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4. The financial state of Indian Railways is at the brink of collapse unless some concrete measures are taken. Passenger fares have not been increased in the last decade during which many passenger carrying trains were introduced on the existing overloaded infrastructure. This has strained the infrastructure way beyond its limit and all the safety margins have been eaten up pushing Indian Railways to a regime of adhocism in infrastructure maintenance. The Committee has strongly recommended to stop such practice of introduction of new trains without commensurate inputs to the infrastructure. 5. There is no practice of independent safety regulation by an independent agency separate from operations. The Railway Board has the unique distinction of being the rule maker, operator and the regulator, all wrapped into one. Commissioners of Railway Safety though considered to be the safety watchdogs have negligible role at the operational level. Compliance of safety standards set by Railways for themselves are often flouted for operational exigencies. The Committee has recommended a statutory Railway Safety Authority (RSA) and a safety architecture which is powerful enough to have a safety oversight on the operational mode of Indian Railways without detaching safety with the railway operations. The Committee has also recommended measures to strengthen the present Railway Safety Commission to undertake meaningful regulatory inspections. 6. Research Design and Standards Organization (RDSO) which is the present apex technical wing of Indian Railways is highly constrained due to several reasons. This has hampered the ability of the system to internalize new emerging technologies and indigenous development has not progressed consistent with today’s needs. The Committee has examined the present state of affairs and also the countrywide practices in promoting research and development in technology specific industries similar to Indian Railways. The Committee has recommended a Railway Research and Development Council (RRDC) to be set up at the apex level directly under the Government. This Council will have Advance Railway ii
Research Institute (ARRI) and 5 Railway Research Centers, for key safety related railway disciplines such as rolling stock, signaling and telecommunications, motive power, tracks and bridges and operations management. Present form of RDSO is recommended for restructuring on the lines of other similar research institutions with appropriate empowerment. The entire research eco-system will have representatives from eminent technologists / scientists from outside appropriately to make research and technology development vibrant which is essential for Indian Railways in the long run. 7. Line capacity has been severely constrained due to introduction of more and more trains over the years. No technical aid is yet available on Indian Railways to run trains during foggy weather which adversely affect train operations during winter season of 2 to 3 months in northern India. Disturbance to running track due to rail / weld breakages and sabotages which have gained prominence during recent times present unsafe conditions. Necessary time for infrastructure maintenance is getting compromised and the casualties of Railways’ own workmen while on duty is on increase because of constrained working during scarce maintenance period. The Committee deliberated on all these issues which have become very prominent on Indian Railways in the present context and attempted to come out with a single solution which could address all the above concerns. The Committee has strongly recommended to adopt an advanced signaling system based on continuous track circuiting and cab signaling similar to European train control system Level-II on the entire trunk routes of about 19000 route kilometers at an estimated cost of 20,000 crores within 5 years. This will be a quantum jump in modernizing the signaling system which is badly needed. The Committee has further recommended to complete this work within 5 years by forming an independent Special Purpose Vehicle (SPV) for execution and an expert group for addressing technical issues if any coming up during implementation. iii
Page 5: GOVERNMENT OF INDIA MINISTRY OF RAI
Page 10 and 11: 8. Casualties in accidents at level
Page 13: TABLE OF CONTENTS Chapter Subject P
Page 17 and 18: Chapter I Introduction 1.1 Ministry
Page 19 and 20: visited some of the zonal railways
Page 21 and 22: Casualties in train accidents and f
Page 23 and 24: 2.4.4 Cause-wise analysis indicates
Page 25 and 26: Out of 441 derailments occurred dur
Page 27 and 28: in some of the developed countries,
Page 29 and 30: 56,316 Overview of IR Finances 64,7
Page 31 and 32: 4212 Expenditure on Maintenance of
Page 33 and 34: the users. Cross subsidization betw
Page 35 and 36: 2.8.3 GMs and DRMs are the key gene
Page 37 and 38: to HQ to process ratification such
Page 39 and 40: 2.9.6 The Committee was informed of
Page 41 and 42: the view point of safety, the Commi
Page 43 and 44: It is however possible in the prese
Page 45 and 46: process on the Railways, we would l
Page 47 and 48: 2.13.4 Process of approval of vendo
Page 49 and 50: departments directly associated wit
Page 51 and 52: disruptions and vandalism to their
Page 53 and 54: Chapter III Signaling, Telecommunic
Page 55 and 56: 3.3 Scenario On IR 3.3.1 The Commit
Page 57 and 58: (SPAD)”. Therefore In-cab signali
Page 59 and 60:
7. Considering the mixed traffic op
Page 61 and 62:
12. Anti Collision Device (ACD) bas
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the mandate to formulate and execut
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4.2.2 Wanchoo Committee had recomme
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2. CRASH RESPONSE OF TYPICAL 24 ICF
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4.2.5 Following action should be ta
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consequential damage due to disenga
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4.5.2 During our discussion with th
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Further, serious fire accident may
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4.10.2 In one of the interactions,
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Thus the compendium is limited only
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2. The Committee also recommends a
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improvement programme conforming to
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Based on inquiry, the Assistant Eng
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5.6.5 The Committee recommends as u
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5.7 Strengthening of Track Bad and
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profession. Indian Railways is not
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posting as a trainer, even in CTIs
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have animation films; general equip
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6.8 Simulators for Station operatin
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officers go back to the zonal railw
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Institute (ARRI) shall also be memb
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The Committee further recommends en
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RAILWAY RESEARCH & DEVELOPMENT COUN
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Chapter VIII Safety Architecture on
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8.3 Railway Board Remains Three in
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indicators and monitors, remote con
Page 113 and 114:
does not get resolved at their leve
Page 115 and 116:
enforcement powers of the proposed
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corresponding zones. Zonal Safety C
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8. Functional linkage between Railw
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S. No. Proposed Investment on Safet
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It is upfront suggested that becaus
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9.8.2 It will be unfortunate if rec
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3.0 Empowerment at Working Level 3.
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ecruitment systems. Concerned offic
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7.5 Big railway stations should hav
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9.4 Some adaptation should be desig
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10.2 A Senior Administrative Grade
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12.6 The present policy of sharing
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13.11 Each Division should have Gri
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15.6 Power of DG/RDSO should be enh
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17.4 Newly constituted Railway Safe
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Annexure - 2/1 Supply of safety ite
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Page 150 and 151:
Page 152 and 153:
B. Design guidelines While designin
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• Many proven commercial products
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List of Tables Table No. Para Page
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DG DRDO DRF DRM DSL DSO ECoR ECR ED
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ROB RRCs RRDC Rs. RSA RUB SCR SE SE
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