Thane bridge collapse

Following are some of the pics from the site of accident near Thane on Central
Railway.The bridge carrying water pipeline collapsed on a Kalyan bound EMU at
10:45am on 23.10.2009.Photos were sent to us by Jattin Bhavsar.Photographer
:Anonymous Date: 2009-10-23
Owner: Gallery Administrator
Size: 13 items

On Day 2 of the accident at Thane at the spot where the pipeline & the ROB girder slab
fell on EMU at the self same spot, where I & my coach is positioned. Workers still busy
removing the debris. A TSR of 20 has been imposed on all the 4 lines. (Vijay
Aravamudhan)
Date: 2009-10-24
Owner: Vijay Aravamudhan
Views: 205

Ill-fated & Affected CR MRVC ACDC EMU # 107-045-048 rake(Damaged coach not
here) stationed at Mulund Goods Yard. I had to manage atleast this snap as the next
second, my EMU was overtaken by CST-Hyderabad train. Also seen in the background
the road-cum-rail truck working on the new 5th 6th lines. (Vijay Aravamudhan)
Date: 2009-10-24
Owner: Vijay Aravamudhan
Views: 212

For records: CR MRVC ACDC EMU no 107: 045-048 is the affected rake. And the cab
is 107 C 046. Now its 1 ACDC rake out of the service. nly rest 11 coaches can be used
for shuffling into existing rakes, but cant be used even as 9car rake without the end cab
coach. Either CR has to remanufacture the cab coach at Matunga WS, else ICF needs to
produce 1 extra Cab coach. Other affected 2-3 coaches of this rake may be repaired at
MTN WS. Photo copyright: DNA India. (pix may be deleted) (Vijay Aravamudhan)
Date: 2009-10-24
Owner: Vijay Aravamudhan
Views: 251

The cab of ill-fated MRVC ACDC EMU crashed into the luggage compartment inside.
Photo copyright: DNA India. (pix may be deleted) (Vijay Aravamudhan)
Date: 2009-10-24
Owner: Vijay Aravamudhan
Views: 262
Comments: 1

Mangled face of MRVC ACDC EMU crushed under the concrete slab. One can imagine
the trauma underwent by the poor Motormna. Photo CopyrightS: DNA India. Photo may
be deleted. (Vijay Aravamudhan)
Date: 2009-10-24
Owner: Vijay Aravamudhan
Views: 359
Comments: 5

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Date: 2008-07-22
Owner: Gallery Administrator
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Date: 2008-07-22
Owner: Gallery Administrator
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Owner: Gallery Administrator
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Owner: Gallery Administrator
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Owner: Gallery Administrator
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Date: 2008-07-22
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Date: 2008-07-22
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Owner: Gallery Administrator
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Level Crossing Accident

Pictures of the accident involving Train No.728 Quilon-Madurai passenger with trailer
lorry loaded with JCB at LC gate No.118 at km.357/500-400 between Sengulam and
Tirunelveli Nagercoil-Tirunelveli section of Trivandrum Division, Southern Railway on
08.1 Date: 2004-02-26
Owner: Gallery Administrator
Size: 6 items

Picture.1.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1474

Picture.2.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1501

Picture.3.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1359
Comments: 2

Picture.4.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1037

Picture.5.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1158

Picture.6.
Date: 2003-10-08
Owner: Gallery Administrator
Views: 1042

Neral Matheran line Monsoon Damage Photos by Pawan Koppa

Pictures of the monsoon damage on Neral Matheran line in 2005. Photos by Pawan
Koppa Date: 2008-12-23
Owner: Gallery Administrator
Size: 12 items

Now we could realize why the railway officials said it would take at least two years to get
this section working. In most parts the track is simply not there. First the boulders have to
be cleared followed by levelling and then laying of new tracks. Railfans planning for rail
travel on this section have to wait a long, long time.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 111

Even an act of track sabotage would not look so good. On one end the track sleepers hang
precariously off the edge and on the other the track completely dissapears!!!
Date: 2006-01-26
Owner: Gallery Administrator
Views: 86

Try to count the pieces of track. We totally gave up. Tracks crushed beneath boulders
from the landslide. It struck us so much to see such a wonderful section being reduced to
rubble, thanks to the all-powerful forces of nature.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 85
The track does a disspearing act. It is almost totally buried now. Leave alone the train,
railfans Debu and Sameer have to figure out how to cross the rubble. Just imagine how
much work it will take to get this great section ready!!
Date: 2006-01-26
Owner: Gallery Administrator
Views: 77

All surprises on this section! Now boulders appear out of nowhere. The tracks seem to
have arrested their free fall. Fellow railfan Debu cant believe it!!
Date: 2006-01-26
Owner: Gallery Administrator
Views: 84

A close-up of the damage on the Neral-Matheran section. One can easily assess the
gravity of the situation.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 75

Another view..tracks hang from both sides of a once existant bridge. Now all that exists is
a deep gorge filled with boulders and pieces of track scattered everywhere.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 75

Free fall??? Look at the tracks!!! Badly damaged is an an understatement!! Tracks

crumpled, mangled and hanging from every part of the landslide area.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 71

Where does this lead to??? One can niether figure out where this track starts from or
where it leads to. All that remains is mangled track and rubble.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 63

Another view of the destroyed bridge exactly 8.5 kms from Neral. One end of the track
ends up in total rubble while the other hangs from air. In short, a bridge leading to
nowhere!!
Date: 2006-01-26
Owner: Gallery Administrator
Views: 61

Curve no.80!!! Where is the curve??? All that remains is broken track projecting from the
other side of the non-existant bridge. The boulders would take years to clear and make
the section traffic ready again.
Date: 2006-01-26
Owner: Gallery Administrator
Views: 69

If one word could be used to describe the damage caused to the Neral-Matheran section
due to the devastating rains of last year, HAVOC!! could be it. Just one look at this pic
and it says it all. A track hangs from thin air due to a heavy landslide which destroyed it
completely. The damage stated at about 1.5 kms away from Jhummapatti station towards
Matheran. 26-01-2006
Date: 2006-01-26
Owner: Gallery Administrator
Views: 98

Rail transport in India - History

Main article: History of rail transport in India
A plan for a rail system in India was first put forward in 1832, but no further steps were
taken for more than a decade. In 1844, the Governor-General of India Lord Hardinge
allowed private entrepreneurs to set up a rail system in India. Two new railway
companies were created and the East India Company was asked to assist them. Interest
from a lot of investors in the UK led to the rapid creation of a rail system over the next
few years. The first train in India became operational on 1851-12-22, and was used for
the hauling of construction material in Roorkee. A few years later, on 1853-04-16, the
first passenger train between Bori Bunder, Bombay and Thana covering a distance of 34
km (21 miles) was inaugurated, formally heralding the birth of railways in India.

The British government encouraged the setting up of railway companies by private

investors under a scheme that would guarantee an annual return of five percent during the
initial years of operation. Once completed, the company would then be transferred to the
government, but the original company would retain operational control. This network had
a route mileage of about 14,500 km (9,000 miles) by 1880, mostly radiating inward from
the three major port cities of Bombay, Madras and Calcutta. By 1895, India had started
building its own locomotives, and in 1896 sent engineers and locomotives to help build
the Uganda Railways.

Soon various independent kingdoms began to have their own rail systems and the
network spread to the regions that became the modern-day states of Assam, Rajasthan
and Andhra Pradesh. A Railway Board was constituted in 1901, but the powers were still
formally held by the Viceroy, Lord Curzon. The Railway Board operated under aegis of
the Department of Commerce and Industry and had three members: a government railway
official serving as chairman, a railway manager from England and an agent of one of the
company railways. For the first time in its history, the Railways began to make a tidy
profit. In 1907, almost all the rail companies were taken over by the government.

The following year, the first electric locomotive made its appearance. With the arrival of
First World War, the railways were used to meet the needs of the British outside India.
By the end of the First World War, the railways had suffered immensely, and were in a
poor state. The government took over the management of the Railways and removed the
link between the finances of the Railways and other governmental revenues in 1920.

The Second World War severely crippled the railways as trains were diverted to the
Middle East, and the railway workshops converted into munitions workshops. At the time
of independence in 1947, a big chunk of the railways went to the then newly formed
Pakistan. A total of forty-two separate railway systems, including thirty-two lines owned
by the former Indian princely states were amalgamated as a single unit which was
christened as the Indian Railways.

The existing rail networks were abandoned in favour of zones in 1951 and a total of six
zones came into being in 1952. As the economy of India improved, almost all railway
production units were indigenised. By 1985, steam locomotives were phased out in
favour of diesel and electric locomotives. The entire railway reservation system was
streamlined with Computerisation in 1995.

Rail transport in India - Track

The total length of track used by Indian Railways is about 108,706 km (67,547 miles).
Track sections are rated for speeds ranging from 75 to 160 km/h (47 to 99 mph). Indian
railways uses three gauges, the Broad gauge (wider than the standard gauge – 4 ft 8½ in
(1,435 mm)); the metre gauge; and the Narrow gauge (narrower than the standard gauge).

Broad gauge – 1,676 mm (5.5 ft) – is the most widely used gauge in India with 86,526
km (53,765 miles) of track. In some regions with less traffic, the metre gauge – 1,000 mm
(3.28 ft) – is common, although the Unigauge project is in progress to convert all track to
broad gauge. Narrow Gauge is present on a few routes, lying in hilly terrains, which are
usually difficult to convert to broad gauge. Narrow gauge covers a total of 3,651 km
(2,269 miles). The Nilgiri Mountain Railway and the Darjeeling Himalayan Railway are
two famous lines that use narrow gauge. This gauge is also used by zoos in India, whose
tracks are sometimes maintained by the railways.

Sleepers used in most places are made of concrete, though teak sleepers are still in use on
older lines. Metal sleepers are also used in some places where concrete sleepers cannot be
used. Indian Railways divides the country into four zones on the basis of the range of
track temperature. The greatest temperature variations occur in Rajasthan, where the
difference may exceed 70 °C (158 °F).
Page: Rail transport in India - Nomenclature
Trains are sorted into various categories which dictate the number of stops along their
route, the priority they enjoy on the network, and the fare structure. Each express train is
identified by a four-digit number – the first digit indicates the zone that operates the train,
the second the division within the zone that controls the train and is responsible for its
regular maintenance and cleanliness, and the last two digits are the train's serial number.

For super-fast trains, the first digit is always '2', the second digit is the zone, the third is
the division and only the last digit is the serial number within the division. Trains
travelling in opposite directions along the same route are usually labelled with
consecutive numbers. Most express trains also have a unique name attached to them
which are usually exotic and are taken from landmarks, famous people, rivers and so on.
Some notable examples are:
Charminar Express between Hyderabad and Chennai, after the Charminar monument in
Hyderabad.
Ashram Express between Ahmedabad and New Delhi, after Mahatma Gandhi's Sabarmati
Ashram
Gitanjali Express between Mumbai CST and Howrah (Kolkata), after Rabindranath
Tagore's famous work.
Parasuram Express between Mangalore and Thiruvananthapuram, after Parasuram, a
mythological character.
Prayag Raj Express between Allahabad and New Delhi, after Prayag, a sacred pilgrimage
spot and the ancient name of Allahabad.
Rail transport in India - Accommodation classes
A standard passenger rake contains many coaches of different classes. The following
table lists the classes in operation. Not all classes may be attached to a rake though.

At the rear of the train is a special compartment known as the guard's cabin. It is fitted
with a transceiver and the guard usually gives the all clear signal before the train departs.
A standard passenger rake generally has four general compartments, two at the front and
two behind, of which one is exclusively for ladies. The exact number varies according to
the demand and the route. A luggage compartment is also added to the front or the back.
In some trains a separate mail compartment is present. In long-distance trains a pantry car
is usually included in the centre.

Rail transport in India - Locomotives

Indian Railways use a specialised classification code for identifying its locomotives. The
code is usually three or four letters, followed by a digit identifying the model (either
assigned chronologically or encoding the power rating of the locomotive). This could be
followed by other codes for minor variations in the base model.

The three (or four) letters are, from left to right, the gauge of tracks on which the
locomotive operates, the type of power source or fuel for the locomotive, and the kind of
operation the locomotive can be used for. The gauge is coded as 'W' for broad gauge, 'Y'
for metre gauge, 'Z' for the 762 mm narrow gauge and 'N' for the 610 mm narrow gauge.
The power source code is 'D' for diesel, 'A' for AC traction, 'C' for DC traction and 'CA'
for dual traction (AC/DC). The operation letter is 'G' for freight-only operation, 'P' for
passenger trains-only operation, 'M' for mixed operation (both passenger and freight) and
'S' for shunting operation. A number alongside it indicates the power rating of the engine.
For example '4' would indicate a power rating of above 4,000 hp (2,980 kW) but below
5,000 hp (3,730 kW). An alphabet following the number is used to give an exact rating.
For instance 'A' would be an additional 100 horsepower; 'B' 200 hp and so on.

Thus,a WDM-3D is a broad-gauge, diesel-powered, mixed mode (suitable for both

freight and passenger duties) and has a power rating of 3400 hp (2.5 MW).

The most common diesel engine used is the WDM-2, which entered production in 1962.
This 2,600 hp (1.9 MW) locomotive was designed by Alco and manufactured by the
Diesel Locomotive Works, Varanasi, and is used as a standard workhorse. It is being
replaced by more modern engines, ranging in power up to 4000 hp (3 MW).

The first electric locomotives were manufactured by Indian Railways in 1970. There is a
wide variety of electric locomotives used, ranging between 2800 to 6350 hp (2.1 to 4.7
MW). They also accommodate the different track voltages in use. Most electrified
sections in the country use 25,000 volt AC, but railway lines around Mumbai use the
older 1,500 V DC system. Thus, Mumbai and surrounding areas are the only places
where one can find AC/DC dual locomotives of the WCAM and WCAG series. All other
electric locomotives are pure AC ones from the WAP, WAG and WAM series. Some
specialized electric multiple units on the Western Railway also use dual-power systems.
These dual rakes and locomotives switch power systems on-the-fly between Virar and
Vaitarna using an unelectrified section of catenary called a dead zone. There are also
some very rare battery-powered locomotives, primarily used for shunting and yard work.

The only steam engines still in service in India operate on two heritage lines (Darjeeling
and Ooty) and on the tourist train Palace on Wheels. Plans are afoot to re-convert the
Neral-Matheran to steam
Rail transport in India - Signalling systems
The Indian Railways makes use of colour signal lights, but in some remote areas of
operation, the older semaphores and discs-based signalling (depending on the position or
colour) are still in use. Except for some high-traffic sections around large cities and
junctions, the network does not use automatic block systems. Safety therefore depends
completely on the skill and vigilance of the personnel operating the individual signals and
the drivers.

Coloured signalling makes use of multi-coloured lighting and in many places is

automatically controlled. There are three modes:
Two aspect signalling which makes use of a red (bottom) and green (top) lamp
Three aspect signalling which makes use of an additional amber lamp in the centre
Four (multiple) aspect signalling makes use of four lamps, the fourth is amber and is
placed above the other three.

Multiple aspect signals, by providing several intermediate speed stages between 'clear'
and 'on', allow high-speed trains sufficient time to brake safely if required. This becomes
very important as train speeds rise. Without multiple-aspect signals, the stop signals have
to be placed very far apart to allow sufficient braking distance and this reduces track
utilization. At the same time, slower trains can also be run closer together on track with
multiple aspect signals.

Semaphores make use of a mechanical arm to indicate the line condition. Several
subtypes are used:
Two aspect lower quadrant
Three aspect modified lower quadrant
Multiple aspect upper quadrant
Disc-based: These signals are located close to levers used to operate points. They are all
two-aspect signals.
See also: Railway signal and Railway signaling
Rail transport in India - Traction
About 16,000 km of the total 63,028 km route length is electrified. Most places use
25,000 V AC through overhead catenary delivery. A major exception is the entire
Mumbai section, which uses 1,500 V DC. This is currently undergoing change to the
25,000 V system, and is scheduled for completion by 2008. Another exception is the
Kolkata Metro, which uses 750 V DC delivered through a third rail.

Traction voltages need to be changed at two places in the vicinity of Mumbai. Central
Railway trains approaching through Igatpuri switch from AC to DC using a neutral
section that may be switched to either voltage while the locomotives are decoupled and
swapped. Western Railway trains switch power on the fly, in a section between Virar
(DC) and Vaitarna (AC), where the train continues on its own momentum for about 30 m
through an un-electrified dead zone. All electric engines and EMUs operating in this
section are necessarily AC/DC dual system type (classified "WCAM" by Indian
Railways)

Indian Railways - Current problems

Indian Railways - Accidents
The main problem plaguing the Railways is the high accident rate which stands at about
three hundred[9] a year. Although accidents such as derailment and collisions are less
common in recent times, many are run over by trains, especially in crowded areas. Indian
Railways have accepted that given the size of operations, eliminating accidents is a
chimerical idea, and at best they can only minimise the accident rate. Human error is the
primary cause (83%)[10] blamed for mishaps. The Konkan Railway route suffers from
landslides in the monsoon season, which has caused fatal accidents in the recent past.
Contributing to the Railways' problems are the antiquated communication, safety
equipment and signalling systems. Aging colonial-era bridges and century-old tracks also
require regular maintenance and upgrading.

Indian Railways - Overcrowding

Overcrowding is a big issue, with the General compartment often being packed beyond
capacity. During the holiday seasons, reserved tickets have to be booked two months in
advance, to avoid a generally static waiting list. During this season the reserved
compartments are swamped by many without a reserved ticket. Railway ticket prices are
particularly affected by the fact that India in general is a price-sensitive market. As a
public utility, the government subsidises the prices as increasing ticket prices often
translates into widespread discontent and most often political damage. This therefore
imposes a strong constraint on the pace at which Indian railways can expand or
modernize itself.

Indian Railways - Level crossings and fencing

In many places, pedestrians, vehicles or cyclists may cut across the tracks to save time,
causing a safety hazard to the railways. Reasons given are that suitable bridges or level
crossings over the tracks are non-existent or inconveniently placed. Most railway land in
India is not fenced or restricted in any way, allowing free trespass. In rural areas, cattle
and other animals may stray onto the tracks, posing a much more serious safety hazard to
fast-moving trains.

Indian Railways - Sanitation

Sanitation is a significant problem on Indian Railways. Due to the size of the network and
low speeds, journeys can last many days. The toilets on Indian Railways trains are of the
direct-vent type (i.e. a hole in the floor), without any effluent storage tanks on board. This
causes an accumulation of human waste on the tracks in places where the train stands
still, such as in large stations. Due to the number of users, the toilets are often in bad
condition. Indian Railways is currently considering Eco-san toilets for its trains. This may
become a catalyst for better and more environmentally friendly sanitation in the country.

Home signal - Relationship between distant signals and stop

signals
Trains travelling at any significant speed require hundreds if not thousands of metres to
stop. In order that a train can be brought to a stand before reaching a home signal at
Danger, it is necessary to have a distant signal located at at least braking distance from
the succeeding stop signal.

The driver of a train encountering a distant signal at Caution must expect the stop signal
(home signal) to be at Danger and must adjust the train's speed so as to bring the train to a
stand before passing the stop signal at Danger. The driver of a train encountering a distant
signal in the Clear position knows that all stop signals controlled by the same signalbox
are in the Clear position.

This is enforced by interlocking; the distant signal is prevented from assuming the Clear
position until all stop stignals controlled by the signalbox display Clear.

, home signal is but one kind of stop signal. A given signal box may have one or more
stop signals. It is most common for a signal box to have two stop signals governing each
line. The first reached by a train is known as the home signal — it protects points,
junctions, level crossings, etc. controlled by the box. The second stop signal — known as
the starting signal is located past the points, junctions, and so forth, and protects the
entrance to the block section ahead.

A signal box controlling a complex track arrangement may have a number of stop
signals. Typical names are outer home, inner home, starting, advanced starting, and so
forth.

The absolute block signalling regulations provide that a train may not be accepted from a
signal box in the rear where the line is occupied or fouled to the clearing point — a point
440 yards (0.25 mile) ahead of the first stop signal controlled by a box. This zone of
protection allows for an error in judging a train's braking and was particularly important
in the days when unbraked goods wagons were common.

Shunting movements that take place between the home signal and clearing point therefore
prevent the acceptance of a train from the box to the rear; at locations where this would
cause delays, a second home signal — referred to as the outer home is placed at least 440
yards to the rear of the original home signal (now the inner home). With this change, the
shunting movement no longer fouls the line ahead of the first stop signal, allowing a train
to be accepted from the box to the rear. Any approaching train will, of course, be checked
by the distant signal at Caution and stopped at the outer home at Danger unless the
shunting movement by that time has cleared the line ahead of the inner home signal.

An advanced starting signal might be used at a location where it might be desirable to

advance a train from a station platform before the section ahead becomes available. In
this scenario, the starting signal permits the train to draw forward from the station area
toward the advanced starting signal, which controls entry to the section ahead.

In North America, the foregoing terminology was not used, as the development of
American signalling practice diverged from that in the United Kingdom during the late
nineteenth century. In America, where the term home signal is in common usage, it
generally refers to the "generic" British definition of stop signal — namely any signal
whose most restrictive indication is Stop (Danger).

Rail transport - Safety and railway disasters

Trains can travel at very high speed, are heavy, are unable to deviate from the track and
require a great distance to stop. Possibilities for accidents include jumping the track
(derailment), head-on collision with another train coming the opposite way and collision
with an automobile at a level crossing (also called a grade crossing). Level crossing
collisions are relatively common in the United States where there are several thousand
each year killing about 500 people - although the comparable figures in Britain are 30
and 12. For information regarding major accidents, see List of rail accidents.

The most important safety measure is railway signalling. Train whistles warn others of
the presence of a train, trackside signals maintain the distances between trains. In Britain,
vandalism is thought responsible for about half of rail accidents.

Railroad lines are zoned or divided into blocks guarded by combinations of block signals,
operating rules, and automatic-control devices so that at most one train may be in a block
at any time . Such traffic control is done in a similar way to air traffic control.

Compared to road travel, railways remain relatively safe. Annual death rates on roads are
over 40,000 in the United States & about 3000 in Britain, compared with a thousand
passenger fatalities on railways in the United States and under 20 in Britain. (Sources:
U.S. Department of Transportation and U.K. Health & Safety Executive).