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Bandra Garib-Rath - नाम से गरीब, लेकिन मेरे दिल के करीब - Abdul Rehman

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GIL/Gaisal (4 PFs)
গাইসাল     गाइसाल

Track: Double Electric-Line

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National Highway 31,Dhantola , Gaisal ,Pin - 733202, Dist - Uttar Dinajpur
State: West Bengal

Elevation: 62 m above sea level
Zone: NFR/Northeast Frontier   Division: Katihar

No Recent News for GIL/Gaisal
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Type of Station: Regular
Number of Platforms: 4
Number of Halting Trains: 6
Number of Originating Trains: 0
Number of Terminating Trains: 0
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Rating: 2.0/5 (8 votes)
cleanliness - poor (1)
porters/escalators - poor (1)
food - poor (1)
transportation - poor (1)
lodging - poor (1)
railfanning - excellent (1)
sightseeing - good (1)
safety - poor (1)
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Station News

Page#    Showing 1 to 2 of 2 News Items  
Mar 10 2019 (13:12) कटिहार-किशनगंज रेलखंड पर गाइसल तक विद्युतीकरण कार्य पूरा (www.jagran.com)
New Facilities/Technology
NFR/Northeast Frontier
0 Followers
51631 views

News Entry# 378369  Blog Entry# 4256632   
  Past Edits
Mar 11 2019 (00:33)
Station Tag: Gunjaria/GEOR added by King at 50^~/496597

Mar 11 2019 (00:33)
Station Tag: Gaisal/GIL added by King at 50^~/496597

Mar 11 2019 (00:33)
Station Tag: KishanGanj/KNE added by King at 50^~/496597
Stations:  KishanGanj/KNE   Gunjaria/GEOR   Gaisal/GIL  
किशनगंज। कटिहार-किशनगंज रेलखंड पर गाइसल तक रेलवे द्वारा विद्युतीकरण कार्य पूरा कर लिया गया है। शुक्रवार को एन एफ रेलवे के मुख्य सुरक्षा आयुक्त आरके शर्मा द्वारा किशनगंज कटिहार रेलखंड पर जारी विद्युतीकरण कार्य का निरीक्षण के बाद संतोष जाहिर किया।आयुक्त के द्वारा हरी झंडी दिये जाने के बाद रेलखंड पर विद्युत इंजन से ट्रायल लिया गया।शनिवार को मुख्य सुरक्षा आयुक्त ने दालकोला से मुकुरिया तक निरीक्षण किया। उन्होंने बताया कि अगले चरण में गाइसल से एनजेपी तक विद्युतीकरण किया जाएगा।कार्य की समाप्ति के लिए चार माह का लक्ष्य निर्धारित किया गया है।एनजेपी तक कार्य पूर्ण हो जाने के बाद रेलखंड पर विद्युत इंजन के सहारे रेलगाड़ियां सरपट दौड़ने लगेगी। इससे समय के साथ लागत में भी कमी आयेगी। बताते चलें कि 2017-18 के बजट में बरौनी से कटिहार-एनजेपी-गुवाहिटी रूट के डबल लाइन सेक्शन के विद्युतीकरण की बात कही गई थी और इस कार्य के लिए राशि का आवंटन किया...
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गया था। वर्तमान में चल रहे कटिहार से कुमेदपुर-न्यूजलपाईगुड़ी- रानीनगर जलपाईगुड़ी सेक्शन के कार्य के लिए 166 करोड़ रुपये स्वीकृत किये गए थे। वर्ष 2019 के अंतरिम बजट में बरौनी से कटिहार-किशनगंज-गुवाहाटी के 836 किमी लंबे रेल विद्युतीकरण प्रोजेक्ट को 245 करोड़ रुपये का आवंटन किया गया है। विद्युतीकरण प्रोजेक्ट से जुड़े एक अधिकारी के अनुसार मार्च 2019 तक न्यूजलपाईगुड़ी तक का विद्युतीकरण के बाद गुवाहाटी तक के विद्युतीकरण कार्य में तेजी आएगी। न्यू जलपाईगुड़ी से खुलने वाली कई ट्रेनों के साथ किशनगंज से खुलने वाली गरीबनवाज एक्सप्रेस में इलेक्ट्रिक इंजन लगा दिए जाएंगे। जबकि कुछ पैसेंजर ट्रेनो को मेमू ट्रेनो में भी बदला जाएगा। नौ कुंडीय गायत्री महायज्ञ को लेकर निकली कलश शोभायात्रा यह भी पढ़ें एनएफ रेलवे के सीपीआरओ प्रणव ज्योति शर्मा ने बताया कि इस वर्ष में कुल 298 किमी लाइन का विद्युतीकरण किया जा रहा है जिसमे 198 किमी सेंट्रल आर्गेनाईजेशन ऑफ रेल इलेक्ट्रिफिकेशन तथा 100 किमी रेल विकास निगम लिमिटेड द्वारा किया जा रहा हैं। उन्होंने बताया कि किशनगंज से न्यूजलपाईगुड़ी तक का विद्युतीकरण सेंट्रल आर्गेनाईजेशन ऑफ रेल इलेक्ट्रिफिकेशन द्वारा किया जा रहा हैं। मुकुरिया से किशनगंज तक का कार्य पूरा कर लिया गया है। दूसरे चरण में गायसल से न्यूजलपाईगुड़ी तक के कार्य को भी युद्धस्तर पर पूरा करने का प्रयास किया जा रहा है। प्रोजेक्ट को समय पर पूरा करने के लिए प्रयास जारी है।Posted By: Jagran
किशनगंज। कटिहार-किशनगंज रेलखंड पर गाइसल तक रेलवे द्वारा विद्युतीकरण कार्य पूरा कर लिया गया है। शुक्रवार को एन एफ रेलवे के मुख्य सुरक्षा आयुक्त आरके शर्मा द्वारा किशनगंज कटिहार रेलखंड पर जारी विद्युतीकरण कार्य का निरीक्षण के बाद संतोष जाहिर किया।आयुक्त के द्वारा हरी झंडी दिये जाने के बाद रेलखंड पर विद्युत इंजन से ट्रायल लिया गया।शनिवार को मुख्य सुरक्षा आयुक्त ने दालकोला से मुकुरिया तक निरीक्षण किया।
उन्होंने बताया कि अगले चरण में गाइसल से एनजेपी तक विद्युतीकरण किया जाएगा।कार्य की समाप्ति के लिए चार माह का लक्ष्य निर्धारित किया गया है।एनजेपी तक कार्य पूर्ण हो जाने के बाद रेलखंड पर विद्युत इंजन के सहारे रेलगाड़ियां सरपट दौड़ने लगेगी। इससे समय के साथ लागत में भी कमी आयेगी। बताते चलें कि 2017-18 के बजट में बरौनी से कटिहार-एनजेपी-गुवाहिटी रूट के डबल लाइन सेक्शन के विद्युतीकरण की बात कही गई थी और इस कार्य के लिए राशि का आवंटन किया गया था। वर्तमान में चल रहे कटिहार से कुमेदपुर-न्यूजलपाईगुड़ी- रानीनगर जलपाईगुड़ी सेक्शन के कार्य के लिए 166 करोड़ रुपये स्वीकृत किये गए थे। वर्ष 2019 के अंतरिम बजट में बरौनी से कटिहार-किशनगंज-गुवाहाटी के 836 किमी लंबे रेल विद्युतीकरण प्रोजेक्ट को 245 करोड़ रुपये का आवंटन किया गया है। विद्युतीकरण प्रोजेक्ट से जुड़े एक अधिकारी के अनुसार मार्च 2019 तक न्यूजलपाईगुड़ी तक का विद्युतीकरण के बाद गुवाहाटी तक के विद्युतीकरण कार्य में तेजी आएगी। न्यू जलपाईगुड़ी से खुलने वाली कई ट्रेनों के साथ किशनगंज से खुलने वाली गरीबनवाज एक्सप्रेस में इलेक्ट्रिक इंजन लगा दिए जाएंगे। जबकि कुछ पैसेंजर ट्रेनो को मेमू ट्रेनो में भी बदला जाएगा।

एनएफ रेलवे के सीपीआरओ प्रणव ज्योति शर्मा ने बताया कि इस वर्ष में कुल 298 किमी लाइन का विद्युतीकरण किया जा रहा है जिसमे 198 किमी सेंट्रल आर्गेनाईजेशन ऑफ रेल इलेक्ट्रिफिकेशन तथा 100 किमी रेल विकास निगम लिमिटेड द्वारा किया जा रहा हैं। उन्होंने बताया कि किशनगंज से न्यूजलपाईगुड़ी तक का विद्युतीकरण सेंट्रल आर्गेनाईजेशन ऑफ रेल इलेक्ट्रिफिकेशन द्वारा किया जा रहा हैं। मुकुरिया से किशनगंज तक का कार्य पूरा कर लिया गया है। दूसरे चरण में गायसल से न्यूजलपाईगुड़ी तक के कार्य को भी युद्धस्तर पर पूरा करने का प्रयास किया जा रहा है। प्रोजेक्ट को समय पर पूरा करने के लिए प्रयास जारी है।
Posted By: Jagran
Sep 21 2018 (14:17) Indian Railways gropes for answers as systemic lapses lead to horrifying Gaisal tragedy (www.indiatoday.in)
Major Accidents/Disruptions
NFR/Northeast Frontier
0 Followers
70798 views

News Entry# 359419  Blog Entry# 3827316   
  Past Edits
Sep 21 2018 (14:17)
Station Tag: Gaisal/GIL added by কলকাতা সেরা মোহনবাগান 😍😍😍💚💚💚❤❤^~/1777975

Sep 21 2018 (14:17)
Train Tag: Brahmaputra Mail/14056 added by কলকাতা সেরা মোহনবাগান 😍😍😍💚💚💚❤❤^~/1777975

Sep 21 2018 (14:17)
Train Tag: Avadh Assam Express/15910 added by কলকাতা সেরা মোহনবাগান 😍😍😍💚💚💚❤❤^~/1777975

Sep 21 2018 (14:17)
Train Tag: Brahmaputra Mail/14055 added by কলকাতা সেরা মোহনবাগান 😍😍😍💚💚💚❤❤^~/1777975

Sep 21 2018 (14:17)
Train Tag: Avadh Assam Express/15909 added by কলকাতা সেরা মোহনবাগান 😍😍😍💚💚💚❤❤^~/1777975
It was well past midnight on August 1 but Mukesh Kumar, a CRPF jawan, couldn't fall asleep. The reason: his compartment on the Delhi-bound 4055 Down Brahmaputra Mail was jampacked.
Crouched on the top wooden berth, he thought of the uncomfortable day that lay ahead for him, yet consoled himself saying time would fly and nondescript stations like Gaisal would soon be left behind. What he didn't know was that the next stop was disaster.
About 30 km to the west when the 5610 Up Avadh-Assam Express entered Kishanganj station around 1:30 a.m.,
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its driver, R. Roy, would have known he was in "dangerous" territory. Bodo militants had blown up parts of the track between Barpeta and Sarupeta just the day before.
In between the two trains, cabin man Y. Marandi, manning Gaisal station's west cabin, sat in darkness. There had been a power cut. His only company, the 48 levers that signal passing trains, an antiquated telephone that he used to talk to his assistant station master and a signal lantern that he would never wave at the approaching Avadh-Assam Express.
Before he knew it, disaster struck. When the Avadh-Assam Express and the Brahmaputra Mail collided at 1.45 a.m. on August 2, Kumar's bogie was thrown 50 ft in the air. It landed, precariously balanced, on two other bogies. But miraculously, like most passengers in that compartment, Kumar was able to make the 30 ft jump to safety.
The bogie caught fire shortly afterwards. Driver Roy simply didn't have a chance. And Marandi took the only chance he had: he fled. As did Assistant Station Master R.N. Singh.
They felt they were responsible for the tragedy. But the collision course had been set because of earlier lapses. It so happened that the crash took place at Gaisal.
Thirteen bogies in all lay mangled that night in what is one of the worst train disasters in Indian history. The reinforced metal of some compartments lay draped over others as if they were made of soft fabric.
Over 300 people died and more than 600 were injured. The rest were just stunned. With a glazed look in his eyes, Om Prakash Bhagat, one of the passengers, looked for his wife and child. "They have to be here, how come I survived?" he asked disjointedly peering into bogies.
Lined up on the side of the tracks were the bodies that had been recovered. Some limbless, others cut into half by the impact, and all bound for the morgue at the North Bengal Medical College near Siliguri there to be assigned a number, and wait to be claimed. But many of the dead would have to lie in the hot afternoon sun for a while. Rescuing the injured came first.
Also lying, like leviathans in mortal combat, were the trains. The authorities took all of three days to clear up the mess. Railway Minister Nitish Kumar arrived at 3 p.m., but the cranes that were to clear the debris came only at night. Kumar faced a livid crowd at Gaisal. He had seen enough in an hour and on his return to Delhi said he would resign, claiming "moral responsibility". Prime Minister A.B. Vajpayee, who initially tried to dissuade him, later accepted the resignation. But the crucial question remained: who was responsible?
The Commissioner of Railway Safety, N. Mani, has been given the job of finding the answer to that question. But even at the site of the disaster, Rajendra Nath, general manager, North-East Frontier Railway, who was later asked to go on leave, said the trains "could have been put on the same track at an earlier station".
Nath was probably revealing less than he already knew because an inquiry was pending. But it was clear a series of lapses starting at Kishanganj, 19 km away from the crash site, led to the tragedy. It was also plain human failure.
Kishanganj is a bigger station than neighbouring Gaisal and Panjipara. Railway authorities have been upgrading the panel interlocking system there.
This meant that the mechanical system, in which heavy levers are pulled to give trains direction, would be replaced by electrical switches that are easier to operate. But the changeover takes time, and in the interim, the lines remain "free" in railway parlance.
This means that each time a train is put on a particular track from a point of bifurcation the linesman has to go down to the point and lock it by hand for the train to pass.
Kishanganj had been given extra personnel so that this was accomplished smoothly. The Avadh-Assam Express, running six hours late, arrived at Kishanganj around 1:30 a.m. Assistant Station Master H.M. Singh knew it was supposed to leave the station on the Up line. As the train entered the station, it took Kishanganj's loop line No. 1.
This is not unusual for Kishanganj since official orders say major trains should use that when in the station. This is convenient for passengers since Kishanganj has a very long platform. The same line then joins up with the two main lines that leave the station in the two-track stretch between Kishanganj and Panjipara.
Singh should have ensured one of his staff locked the point where the loop line and the Avadh-Assam's designated Up line met. This wasn't done. The train cut right across the Up line and settled into the track meant for trains in the opposite direction. On course for disaster.
At about the same time, H.M. Singh made another error. He passed on routine information about the Avadh-Assam Express to the next station, Panjipara. Only, the information was wrong. The express train, he said, was coming on the Up line when it was actually on the Down line.
At the two level crossings outside Kishanganj there was no traffic at that hour. From all accounts, the men manning the crossings adjacent to National Highway 31 did their bit mechanically.
They brought down the gates and allowed the train to pass. Not realising that the train was on the wrong track and should have been stopped by using the hand-held signal at the gate. The Avadh-Assam express sped away.
In the driver's seat, Roy didn't seem to think there was anything amiss either. The Up and Down tracks run parallel to each other separated by a few metres, but Roy amazingly didn't realise that he was driving on the right track rather than the left, which is the convention.
Signals are a train driver's eyes, and on the Down line along which his train was hurtling, all of them faced the other way-for the benefit of B.C. Bardhan, driver of the Brahmaputra Mail. As the rain lashed, he might just have seen the green signals given by successive stations slightly to the left of where they should have been. Not noting why they weren't straight ahead, as they usually are, he carried on.
At Panjipara, ASM R.N. Singh passed on the misinformation that the Avadh-Assam Express was travelling on the Up line to his cabin man in the west cabin, S.P. Singh, who mechanically pulled the requisite levers to clear the train on the Up line. But at neither of the stations did anybody notice that the last of the four signals at a station, the advance starter signal, on the Up line had remained green well after the Avadh-Assam Express had disappeared into the night.
Once the nose of a train passes this final signal, it implies that the train has left the station, and the signal automatically trips back to red. The fact that it remained green could mean only one thing: that the train was cleared to go through on that line-but didn't. At Panjipara, it was cabin man D.C. Gupta who was best placed to spot this: he was manning the east cabin which is closest to this signal.
The railway tracks in this part of North Dinajpur cut across paddy fields with stagnant water. "It's almost impossible to fall asleep at night because of the mosquitoes," complains one cabin man. Marandi, the man at the Gaisal west cabin, would have suffered these nights many times before. His colleagues say that he didn't drink and was sincere about his work.
But as incorrect information got passed from one station to another, there was apparently little that he could do to avert the tragedy. Trains at speeds between 80 and 100 km an hour have a braking distance of at least 1.5 km.
To avoid a collision they would thus have to be at least 3 km apart. On a dark rainy night, perhaps that's too far to look from the vantage of a lonely cabin. Marandi probably realised what was about to happen minutes before it actually did. But like the drivers of the two trains it was too late.
Strangely, for deaths on such a scale, there were no vultures hovering above Gaisal. The only ones to come were a flock of politicians, eager to feed off the dead. Former home minister Taslimuddin brought his supporters screaming "Taslimuddin zindabad, Nitish Kumar murdabad"; Mamata Banerjee came for about 15 minutes and found a crowd as big as those at one of her public meetings; West Bengal BJP state Vice-President Parash Dutta said he had faxed the prime minister a letter, saying the tragedy was caused by sabotage and not human error.
Not to be outdone, the Democratic Youth Federation of India-below a large banner, claiming credit-put up gruesome pictures for relatives to identify their deceased kin.
In an already chaotic relief effort, these intrusions seemed to serve no purpose. As the debris was cleared and families claimed bodies, the crowds at Gaisal dispersed. And train services settled once again into the scary state of normalcy.
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