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RecommendationsRecommendations by the Accident Investigation Board of Finland concerning rail traffic accidents and hazardous situations, and implementation of the recommendations.The Accident Investigation Board of Finland monitors the implementation of its recommendations in practice as far as possible. But we are grateful for any comments on the recommendations and their implementation by the visitors to our web pages. Please use the feedback pages for your commentary.
In parenthesis, the number and date of the investigation report. The acronyms refer to the addressee of the recommendation. RVI = Finnish Rail Agency RHK = Finnish Rail Administration VR = VR-Group Ltd TH = Road Administration HäKe = Emergency Response Centre LVM = Ministry of Transport and Communication SM = Ministry of the Interior, Rescue Department SMp = Ministry of the Interior, Police Department STM = Ministry of Social Affairs and Health, Labour Protection Department OTKES = Accident Investigation Board of Finland SKAL = The Finnish Transport and Logistics SAKL = Finnish Driving Schools Association HKL = Helsinki City Transport KL = The Association of Finnish Local and Regional Authorities Muu = Other relevant parties S270 The experts using traffic control systems on a daily basis should participate in the specifications, inspections, and start-up activities of these systems and also take part in the system administration during the life-cycle of the system. S269 The organisations responsible for the ownership, use, and maintenance of traffic control and safety equipment systems should improve and clarify the procedures by which deviations are identified and managed. S268 All trams should be equipped with a first-aid kit. S267 It should be ensured that tram floor hatches remain fastened in all conditions. S266 The training programme for driving performance should be documented. S265 Tram drivers should be provided with a personalised and logically progressing training programme. S264 Tram drivers should be taught to brake in the proper way. S263 The Huikuri unprotected level crossing should be removed. (B3/2008R, 7.9.2009) RHK S262 Before executing the VHP command, the traffic controller should ensure that there are no other units at or within the vinicity of the turnout for which the command is given. (C5/2008R, 6.8.2009) RVI, RHK S261 Emergency response centres regularly update the level crossing location data of their ELS systems to match the tasoristeys.fi database. S260 Emergency response centres regularly update the level crossing location data of their ELS systems to match the tasoristeys.fi database. S259 The Vehkatie level crossing be removed. S258 The Finnish Rail Administration should inform parties in charge of road maintenance about their obligation to build and maintain road segments leading to level crossings as set out in the relevant regulations. The Finnish Rail Administration should also appropriately inform of any track changes to be made and any shortcomings discovered during inspection rounds. S257 The sightlines of the level crossing should be improved and the wait platforms should be reconditioned to meet regulations and warning sign 171 should be installed. S256 At the Suurisuo level crossing and similar level crossings, where it has been noted that sunlight hinders visibility, the visibility of barriers and warning signs should be improved by replacing red blinking filament lamps with blinking or flashing LED lights. S255 The Kauramaa level crossing should be removed. S254 Local turnout control buttons should be located as close to turnouts as possible. S253 The storage containers next to the track should be placed further away from the track so that they do not impair visibility. S252 The front structure of the Sm3 electric train should be redesigned to prevent cars from being wedged under the structure. S251 The Perälä unprotected level crossing should be removed or replaced by an interchange. S250 The engine driver should be informed about any derailers or other blocks on the track during shunting work.
S249 Demanding surface construction projects should include rail geometry measurements before the track is taken into use. The measurements could be compared with set limit values. S248 Design guidelines should be prepared for curved turnouts.
S247 A derailer should always have interdependence to the turnout which leads to the track in question. Especially railway yards where dangerous substances are handled should always be built according to regulations. S246 Track and railway yard condition monitoring and rail fastening work should place special emphasis on routes and tracks used for the transport of dangerous goods.
S245 A 20 km/h speed limit should be set for cars carrying dangerous goods on spike-fastened secondary tracks.
S244 The speed limit along the Lahti–Heinola track should be reduced in the proximity of level crossings with poor sightline to the extent that this is reasonably possible. S243 Actions to improve level crossing safety along the Lahti–Heinola track should be carried out before the initiation of scheduled renovation investments. S242 Track curves that are in poor condition should be identified and these curves should have a speed limit of 20 km/h for trains with an axis weight of 16–20 tons, until the necessary repairs have been completed.
S241 The Korpi level crossing should be equipped with half-barriers. S240 Greater attention should be paid to shunting work safety during the ploughing of snow in rail yards. (C9/2005R, 15.4.2008) RHK S239 It should not be possible to remove the key from a derailer’s safety lock without also removing the derailer from the rail. S238 Greater care should be exercised during statutory freight train inspections, and any flaws observed should be acted upon more quickly than is currently the case. (C2/2007R, 3.3.2008) VR S237 The Sinkonen level crossing located in the Särkisalmi residential area should be removed. (B3/2007R, 12.12.2007) RHK, Muu S236 Traffic controllers should have the capacity to place an emergency alarm call to the Emergency Response Centre in the ERC area in which the accident site is located. (B4/2007R, 29.1.2008) RHK, Häke S235 The Finnish Rail Administration should systematically locate crossings that have a bridge nearby or whose traffic can otherwise be directed through a safer route, removing them even though their volume and risk level might be low. (B4/2007R, 29.1.2008) RHK S234 The Pohja level crossing should be closed and a replacement overpass be created at the Hilapparannantie bridge. (B4/2007R, 29.1.2008) RHK S233 The grip of footwear used in rail yard work should be better than average under all weather and working conditions. (C1/2007R, 7.12.2007) VR S232 The Emergency centre should use an emergency response that corresponds to the type of accident. (C1/2007R, 7.12.2007) Häke S231 The instructions for rail yard work should be supplemented to forbid going between moving cars in all situations. (C1/2007R, 7.12.2007) VR S230 The structure of the obstruction cleaning device of Dm12 rail bus should be such that it is either formed of one piece or possible additional parts are attached sufficiently well. (B2/2007R, 23.11.2007) (B3/2008R, 7.9.2009) VR, RVI S229 Level crossing environment should be made safe for road traffic. (B2/2007R, 23.11.2007) LVM, RHK, Muu
S228 The Pahaoja unguarded level crossing should be equipped with a half barrier equipment. (B2/2007R, 23.11.2007) RHK, TH, Muu S227 Compulsory use of safety belts should be expanded to include delivery vehicle drivers and passengers, irrespective of the driving distance. (B1/2007R, 23.11.2007) LVM, SKAL S226 A navigator/GPS device in the vehicle, should be installed warning of dangerous locations such as level crossings. (B1/2007R, 23.11.2007), SKAL, Muu S225 A warning sign notifying of a dangerous location on the route, placed between sorted mail stacks being delivered, might act as a prompt to the mail carrier when he/she arrives at the dangerous location on the route. (B1/2007R, 23.11.2007) Muu S224 Itella and other businesses performing deliveries can improve safety by avoiding unguarded level crossings when planning their delivery routes. (B1/2007R, 23.11.2007) Muu, SKAL S223 The operation of escort radios at Helsinki Central Railway Station must be inspected in order to identify any black spots in radio audibility and any external interference. (C2/2005R, 26.9.2007) RVI, RHK, VR, LVM S222 In land use planning, special attention should be paid to safe railway crossing, and the building of new level crossings should be avoided. (S1/2005R, 20.6.2007) TH, YM, Muu S221 In their route plans, transport operators should consider possible crossings of railways. Railway crossings should be minimized and more safe crossings prioritized. (S1/2005R, 20.6.2007) Muu S220 A study should be conducted on the use of whistles at level crossings. (S1/2005R, 20.6.2007) RVI, RHK, VR S219 The railway keeper and the safety authority should be allowed to restict road vehicle traffic on level crossings. (S1/2005R, 20.6.2007) LVM, RHK, RVI S218 Maintenance instructions should be drawn up for level crossings. (S1/2005R, 20.6.2007) RHK, RVI S217 Such wait platforms of level crossings that feature a poor condition should be upgraded to meet the relevant RAMO specifications. (S1/2005R, 20.6.2007) RHK, LVM, TH S216 At a level crossing the maximum speed allowed on the road should be 50 km/h or lower as depending on the locality and the characteristics of the level crossing. (S1/2005R, 20.6.2007) (B1/2007R, 23.11.2007) LVM, TH S215 The perceptibility of a train and a level crossing should be improved. (S1/2005R, 20.6.2007) (B2/2007R, 23.11.2007) RVI, RHK, VR S214 The sightline requirements for level crossings should be modified so as to also consider the crossing of a level crossing without stopping in case a sufficient sightline along the railway is attained substantially before 8 metres from the railway. (S1/2005R, 20.6.2007) RVI, RHK, LVM
S213 Stopping at unguarded level crossings with the sightline along the railway only attained at a distance of 8 metres from the railway, be adopted as the regular model of behaviour. (S1/2005R, 20.6.2007) RVI, RHK, VR, SMp, LVM
S212 The compliance of the localization data used by the railway with the data system of the Emergency Response Centre Agencies shall be ensured, e.g. by installing the track-kilometre data in the data system of the Emergency Response Centre Agencies. (B 1/2005 R, 15.1.2007) (S1/2005R, 20.6.2007) (B5/2007R, 23.6.2008) (B7/2007R, 9.9.2008) RHK S211 The instructions for the drawing up of an emergency notice should be developed to ensure that whenever urgent aid is needed from the rescue service, also the general emergency number is called from the incident scene, in addition to the notifying of the traffic control unit. (B 1/2005 R, 15.1.2007) (S1/2005R, 20.6.2007) (B2/2007R, 23.11.2007) (B4/2007R, 29.1.2008) (C1/2007R, 7.12.2007) (B5/2007R, 23.6.2008) (B7/2007R, 9.9.2008) S210 The instruction on limiting the speed to 50km/h when the engine driver perceives a swing movement or hears a bang noise, contained in the Traffic Control Operator's Manual, should also be added as a regulation in the Train Safety Regulations. (B 1/2005 R, 15.1.2007) RVI, HäKe
S209 The Dr16 locomotive maintenance instructions should be supplemented by a checking of the fastening of the clamp disc of the traction device wedge. (C8/2005R, 15.1.2007) VR
S208 Shunting operations for wagons designed for the transportation of dangerous goods should not be carried out on railway yards which have no system for the monitoring of the turnout position. (C 6/2005 R, 5.7.2006) RHK, VR, LVM
S207 Also for the control of manually operated turnouts, a system should be designed to control route safety. Whenever requisite, the system should emit a warning signal if the position of a turnout is erroneous and it should even prevent an entry to a turnout in an erroneous position. (C 6/2005 R, 5.7.2006) RHK
S206 Communications on movements, to Rautaruukki works, as well, should be carried out by a recorded radiophone connection used by VR in shunting work. (C 6/2005 R, 5.7.2006) RHK
S205 The responsibility for the maintenance of signalling equipment should entirely be bestowed on one single party. (C 9/2002 R, 5.7.2006) RHK
S204
S203 S202
S201 S200 The ballast adjacent to track 037 on Hamina railway yard ought to be replaced by such ballast that meets the specifications for a pedestrian passage.(C 9/2004 R, 1.7.2005) RHK
S199 The General Railway Yard Safety Regulations ought to specify that in case a shunting unit worker deviates from the agreed working plan, he should advise the other shunting-unit crew members thereof.(C 9/2004 R, 1.7.2005), VR
S198 Response measures to different situations be underscored and integrated in the training provided by the Emergency Center.(C 11/2003 R, 3.2.2005) SM, HäKe
S197 In underpass and bridge worksites, for every work phase that impacts the stability of the railway bed and the track, an approved plan should necessarily be required before the commencement of the work in question.(C 11/2003 R, 3.2.2005) RHK, VR
S196 For every worksite an unambiguous written specification should be drawn up on the detailed responsibilities and obligations of the workers in terms of the operation condition of the track and on their rights to engage auxiliary personnel and set restrictions to traffic operation.(C 11/2003 R, 3.2.2005) RHK, VR
S195 Following each derailment incident on a railway yard, the turnouts and points and switches area should be inspected and the gauge and the height deviation checked by measuring.(C 5/2004 R, 21.1.2005) RHK, VR
S194 Railway yard tracks should be equipped with number plates.(C 10/2003 R, 7.12.2004) RHK
S193 Shunting staffs should be ensured relevant training whenever changes or modifications have been realized in the railway yard.(C 10/2003 R, 7.12.2004), VR
S192 ABB Oy Service ought to draw up a maintenance plan for the railway lay-out, the maintenance of which it is responsible for.(C 6/2004 R , 9.12.2004), RHK
S191 In work site plans, condition limits ought to be specified for unfinished track work sites which are temporarily opened for traffic.(C 3/2004 R, 9.12.2004), RHK
S190 The terminology used in the notices of railway technical defects should be as exact as possible, and the relevant personnel should be familiar with the terms to be used in the regulations.(C 7/2003 R, 20.10.2004) RHK, VR
S189 The condition of the Hammaslahti – Tikkala section should be improved by its reconstruction or by the realization of a new track lay-out .(C 7/2003 R, 20.10.2004) RHK
S188 Such level crossings, without safety installations, featuring a poor visual clearence that cannot ensure vehicle combinations a safe crossing, should be equipped with a driving prohibition sign applicable to regular vehicle combination traffic.(C 6/2003 R, 23.3.2004) RHK S187 The level crossing in ihalainen, Lappeenranta, should be equipped with warning devices.(C 6/2003 R, 23.3.2004) RHK S186 The person responsible for the checking of travel condition of the train, should pay more attention to an appropriate loading of the train and whenever necessary, tie the load before giving the train departure permission.(C 3/2003 R, 23.3.2004), VR
S185 Channel rail structures should not be adopted in tracks on unloading sites where steaming is implemented in the unloading operations (C 1/2003R, 1.3.2004), RVI S184 The fixing of the signal plates of the type referred to, in the point-lever, should be ensured that the signal plate in fact displays the real position of the point-lever. (C 7/2002 R, 31.12.2003)
S183 Shunting work practices should be developed by regulations, instructions and education in a way that “conditional permissions” to shunting movements or to any other traffic would not be given. The permission to a movement should be given once and only in case the movement is really possible. (C 8/2002 R, 14.3.2003)
S182 The shunting-work sign should be discarded and the system modified in a way that all signals would concern all kind of traffic. In case the signal does not concern certain movement, it should be informed separately. (C 8/2002 R, 14.3.2003)
S181 The track should immediately be repaired and the defective old sleepers be replaced by new ones. Replacement of spike fastening by screw fastening, replacement of the rails by heavier ones, and replacement of the gravel in the railway bed by ballast should be discussed and considered. (C 5/2002 R, 13.3.2003) (C 5/2002 R, 13.3.2003) (C9/2003R, 8.3.2004) (C4/2005R, 26.4.2006) (C4/2007R, 18.8.2008), RHK
S180 The initiation training programmes for train operators should be extended to include all stations and railway yards within the area of responsibility of the train operators in question. (B 1/2002 R, 10.2.2003) (C5/2008R, 6.8.2009) RHK, VR
S179 The phone calls to the traffic controlling center concerning traffic should be phoned to the recorded phone. (B 1/2002 R, 10.2.2003), RHK, VR
S178 Also the locomotives used for moving of cars on private tracks be equipped so as to enable the use of the air brakes of the cars, if so required by the topographical circumstances.(C 3/2002 R, 13.9.2002), RHK, RVI. S177 The Automatic Train Control system should be developed so as to ensure that an emergency braking at the control speed is capable of stopping a train before a rail barrier.(C 3/2002 R, 13.9.2002), RHK
S176 The Ministry of the Interior should ensure the correctness of the information in the alarm and accident reports by the rescue services and that the reports contain a satisfactory and reliable description of the process of the incident. (B 1/2001 R, 24.4.2002), SM, HäKe.
S175 The telephones of the Area Controllers should be connected to a recorder. (B 1/2001 R, 24.4.2002), RHK, VR.
S174 The Tka7 track machines with only vertical steep flat-step ladders should be equipped with stair-ladders. (C 8/2001 R, 10.5.2002), VR.
S173 Working in too short time periods should be avoided. (C 5/2001 R, 1.11.2001), RHK, VR.
S172 To improve the detectability of a starting mark, the start point should be indicated by, e.g. a sizable banner at a height of about 1.5 m, with different colours referring to different machines. (C 5/2001 R, 1.11.2001), RHK, VR.
S171 A maximum admissible speed should be specified for rail-going work machines, as per work site. If there are running several work machines in the same section of line, their mutual distance should be specified. The arrival and departure speeds to and from the work sites and the distances referred to should be subject to a more efficient monitoring. (C 5/2001 R, 1.11.2001), RHK, VR.
S170 No passengers should be admitted in excavators and other corresponding work machines. The workers should be ensured safe transportation to the work site whenever it is located beyond walking distance. (C 5/2001 R, 1.11.2001), RHK, VR, STM.
S169 The fire water network and fire escape routes should be extended to cover the west side of Tampere railway yard, as well. (C 9/2000 R, 1.11.2001), RHK.
S168 Transshipment equipment should be procured for the transshipment of toxic gases and specifically ammonia. (C 9/2000 R, 1.11.2001), VR, LVM, SM.
S167 The hump end of the centre tracks 210-217 on Viinikka yard at Tampere should be equipped with shunting signals operated as depending on the position of the rail brakes. (C 9/2000 R, 1.11.2001), RHK.
S166 The monitoring of freight and passenger car bearings should be developed so as to number each bearing with its data included in the database comprising the wheelset data. (C 4/2001 R, 1.11.2001) (C 4/2001 R, 1.11.2001) (C2/2002R, 15.9.2003), VR.
S165 Should irregular wear be discovered in the equipment of a particular car type, the car should be submitted to special monitoring and extra maintenance operations. (C 13/1999 R, 15.6.2001), VR.
S164 Should irregular wear be discovered in the equipment of an individual car, the car should be submitted to special monitoring to investigate and remedy the cause of the wear. (C 13/1999 R, 15.6.2001), VR.
S163 Should substantial changes be made in the car superstucture in connection with car renewal work, the car specific frequencies should be calculated and also checked in operation, if possible. The excitations generated by the track and car running should be ensured not to cause vibration resulting in structure fatigue or excessive wear. (C 13/1999 R, 15.6.2001), VR, RHK.
S162 For work performance within the structure gauge on Helsinki railway yard in cases safety is not secured by track reservation, a safety guard should regularly be assigned (C 2/2001 R, 15.6.2001), VR.
S161 Whenever an ICOM F-30 mobile phone is taken in use, its functioning within the area in question should be checked and ensured. (C 5/2000 R, 15.6.2001), VR.
S160 Training in the operation of an ICOM F-30 mobile phone should be arranged for the users. The training should particularly focus on safe communication within the work site. (C 5/2000 R, 15.6.2001), VR.
S159 Should cars of a rail replacer unit be changed during a workshift, the safety of the operation should be ensured (C 5/2000 R, 15.6.2001), VR.
S158 The driving times and rest periods of trailer lorry drivers should be monitored more effectively. Hence the running data should be recorded and submitted to the relevant monitoring authority by means of a technically more advanced method than the tachograph system. (B 2/2000 R, 10.1.2001), STM.
S157 In their crisis information instructions, the railway operators should also consider the information addressed to participants in an accident and their relatives. (B 2/2000 R, 10.1.2001), VR.
S156 In conformity with Instructions 21/701/92 of 14.9.1992 (Series A:42, Instructions on Emergency Readiness of Municipal Fire Brigades) by the Ministry of the Interior, forward-balanced tactics should be adopted in the resource utilization. (B 2/2000 R, 10.1.2001) (B 1/2001 R, 24.4.2002) (B 2/2000 R, 10.1.2001) ( B 1/2001 R, 24.4.2002) (B1/2002R, 28.2.2003), SM.
S155 In the planning of heavy-duty contract work for trailer lorries, including numerous railway crossings, safety arrangements at level crossings should be jointly discussed by the trucking operators and the railway traffic operators. In the discussions also the views of the engine drivers and trailer lorry drivers should be considered. (B 2/2000 R, 10.1.2001), RHK, VR.
S154 The track operator should exclusively be responsible for monitoring the realization of visual clearance at level crossings and the relevant clearing work. (B 2/2000 R, 10.1.2001), RHK, LVM.
S153 The visual clearance specifications should be applicable to all unguarded level crossings. (B 2/2000 R, 10.1.2001), RHK.
S152 The condition of the level crossing should be checked prior moving wagons to track 880A on Tampere railway yard. (C 1/2000 R, 17.11.2000), VR.
S151 If the load is not bound, the wagons shall be moved with requisite precaution. If a swing movement is necessary, the binding of the load shall always be ensured. (C 2/2000 R, 17.11.2000), VR.
S150 Detailed instructions and safety criteria should be drawn up for preparative work preceding superstructure renewal or any other major track work. (C 3/2000 R, 17.11.2000), RHK, VR.
S149 20 km/h should be prescribed as the maximum speed admitted on all sidings of track class A, whenever the maximum axle load of 16 tonnes is exceeded. (C 4/2000 R, 17.11.2000), RHK.
S148 Giving information during an accident or incident should be planned in advance with particular attention paid to arrangement and timing of information releases on incidents of special public interest. (B 1/2000 R, 11.10.2000), SM, RHK, VR, OTKES.
S147 In accidents requiring particularly important rescue resources, their entry, guidance, grouping and waiting spots should be specified in an early phase, whenever the rescue resources cannot immediately be assigned to the rescue operation. In such cases the scene of the accident should be isolated as early as possible. (B 1/2000 R, 11.10.2000), SM.
S146 In the alarm instructions, the fire brigade emergency arrays should be formed in conformity with the Instructions 21/701/92 of 14.9.1992 (Series A:42, Instructions on Emergency Readiness of Municipal Fire Brigades) by the Ministry of the Interior. (B 1/2000 R, 11.10.2000), SM.
S145 The emergency duty officers’ tables 1 and 2 in Oulu Emergency Center should be equipped with additional displays showing the contents of the display of the neighbouring colleague. (B 1/2000 R, 11.10.2000), SM.
S144 The Finnish Rail Administration should supplement its list of level crossings by specifying their positioning coordinates and then submit the list to the Emergency Centers (B 1/2000 R, 11.10.2000)(B 1/2000 R, 11.10.2000) (S1/2005R, 20.6.2007), RHK.
S143 Level crossings should be equipped with signboards displaying at least the name of the level crossing and its location in the coordinates and relevant track-km. The signboard should be clearly visible in both running directions of the road. (B 1/2000 R, 11.10.2000) (S1/2005R, 20.6.2007) (B5/2007R, 23.6.2008), RHK, RVI, HäKe. S142 At unguarded level crossings, the crossing sign should be placed at a distance of 2.3 – 4.0 m from the closest rail. (B 1/2000 R, 11.10.2000), RHK.
S141 The visual clearances at all unguarded level crossings should meet the 8 meter requirement as measured from the closest rail. Should the visibility range requirement fail to be met for some direction, the level crossing should be equipped with warning facilities or rebuilt to a flyover. (B 1/2000 R, 11.10.2000) (B 2/2000 R, 10.1.2001), RHK, RVI, Muu.
S140 The obstruction clearing device of the Dr16 locomotive should be reinforced and its form modified so that its lower edge approaches the rail by at least 10 cm closer. (B 1/2000 R, 11.10.2000), VR.
S139 The wheelset maintenance intervals should be determined in addition to/instead of in terms of calendar time, on the basis of distances driven. (C 4/1999 R, 9.6.2000), RVI, VR.
S138 The rail inspection methods should be developed also to permit an early detection of beginning vertical ruptures (capillary cracks) along the rail. Rails displaying surface defects (flakes) should be repaired as soon as possible so as to allow a reliable ultrasonic measurement of the rail condition. (C 14/1999 R, 17.11.2000), RHK. S137 In railgoing lorry drivers’ training, the rules and regulations governing travel on an occupied section of line with several track machines working simultaneously should be emphasized. (C 11/1998 R, 27.4.2000), VR.
S136 The local points-operating keys should be placed in a logical order corresponding to the location of the turnouts to be operated. (C 1/1999 R, 27.4.2000), RHK, VR.
S135 Whenever local points-operating keys are used, the train or vehicle should stop at the signal protecting the turnouts to be operated, or else it should in any case be off the turnouts. (C 1/1999 R, 27.4.2000), VR.
S134 In major accidents possibly involving medical rescue operations and medical care needs, the clinics or hospitals concerned shall be accordingly notified as soon as possible. (C 6/1999 R, 27.4.2000), SM, STM.
S133 Lappeenranta Rescue Service should specify the alarm stages in conformity with the Instructions 21/701/92 (Instructions on Emergency Readiness of Municipal Fire Brigades), Series A:42, by the Ministry of the Interior, so as to ensure the accessibility of the targets in each area as corresponding to the risk area standard defined in the risk analysis and to ensure at least the targeted availability of senior officers and service managers. (C 6/1999 R, 27.4.2000), SM.
S132 The Ministry of the Interior should supplement its Instructions 21/701/92, Series A:42 (Instructions on Emergency Readiness of Municipal Fire Brigades) or else draw up separate new instructions focusing on preparatory work for an extension and supplementing of the management organization in view of ensuring management and decision-making support in major accident situations. (C 6/1999 R, 27.4.2000), SM.
S131 The Ministry of the Interior should draw up Instructions for Cooperation of Rescue Services, in replacement of Instructions 1184/701/88 (Planning of General Rescue Service), Series A:26, as focusing on more general criteria in the arrangement of activities in different accident situations. (C 6/1999 R, 27.4.2000), SM
S130 Internal and external rescue plans and notifications in conformity with Section 26 of Decree on Transportation of Dangerous Goods by Rail (674/97), shall be drawn up for railway yards handling and storing a considerable number of chemicals carrying wagons. The operator and the relevant authority shall ensure the compatibility of their plans. (C 6/1999 R, 27.4.2000), VR, LVM, SM.
S129 VR’s rescue service units should have chemicals control equipment at their disposal. (C 6/1999 R, 27.4.2000), VR.
S128 A chemical destruction equipment network should be created in Finland. (C 6/1999 R, 27.4.2000), SM, VR, LVM.
S127 The UN number of hazardous goods to be transported should regularly be indicated in the wagon list, as well as the data specified in the domestic Regulations on Carriage of Dangerous Goods by Rail for Finnish-Russian bilateral rail transport services. (C 6/1999 R, 27.4.2000), LVM. S126 In Finnish-Russian bilateral rail transport services, such dangerous goods markings should be adopted in the wagons as specified in the domestic Regulations on Carriage of Dangerous Goods by Rail. (C 6/1999 R, 27.4.2000), RHK, LVM.
S125 The limit values of the turnout should be more reasonable and expedient. The definitions of the limit values and action when they have been exceeded should be specified unequivocally and followed carefully. (C 6/1999 R, 27.4.2000), RHK, VR.
S124 The equipment in the engine driver’s cabin should be fixed so as not to detach in a crash or collision. (C 11/1999 R, 27.12.1999), VR.
S123 The Dr14 locomotive series should be equipped with a better running recorder. (C 11/1999 R, 27.12.1999), VR.
S122 In work sites in the vicinity of a railway, the structure gauge limits shall be marked and access therein shall be prevented by a surrounding band, sealing-off line or preferably by a fixed railing. (C 15/1998 R, 27.12.1999), RHK.
S121 In the Train Safety Regulations, the paragraph on track-work traffic should be supplemented by unequivocal specifications of the conditions permitting the dispatching of a track-work machine after another machine. If the conditions are not fulfilled, the machine shall be introduced into traffic as a train. (C 10/1999 R, 27.12.1999), RHK.
S120 The departure-direction main signals at Kerava and other stations should be placed as close to the passenger platform as possible. (C 8/1999 R, 27.12.1999), RHK.
S119 Short-circuit conductors should be introduced to secure an occupied slot. (C 6/1998 R, 27.12.1999) (C 6/2001 R, 1.11.2001), VR.
S118 The location of track changing points should be clearly and unequivocally specified to the work supervisor, train dispatchers and remote-control operators. (C 6/1998 R, 27.12.1999), RHK, VR.
S117 Should a hot-box detector for some reason or another be out of service or defective, a backup system for detection of bearing defects and prevention of accidents should be adopted and introduced, e.g. more efficient perceptive inspections or reduced speed limits. (C 5/1999 R, 27.12.1999) (C 4/2001 R, 1.11.2001), VR, RHK.
S116 The instructions governing Viinikka freight yard should clearly specify the worker responsible for removal of arresters. (C 16/1998 R, 27.12.1999), VR.
S115 Remote-control operators shall be ensured adequate pauses during the shift, and overlong shifts shall be avoided particularly during busy seasons, such as during track work periods. (C 12/1998 R, 12.11.1999), VR, RHK.
S114 A protection turnout or at least two shunting signals should be used as lateral protection for main lines operated at high speeds. (C 9/1999 R, 12.11.1999), RHK.
S113 Utilization of wheel-flat detectors should be generalized, and more efficient wheel-flat auscultation should be practised at stations and possibly also elsewhere. (C 2/1999 R, 12.11.1999), (C 2/2002 R, 11.2.2002), RHK, VR. S112 Turnout V014 and the other turnouts in the same function on Sköldvik railway yard shall be rebuilt to be electrically operated, or else position control contacts or at least safety locks shall be installed in them. (C 17/1998 R, 12.11.1999) (C 3/1999 R, 12.11.1999) (C 10/2002, 23.6.2003), RHK.
S111 All VR76 signal boxes shall be inspected and any requisite additional connections in the interlocked-relay discharge switch shall be installed to improve safety. (C 7/1998 R, 12.11.1999), VR, RHK.
S110 The glass panes of the end and partition doors of all passenger-car compartments should be checked. Should the glass panes be of regular glass, they shall be replaced by safety glass panes. (C 5/1998 R, 12.11.1999), VR.
S109 All old seats equipped with a turning mechanism should be taken out of service. (C 5/1998 R, 12.11.1999), VR.
S108 In case ATC is not installed or not in use, the speed limit for trains should be set at 80 km/h. (B 2/1998 R, 29.10.1999), RHK.
S107 The stopping times of express trains at stations, indicated in the timetable, should be longer. (B 2/1998 R, 29.10.1999), VR.
S106 The signal aspects indicating entry to an Sn35 turnout should be more clearly distinguishable from the aspects indicating entry to other turnouts. The speed limit of 35 km/h should be indicated as a figure aspect, as well. (B 2/1998 R, 29.10.1999), RHK.
S105 The signalling system should be revised so as to feature one same signal used as both distant and main signal. (B 2/1998 R, 29.10.1999), RHK.
S104 Manually operated turnouts on a track with train traffic shall always be secured by at least a hook which can be locked. Wherever outsiders have access to the turnout operation mechanism without being noticed, the turnouts should be equipped with a safety lock or changed to electrically operated turnouts. (C 36/1997 R, 4.6.1999), RHK.
S103 A protection turnout and trap siding should be built in the track running from Kontiomäki to Oulu, before its joining the main line track. The length of the trap siding should permit a train to stop before the rail barrier when braking at the main signal. (C 2/1998 R, 4.6.1999), RHK.
S102 A personal training plan and its monitoring shall be designed for each engine driver. In addition updated management training shall be ensured for work supervisors. (A 1/1998 R, 19.2.1999), VR.
S101 For all accident types and targets, the municipalities shall specify the rescue resources engaged as based on a risk survey of the area in question. The municipalities shall submit the emergency services the Instructions on Alarm Operation drawn up on the basis of the A:42 Instructions published by the Ministry in 1992 (Instructions on Emergency Readiness of Municipal Fire Brigades). Jointly with the Ministry of the Interior, the Emergency Services shall ensure the permanent staff sufficient further training. Before a possible establishing of trial Emergency Services in a permanent basis, the personnel shall be trained so as to be capable of fulfilling the tasks of some other job sector, as well. Special attention shall be paid to the development of the questioning technique of the on-duty alarm officers. (A 1/1998 R, 19.2.1999), SM.
S100 The planning, design and building of railway yards shall prevent direct entry to an Sn35 arrival turnout from a main track operated at a speed of 120 km/h. The first turnout should be at least of the Sn80 type. (A 1/1998 R, 19.2.1999), RHK.
S99 The train operator’s panel in Oulu should include displays of the position of the V330, V331 and V351 line turnouts so as to ensure a correct situation status being displayed even in exceptional situations. (C 10/1998 R, 4.6.1999), RHK.
S98 The braking systems of passenger trains shall be developed so as to ensure a quicker and simultaneous starting of (emergency) braking in all cars. (B 1/1998 R, 28.1.1999), VR, RHK.
S97 In the design and planning of modifications in signalling equipment, checking and approval of the modification drawings shall be completed prior to the commencement of the modification work. (B 1/1998 R, 28.1.1999), RHK, VR.
S96 The repeaters shall be removed from all stations. (B 1/1998 R, 28.1.1999), RHK.
S95 All signalling equipment events in remote control and train operation shall automatically be recorded. (B 1/1998 R, 28.1.1999), RHK.
S94 The locomotives should be equipped with video recording of the track view and the cabin functions. (B 1/1998 R, 28.1.1999), VR.
S93 To accelerate further the building of the automatic train control (ATC) system, local less complex supportive systems shall be planned. (B 1/1998 R, 28.1.1999), RHK.
S92 When starting to push a shunting work unit, the locomotive should first pull it over a distance of, e.g. a car length. (C 35/1997 R, 26.3.1999), VR.
S91 A train in convoy operation should be equipped with an automatically operated acoustic signal or other corresponding device that warns the track workers of an approaching train. (C 34/1997 R, 26.3.1999), VR.
S90 The fixings of restaurant-car facilities (e.g. cash registers) shall be checked. (C 32/1997 R, 26.3.1999), VR.
S89 An emergency brake should be installed in the end vestibule of passenger cars in view of convoy operations. (C 32/1997 R, 26.3.1999), VR.
S88 The persons entitled to assume responsibility for train safety work should be specified. Moreover the corresponding requisite qualifications should be specified, as well. (C 31/1997 R, 26.3.1999), RHK.
S87 Suspension cantilevers and hinged cantilevers of electrified lines should be mounted at a sufficient height so as to allow a wire laying train with its railings up, pass underneath also during shunting operations and when moving over to a dead track. Unambiguous instructions for sections where the railings have to be lowered should be drawn up for the train operators and the persons responsible for the movements of the work units. (C 30/1997 R, 26.3.1999), RHK.
S86 The operation of the signals protecting Viinijärvi yard should be modified so as to render impossible a ’Proceed’ signal aspect whenever the turnout opens to an already occupied track. (C 27/1997 R, 26.3.1999), RHK.
S85 Hot-box control of bearings and the corresponding detection instruments should be developed. (C 26/1997 R, 26.3.1999) (C 2/1999 R, 12.11.1999) (C 4/1999 R, 9.6.2000), RHK, VR.
S84 Jyväskylä – Pieksämäki section should be equipped with a block system and signals protecting Naarajärvi railway yard. (C 24/1997 R, 26.3.1999), RHK.
S83 The station-approaching speed limits on sections of line without automatic train control should be lower than today. Otherwise the engine drivers should not be obliged to one-man driving. (A 1/1998 R, 19.2.1999), RHK.
S82 In compartments of passenger cars, partition walls should separate the hand luggage racks to compartments, to prevent any movement or falling of luggage. (A 1/1998 R, 19.2.1999), VR, RHK.
S81 All new or reconditioned day coaches of long-distance trains shall be equipped with state-of-the-art lap belts installed in the seats. (A 1/1998 R, 19.2.1999), VR, RHK.
S80 The practices of auxiliary functions to engine driving shall be clarified and uniform instructions drawn up thereon. The engine drivers’ responsibility for the brake-type lever being set in its adequate operating position when driving the locomotive out of the engine shed, shall be underscored. (A 1/1998 R, 19.2.1999), VR.
S79 The ”Instructions on driver’s cab work tasks” drawn up by the Transport Production Unit of VR Ltd Production Department in 1993 shall be urgently revised.
S78 The following speed limits should be adopted at signals.
S76 Occupied tracks should not be cleared and traffic should not be started until the track work has been entirely achieved. (C 13/1997 R, 20.5.1998), VR, RHK.
S75 Such signalling equipment should be removed that enable unlocking of turnout locks irrespectively of the occupation order and whether both turnouts were occupied or not. (C 13/1997 R, 20.5.1998), RHK.
S74 Immobility of wagons on track 102 should be ensured in conformity with the Train Safety Regulation (Jt). The securing method adopted shall be specified in the instructions. (C 10/1997 R, 22.5.1998), VR.
S73 Blocking of a travel route should be modified so as not to enable operation of the turnout of a blocked section until the track circuit section has first been occupied and then cleared. (C 5/1997 R, 20.5.1998) (C 3/2001 R, 1.11.2001), RHK.
S72 The detectability of arresters should be improved. (C 2/1997 R, 20.5.1998), VR.
S71 The wagon entrance steps and the steps designed for accompanying the wagon should be made of safety grid of the type used in the new brake operator’s steps. The recommendation should essentially be implemented for new and rebuilt wagons. (C 1/1997 R, 20.5.1998), VR.
S70 The inspection interval of tank-car tanks with rubberized interior shall be changed from two years to one year, or else the cars shall be taken out of service.
S69 Turnout operating equipment should be tested with test voltage. (C 39/1997 R, 21.7.1998), RHK.
S68 The regulations shall ensure that there is no possibility of trees falling within the structure gauge. In clearing work along railway lines, all trees with an over 15 cm root diameter possibly penetrating the structure gauge when felled, shall be secured by a winding tackle or corresponding method. (C 28/1997 R, 24.11.1998), RHK.
S65 The present legislation neglecting the monitoring of traffic operation on private tracks and the control of maintenance of such tracks shall be amended so as to include these tasks. A competent authority specified by law shall be assigned to design such a monitoring and maintenance system for private tracks that ensures the safety of rail traffic. As for the transportation of dangerous goods, the Finnish Rail Administration shall immediately engage the requisite investigation work. (C 9/1996 R, C 18/1996 R, C 21/1996 R, C 24/1996 R, C 6/1997 R, C 8/1997 R, C 15/1997 R, 21.7.1998) (C 13/1998 R, 2.11.1999), LVM, RHK.
S64 More detailed specifications should be included in the General Regulations on Trial Runs as for the work division between the person responsible for the triak run and the driver. (C 7/1997 R, 20.5.1998), VR.
S63 The departure track of Hyvinkää railway station to the workshop should be equipped with either a signal controlled by the remote control operator, or an automatic signal. In addition to audible signal aspects, also visible signal aspects are necessary, as the Workshop features quite heavy departure traffic linked with trial runs. (C 7/1997 R, 20.5.1998), RHK.
S62 The inner side of the right-turning curve in the track from Hyvinkää Workshop to the railway station should be cleared to ensure an at least 200 m visibility range. (C 7/1997 R, 20.5.1998), RHK.
S60 In seasons with possibly considerable temperature variations, ballasting should regularly be checked and supplemented after tamping and sleeper replacement operations. No train traffic should be allowed on tracks with uncompleted track work. (C 23/1997 R, 28.10.1997), VR, RHK.
S59 Present relatively important track-gauge variations in the interface of rigid and flexible rail fastenings should not be permitted. In bridge-decks rail fastenings should be more flexible than in the Kerkkolankatu railway bridge (built in 1963), or else the flexibility differences in the interfaces necessarily have to be smaller than in this particular case.
S58 The condition of bogie pivots of Russian cars and their greasing shall be ensured. (C 4/1996 R, 27.10.1997), (C 37/1997 R, 4.6.1999),(C 4/2003 R, 14.5.2003), (C 3/2005 R, 27.4.2005), (C 4/2005 R, 28.4.2005), VR.
S57 Radiophones should be developed so as to ensure immediate connection when pressing the key instead of the present delay-time connection. Particularly in emergencies and urgency situations, speaking is commenced immediately when pressing the key. (C 22/1996 R, 28.10.1997), RHK, VR.
S56 The portable maintenance radios of service railcar drivers (and drivers of other track machines) should feature the option of line-radio listening, as the drivers are frequently outside the driver’s cabin and therefore fail to hear calls by train control operators or remote control operators. (C 22/1996 R, 28.10.1997), VR.
S55 The operation of the radio equipment in the locomotives should be checked and improved, whenever needed. (C 22/1996 R, 28.10.1997) (C 10/1999 R, 27.12.1999), RHK, VR.
S54 Also service railcars (and other track machines) travelling on a line should be assigned a train number or other identifier clearly distinguishing them from other trains in service so as to avoid any possible misinterpretations. Their present long identification codes require unnecessarily long talk times in the line radio. (C 22/1996 R, 28.10.1997), RHK.
S53 Trap sidings should run away from the main line (over a sufficient distance) and preferably also lower than the main line. If the trap siding runs in parallel with the main line, its distance from the main line should be at least about 15 m (the length of a car). (C 13/1996 R, 3.11.1997), RHK.
S52 Installation of sloping holding sidings should be avoided. Such sidings should be equipped with an alarm system. (C 13/1996 R, 3.11.1997), RHK.
S51 Monitoring cameras should be kept in adequate operating condition. Monitoring should also be operated whenever the railway yard is unmanned. (C 13/1996 R, 3.11.1997), RHK, VR.
S50 Uniform and unambiguous instructions on securing the immobility of Russian wagons should be available. Moreover the ability of the railway yard workers to perform the measures specified in the instructions should be ascertained. (C 13/1996 R, 3.11.1997), VR.
S49 A mechanical emergency brake valve should be installed in the Tka7 service railcars to permit exhausting of a brake conduit in all events, including a malfunction in the driver valve and any other valves connected thereto. (C 20/1996 R, 27.10.1997), VR.
S48 More attention should be paid to the functioning of the brake equipment of the Tka7 service railcars. Particularly the detaching of brakes discovered in trial operation should be remedied. Such detachings took place when the Tka7 alone was stopped by the direct-acting brake (1 to 2 bar pressure in brake cylinder). The direct-acting brake was set in the closed position, then a 1 bar pressure drop in the brake conduit was realized by the train-brake valve, and also the train brake was set in the closed position. The brakes gradually started their releasing action. This should also be checked in the other Tka7 service railcars. (C 20/1996 R, 27.10.1997), VR.
S47 The service railcar drivers and drivers of other track machines should pay special attention to the importance of correct braking of cars equipped with a two-pressure system. (C 20/1996 R, 27.10.1997), VR.
S46 Taking all Mas wagons out of service should be considered. Should their utilization however not be discontinued, their brake weight should be checked and new restrictions on their use be introduced or else three-pressure operating valves be installed in replacement of the old ones. (C 20/1996 R, 27.10.1997), VR.
S45 Modification or replacement of turnouts should be considered so as to prevent incorrect interpretations of turnout positions as due to inconsistent signal aspects in signals displaying the turnout position. (C 19/1996 R, 25.6.1997) RHK
S44 The track should immediately be repaired and defective old sleepers be replaced. Replacement of spike fastenings by screw fastenings and rail replacement by stronger rails should be considered. (C 14/1996 R, 26.6.1997) RHK
S43 The condition of privately owned tracks should be monitored by annual measurings. The Finnish Rail Administration should be assigned by decree as responsible for the measurements and the relevant reports. (C 14/1996 R, 26.6.1997), RHK, LVM.
S42 The transition structure shall be further developed. (B 1/1996 R and B 2/1996 R, 1.8.1997), RHK, VR.
S41 An automatic measuring of track condition should be developed for the locomotives. (B 1/1996 R and B 2/1996 R, 1.8.1997), RHK.
S40 Communication of exceptional observations to the operative organization should be developed. (B 1/1996 R and B 2/1996 R, 1.8.1997), VR.
S39 The possibilities of the engine driver to detect a commencing derailing of a car should be developed. (B 2/1996 R, 1.8.1997), VR, RVI. S38 Load-binding needs and possibilities in heavy and high mass-centre transports should be defined. (B 2/1996 R, 1.8.1997), VR.
S37 Train speeds on track work sites shall be revised and the speed criteria specified. (B 2/1996 R, 1.8.1997), RHK.
S36 As a rule, train traffic may be allowed on track work sites on the basis of track measurement. The work reports shall include more detailed quality requirements. VR-Track Ltd should draw up a quality manual on track renewal. Acceptance of final and temporary work performances shall include deformation mesurements (load rigidity).
S35 Contractors should be ensured more extensive work projects. (B 2/1996 R, 1.8.1997), RHK, VR.
S34 Self-operative line block systems should also be equipped with a signal aspect monitoring and recording system. (C 10/1996 R, 19.6.1997), RHK.
S33 The disturbances in the network power supply should be investigated in greater detail so as to ensure the activation of the backup system in cases of disturbance. (C 10/1996 R, 19.6.1997), VR, RHK.
S32 Unambiguous instructions and regulations on traffic operation and shunting work at Ylämylly station should be issued so as to ensure that all workers are knowledgeable in advance of the procedures to be implemented. (C 17/1996 R, 20.5.1997), VR.
S31 As due to the traffic volumes operated, Ylämylly station should be equipped with a modern signalling system. (C 17/1996 R, 20.5.1997), RHK.
S30 Monitoring of the work of train crews should be rendered more efficient on private railway yards, as well. (C 11/1996 R, 20.5.1997), STM, RVI. S29 The qualifications required of train crews of private industrial plants should be tightened particularly in terms of work safety; implementation of prohibited work methods should always be interrupted. (C 11/1996 R, 20.5.1997), STM, RVI. S28 In shunting work training programmes, it should be stressed that tracks, turnouts, etc. should be referred to in communications by unambiguous symbols, e.g. numbers, and that colloquial designations adopted by work teams should be avoided. (C 7/1996 R, 16.4.1997), VR.
S27 The signalling equipment/signalling system of Kontiomäki railway yard should be modernized so as to minimize the possibilities of human error. (C 3/1996 R, 20.5.1997) (C 19/1996 R, 25.6.1997), RHK.
S26 The train operators should be ensured undisturbed working conditions. For example, the train operator’s work room should not include other workers’ rest premises, it should not serve as a through passage to other premises. The train operator should not be burdened with questions other than pertaining to his work. (C 2/1996 R, 20.5.1997), VR. - IMPLEMENTED S25 Brushing of points and turnouts should extend to the rail limits to ensure the visibility of the marks in snow seasons, as well. (C 1/1996 R, 20.5.1997), VR, RHK.
S24 In railway yard locomotive movements, the locomotives should be driven from the nose cabin in the travel direction, or else viewing in the nose cabin should be ensured. (C 1/1996 R, 20.5.1997) (C 1/2001 R, 1.11.2001) (B 1/2001 R, 24.4.2002), VR.
S23 The working conditions in Espoo Area Interlocking Room shall be improved with particular attention paid to air-conditioning and temperature regulation. (C 6/1996 R, 20.5.1997), VR.
S22 Whenever an interlocking features exceptional situations, e.g. as due to on-going work, the interlocking manning shall be specified in a relevant plan. In such situations, any additional manning should be ensured, if necessary, and the plan should consider unpredictable situations possibly arising from the work. (C 6/1996 R, 20.5.1997), VR.
S21 Also remote-control operators working in Area Interlocking Rooms should be ensured adequate equipment and disturbance-situation training and occupational guidance. (C 6/1996 R, 20.5.1997) (C 18/1997 R, 24.6.1998), VR.
S20 Inexplicable defects in technical devices should be remedied more efficiently so as to ensure their reliability; exclusively memory-based working does not ensure an adequate safety standard. (C 6/1996 R, 20.5.1997), RHK.
S19 The timing of track and signalling equipment work should be planned in a way that the disturbances and additional work in traffic control generated thereby do not set train safety at risk or cause unnecessary delays in train traffic. Simultaneous track work and interlocking system work should be avoided unless train traffic is completely interrupted during the work. (C 6/1996 R, 20.5.1997) (C 2/1996 R, 20.5.1997), RHK, VR.
S18 The Accident Investigation Board of Finland proposes that in the event of major accidents and catastrophes, Information Centres for relatives be created in connection with two different emergency centres. (A 1/1996 R, 16.6.1997) (A 1/1998 R, 19.2.1999) (B 2/2000 R, 10.1.2001), SM.
S17 Persons working at the scene of an accident should wear an identification clothing displaying their work organization, position and tasks. Different organizations should be specified their own colours, on a national basis. (A 1/1996 R, 16.6.1997), SM.
S16 Distribution and use of recording equipment keys shall be controlled more efficiently. Therefore corresponding separate instructions shall be issued. Basic operating training shall be ensured to persons carrying out modifications in recording equipment settings. (A 1/1996 R, 16.6.1997), VR.
S15 More attention should be paid to the age structure and training of engine drivers. The shift work system should also be developed. (A 1/1996 R, 16.6.1997), VR.
S14 The use of the line radio shall be developed so as not to include other than radiocommunication pertaining to train driving. Train operators should be ensured the possibility of direct communication with the train conductors. (A 1/1996 R, 16.6.1997), RHK, VR.
S13 The possibility of video recording of cab function operation should be assessed for new fast locomotives. (A 1/1996 R, 16.6.1997), RHK, VR.
S12 Compartments and side corridors of passenger cars shall be equipped with a fire alarm system, safety lighting and safety instructions fixed on the doors. (A 1/1996 R, 16.6.1997), RHK, VR.
S11 Rescue equipment location, fixing and relevant instructions shall be substantially improved. For passenger compartments, evacuation times shall be specified considering the time needed for leaving the train. (A 1/1996 R, 16.6.1997), VR, RHK.
S10 To ensure an adequate safety standard, instructions shall be issued for fire-resistance handling and rehandling of linen used in sleeping-cars. Sleeping-car compartments and the wall and ceiling structures of the corridors shall meet the fire-resistance requirements set thereon. (A 1/1996 R, 16.6.1997), RHK.
S9 The car structures shall feature a more solid fixing. (A 1/1996 R, 16.6.1997), RHK, VR.
S8 The side corridor door structure in sleeping-cars shall be revised and improved. The ladders shall be suitable for escape. (A 1/1996 R, 16.6.1997), VR.
S7 In connection with the general overhaul of the cars, the liquid piping should be equipped with an emergency valve at the outlet from the tank, thus preventing penetration of fuel oil and glycol into the cars and the environment, in case of broken piping. (A 1/1996 R, 16.6.1997), VR.
S6 In the construction of new seating cars and reconditioning of old ones, special attention shall be paid to the floor fixing of the seats. The seats must not detach from the floor in deceleration movements of the train or when a passenger bumps against a seat. The seat fixing shall meet the applicable standards and norms. (A 1/1996 R, 16.6.1997), VR.
S5 The new signal systems should be introduced into operation simultaneously on the lines connecting major stations. The signals that are off service shall be covered more efficiently. (A 1/1996 R, 16.6.1997), RHK.
S4 All efforts should be focused on an accelerated building of the Automatic Train Control system. (A 1/1996 R, 16.6.1997), RHK.
S3 Possible permissions to travel in the driver’s cabin should be granted on a local basis so as to ensure a more efficient monitoring of the practice. Moreover an uncomplicated procedure of permission application - to be submitted to a colleague - should be adopted. (A 1/1996 R, 16.6.1997), VR.
S2 In conformity with the visual signal aspects, the speed of the train shall be adapted to the prevailing visibility conditions and weather conditions. (A 1/1996 R, 16.6.1997), RHK.
S1 The weekly Exceptions report shall be improved and rendered more useful in consideration of the engine driver. The final target is to design a weekly Exceptions report as per train. The issue shall be discussed and finalized as urgent. (A 1/1996 R, 16.6.1997), RHK.
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