage were properly shrouded and close liaison Weight. 112· 8 tonnes. Date of last POH (rrien· 12-4-t980. was established with the Police, who arrived promptly nial) at the accident scene. As the sun rose in the sky on Date of last IOH (half.. 19-t0-t980. 21-10-1980, a tent was pitched up to provide shelter yearly). for the bodies. As decided by the Disirict Magis· trate, Hoshangabad, all the bodie• (with the sole (b) Due to theft of non-ferrous components exception of that of a boy, who died in the Itar;i and lack of requisite spares, the WABCO Vil!ilance Railway Hospital on 21-10-1980) were sent to ~ontrol .
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