Unauthorised and unguarded level-crossings

Two train-bus collision at unguarded level-crossings in Comilla and Jessore on February 19 in which 13 people were killed and about 50 others, injured once again exposes apathy of the concerned authorities to public safety. Though a good number of such tragic accidents took place in the recent past, measures to prevent these are still lacking. The Financial Express in its report on the February 19 accidents says that the level crossing near Shashidal rail station at Brahmanpara in Comilla was unguarded while the other at Rajarhat in Jessore had also no gateman. The level crossing at Shashidal is unauthorised and as such no gateman was posted there. The Rajarhat crossing, though authorised, was left open as the gateman did not hear the whistle of the approaching train. We know that the level-crossing is a place where a railway and a road cross each other on the same level. Primarily it should be the responsibility of the railway authority to guard the level crossing. Three separate authorities including the railway are assigned to maintain level-crossings. The Raods and Highways Department (RHD) and Local Government Engineering Department (LGED) are two other agencies involved in it. According to a report, there are 2541 level-crossings in the country of which 1500 are unauthorised. At present, the number of sanctioned posts of gatemen is 780. But only 238 appointed gatemen are in the field. All the 1500 unauthorised level-crossings have no rail gate. This has exposed the users of these places to serious hazards. The railway sources say that before construction of roads through the railway track the concerned agency should seek permission of the railway authority. But none of the agencies is abiding by the rule. As a result, the number of unauthorised level-crossings is gradually increasing. This has also resulted in frequent accidents. With regard to construction of roads on a railway track, the respective agencies, either RHD or local bodies, must install rail gate at their own costs. After a rail gate is built, the railway authority will put a gateman there. On the other hand, the LGED says that the number of roads is increasing day by day as such the level-crossings, in mumber, are also on the rise. The LGED also says as per rule they are not supposed to construct rail gate at their own cost. There should be a national policy on the matter, LGED sources said. The RHD, on the other hand, says the level-crossings, in most cases on its roads, are authorised. It is the task of the railway authority to post gatemen there. Railway sources told the FE that the fund and manpower constraints stand in the way of installation of rail gates and appointment of gatemen. Of late, the railway authority has started collecting information on authorised and unauthorised level-crossings. It has formulated Development Project Proforma (DPP) and sent it to the ministry. After approval of the ministry, the level-crossings will be well managed. The railway authority has also taken steps to put up barriers on the crossings. With regard to authorised level-crossings, one can reasonably argue why gatemen were not present at the time of passing of a train through the spots. Many tragic accidents could be avoided if the rail gates were kept closed. After the twin bus-train accidents in Comilla and Jessore, the railway authority formed two separate committees, each consisting of four members, to investigate the mishaps. The railway gate keeper in Jessore has been put under suspension for negligence of duty. The probe committees have been asked to find out the root causes of the accidents and submit their reports within 48 hours. The formation of probe committees after any major disaster is nothing new. The findings of the probe committees are seldom made public. We do not exactly know what the committees have found out in course of their probe into Comilla and Jessore level-crossings tragedy. What ever may be the findings, the railway authority must rise to the emergency and take effective steps to avert such tragic accidents. Despite repeated commitments, the government could do little for the development of railway during its last two years in office. The state-run railway sector is in a deplorable condition. Shortage of manpower, coaches and engines, coupled with mismanagement, are responsible for poor service to the passengers. Since 1970 thirty stations, out of a total number of 470, have been closed for good. According to railway sources, about 23 kilometres of rail line have been lost during this period. The present length of the railway line is 2,835.04 km. It needs a big push to revamp the railway sector for the benefit of travelling public as well as trade and commerce. Our neighbouring countries including India have been taking various development programmes for improving their railway service. We would want proper steps in this regard. E-mail : [email protected]