Report of KEC Correspondent
The Kanchanjunga rail accident between Rangapani and Chattarhat stations in Eastern Railway, West Bengal happened in the morning of 17th June 2024 and resulted in more than 15 dead and nearly a hundred injured. Immediately after this, on 19th June 2024, at a meeting of the top Railway officials of the Eastern Railway, which included the General Manager and Principal HODs a circular was issued that “Issuance of T/A-912 , will remain suspended.”
The T/ A -912 is a document issued to the loco pilot in specific cases when the automatic signalling system fails. It authorises the loco pilot to pass all signals at danger (red signals).
It is reported that the driver of the goods train that hit the Kanchanjunga Express in the rear between Rangapani and Chattarhat station was issued T/A-912. The automatic signalling system between Rangapani station and Chattarhat station in West Bengal was defective from 5.50 in the morning of 17th June.
Now immediately the next day after the highest Railway authorities announced the withdrawal of T/ A -912 on 19th of June 2024, the Railway officials on 20th June, 2024, issued a fresh notification that the earlier order suspending T/A-912 was erroneous and it is withdrawn!!! Both notices are shown below.
This only shows that if the highest Railway officials are themselves confused about what is to be done when the automatic signalling system becomes defective, what are the operating staff, the loco pilots, station masters, train managers, etc. supposed to do in times of crises? They are heavily overworked and the high railway officials make them the scapegoats for any accident.
There are multiple types of forms which are issued for this specific example of signal failure such as T/ 912, T-A /912, T/ B -912 etc. Which form is the correct one can always be misunderstood if staff are not given periodic refresher courses. This is again not being done.
The fact is that in most cases it is a systemic failure which results in accidents.
There is no emergency team, staffed by senior officers, to guide the operating staff under crises situations. In an industrial unit, in case of emergency situation, the top management has to swing into action to assist the lower down staff and ultimately they have to bear the responsibility.
In the case of the Railways, the Class 3 cadre of Station Masters, Loco Pilots, Train Managers have to deal with these situations all by themselves and are made easy scapegoats for any accident.
The Railway Board and Railway Minister must take responsibility for the increasing number of rail accidents and must immediately take corrective measures to prevent loss of precious lives and property.
upload.Circular-T-A-912