Railway Reforms

Railway Reforms

Railways plans to develop multi-modal transport hubs

Note4Students

From UPSC perspective, the following things are important :

Prelims level : NA

Mains level : Multi-Modal Transport Hubs

Why in the news? 

  • The Indian Railways will create mega railway terminals with multi-modal connectivity in aspirational cities with a population of more than 10 lakh across the country.

About the ‘Viksit Bharat’ Initiative – 

  • The program is part of the infrastructure being developed for Prime Minister Narendra Modi’s ‘Viksit Bharat’ initiative
  • Viksit Bharat 2047 is the vision to transform India into a developed nation by 2047, the 100th year of independence.
  • This vision encompasses various facets of development, such as economic growth, environmental sustainability, social progress, and good governance, to make India a developed nation by 2047.

Key Provisions as per Railways Plans-

  • Inclusivity and Expansion: The initiative aims to be inclusive by considering inputs from stakeholders and has a vision for expansion beyond its initial parameters to cater to the needs of densely populated areas.
    • The Railway Ministry is actively working on improving the passenger experience in a mission mode, indicating a focused and accelerated effort in this regard.
    • Efforts are being made to improve the cleanliness of coaches and maintain proper amenities on railway premises to enhance the overall travel experience for passengers.
  • Zero Tolerance Policy: The Ministry has issued a warning that any laxity on the part of senior officers will not be tolerated, emphasizing the importance of accountability and responsibility in ensuring passenger satisfaction.
  • Quality check and Monitoring: Principal Chief Mechanical Engineers (PCMEs) of Zonal Railways have been instructed to closely monitor and ensure sustained housekeeping and maintenance activities, indicating a hands-on approach to implementing these improvements.

Implementing the initiatives outlined could face several challenges:

  • Resource Constraints: Adequate funding, manpower, and infrastructure might be lacking, especially for initiatives that require significant investment in upgrading facilities and maintaining cleanliness.
  • Resistance to Change: Resistance from existing systems, bureaucracy, and resistance to change among stakeholders could impede the implementation of new initiatives.
  • Coordination Issues: Effective coordination among various departments and agencies involved in railway operations may be challenging, leading to delays or inefficiencies in implementation.
  • Technical Challenges: Addressing technical issues related to rolling stock maintenance, cleanliness, and passenger amenities may require specialized expertise and resources.
  • Operational challenges: The vast scale of railway operations across the country presents logistical challenges in ensuring uniform implementation of initiatives and maintaining standards consistently.
  • Training and Capacity Building: Providing adequate training and capacity building for staff involved in implementing and maintaining the initiatives may be necessary but could also be challenging to execute effectively.

To address the challenges mentioned, several measures can be taken:

  • Resource Mobilization: Explore alternative sources of funding such as public-private partnerships (PPPs), seek investment from international organizations, and allocate budgetary resources efficiently.
  • Capacity Building: Invest in training programs, workshops, and skill development initiatives to enhance the capabilities of staff involved in implementing and maintaining the initiatives.
  • Technology Adoption: Embrace technological solutions such as automated maintenance systems, real-time monitoring tools, and digital platforms to improve efficiency, accuracy, and transparency in operations.
  • Stakeholder Engagement and Communication: Conduct extensive stakeholder consultations to garner support for initiatives, communicate the benefits clearly, and create awareness about the need for change.
    • Simplify bureaucratic procedures, delegate decision-making authority where appropriate, and establish clear accountability mechanisms to facilitate faster implementation.

Conclusion

  • Indian Railways’ mega terminals aim to transform connectivity in aspirational cities. Challenges like resource constraints and resistance necessitate measures like stakeholder engagement, technology adoption, and streamlined processes for successful implementation.

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Railway Reforms

PM inaugurates Banihal-Sangaldan Railway Line

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Banihal-Sangaldan Railway Line

Mains level : Read the attached story

Introduction

  • Prime Minister Narendra Modi inaugurated the Banihal-Sangaldan section, connecting Baramulla in North Kashmir to Udhampur in Jammu.
  • The inaugural also marked the flagging off of Jammu and Kashmir’s first electric train from Sangaldan to Srinagar and Baramulla.

About Banihal-Sangaldan Railway Line

  • Route: Over 90% of the 48-km railway line between Banihal to Sangaldan passes through tunnels in the mountainous Ramban district, including the country’s longest 12.77-km tunnel (T-50), with 16 bridges.
  • Safety Measures: Three escape tunnels totaling 30.1 km ensure passenger safety during emergencies.

Significance of the Railway Section

  • Alternative Travel Route: The railway provides an alternative route between Jammu and Kashmir when National Highway-44 is closed due to landslides.
  • Boost to Tourism and Economy: Opening up remote areas for tourism and economic activities, such as the nearby Gool Valley and hot water springs, previously inaccessible due to poor road connectivity.

History of Railways in Jammu and Kashmir

  • British Era: The first railway line between Jammu and Sialkot was built in 1897.
  • Modernization: The extension of the railway network began in 1983 with the Jammu-Udhampur line, followed by the Udhampur-Srinagar-Baramulla Railwayline project approved in 1995.
  • Challenges and Innovations: Seismic activity and challenging terrain necessitated innovative approaches like the Himalayan Tunneling Method.

Expansion of the Network

  • Ongoing Work: Completion of the Udhampur-Srinagar-Baramulla railway line, with 209 km out of 272 km commissioned.
  • Upcoming Milestone: Valley’s connection to the Indian railways network expected by May this year.
  • Remarkable Infrastructure: Notably, a 63 km stretch in Reasi district features the world’s highest single arch railway bridge over the Chenab riverbed.

Benefits of the Railway Section

  • Reduced Travel Time: The train journey between Srinagar and Jammu is expected to be shortened to three to three-and-a-half hours.
  • Economic Impact: Facilitates transport of goods like apples, dry fruits, and handicrafts, boosting local economies.
  • Cargo Terminals: Four cargo terminals will be established between Banihal and Baramulla, streamlining logistics and trade.

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Railway Reforms

Role of TCAS-Kavach in Railway Safety

Note4Students

From UPSC perspective, the following things are important :

Prelims level : TCAS-Kavach

Mains level : Rail mishaps prevention

kavach

Central Idea

  • The tragic train collision in Vizianagaram district, Andhra Pradesh, resulting in 14 fatalities and 50 injuries, highlights the critical importance of implementing Traffic Collision Avoidance Systems (TCAS).
  • In this case, the indigenous TCAS known as ‘Kavach’ was not in place on the route where the collision occurred, emphasizing the need for enhanced railway safety measures.

What is TCAS-Kavach?

  • Cab Signalling System: Kavach serves as a cab signalling train control system with anti-collision capabilities, acting as a vigilant guardian of the existing signalling infrastructure.
  • Development: Developed over a decade, starting in 2012, by the Indian Railways Research Designs and Standards Organisation (RDSO).
  • Warning Mechanism: Kavach is designed to alert the locomotive pilot if they fail to notice a ‘red signal’ and continue at a speed that would surpass the signal. If the pilot does not slow down below 15 kilometres per hour, Kavach automatically applies the brakes, bringing the train to a halt.

Deployment of Kavach

  • Components: The Kavach setup involves three key components: Radio Frequency Identification (RFID) technology in the tracks, RFID readers, computers, and brake interface equipment in locomotives, and radio infrastructure including towers and modems at railway stations.
  • Intercommunication: These components communicate with each other, enabling real-time monitoring of train movements and the transmission of signals to locomotives. Visual interferences, such as hilly terrain or haze, do not affect their functionality.
  • Antenna Communication: Locomotives are equipped with antennas that communicate with towers at railway stations and display warnings to the driver on their monitor.

Preventing Accidents with Kavach

  • Testimonial Evidence: Union Railway Minister test ride of Kavach demonstrated its effectiveness in averting accidents. Two trains moving towards each other on the same track at high speed were stopped 400 meters short of collision as Kavach applied automatic brakes.
  • Human Error: The Andhra Pradesh train accident was attributed to the deceased loco pilot’s ‘human error.’ Had Kavach been in place, it could have warned the pilot about overshooting the red signal and applied emergency brakes, potentially avoiding the accident.

Cost and Implementation Challenges

  • Deployment Cost: Implementing Kavach costs ₹50 lakh per kilometer for the Indian Railways.
  • Coverage: Currently, Kavach covers only 1,500 kilometers of rail routes, a small fraction of the total 68,000-kilometer network. Expanding its coverage, particularly on high-density routes, remains a formidable challenge.
  • Budget Allocation: The Indian Railways has allocated ₹4,000 crore under the Signalling and Telecom budget, including ₹2,000 crore from the Rashtriya Rail Sanraksha Kosh (RRSK) fund for Kavach implementation.
  • Slower pace: However, the limited allocation may result in gradual progress, with only about 2,500 to 3,000 kilometers of installation expected during the year.

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Railway Reforms

Transport of Cargo by Railways: Issues and Suggestions

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Gatishakti, NMP, NLP

Mains level : Railway cargo

cargo

Central Idea

  • Rail transport has long been a cost-effective means of moving bulk cargo.

Promoting Railway Cargo: Key Policy Initiatives

  • Recognizing its importance in reducing overall logistics costs and promoting sustainable transportation, the Government of India has introduced two key policies:
  1. PM GatiShakti (PMGS) policy for a National Master Plan (NMP): PMGS focuses on creating a seamless multi-modal transport network in India, leveraging technology for coordinated infrastructure planning.
  2. National Logistics Policy (NLP), 2022: NLP aims to establish a national logistics portal and integrate platforms across various ministries to streamline cargo movement.
  • These policies aim to revolutionize the Indian transportation landscape by fostering infrastructure development, technology integration, and green mobility initiatives.

Barriers to IR’s Bulk Cargo Share

  • Non-Price Barriers: IR faces challenges in maintaining its share of bulk cargo, partially due to non-price barriers. To counter this, IR should reduce these barriers and distribute transaction costs more equitably.
  • Capital-Intensive Siding: Railway sidings are capital-intensive and favor large industries, leading to higher logistics costs for smaller entities, such as many cement plants.

Initiatives in Bulk Cargo Transportation

  • Private Freight Terminals (PFTs): The introduction of PFTs and relaxation of operating conditions have facilitated specialized cargo movement, including automobiles and fly ash.
  • Common-User Facilities: To reduce logistics costs and encourage patronage of IR, common-user facilities at cargo aggregation and dispersal points in mining clusters, industrial areas, and large cities are essential.
  • Collaboration with States: Collaboration with State governments is crucial, as they possess knowledge of regional clusters and can play a pivotal role in planning industrial and mining activities.

Exploring New Commodities and Efficiency Measures

  • Fly Ash Transportation: The IR should actively explore the potential of transporting fly ash, aligning with the Ministry of Environment and Forests’ guidelines. This entails retrofitting power plant sidings with fly ash loading facilities.
  • Innovative Wagon Design: The IR should liberalize wagon design to accommodate higher and more efficient loading for various commodities, promoting versatility.
  • Environmental Considerations: Environmental regulations should be mode-agnostic and based on cargo quantity and environmental impact potential. This will prevent cargo from shifting to road transport due to cumbersome rail loading requirements.

Revamping Parcel Transportation

  • Challenges: The IR’s existing strategy for moving general cargo relies on passenger trains or special heavy parcel van (VPH) trains, but both have experienced setbacks, with a 15% drop in loading leased parcel vans and an 8% decline in full parcel trains.
  • High Tariffs: One contributing factor to the decline is the high tariff, with premium and Rajdhani rates surpassing truck rates when factoring in first and last-mile costs. Exceptions exist for cargo destined to the northeast.
  • Other Challenges: The issues also include inadequate terminals, inconsistent weighbridges, excessive penal charges, unreliable transit times, complex booking and delivery processes, and self-imposed environmental constraints.
  • VPH Parcel Trains: These have proven ineffective and should be discontinued. A covered wagon, specifically a Covered Bogie Wagon Type with Air Brake and Heavy Load (BCNHL), can carry 700% more cargo with 45% more volume. Even if P scale rates are halved, revenue generated would be 3.5 times that of VPH trains.

Containerization Conundrum:

  • Expectations vs. Reality: IR hoped that private container train operators (CTOs) would boost general cargo movement through containerization. However, 15 years post-privatization, domestic cargo carried by containers constitutes a mere 1% of IR’s loading and 0.3% of the nation’s total freight, primarily due to high haulage rates and market risks.
  • Shipment Size Challenge: General cargo typically involves shipment sizes ranging from a few to hundreds of tonnes. The IR’s current services do not cater to the needs of this diverse segment, creating a gap in service provision.

Future Strategies

  • Segmentation: General cargo can be categorized as highly time-sensitive (HTSG), medium time-sensitive (MTSG), and low time-sensitive (LTSG).
  • HTSG Cargo: Valuable goods or perishables should continue to be transported by passenger trains. Attaching parcel vans to popular trains can substantially increase parcel loading capacity and revenue.
  • MTSG and LTSG Cargo: These price-sensitive categories should be transported under IR freight rates, which are cost-effective compared to truck rates. Individual wagon bookings should be permitted, even if a train isn’t fully loaded, ensuring timely movement.
  • Policy and Mindset Change: IR should adopt a flexible approach to freight tariff rules, including freight of any kind (FAK) for wagon loads in the tariff table. Single-wagon indents should be encouraged.
  • Incentives and Aggregators: Tariffs may be adjusted based on quantity loaded to promote volumetric loading. Cargo aggregators should be incentivized through policy adjustments.
  • Future Prospects: With concerted efforts, the IR can load substantial general cargo tonnage in the coming years, capitalizing on the existing infrastructure and industry capabilities.

Conclusion

  • The Indian Railways stands at a critical juncture in transforming cargo transportation for a more sustainable and efficient future.
  • With the support of visionary policies, collaborative efforts, and a proactive approach to diversification and environmental challenges, IR can reassert its position as a key player in India’s logistics landscape.

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Railway Reforms

Enhancing Railway Safety: Embracing a New Paradigm

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Railway infrastructure development updates

Mains level : Railway derailments and safety issues

Railway

Central Idea

  • Nothing captures the nation’s attention quite like a major accident within the Indian Railways. The recent triple train collision at Bahanaga Bazar railway station in Odisha has resulted in significant loss of lives, triggering the expected reactions and responses from different quarters. As the clamor for resignations and critical analysis of the railways’ future direction unfolds, it is crucial to objectively assess the situation and take meaningful steps to prevent such accidents in the future

Objective assessment: Understanding the Safety Performance

  • Decline in Derailments: Statistics reveal a significant decline in derailments, which constitute the majority of accidents in the Indian Railways. The number of derailments has decreased from around 350 per year in the early 2000s to 22 in 2021-22. This remarkable achievement demonstrates an improvement in safety standards.
  • Accommodating Increased Traffic: The decline in derailments is even more impressive considering the substantial increase in both freight loading and passenger traffic. Despite a nearly threefold increase in freight loading and more than a doubling of passenger traffic, the overall safety performance of the Railways has shown improvement over the years
  • Vulnerability to Single Major Accidents: While the decline in accidents is noteworthy, the nature of safety performance in the railway industry is such that a single major accident can overshadow the positive track record. Even with improved safety measures, one significant incident can tarnish the overall perception of safety.

Railway

The multiplicity of inquiries in the aftermath of the Bahanaga Bazar accident

  • Railway Minister’s Visit: In the aftermath of the triple train collision at Bahanaga Bazar railway station, the railway minister visited the accident site, which is a rare occurrence. This visit showcased a proactive approach by the Minister in overseeing relief and restoration work.
  • Prime Minister’s Visit: Remarkably, the Prime Minister himself visited the accident site, marking a historical first for the Indian Railways. His presence demonstrated the gravity of the situation and the government’s commitment to addressing the incident.
  • Determination of Cause: The Prime Minister’s statement, made during his visit, that “instructions have been given to ensure proper and speedy investigation of tragedy and to take prompt and stringent action against those found guilty,” indicated a preconceived notion that the accident was caused by human agency. This assumption was made before the statutory inquiry by the Commissioner of Railway Safety began.
  • Central Bureau of Investigation (CBI) Inquiry: Unprecedentedly, the inquiry into the accident was handed over to the Central Bureau of Investigation (CBI). The reason for this decision is not immediately apparent unless there is suspicion of criminal intent behind the accident.
  • Preliminary Enquiry: Prior to the commencement of the statutory inquiry by the Commissioner of Railway Safety, a committee of senior supervisors conducted a “preliminary enquiry.” This step, conducted before the formal inquiry, is somewhat unusual and raises questions about the sequence and coordination of investigations.

International Comparison of Railway Safety

  • Developed Countries: Countries with well-developed railway systems such as Japan, China, Turkey, France, Spain, Germany, Italy, Sweden, and the United Kingdom have significantly better railway safety records compared to India. Stringent safety regulations, advanced infrastructure, modern signalling systems, and effective maintenance practices contribute to their superior safety standards.
  • Passenger Train Speeds: In developed railway systems, most passenger trains operate at much higher speeds compared to India. For instance, Japan’s Shinkansen, China’s high-speed trains, and European high-speed rail services commonly achieve speeds of 200-350 kmph, ensuring efficient and safe travel. This stands in contrast to India’s average train speeds of approximately 50 kmph.
  • Safety Performance Ranking: If a ranking of major railways based on safety performance were to be made, India would likely place slightly higher than countries such as Egypt, Mexico, Tanzania, the Democratic Republic of the Congo, Nigeria, and Pakistan. This suggests the need for improvement to match the safety standards of leading railway systems.
  • Infrastructure and Network Length: China, with its similar geographic size and population, provides a relevant comparison for India. China has made significant strides in expanding and modernizing its railway network. By surpassing India’s total route length and investing in infrastructure upgrades, China has been able to enhance safety and accommodate growing passenger and freight demands effectively.
  • Technological Advancements: Developed countries have embraced advanced technologies and innovations to enhance railway safety. These include state-of-the-art signaling systems, automated train control mechanisms, and advanced maintenance practices. India can draw lessons from their successful adoption of these technologies to improve safety standards.

Implementing Confidential Incident Reporting and Analysis System (CIRAS)

  • Study and Adaptation: The Indian Railways would need to study the CIRAS system implemented on British Railways and understand its core principles, functioning, and effectiveness. This analysis would serve as the basis for adapting the system to suit the specific requirements and operational dynamics of the Indian Railways.
  • Infrastructure Setup: The implementation of CIRAS would require establishing the necessary infrastructure. This includes developing a secure and confidential reporting platform accessible to railway staff at all levels. The platform can be a web-based portal or a dedicated mobile application, designed to ensure anonymity and maintain the confidentiality of the reporters.
  • Training and Awareness: To ensure the successful implementation of CIRAS, comprehensive training programs should be conducted for all railway staff. This training would familiarize them with the reporting system, emphasize the importance of reporting deviations or unsafe practices, and assure them of confidentiality and protection against retaliation.
  • Reporting Procedures: Clear reporting procedures and guidelines should be established to facilitate the reporting process. These guidelines would outline what incidents or deviations should be reported, how to submit reports through the CIRAS system, and the expected timelines for reporting and response.
  • Analysis and Action: A dedicated team or department within the Railways should be responsible for analyzing the reported incidents or deviations. They would assess the severity, identify patterns or trends, and propose appropriate actions to rectify the issues and enhance safety.

Way Ahead: Sustaining Safety Efforts in the Indian Railways

  • Strengthening Safety Culture: Building a safety-oriented culture throughout the organization is crucial. This involves instilling a shared commitment to safety at all levels, from the highest management to the frontline staff. Safety should be prioritized as a core value, and efforts should be made to promote transparency, open communication, and proactive reporting of safety concerns.
  • Embracing Technology: Leveraging advanced technologies can significantly contribute to enhancing safety in railway operations. The adoption of modern signaling systems, automated train control systems, predictive maintenance techniques, and real-time monitoring tools can help identify potential safety risks and mitigate them proactively.
  • Regular Audits and Inspections: Periodic audits and inspections should be conducted to assess compliance with safety standards and identify areas for improvement. These audits should involve external experts to ensure impartiality and comprehensive evaluations. Any shortcomings or deviations from safety protocols should be addressed promptly and effectively.
  • Collaboration and Knowledge Sharing: Collaborating with international railway systems and experts can provide valuable insights into best practices and lessons learned. Establishing partnerships and knowledge-sharing platforms with global railway organizations can help the Indian Railways stay updated with the latest safety advancements and innovations.
  • Robust Reporting and Analysis: Establishing a robust reporting and analysis system, such as the Confidential Incident Reporting and Analysis System (CIRAS), mentioned earlier, can encourage frontline staff to report safety concerns without fear of reprisal. Analyzing incident data and near-miss occurrences can help identify trends, root causes, and systemic issues.
  • Continuous Monitoring and Evaluation: Safety performance should be continuously monitored and evaluated to track progress and identify areas that require further attention. Implementing key performance indicators (KPIs) and safety metrics can provide objective measures of the railway’s safety performance.
  • Stakeholder Engagement: Engaging stakeholders, including passengers, employees, unions, and local communities, is essential for creating a safety-conscious environment. Encouraging feedback, conducting safety awareness campaigns, and involving stakeholders in safety initiatives can foster a sense of ownership and collective responsibility for safety.

Conclusion

  • Enhancing railway safety requires a shift in perspective and the implementation of robust reporting systems. It is imperative to prioritize a culture of safety, embracing proactive measures to prevent accidents. Sustaining safety improvements demands continuous dedication and a willingness to adapt. By reassessing existing practices and ensuring undivided attention from policymakers, the Indian Railways can achieve a safer and more efficient future.

Also read:

Moving Beyond Vande Bharat: Performance of Indian Railways

 

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Railway Reforms

Enhancing Rail Safety and Speed: A Critical Imperative for India

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Major breakthroughs is Indian Railways

Mains level : Railways accidents and Safety and Congestion challenges

Rail Safety

Central Idea

  • The recent tragic collision in Balasore, Odisha, resulting in a substantial loss of lives and injuries, highlights the urgent need for improving rail safety in India. To compete with advancements in air and road transport, India must invest in expanding and modernizing its rail network.

Safety Concerns in India’s Railway System

  • Train Accidents: India has witnessed train accidents, including derailments and collisions, which pose a significant safety risk. These accidents can result from various factors such as track defects, signalling failures, human error, and equipment malfunction.
  • Overcrowding: Overcrowded trains, especially during peak travel times, raise safety concerns. Passengers boarding overcrowded coaches may face difficulties in movement, increasing the risk of falls, accidents, and potential stampedes in emergency situations.
  • Level Crossings: Unmanned level crossings and inadequate safety measures at crossings pose a significant safety challenge. Accidents occur when vehicles or pedestrians cross railway tracks without proper warning systems, leading to collisions with trains.
  • Inadequate Safety Infrastructure: The absence of modern safety infrastructure, such as advanced signalling systems, Automatic Train Protection (ATP) systems, and train control mechanisms, can compromise safety standards. Outdated equipment and infrastructure increase the risk of accidents.
  • Maintenance and Inspections: Insufficient maintenance practices and inadequate inspection protocols can result in safety hazards. Timely inspection of tracks, bridges, signals, rolling stock, and electrical systems is crucial to identify and rectify potential risks.
  • Encroachment on Tracks: Unauthorized encroachments near railway tracks, including slums, settlements, and informal markets, pose safety risks. These encroachments increase the likelihood of accidents and hinder effective track maintenance and monitoring.
  • Human Factors: Human error, including negligence, fatigue, and inadequate training, can contribute to safety incidents. Ensuring well-rested and properly trained staff, including drivers, guards, and maintenance personnel, is essential to mitigate human-related safety risks.
  • Security Concerns: Security threats, including theft, sabotage, and acts of terrorism, pose safety risks for passengers and railway operations. Ensuring robust security measures and coordination with law enforcement agencies are crucial to maintain a safe railway environment.

International Comparison of Railway Safety

  • Developed Countries: Countries with well-developed railway systems such as Japan, China, Turkey, France, Spain, Germany, Italy, Sweden, and the United Kingdom have significantly better railway safety records compared to India. Stringent safety regulations, advanced infrastructure, modern signalling systems, and effective maintenance practices contribute to their superior safety standards.
  • Passenger Train Speeds: In developed railway systems, most passenger trains operate at much higher speeds compared to India. For instance, Japan’s Shinkansen, China’s high-speed trains, and European high-speed rail services commonly achieve speeds of 200-350 kmph, ensuring efficient and safe travel. This stands in contrast to India’s average train speeds of approximately 50 kmph.
  • Safety Performance Ranking: If a ranking of major railways based on safety performance were to be made, India would likely place slightly higher than countries such as Egypt, Mexico, Tanzania, the Democratic Republic of the Congo, Nigeria, and Pakistan. This suggests the need for improvement to match the safety standards of leading railway systems.
  • Infrastructure and Network Length: China, with its similar geographic size and population, provides a relevant comparison for India. China has made significant strides in expanding and modernizing its railway network. By surpassing India’s total route length and investing in infrastructure upgrades, China has been able to enhance safety and accommodate growing passenger and freight demands effectively.
  • Technological Advancements: Developed countries have embraced advanced technologies and innovations to enhance railway safety. These include state-of-the-art signaling systems, automated train control mechanisms, and advanced maintenance practices. India can draw lessons from their successful adoption of these technologies to improve safety standards.

Rail Safety

Facts for prelims

Mission Raftaar

  • Mission Raftar is a strategic plan announced by the Indian Railway Board in 2017-18 with the objective of significantly increasing the speed of both freight and passenger trains in India.
  • The plan aimed to double the average speed of freight trains from 25 kmph to 50 kmph and achieve a 50 percent increase in passenger train speeds from 50 kmph to 75 kmph within a span of five years

Rail Safety

Lessons from China’s Success

  • Phased Development: China’s phased approach to railway development, focusing on speed enhancements on existing lines, allows for a smooth transition towards faster rail travel. India can learn from this approach and prioritize upgrades on existing routes before venturing into new high-speed projects.
  • Dedicated Passenger Lines: China’s emphasis on dedicated passenger lines played a crucial role in achieving optimal speed and efficiency. India should prioritize the development of dedicated passenger lines, especially on major trunk routes, to enhance safety and improve service quality.
  • Expansion of Route Length: China’s ambitious expansion of its rail network demonstrates the importance of extending routes and connecting major cities and regions. India can benefit from infrastructure expansion to accommodate growing demands, reduce congestion, and improve connectivity.
  • Technological Advancements: China’s investment in advanced technologies, such as signaling systems, train control, and maintenance practices, significantly improved its railway system. India can learn from this and prioritize technological innovation to enhance safety, efficiency, and maintenance protocols.
  • Balancing Cost and Affordability: While China’s high-speed rail network is impressive, India must find a balance between cost and affordability. Investing in 200-250 kmph high-speed lines on the existing broad-gauge network offers a cost-effective solution that leverages India’s terrain and existing infrastructure.
  • Public-Private Partnerships and International Collaboration: China’s railway success was built on strong collaborations and partnerships. India can learn from this approach by fostering public-private partnerships and collaborating with countries known for their advanced railway systems. This enables knowledge transfer, technology sharing, and financial support.

Conclusion

  • For India to transform its railways into a lifeline of transportation, urgent attention must be given to enhancing rail safety and speed. Drawing inspiration from successful models like China, India should invest in modernizing its infrastructure and building high-speed lines on the existing network. By doing so, India can overcome safety concerns, compete with other modes of transport, and ensure a brighter future for rail travel.

Also read:

Safety Concerns in Indian Railways: Addressing the Lingering Threat

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Railway Reforms

In news: Commission of Railway Safety (CRS)

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Commissioner of Railway Safety (CRS)

Mains level : Read the attached story

railway safety

Central Idea: The Commissioner of Railway Safety (CRS) conducts investigations into train accidents, including the recent tragic train crash in Odisha.

About Commissioner of Railway Safety (CRS)

  • Role of CRS: CRS is a government body responsible for railway safety oversight and carries out inspectorial, investigatory, and advisory functions as mandated by the Railways Act, 1989.
  • Headquarters: The CRS is headquartered in Lucknow, Uttar Pradesh, and operates under the administrative control of the Ministry of Civil Aviation (MoCA).

Evolution of CRS and Safety Oversight

  • Early Railways in India: Private companies constructed and operated the first railways in India in the 1800s, with the British Indian government appointing consulting engineers for control and oversight.
  • Establishment of Government Inspectors: The consulting engineers were later designated as government inspectors, and in 1883, their position was recognized statutorily.
  • Inclusion in the Railway Board: In the early 1900s, the Railway Inspectorate came under the Railway Board, established in 1905, making the board the safety controlling authority for Indian railways.

Separation of Safety Oversight and Railway Board

  • Government of India Act, 1935: The act stated that an independent authority, separate from the Railway Board, should be responsible for ensuring the safety of railway operations.
  • Delayed Implementation: The outbreak of World War II in 1939 delayed the separation, and the Railway Inspectorate continued to function under the control of the Railway Board.
  • Mount Panel Report: In 1939, the Mount Panel recommended the separation of the Railway Inspectorate from the Railway Board, acknowledging the board’s agreement with the proposal.

Transfer of Railway Inspectorate’s Control

  • Central Legislature’s Endorsement: In 1940, the Central Legislature endorsed the separation of the Railway Inspectorate from the Railway Board.
  • Administrative Control Shift: In May 1941, the Railway Inspectorate was transferred from the Railway Board’s control to the Department of Posts and Air.
  • Renaming as CRS: The Inspectorate was renamed as the Commissioner of Railway Safety (CRS) in 1961 and placed under the administrative control of the ministry overseeing civil aviation.

Functions and Responsibilities of CRS

  • Railway Safety Oversight: CRS is responsible for ensuring the safety of rail travel and operations in India.
  • Inspectorial Functions: CRS conducts inspections of railway infrastructure, equipment, and operations to ensure compliance with safety standards.
  • Investigatory Functions: CRS conducts thorough investigations into serious train accidents to determine the causes and make recommendations for improvements.
  • Advisory Functions: CRS provides expert advice and recommendations to the Ministry of Civil Aviation and other stakeholders on matters related to railway safety.
  • Collaboration with Railway Authorities: CRS works closely with the Ministry of Railways and the Railway Board to address safety concerns and implement safety measures.
  • Cooperation with Other Agencies: CRS collaborates with other agencies and organizations involved in railway safety, such as the National Safety Council and the Indian Railways Institute of Civil Engineering.

Why does it function under MCA?

  • Insulation from Railway Establishment: CRS operates under the administrative control of the Ministry of Civil Aviation to maintain independence and prevent conflicts of interest.
  • Objective Decision-Making: Independence from the railway establishment ensures impartiality in accident investigations and safety oversight.
  • Enhanced Credibility: The separation of CRS from the Railway Board enhances the credibility of safety oversight and investigations.

Future Challenges and Priorities

  • Modernization and Technology Integration: CRS focuses on integrating advanced technologies and modernizing railway infrastructure to enhance safety.
  • Safety Culture and Behavioral Change: Promoting a strong safety culture and fostering behavioral change among railway staff and passengers are key priorities.
  • Addressing Emerging Risks: CRS continuously assesses and addresses emerging safety risks, such as cybersecurity threats and climate change impacts, in railway operations.

International Collaboration and Best Practices

  • Knowledge Sharing: CRS actively participates in international forums and collaborates with global railway safety organizations to exchange best practices and enhance safety standards.
  • Benchmarking and Learning: CRS benchmarks its safety practices against international standards and adopts relevant best practices to improve railway safety in India.
  • Harmonization of Safety Regulations: CRS contributes to the harmonization of safety regulations and standards with international frameworks to ensure interoperability and seamless rail connectivity.

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Railway Reforms

Safety Concerns in Indian Railways: Addressing the Lingering Threat

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Major breakthroughs is Indian Railways

Mains level : Indian Railways, recent accidents, Safety concerns

Railways

Central Idea

  • A glance at historical data on railway accidents may create the impression that such incidents are a relic of the past. The Indian Railways has made significant progress, with the average number of accidents plummeting from 1,390 per year in the 1960s to 80 per year in the last decade. However, the recent triple-train collision in Odisha’s Balasore, one of India’s deadliest, has ignited concerns about safety in rail travel.

Train Accidents: An Overview

  • Derailments: Derailments constitute the majority of train accidents, accounting for approximately 70% of incidents since 1990-91. They occur when a train’s wheels leave the tracks, often due to factors such as track defects, rail fractures, rolling stock defects, or even excessive speed.
  • Level Crossing Accidents: Accidents at level crossings occur when a train collides with a vehicle or pedestrian at an intersection. These accidents are often attributed to negligence, inadequate warning systems, or disregard for safety precautions by road users.
  • Collisions: Train collisions involve two or more trains crashing into each other. They can occur due to signal failures, human errors, or miscommunication between railway staff. Collisions pose a significant risk to passengers’ safety and can result in severe injuries or fatalities.
  • Fires in Trains: Fires breaking out in trains can have devastating consequences. They can be caused by electrical faults, mechanical failures, or even deliberate acts. Quick response and effective fire suppression systems are crucial to minimizing the damage and ensuring passenger safety.

The causes and responsibilities associated with train accidents

  • Negligence or Failure of Railway Staff: Approximately 55% of consequential train accidents are attributed to negligence or failure on the part of railway staff. This includes errors in signaling, improper maintenance of tracks or rolling stock, inadequate training, or lapses in following safety protocols.
  • Factors outside Railway Staff’s Control: Around 28% of train accidents occur due to factors beyond the control of railway staff. These may include incidents caused by external elements such as unauthorized crossing of tracks by pedestrians or vehicles, sabotage, natural disasters, or acts of terrorism.
  • Equipment Failure: Approximately 6% of train accidents result from equipment failure, including signaling system malfunctions, rolling stock defects, or failures in infrastructure components.
  • Shared Responsibility: It’s important to acknowledge that ensuring safety in rail travel is a shared responsibility involving both the railway administration and passengers. Passengers must adhere to safety guidelines, avoid trespassing, and report any suspicious activities.

Trends and distribution of safety expenditure

  • Record Allocation in Union Budget: The Indian Railways received a significant allocation of ₹2.40 lakh crore in the 2023-24 Union Budget. This record funding demonstrates the recognition of the importance of safety within the railway system.
  • Capital Expenditure Share: When considering capital expenditure for crucial safety activities like track renewal, signaling, and telecom, the allocation shares have either dwindled or remained stagnant in recent years.
  • Track Renewal: Allocation for track renewal has seen a decline, with the percentage dropping to 7.2% in FY24. This indicates a potential gap in prioritizing the maintenance and renewal of tracks, which are essential for safe train operations.
  • Signalling Expenditure: Expenditure proposed for signaling has remained at a low 1.7% when considered as a share of budgetary support for capital expenditure. Adequate investment in signaling systems is vital for ensuring safe and efficient train operations.
  • Rashtriya Rail Sanraksha Kosh (RRSK): The RRSK fund, established with a corpus of ₹1 lakh crore, aims to provide financial support for critical safety-related works and accident prevention. However, a parliamentary standing committee report in March 2023 highlighted that appropriations to the RRSK have consistently fallen short since its introduction.
  • Earmarked Allocation Targets: The Railways has struggled to meet the earmarked allocation targets for safety-related works in the past five years. This indicates the need for better adherence to allocation plans and ensuring that designated funds are effectively utilized for safety measures.

Challenges in meeting the target for track renewal

  • Annual Track Renewal Target: According to a white paper by the Ministry of Railways, approximately 4,500 km of track should be renewed annually to ensure the safety and efficiency of train operations. This target is based on the need to address track defects, rail fractures, and other issues that can lead to derailments or accidents.
  • Target Achievement: Data indicates that the Indian Railways has struggled to achieve the desired track renewal targets in recent years. With the exception of one year, the Railways has consistently fallen short of the annual renewal target set by the Ministry.
  • Factors Affecting Track Renewal: Several factors contribute to the challenges in track renewal. These include financial constraints, limited resources, logistical difficulties, and operational constraints. The vast network of the Indian Railways, spanning thousands of kilometers, presents significant challenges in efficiently renewing tracks across the entire system.
  • Budgetary Allocation: The allocation of financial resources for track renewal plays a crucial role in meeting the targets. However, the share of the budget allocated to track renewal has seen a decline in recent years, reaching 7.2% in FY24. Insufficient budgetary support can hinder the timely and comprehensive renewal of tracks.
  • Maintenance Practices: Effective track maintenance practices are essential for identifying and addressing potential issues before they escalate into safety hazards. Regular inspections, timely repairs, and adherence to maintenance schedules are critical in ensuring the longevity and safety of tracks. Improvements in maintenance practices can contribute to more efficient track renewal efforts.

Facts for prelims

What is Kavach?

  • It is India’s very own automatic protection system in development since 2012, under the name Train Collision Avoidance System (TCAS), which got rechristened to Kavach or “armour”.
  • Simply put, it is a set of electronic devices and Radio Frequency Identification devices installed in locomotives, in the signalling system as well the tracks.
  • They connect to each other using ultra high radio frequencies to control the brakes of trains and also alert drivers, all based on the logic programmed into them.

Way forward

  • Strengthen Safety Governance: Establish a dedicated safety governance framework within the Indian Railways, ensuring clear lines of accountability and responsibility for safety-related matters. This includes setting up safety committees, conducting regular safety audits, and implementing effective safety management systems.
  • Robust Risk Assessment: Conduct comprehensive risk assessments to identify potential hazards and vulnerabilities across the railway network. This should include analyzing historical data, conducting safety studies, and utilizing advanced technologies for risk prediction and mitigation.
  • Continuous Safety Training: Provide regular and specialized safety training programs for railway staff at all levels. This includes training on emergency response procedures, safety protocols, and the use of safety equipment. Promote a safety culture that emphasizes vigilance, adherence to procedures, and continuous learning.
  • Infrastructure Upgrades: Invest in upgrading and modernizing railway infrastructure, including tracks, bridges, signaling systems, and level crossings. Implement advanced technologies such as automated signaling systems, track monitoring systems, and predictive maintenance tools to enhance safety and efficiency.
  • Technological Innovations: Embrace emerging technologies like artificial intelligence, Internet of Things (IoT), and data analytics to improve safety measures. Utilize these technologies for real-time monitoring, predictive maintenance, risk assessment, and early detection of potential safety hazards.
  • Collaboration and Partnerships: Foster collaborations with national and international organizations, research institutions, and technology providers to exchange knowledge, best practices, and innovative solutions for railway safety. Engage in public-private partnerships to leverage expertise and resources for safety improvement projects.
  • Data-Driven Decision Making: Leverage data analytics and predictive modeling to identify safety trends, make informed decisions, and allocate resources effectively. Establish a robust data management system to capture, analyze, and disseminate safety-related information for informed policymaking.
  • Regular Safety Audits: Conduct periodic safety audits to assess compliance with safety standards, identify gaps, and implement corrective measures. Involve independent safety experts to ensure impartiality and thorough evaluation.
  • Transparent Reporting: Maintain transparency in reporting safety-related incidents, accidents, and near-miss occurrences. Share safety performance data with the public, stakeholders, and regulatory authorities to foster accountability and drive continuous improvement.

Conclusion

  • While the Indian Railways has made remarkable progress in reducing the number of train accidents over the years, the recent Balasore tragedy has exposed critical safety concerns. Negligence, equipment failure, and insufficient track renewal contribute to the persistent risks. By addressing these challenges head-on, the Indian Railways can restore public confidence and uphold passenger safety as its foremost priority.

Also read:

India’s Railway Safety Crisis: A Grim Reality Unveiled

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Railway Reforms

Rail Vikas Nigam gets Navratna Status

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Rail Vikas Nigam Limited (RVNL) , Navratna status

Mains level : Public Sector Enterprises

Rail Vikas Nigam Limited (RVNL) was recently granted Navratna status by the Ministry of Railways.

About RVNL

  • RVNL was incorporated in 2003 with the aim of implementing rail infrastructure projects quickly and raising extra budgetary resources for SPV projects.
  • The company started operating in 2005 after the appointment of its board of directors.
  • RVNL was granted Mini-Ratna status in 2013.

RVNL’s functions

  • RVNL has been assigned to undertake project development and execution of works covering the full project lifecycle.
  • The company will create project-specific SPVs for individual works if required.
  • RVNL will hand over completed railway projects to the concerned zonal railway for operation and maintenance.

Major projects undertaken

RVNL has implemented various projects in the rail sector, including:

  • Doubling and electrification of existing lines
  • Construction of new lines
  • Gauge conversion projects.

Navratna status and its benefits

  • Navratna’s status will give RVNL more operational freedom and financial autonomy.
  • Enhanced delegation of powers will also be granted to the company.
  • Navratna’s status will be a huge boost to RVNL’s progress.
  • This status will be especially beneficial for the company as it expands its operations beyond the railway’s sector and into international projects.

Back2Basics: Central Public Sector Enterprises

  • The Government runs the CPSEs under the Department of Public Enterprises of Ministry of Heavy Industries and Public Enterprises.
  • The government grants them the status of Navratna, Miniratna and Maharatna based upon the profit made by these CPSEs.
  • The Maharatna category has been the most recent one since 2009, other two have been in function since 1997.
  Maharatna Navratna Miniratna Category-I Miniratna Category-II
Eligibility Net profit of ₹2,500 crore per annum OR

Net worth of ₹10,000 crore for 3 yrs.

Score of 60 based on financial parameters AND be a Miniratna with 4 independent directors

Net profit of ₹30 crore per annum for last 3 years

Net profit of ₹30 crore per annum OR Positive net worth and profit for last 3 years
Benefits for investment ₹1,000-5,000 crore or 15% of net worth Up to ₹1,000 crore or 15% of net worth on a project OR 30% of net worth per annum Up to ₹500 crore or net worth, whichever is lower Up to ₹300 crore or 50% of net worth, whichever is lower

 

 

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Railway Reforms

Moving Beyond Vande Bharat: Performance of Indian Railways

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Vande Bharat, Railways related updates

Mains level : Indian railways performance, challenges and way ahead

Vande Bharat

Central Idea

  • The Indian Railways has been in the news lately, with the launch of Vande Bharat trains and their successive introduction in different parts of the country. However, amid the publicity surrounding these new trains, the larger picture and serious issues confronting the Indian Railways are being overlooked. This article aims to evaluate the performance of the Indian Railways, especially in the freight and passenger sectors, and highlights the need for more relevant metrics.

Facts for prelims: Vande Bharat Express

Vande Bharat Express

  • Vande Bharat Express, also known as Train 18, is a semi-high-speed, fully air-conditioned train in India that runs on electric traction. It is named after the country’s national slogan “Vande Mataram” and was designed and manufactured by the Integral Coach Factory in Chennai, India.
  • The train is equipped with modern amenities such as Wi-Fi, an infotainment system, and a GPS-based passenger information system, among others.
  • It has a maximum speed of 180 km/h and is considered to be one of the fastest trains in India.
  • It is designed to be an energy-efficient and eco-friendly train, and is expected to provide a comfortable and safe travel experience to passengers.

Performance and prospect of the Indian Railways, especially in the freight and passenger sectors

  1. Investment in Indian Railways: Since the merger of the Railway Budget with the General Budget in 2017, there has been a shift towards ramping up investments in the Indian Railways. The Annual Plan outlay for the Railways has increased from ₹1,09,935 crore in 2016-17 to ₹2,60,200 crore in the Budget for 2023-24, an increase of 137%. While this unprecedented level of investment is welcome, it must translate into concrete progress towards capacity building, and not just be limited to inputs.
  2. Freight Sector:
  • Rail share of freight traffic: The National Rail Plan 2030 (NRP) aims to raise the rail share in freight traffic vis-à-vis roadways from 27% to 45% by 2050. However, the rail share of freight carried reduced from 51.5% in 2008-09 to 32.4% in 2018-19 for leads over 300 km.
  • Commodity diversification: Almost the entire increase in volume of traffic carried by rail over the decade 2008-09 to 2018-19 has been in short lead traffic (leads up to 300 km) and 55% of the increase was through the transport of just one commodity, viz. coal. As yet, there is no evidence of higher levels of traffic being achieved concurrently with diversification of commodities carried or an increase in rail share vis-à-vis road transport.
  • Average speed of goods trains: The NRP aims to raise the average speed of goods trains to 50 kilometres per hour from the present 25 kmph, which is expected to increase efficiency and reduce transportation costs.
  • Tariff rates for freight: The NRP also calls for a concurrent reduction in tariff rates for freight by up to 30%.
  1. Passenger Sector: Punctuality is a crucial operational index for passenger trains. While published statistics of punctuality usually are above 90%, these figures are arrived at with a dose of adjustment and only the destination arrival time is considered irrespective of the fact that a train might have been off schedule en route at all the important intermediate stations. The Indian Railways should aim to be at least within five minutes (without any adjustment) of the scheduled time.

Vande Bharat

Facts for prelims (Conceptual): Why freight trains are switching to aluminium wagons?

  • Consume less energy and reduce carbon emissions: Aluminium trains consume less energy and the metal is recyclable. It is estimated that switching to aluminium will save 1,500 tonnes of carbon emissions a year.
  • Lighter as compared to steel: They are lighter by up to 30% compared to stainless steel coaches. These coaches, being lighter than stainless steel ones, are preferred for higher speed systems.
  • Less time to manufacture: Aluminium trains take less time to manufacture and thus can help speed up capacity for production.
  • Low haulage cost and high payload capacity: They offer low haulage cost and higher payload, better fuel efficiency and lower pollution levels.
  • Expected to improve freight transportation: The new metal trains will help the Railways hike its share in overall freight transportation from the current 18%.

 Need for an annual report

  • Report on the lines of the annual Economic Survey: Government should consider tabling an annual report on the performance of the Railways in Parliament on the lines of the annual Economic Survey prepared by the Finance Ministry ahead of the General Budget.
  • Not just for publicity pamphlet but a resource for policymakers: This report, unlike a publicity pamphlet like the Indian Railways Year Book, should be an internal performance audit that should serve as a valuable resource for policymakers, serious students and also researchers in the field of rail transport.

Way ahead

  • International standards in punctuality: If stations in the Indian Railways network can be remodelled to international standards, perhaps it is time to aim for international standards in punctuality of trains as well.
  • Evolve an index of punctuality: It is high time to move away from the traditional concept of destination punctuality and evolve an index of punctuality that will also reflect the punctuality at select intermediate stations, at least for all mail/express trains.
  • Passenger experience: The focus should be to improve overall passenger experience, not merely statistics.
  • Other areas for assessment: There are several other areas that need critical analysis, such as financial performance, physical performance, safety, organizational/human resource issues, project execution, customer relations, and the effect of the dedicated freight corridors on the Indian Railways system capacity.

Indian Railways

Conclusion

  • The Indian Railways is the prime transporter and the largest public undertaking in the country, and it is crucial that its performance is evaluated using relevant metrics. While the introduction of Vande Bharat trains is a success story, it must not be the only focus. The focus should be on improving overall passenger experience and performance in the freight sector, and not merely on statistics.

Mains Question

Q. The consecutive introduction of Vande Bharat trains is a success story so far. In this backdrop Evaluate the performance of Indian railways and suggest measures to further improve the passenger experience.

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Railway Reforms

Real Time Train Information System (RTIS) Project

Note4Students

From UPSC perspective, the following things are important :

Prelims level : RTIS

Mains level : Not Much

train

The article discusses the partnership between Indian Railways and ISRO for real-time train tracking.

Real Time Train Information System (RTIS) Project

  • Indian Railways has signed a MoU with the Indian Space Research Organization (ISRO) to use satellite-based technology for real-time train tracking.
  • The technology will be used to provide real-time information on the exact location and movement of trains across the country.

How does it work?

  • The system will use ISRO’s satellite-based GPS technology, called the Indian Regional Navigation Satellite System (IRNSS), to track the location of trains.
  • The system will also use other advanced technologies, such as satellite imagery and geo-fencing, to provide real-time information on train movements.

Applications of RTIS

  • RTIS gives mid-section updates with a periodicity of 30 seconds.
  • The Train Control can now track the location and speed of RTIS-enabled locomotives/train more closely, without any manual intervention.
  • It allows passengers to get the real-time location or train running status of a train on their smartphone.

Benefits offered

  • The system will help to improve the efficiency and safety of train operations in India.
  • It will provide accurate and real-time information on train movements, which will help to reduce delays and improve scheduling.
  • The system will also help to enhance the overall passenger experience by providing real-time information on train status and location.

Future plans

  • Indian Railways plans to use the technology for other applications, such as monitoring the health of trains and their components.
  • The partnership with ISRO is part of Indian Railways’ larger digital transformation initiative, which aims to leverage technology to improve the efficiency and safety of train operations.

 

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Railway Reforms

Amrit Bharat Station Scheme

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Amrit Bharat Station Scheme

Mains level : Modernization of railways

The Ministry of Railways, as part of its station redevelopment drive, has formulated Amrit Bharat Station Scheme to modernize over 1,000 small stations over the coming years.

Amrit Bharat Station Scheme

  • Under this, stations will be equipped with facilities inspired by the mega-upgradation of marquee stations such as New Delhi and Ahmedabad, albeit at a lower cost.
  • Key features of these proposed stations include provisions for roof top plazas, longer platforms, ballast-less tracks, and 5G connectivity.
  • The scheme will subsume all previous redevelopment projects where work is yet to begin.

Implementation strategy

  • The model envisages low-cost redevelopment of stations which can be executed timely.
  • Zonal railways have been given the responsibility of selecting stations, which will then be approved by a committee of senior railway officials.
  • Plans and consequent budgets will only be approved on the basis of factors such as footfall and inputs from stakeholders.

Facilities Planned under this Scheme

  • Provision for Roof Plaza to be created in future
  • Free Wi-Fi, space for 5G mobile towers
  • Smooth access by widening of roads, removal of unwanted structures, properly designed signages, dedicated pedestrian pathways, well-planned parking areas, improved lighting etc.
  • High level platforms (760-840 mm) at all stations with a length of 600 metres
  • Special amenities for the disabled

 

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Railway Reforms

In news: Kerala’s SilverLine Project

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Silverline Project

Mains level : Railway modernization issues

Protests are taking place across Kerala against SilverLine, a semi high-speed railway project that envisages trains running at 200 km/h between the state’s northern and southern ends.

What is the SilverLine project?

  • The proposed 529.45-km line will link Thiruvananthapuram in the south to Kasaragod in the north, covering 11 districts through 11 stations.
  • KRDCL, or K-Rail, is a joint venture between the Kerala government and the Union Ministry of Railways created to execute this project.
  • The deadline for the project, being executed by the Kerala Rail Development Corporation Limited (KRDCL), is 2025.

Features of the Project

  • The project will have trains of electric multiple unit (EMU) type, each with preferably nine cars extendable to 12.
  • A nine-car rake can seat a maximum of 675 passengers in business and standard class settings.
  • The trains can run at a maximum speed of 220 km/hr on a standard gauge track, completing journeys in either direction in fewer than four hours.
  • At every 500 metres, there will be under-passages with service roads.

Need for the SilverLine project

  • Time saving: On the existing network, it now takes 12 hours. Once the project is completed, one can travel from Kasaragod to Thiruvananthapuram in less than four hours at 200 km/hr.
  • Old infrastructure: Existing railway infrastructure in Kerala cannot meet the demands of the future.
  • Terrain limitations: Most trains run at an average speed of 45 km/hr due to a lot of curves and bends on the existing stretch.
  • De-trafficking: The project can take a significant load of traffic off the existing stretch and make travel faster for commuters, which in turn will reduce congestion on roads and help reduce accidents.
  • Others: The project would reduce greenhouse gas emissions, help in expansion of Ro-Ro services, produce employment opportunities, integrate airports and IT corridors, and enable faster development of cities it passes through.

Present status of the Project

Ans. Land acquisition is underway

  • The state government has begun the process of land acquisition after the cabinet approved it this year.
  • As part of the first stage of acquisition, local revenue and K-Rail officials are on the ground, demarcating land and placing boundary stones.
  • This is done to give the officials a sense of how much private land will have to be acquired and the number of families who will be displaced.

Issues with the Project

  • Political rhetoric: All political parties have been spearheading separate protests.
  • Huge capital requirement: They argue that the project was an “astronomical scam in the making” and would sink the state further into debt.
  • Displacement of families: The project was financially unviable and would lead to the displacement of over 30,000 families.
  • Ecological damage: It would cause great environmental harm as its route cuts through precious wetlands, paddy fields and hills.
  • Flood hazard: The building of embankments on either side of the major portion of the line will block natural drainage and cause floods during heavy rains.

 

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Railway Reforms

Vande Bharat: Modern trains need modern infrastructure

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Vande Bharat project

Mains level : Vande Bharat, issues with the railways infrastructure

Vande Bharat

Context

  • When the Prime Minister inaugurated the latest edition of the Vande Bharat train recently, India made a huge leap into the future of mass transportation. The new Vande Bharat Express trains or Vande Bharat 2.0 are expected to usher in an era of faster, safer and more comfortable rail travel for passengers.

All you need to know about Vande Bharat

  • The Vande Bharat Express is a semi-high-speed, electric multiple unit train previously known as Train 18
  • It is designed, built by the Integral Coach Factory (ICF) under the Make in India Initiative
  • Vande bharat running on 5 routes as of November 2022.
  • The first Vande Bharat Express train was flagged off on February 15, 2019, on the New Delhi-Kanpur-Allahabad-Varanasi route.
  • All the coaches are equipped with automatic doors, GPS-based audio-visual passenger information system, onboard hotspot Wi-Fi for entertainment purposes, and comfortable seats.
  • Vande bharat running on 5 routes as of November 2022.
  • Indian Railways hopes to roll out another 25 Vande Bharat train sets by the end of March 2023.
  • Railways plans to roll out 75 Vande Bharat trains by Independence Day next year

What is Vande Bharat 2.0?

  • The name may be the same, but this train, the third in the Vande Bharat series, is being dubbed ‘Vande Bharat 2.0’, because of certain upgrades it has received over its predecessors.

Vande Bharat

What are the notable upgrades and newly added features in 2.0?

  • Faster and lighter than the previous: This train reaches a top speed of 160 km per hour in 129 seconds, around 16 seconds faster than its predecessor. This is because this train weighs around 392 tonnes, 38 tonnes lighter than the last one, and needs to run almost a km less to attain its top speed.
  • Improved on Riding Index: It also has a better riding index (lower the better) of 3.26 at 180 km per hour, from the earlier 3.87. At a standard speed of 115 km per, its riding index is 3.26, better than 3.62 attained at the same speed by the earlier. In layman’s terms, Riding index is a global benchmark to calculate how comfortable and steady the passenger is while the train is in motion.
  • Fitted with automatic anti-collision system “Kavach”: In terms of safety features, the new train comes fitted with the automatic anti-collision system Kavach, which the previous trains did not have.
  • Improved on safety features: Coaches have disaster lights and their battery backup increased from the last one’s one-hour battery backup. The exterior has eight flatform-side cameras, up from four.
  • Passenger communication facility: There is a passenger-guard communication facility in coaches, which comes with automatic voice recording feature.
  • Making it flood resilient: The new trainset is higher, making it safe from floods up to 650 mm, up from 400 mm.
  • Better quality streaming of audio-visual information with improved network: A centralised coach monitoring system, another new addition, through CCTV cameras, and the internal network supports data at 1 gigabyte per second, This means better quality streaming of audio-visual information.
  • Air purification system: The internal air is filtered through photo catalytic ultra violet air purification system with UV lamp which deactivates 99 per cent of germs, the Railways claims something the earlier trainsets did not have.
  • Onboard infotainment: It also has a wifi-enabled onboard infotainment system and the LCD display in each coach is now 32 inches, up from the 24-inch screen.

Vande Bharat

Challenges to the modern railway infrastructure

  • Tracks are not in sync with the modern age trains: This new-age train slammed head-on into the “old-age” country on at least two occasions in its very first week. The train crashed into a herd of cows, damaging the aircraft-like nose of the driver coach car.
  • Poor fencing along the tracks: The railways built a new-age train but forgot to construct fencing along the tracks to prevent bovine collisions.
  • Issues with the battery charging units: Occasional Failure in the battery charging mechanism due to a fault in the charging cable as well as tripping of a circuit breaker needs to addressed.
  • Technical glitches in the alerting software system: Failure to alert the technical glitches in the functioning of the system creating problems and adding up to malfunctioning.

Conclusion

  • A senior railway official proudly detailed the “superior” features of the Vande Bharat train, which would provide passengers with an “aircraft-like travelling experience” albeit, even quieter than an aircraft, also testified by the Prime Minister But these superior features need superior and resilient infrastructure to achieve the target.

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Railway Reforms

Why freight trains are switching to aluminium wagons?

Note4Students

From UPSC perspective, the following things are important :

Prelims level : NA

Mains level : Benefits of Aluminium Wagon

aluminium

The Union Railway Minister has recently flagged off the country’s first freight train with an all-aluminium wagon rake.

What is the news?

  • This move is a part of the country’s ambitious plan to modernize rail transportation and facilitate large carbon savings.

Aluminium-bodied trains

  • Indian Railways proposes to shift its passenger and freight operations gradually to aluminium-bodied trains.
  • A blueprint for its production and introduction was finalized even before the onset of the covid-19 pandemic.
  • The Modern Coach Factory (MCF) at Rae Bareli has signed a transfer of technology contract with South Korea’s Dawonsys for such passenger coaches in early 2020.
  • The execution of the project was held back because of the pandemic and its fallout.
  • These coaches will be rolled out now.

What is the plan for their introduction?

  • At present, India’s high-speed trains, including the Rajdhanis and the Shatabdis, use Linke Hofmann Busch (LHB) coaches that are made of stainless steel.
  • Only the interiors use aluminium, which makes them lighter as compared to conventional rakes.
  • The Indian Railways plans to procure 400 new generation Vande Bharat train sets with better energy efficiency and passenger riding experience.
  • The use of aluminium body coaches in these new generation trains will be considered.

Will aluminium trains reduce carbon footprint?

  • Aluminium trains consume less energy.
  • Besides, the metal is recyclable.
  • It is estimated that switching to aluminium will save 1,500 tonnes of carbon emissions a year.
  • With the Railways planning to deploy over 100,000 wagons in the coming years, the potential annual CO2 reduction could be to the tune of over 5 million tonnes with a 15-20% shift to aluminium wagons.

Material advantages of aluminium

  • These coaches, being lighter than stainless steel ones, are preferred for higher speed systems.
  • They are lighter by up to 30% compared to stainless steel coaches.
  • They offer low haulage cost and higher payload, better fuel efficiency and lower pollution levels.
  • Also, aluminium trains take less time to manufacture and thus can help speed up capacity for production.
  • The new metal trains will help the Railways hike its share in overall freight transportation from the current 18%.

What about the cost of building?

  • An all-aluminium passenger coach and wagon system would raise the cost of manufacturing rolling stocks by about 35% since the price of aluminium, globally, is far higher than that of steel.
  • However, the advantages of the metal outscore its high price. It is estimated that as the metal is recyclable, the new coaches would have up to 80% resale value.
  • The recyclability will also help in times of global volatility in metal prices.
  • This is why aluminium trains command a lion’s share in the US, Europe and Japan.

 

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Railway Reforms

Vande Bharat Express 2.0

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Vande Bharat Express

Mains level : Not Much

vande

Prime Minister has inaugurated the new upgraded Vande Bharat Express.

Vande Bharat 2.0

  • The Vande Bharat Express is a semi-high-speed train designed, developed, and built by the Integral Coach Factory (ICF).
  • Presently there are only two Vande Bharat trains that are running — Delhi to Varanasi and Delhi to Katra.
  • The name may be the same, but this train, the third in the Vande Bharat series, is being dubbed ‘Vande Bharat 2.0’, because of certain upgrades.
  • PM had inaugurated the Vande Bharat when it was first launched in Delhi in 2019.
  • The new trainset costs around Rs 115 crore — Rs 15 crore more than the last version.

Key Features

  • The current Vande Bharat trains have seating only in two classes — chair car and executive chair car. But Railways is planning to upgrade it.
  • The trains have fully sealed gangways for a dust-free environment, modular bio-vacuum toilets, rotating seats in Executive Class, personalized reading lights, automatic entry/exit doors with sliding footsteps, diffused LED lighting, mini pantry, and sensor-based interconnecting doors in each coach.
  • They are self-propelled trains that do not require an engine. This feature is called a distributed traction power system.

What are the major upgrades?

(1) Ride comfort

  • For starters, this train reaches a top speed of 160 km per hour in 129 seconds, around 16 seconds faster than its predecessor.
  • This is because this train weighs around 392 tonnes, 38 tonnes lighter than the last one, and needs to run almost a km less to attain its top speed.
  • It also has a better riding index (lower the better) of 3.26 at 180 km per hour, from the earlier 3.87.
  • At a standard speed of 115 km per, its riding index is 3.26, better than 3.62 attained at the same speed by the earlier version.

Riding index is a global benchmark for rolling stock calculated during trials by measuring vertical/lateral acceleration. In layman’s terms, how comfortable and steady the passenger is while the train is in motion is roughly the idea behind a riding index.

(2) Safety features

  • In terms of safety features, the new train comes fitted with the automatic anti-collision system Kavach, which the previous trains did not have.
  • Coaches have disaster lights and their battery backup is for three hours, increased from the last one’s one-hour battery backup.
  • The exterior has eight flatform-side cameras, up from four.
  • There is also passenger-guard communication facility in coaches, which comes with automatic voice recording feature.

Benefits of Vande Bharat Trains

  • Cuts Travel Time Drastically
  • Energy Efficient
  • Reduce Turnaround Time
  • Faster Acceleration and Deceleration among others.

Way forward

  • India has embarked on a mission to roll out 400 Vande Bharats.
  • By August 2023, the country is to introduce 72 more such trains, taking the total to 75.
  • The idea is that this third trainset will carry on with its commercial run and at the same time the Railway production units will keep producing more every month to reach the target.
  • In the works is the plan to introduce Vande Bharat with sleeper berths for overnight journeys.
  • Options to make these trainsets with an aluminum body is also being explored, for a lighter product.

 

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Railway Reforms

Vande Bharat production to begin in October: Minister

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Vande Bharat express

Mains level : High speed railway in India

vande bharat

Indian Railways had successfully completed trials of the second generation Vande Bharat train that will come with enhanced passenger comfort and safety features.

What is Vande Bharat Express?

  • The Vande Bharat Express is a semi-high-speed train designed, developed, and built by the Integral Coach Factory (ICF).
  • Presently there are only two Vande Bharat trains that are running — Delhi to Varanasi and Delhi to Katra.

Key Features

  • The current Vande Bharat trains have seating only in two classes — chair car and executive chair car. But Railways is planning to upgrade it.
  • The trains have fully sealed gangways for a dust-free environment, modular bio-vacuum toilets, rotating seats in Executive Class, personalized reading lights, automatic entry/exit doors with sliding footsteps, diffused LED lighting, mini pantry, and sensor-based interconnecting doors in each coach.
  • They are self-propelled trains that do not require an engine. This feature is called a distributed traction power system.

Benefits of Vande Bharat Trains

  • Cuts Travel Time Drastically
  • Energy Efficient
  • Reduce Turnaround Time
  • Faster Acceleration and Deceleration among others.

 

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Railway Reforms

Indian Railways powerful experiment on AC III tier economy class coaches

Note4Students

From UPSC perspective, the following things are important :

Prelims level : NA

Mains level : Economics, Infrastructure,Transport

AC III tier economy class coachesContext

  • The Indian Railways’ experiment to introduce AC III tier economy class coaches has started to pay off. Since its introduction, in the last one year, these coaches have earned the Railways more than Rs.230 crore in revenue.

AC III tier economy classWhat is AC III tier economy class coach?

  • The AC 3 tier economy class in Indian Railways is a milestone concerning pocket-friendly traveling experience for common man.
  • With fare slightly more than sleeper class and lower than conventional AC class.
  • The objective of the railway is to move sleeper class passengers to a comfortable AC class with luxurious facilities. AC-3 tier comprises air-conditioned coaches with 64 sleeping berths.

When it is introduced?

  • The Indian Railway has introduced the first AC III tier Economy Class for North Central Railway Zone in 2021 to provide a convenient traveling experience to the passengers.
  • As of now 7 trains are equipped with AC III tier economy class coaches are running on the tracks

AC III tier economy class coachesFeatures of the AC III tier economy coach:

  • Pocket friendly: According to the Indian Railways, the fair in these coaches are cheaper than the normal AC three-tier coach. Fares in AC III tier economy are 6%-7% cheaper than the AC III tier class. The economy class has a capacity of 83 berths compared to 72 in the regular coach.
  • Divyang friendly and modern designs: The coaches were specially designed for the convenience of the divyangs. Providing Improved and modular design of berths and ergonomically designed ladder for accessing the middle and upper berths etc.
  • Modern features: In these, modern arrangements have been made for mobile phones and magazine holders, fire safety, personalised reading lights, AC vents, USB points, mobile charging points.
  • Optimum Speed: These air-conditioned three-tier economy class coaches are capable of running at an optimum speed of 160 kilometers per hour.
  • More Capacity: The economy class has a capacity of 83 berths compared to 72 in the regular coach.

What is the current status of AC III tier class?

  • AC- III tier, the favorite mode of train travel of people falling in the bottom rung of the middle class, is the only class that earns the Railways profit among all its passenger services.
  • The AC III tier is the only class of service which has generated consistent profits for the Railways. Between FY16 and FY20,
  • AC III tier coaches carried only 1% of the total passengers, but were responsible for 21% of the earnings from travelers. Such a low-passenger, high-revenue dichotomy was not seen in any other class.
  • It is not as expensive as the other AC classes and at the same time, its share in revenue has not been impacted by the relatively low pricing

AC III tier economy class coachesRevenue of Indian railways

  • The overall revenue of Indian Railways at the end of August 2022 was Rs 95,486.58 crore, showing an increase 38 per cent over the corresponding period of last year.
  • Goods revenue climbed by Rs 10,780.03 crore (or 20 per cent) to Rs 65,505.02 crore till August-end this year
  • The revenue from passenger traffic was Rs 25,276.54 crore, an increase of Rs 13,574.44 crore (116 per cent) year-on-year.
  • Passenger traffic also increased compared to last year in both the segments — reserved and unreserved
  • Railways’ total revenue during the entire last fiscal (2021-22) stood at Rs.1,91,278.29 crore.

What are the issues faced by Indian railways to increase its revenue?

  • Cross Subsidized: The cross-subsidiszation in respect of second class, ordinary class and suburban services has increased continuously in the past five years with subsidy on ordinary class being the maximum,
  • Concessional fare: The revenue forgone in passenger earnings due to concessions to various categories of passengers (physically challenged persons, patients, senior citizens, Izzat monthly season tickets, press correspondents, sport persons and war widows among others) increased from Rs 1,994.83 crore in 2018-19 to Rs 2,058.61 crore in 2019-20.
  • Low -Revenue dichotomy in Expensive class: A high-passenger, low-revenue dichotomy was seen in the inexpensive classes. For instance, over 90% passengers travelled by second class which accounted for only 37% of the earnings.
  • Operational Loss: Operational losses (in crore) incurred while operating various classes of service. For instance, in operating AC first class service, the Railways incurred a loss of 403 crore in FY20

Conclusion

  • Adding more AC III tier economy class coaches is a step in the right direction as it has shown positive result in revenue generation for railways and it provides a travel with dignity to a common man. But If Indian railway has to benefit it have to work extensively on operational loss incurred out of low Revenue dichotomy in Expensive classes.

Mains Question

Q. Indian Railways is often referred to as the lifeline of the country but runs at a loss when it comes to running class-divided coaches. In this context discuss the utility of class divided coaches.

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Railway Reforms

Super Vasuki: India’s longest train

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Super Vasuki

Mains level : Not Much

The Railways conducted a test run of its longest freight train, Super Vasuki, with 295 loaded wagons carrying over 27,000 tonnes of coal.

Super Vasuki

  • The 3.5-km-long freight train covered the distance of about 267 km between Korba in Chhattisgarh and Rajnandgaon in Nagpur.
  • It was run by the South East Central Railway (SECR).
  • The Railways plans to use this arrangement (longer freight trains) more frequently, especially to transport coal in peak demand season to prevent fuel shortages in power stations.

Feats achieved

  • This is the longest and heaviest freight train ever run by the Indian Railways.
  • The train takes about four minutes to cross a station.
  • The amount of coal carried by Super Vasuki is enough to fire 3,000 MW of power plant for one full day.
  • This is three times the capacity of existing railway rakes (90 cars with 100 tonnes in each) that carry about 9,000 tonnes of coal in one journey.

 

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Railway Reforms

First train under Bharat Gaurav Scheme inaugurated

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Bharat Gaurav Scheme

Mains level : Pilgrim tourism

The ‘Bharat Gaurav’ train service from Coimbatore to Shirdi, a first of its kind in the country, was inaugurated at the Coimbatore North Railway Station.

What are Bharat Gaurav trains?

  • Bharat Gaurav express trains are operated by private players, who have the right to use the rail infrastructure provided by the Indian Railways.

About Bharat Gaurav Scheme

  • Under this Scheme, theme-based tourist circuit trains, on the lines of the Ramayana Express, can be run either by private or State-owned operators.
  • Till now, the Railways had passenger segments and goods segments.
  • Now, it will have a third segment for tourism under the Bharat Gaurav.
  • The scheme has been developed after extensive stakeholder discussions and a lot of State Governments, including Odisha, Rajasthan, Karnataka and Tamil Nadu, have shown interest.

Key features

  • Service providers, who can be an individual, company, society, trust, joint venture or consortium will be free to decide themes/circuits.
  • They will offer an all-inclusive package to tourists including rail travel, hotel accommodation and sightseeing arrangement, visit to historical/heritage sites, tour guides etc.
  • They have full flexibility to decide the package cost.
  • The service providers will also be able to design/furnish the interior of the coaches based on the theme and put branding or advertising inside and outside of the train.

 

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Railway Reforms

IRMS

Note4Students

From UPSC perspective, the following things are important :

Prelims level : IRMS

Mains level : Paper 3- IRMS training

Context

A recent Gazette notification regarding the creation of the Indian Railway Management Service (IRMS) marks a paradigm shift in the management of one of the world’s largest rail networks.

About the merger and IRMS

  • A nearly 8,000 strong cadre of the erstwhile eight services is now merged into one.
  • Eight out of 10 Group-A Indian Railway services have been merged to create the IRMS.
  • The merged services are: Indian Railway Traffic Service (IRTS), Indian Railway Personnel Service (IRPS), Indian Railway Accounts Service (IRAS), Indian Railway Service of Electrical Engineers (IRSEE), Indian Railway Service of Signal Engineers (IRSS), Indian Railway Service of Mechanical Engineers (IRSME), Indian Railway Service of Civil Engineers (IRSE) and Indian Railway Stores Service (IRSS).
  • Aims of the restructuring: Besides removing silos, this restructuring also aims at rationalising the top-heavy bureaucracy of the Indian Railways.

Way forward: Training

  • Training the future leaders of India’s public transporter in the rapidly evolving logistics sector of the country is the most important task ahead.
  • The UPSC will recruit a few hundred IRMS officers each year from now, they will remain much less in number when compared to already serving officers for a long time to come.
  • Training of the existing cadre of officers: The fact remains that even after the creation of the IRMS, the 8,000 strong (already serving) officers of the Indian Railways will need to work in coordination and not in silos, as they will be serving in the organisation for decades to come.
  • This highlights the importance of training of the existing cadre of officers as they will have to deliver on the ambitious Gati-Shakti projects.
  • The task of training such a dynamic talent pool assumes importance in view of India’s aspirations of becoming a $5 trillion economy.
  • All this will require a massive revamp of the capacity building ecosystem of the Indian Railways.
  •  Redesign the training: The merger of services provides an opportunity to redesign the training for newly recruited IRMS officers to make them future-ready. Initial training along with mid-career training programmes may be reoriented.
  • The IRMS training needs to be designed based on the competencies required for different leadership roles.
  • Mission Karmayogi of the Government of India provides for competencies based postings of officers.
  • The Integrated Government Online Training (iGOT) programme of the Government of India will be instrumental in shaping the career progression of IRMS officers.

Conclusion

Future IRMS officers should be ready to face the challenges of working in an organisation that is involved in round the clock and round the year operations, has substantial social obligations to meet and, at the same time, which must earn for itself.

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Railway Reforms

Kavach: the Indian technology that can prevent collision of Trains

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Kavach

Mains level : Highs speed railways in India and safety parameters

Kavach, this indigenously developed Automatic Train Protection System is earmarked for aggressive rollout on 2,000 km in 2022-23, according the Budget proposals.

What is Kavach?

  • It is India’s very own automatic protection system in development since 2012, under the name Train Collision Avoidance System (TCAS), which got rechristened to Kavach or “armour”.
  • Simply put, it is a set of electronic devices and Radio Frequency Identification devices installed in locomotives, in the signalling system as well the tracks.
  • They connect to each other using ultra high radio frequencies to control the brakes of trains and also alert drivers, all based on the logic programmed into them.

Key features of Kavach

  • One of its features is that by continuously refreshing the movement information of a train, it is able to send out triggers when a loco pilot jumps signal, called Signal Passed at Danger (SPAD).
  • The devices also continuously relay the signals ahead to the locomotive, making it useful for loco pilots in low visibility, especially during dense fog.
  • It includes the key elements from already existing, and tried and tested systems like the European Train Protection and Warning System, and the indigenous Anti Collison Device.
  • It will also carry features of the high-tech European Train Control System Level-2 in future.
  • The current form of Kavach adheres to the highest level of safety and reliability standard called Safety Integrity Level 4.

What is the upgrade?

  • In the new avatar, India wants to position Kavach as an exportable system, a cheaper alternative to the European systems in vogue across the world.
  • While now Kavach uses Ultra High Frequency, work is on to make it compatible with 4G Long Term Evolution (LTE) technology and make the product for global markets.
  • Work is on to make the system such that it can be compatible with other already installed systems globally.

How far is the rollout?

  • So far, Kavach has been deployed on over 1,098 km and 65 locomotives in ongoing projects of the South Central Railway.
  • In future it will be implemented on 3000 km of the Delhi-Mumbai and Delhi-Howrah corridors where the tracks and systems are being upgraded to host a top speed of 160 kmph.
  • Further, over 34,000 km on the High Density Network (HDN) and Highly Utilized Network (HUN) of on the Golden Quadrilateral have been included in its sanctioned plans.

 

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Railway Reforms

Why the SilverLine Project makes sense for Kerala

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Intended Nationally Determined Contribution

Mains level : Paper 3- SilverLine project

Context

The SilverLine Project to be built by the government of Kerala will link Thiruvananthapuram in the south to Kasargode in the north.The project has received its share of criticism, much of it from political quarters, but also some academic sections.

Need for high-speed rail in Kerala

  • Saturated road network: For Kerala, with its saturated road network, the building of a fast, environmentally-sustainable high-speed rail link must surely be seen as a sound governance response.
  • Indeed, a study of INDC (Intended Nationally Determined Contribution) plans under the Paris Climate Agreement is instructive in this context.
  • Low-cost emission option: The EU study on mobility notes that HSR is the least-cost emission option among all modes of long-distance transportation.

The arguments against the project

  • Critics have put forward three principal lines of argument, namely, its alleged adverse environmental impact, financial unviability, and technical unsuitability.
  • Environmental impact: The most compelling environmental issue before us is climate change.
  • Building capacities now to achieve a carbon net-neutral world over the next three to four decades is a core aspect of the national strategy of all nations.
  • In this context, the SilverLine project scores high with respect to India’s own climate objective of achieving net-zero emissions by 2070.
  • Let us recall the driving forces behind Japan’s decision to develop the Shinkansen.
  • In the context of the global oil crisis, energy-insecure Japan wanted to develop a public transportation system that was energy-efficient and would also address national concerns with respect to imbalanced regional growth.
  • After the Kyoto Protocol was signed, more efforts were made to increase the speed of the various series of Shinkansen to meet the objectives of energy efficiency and CO2 reductions.
  • Financial viability: Large-scale infrastructure projects are not based on short-term financial viability considerations alone.
  • When the London Underground was conceived, it was not considered financially viable.
  • Today, London’s economic activities are inconceivable without it.
  • Green technologies that we consider cheaper than fossil fuel technologies were not initially financially viable, and were unable to survive without government subsidies.

Conclusion

There are abundant international examples of the role played by large capital-intensive infrastructure projects in the transformation of the town and country, regions, and nations.

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Railway Reforms

The SilverLine is not a vanity project

Context

The SilverLine, the proposed semi high-speed railway in Kerala, has given rise to the debate.

About SilverLine

  • If the project, funded partly by the State government, comes through, the 530-kilometre distance between Kerala’s capital Thiruvananthapuram and its northern-most district Kasaragod could be covered in less than four hours.
  • This journey takes at least 12 hours now.

Modernising the economy

  • Japan’s example: It may be useful for Kerala to go over the experience of Japan in building the world’s first ever high-speed rail line, called the Shinkansen.
  • In the 1950s, there were serious doubts about its viability, in a country that had been devastated by the Second World War.
  • However, ever since its inauguration in 1964, Shinkansen has been a powerful agent and a symbol of Japan’ s economic resurgence.
  • Missed opportunity for economic take-off: By the 1980s, Kerala had achieved most of the preconditions required for an economic take-off.
  • Missed opportunity: The economic opportunity slipped away for Kerala, which received a relatively low share of public sector investments in infrastructure, and research and academic institutions.
  • Exporter of skills: Over the decades, Kerala has been a large exporter of skills.
  • Estimates suggest that between one and one-and-a-half-million people from Kerala are employed in high-skilled jobs— outside the State, most of them outside the country.
  • There is now a growing realisation that new economic activities have to be nurtured within Kerala, drawing on the talents of its educated job seekers.

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Railway Reforms

Fast-tracking Vande Bharat Express

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Vande Bharat Express

Mains level : Highs speed railways in India

Presenting the Union Budget for 2022-23, Finance Minister said 400 new energy-efficient Vande Bharat trains will be introduced in three years.

What is Vande Bharat Express?

  • The Vande Bharat Express is a semi-high speed train designed, developed, and built by the Integral Coach Factory (ICF).
  • Presently there are only two Vande Bharat trains that are running — Delhi to Varanasi and Delhi to Katra.

Key Features 

  • The current Vande Bharat trains have seating only in two classes — chair car and executive chair car. But Railways is planning to upgrade it.
  • The trains have fully sealed gangways for a dust-free environment, modular bio-vacuum toilets, rotating seats in Executive Class, personalized reading lights, automatic entry/exit doors with sliding footsteps, diffused LED lighting, mini pantry, and sensor-based interconnecting doors in each coach.
  • They are self-propelled trains that do not require an engine. This feature is called a distributed traction power system, which is increasingly becoming the norm the world over for passenger operations(Distributed power gives the train higher acceleration and deceleration compared to loco-hauled trains, which take a much longer time to reach top speed or to gradually come to a halt).
  • 400 trains announced by the Finance Minister carry a potential investment of Rs 50,000 crore over the next three years, because of different specifications and also, inflation.
  • The current Vande Bharat’s are being made at Rs 106 crore per trainset of 16 cars, at 2018 pricing.

Benefits of Vande Bharat Trains

1) Cuts Travel Time Drastically

2) Energy Efficient

3) Reduce Turnaround Time

4) Faster Acceleration and Deceleration among others.

Why High-speed rail projects are important for India?

  • Improve India’s GDP: According to a study conducted by the London School of Economics and Political Science and the University of Hamburg in 2008, cities that are connected to HSR systems tend to witness a rise in their gross domestic product (GDP) by at least 2.7 percentage points compared to their neighbors that do not have an HSR station. The reason for the differential was improved market access.
  • Role of the trains in India’s development: Being the third-largest network in the world under single management and
    with over 68,102 route km IR strives to provide a safe, efficient, competitive, and world-class transport system.
  • During FY21, IR carried 1.23 billion tonnes of
    freight and 1.25 billion passengers. In addition, despite COVID -19 pandemic revenue earning freight loading (excluding loading by Konkan Railway Corporation Ltd. (KRCL) was 1230.9 million tonnes in 2020-21 as compared to 1208.4 million tonnes during2019-20. Passengers originating were 1250 million in 2020-21 as compared to 8086 million in 2019-20- Economic Survey 2021-22. 
  • Spin-off effect: It is about Rs 40,000 crore business opportunity that would also create 15,000 jobs and several spin-off benefits and act as a stimulus for the development of satellite towns.
  • Boost to ‘Make in India’– it involves only about 15 percent import content which will further go down if production volumes increase.
  • Environmental Benefits: More rail traffic translates to less automobile traffic, and by extension, less highway and city street traffic congestion, reduced air pollution. In addition, less congestion means less wear and tear on the roadways, which means that they require fewer repairs.  According to the International Association of Railways (UIC), high-speed rail is eight times more energy-efficient than airplanes and four times more efficient than automobile use.
  • Social Benefits: High-speed rail can promote a sense of social cohesion among residents, by bringing distant populated areas closer together.
  • Global Experience: The High-Speed Railway has an economic multiplier effect. Since the introduction of the first Shinkansen (literally meaning ‘new main line’) in Japan in 1964, high-speed trains have proven to be an undeniable technological, commercial and popular success. Many countries like the UK, France, Germany, Spain, China, and most recently, the US have adopted the technology.

Challenges faced by the High-Speed Rail Projects

  • Infrastructure Bottlenecks: India’s railway system is saddled with a two-pronged infrastructure deficit – aging infrastructure and the pace of new project execution struck by unforeseen circumstances related to socio-economic issues on land acquisition for new projects and escalating projects costs.
  • New Technologies: For instance, Hyperloop Transportation Technologies which proposes to make travel as fast as 760 miles per hour, investing a humongous capital on bullet trains seems like an outdated investment.
  • Political Will: The politics of Rail Bhavan and an unwillingness to accept the need for change have derailed the project execution.
  • Short of Investments: For instance, the estimated cost of Mumbai-Ahmedabad HSR is ₹1.1 lakh crore (US$17 billion) which is massively expensive. Though India receives funding from Japan (81%), the power demand and up-gradation of existing infrastructure will be more costly.
  • Social Conflict: Development along the corridor will lead to an increase in urbanization, the fight for resources, and social conflicts due to the labor influx of the workforce.
  • Legal Trouble: While farmers in Maharashtra are protesting on the ground, the farmers in Gujarat led by Gujarat Khedut Samaj (GKS)-  fighting a case in the Gujarat High Court against the land acquisition for the bullet train project.

Way ahead

  • Stakeholders approach: Politics and Policy have to be in sync for the railway modernization. In order to achieve the target, Railways will have to pool in all resources and multiple stakeholders, including private players to deliver the propulsion system and also carry out the assembling. The Policymakers and administration should give priority to systematic sustainable development work- the convergence of jal, jungle, jameen(water-forest-land is an asset for the Adivasi community)
  • Regular Monitoring: To ensure the induction of these trains in the shortest time possible, as envisaged by Indian Railways.
  • Technology Transfer: The government has to push for the technology transfer of HSR. This is because there is no mention of the transfer of technology anywhere in the agreement.

Conclusion

India aspires to become the third-largest economy in the next 25 years. It has already proven its prowess in the field of space and now is the time for furthering its international stature by joining the exclusive club of nations having a high-speed rail network, however, we should be careful not to confuse leapfrogging technology development with elitism, whether it is mobile phones, satellite launches, regional air connectivity, or high-speed rail. This high-speed rail project will therefore help the Indian Railways to become a global leader in scale, technology, and skill.

 

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Railway Reforms

Bharat Gaurav Scheme to promote Tourism

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Bharat Gaurav Scheme

Mains level : Not Much

To tap the huge potential of tourism, the Railways has announced the ‘Bharat Gaurav’ Scheme.

Bharat Gaurav Scheme

  • Under this Scheme, theme-based tourist circuit trains, on the lines of the Ramayana Express, can be run either by private or State-owned operators.
  • Till now, the Railways had passenger segments and goods segments.
  • Now, it will have a third segment for tourism under the Bharat Gaurav.
  • The scheme has been developed after extensive stakeholder discussions and a lot of State Governments, including Odisha, Rajasthan, Karnataka and Tamil Nadu, have shown interest.

Key features

  • Service providers, who can be an individual, company, society, trust, joint venture or consortium will be free to decide themes/circuits.
  • They will offer an all-inclusive package to tourists including rail travel, hotel accommodation and sightseeing arrangement, visit to historical/heritage sites, tour guides etc.
  • They have full flexibility to decide the package cost.
  • The service providers will also be able to design/furnish the interior of the coaches based on the theme and put branding or advertising inside and outside of the train.

 

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Railway Reforms

Privatizing Indian Railways

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Not much

Mains level : Paper 3- Bringing in the private capital in Indian railways

Context

On July 1, 2020, the Indian Railways launched the formal process of inviting private parties to run trains on the Indian railway system. Hopes of a large participation were belied as there were no bids for nine clusters and only two bids for three clusters.

Why current model of inviting private players to run trains has failed?

  • Lack of equal relationship: IR wants the capital and technology without giving up control, while the concessioner wants a far more equal relationship to be moderated by a regulator.
  • Constraints on efficient decision-making: IR has imposed constraints that prevent efficient decisions and adopted an organisational design that does not take into account the characteristics and associated risks that will determine outcomes and investment decisions.
  • Lumpiness of investment: The biggest dampener is the lumpiness of investment before a single passenger can be carried.
  • High risk involved: Train sets have to be purchased without really knowing how much traffic the service will be able to attract in the face of rising competition from airlines.
  • IR does not guarantee the investor that, in case the concession fails, it will acquire the train sets.
  • Absence of regulator: The other big dampener is the absence of a regulator for resolving disputes.

Suggestions

1) Remove the lumpiness of investment by establishing rolling stock company

  • The central issue is how to align the three interests.
  • 1) India’s need to be capable of designing and manufacturing state-of-the-art rolling stock.
  • 2) IR’s need for private capital participation.
  • 3) Private capital’s necessity of earning a profit.
  • Establish a company to lease rolling stock: The above 3 interests can be aligned provided the lumpiness of investment in train sets can be eliminated by establishing a company that leases rolling stock not only to concessioners but also to IR.
  • The rolling stock company, apart from leasing train sets, can also be the window for bringing in new technology.
  • This will also enable reducing the concession period from 35 years to a more reasonable 10-15 years, bringing in competition.
  •  For starters, IRFC, which is already into leasing rolling stock, can be that company.

2) Bring in new technology by opening IR’s rolling stock market to international manufacturers

  • There is need to move the rolling stock industry up the industrial value chain and bring about a structural change of the Indian economy.
  • Long term arrangement with suppliers: This can only be brought about by a vision that encourages long-term arrangements with rolling stock suppliers.
  • Open the market for global players: An arrangement that gives access to IR’s rolling stock market is the only way to compel global players to share technology and form joint ventures with Indian companies.

3) Investment in research

  • Technology transfer requires understanding the critical elements of the technology and absorbing them into the design-production process.
  • This calls for the investment of large sums of money and the involvement of universities, research institutes and national laboratories.

4) Make changes to attract private investors

  • For attracting private players, the risks for the concessioners needs to be reduced.
  • The period of the concession needs to be reduced to around 15 years.
  • Establish regulator: There is a need to establish a regulator and moderate charges like the amount for the maintenance of tracks and stations.

Conclusion

With these changes, the plan may still take off. However, the initiative will remain limited to just running trains if there is no long-term vision.


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Railway Reforms

Kerala’s Silver-Line Railway Project

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Silverline Project

Mains level : Not Much

Last week, the Kerala cabinet gave the green light to begin acquiring land for SilverLine, its flagship semi high-speed railway project.

What is the SilverLine project?

  • The SilverLine Project entails building a semi high-speed railway corridor through the state linking its southern end and state capital Thiruvananthapuram with its northern end of Kasaragod.
  • It is billed as one of the biggest infrastructure enterprises being pushed by the ruling Left government.
  • The line is proposed to be 529.45 km long, covering 11 districts through 11 stations.
  • When the project is realized, one can travel from Kasaragod to Thiruvananthapuram in less than four hours on trains traveling at 200 km/hr.
  • The current travel time on the existing Indian Railways network is 12 hours.
  • The project is executed by the Kerala Rail Development Corporation Limited (KRDCL), a joint venture between the Kerala government and the Union Ministry of Railways.

What was the need for the project?

  • It has long been argued by urban policy experts that the existing railway infrastructure in the state cannot meet the demands of the future.
  • Most trains run with an average speed of 45 km/hr due to a lot of curves and bends on the existing stretch.
  • The government claims the SilverLine project is the need of the hour as it can take a significant load of traffic off the existing railway stretch and make travel easier and faster for commuters.
  • This will in turn reduce the congestion on roads and help reduce accidents and fatalities.

Issues with the Project

  • The unofficial deadline for the project is 2025 but many would say it’s not a realistic target, given the laborious nature of land acquisition in a highly densely populated state like Kerala.
  • Acquiring land, especially from private players, in urban areas remains the key challenge for the project.
  • There’s also significant opposition to the project by environmentalists citing potential damage to the state’s ecosystem in the path of the proposed route.
  • They fear irreversible impact to the state’s rivers, paddy fields, and wetlands, triggering floods and landslides in the future.

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Railway Reforms

National Rail Plan for 2030

Note4Students

From UPSC perspective, the following things are important :

Prelims level : National Rail Plan in the Budget

Mains level : Paper 3- National Rail Plan

The Budget unveiled the National Rail Plan 2030. 

Key provision in the Budget for railways

  • First, there is a National Rail Plan (NRP) for 2030.
  • Second, the Western dedicated freight corridor (DFC) and the Eastern DFC will be commissioned by June 2022.
  • Parts of DFC will be in public-private partnership (PPP) mode.
  • Third, there will be an East Coast corridor (Kharagpur to Vijaywada), an East-West corridor (Bhusaval to Kharagpur/Dankuni) and a North-South corridor (Itarsi to Vijayawada).
  • Fourth, all broad-gauge routes will be electrified by December 2023.
  • Fifth, there will be safety and passenger amenity measures.

National Rail Plan provisions

  • The NRP is meant to increase the share of railways in freight, rectifying the pre-Independence and post-Independence bias
  • It also aims to develop capacity that will cater to demand in 2050.
  • It provides for mapping of the existing railway network on a GIS platform.
  • The primary value addition of the NRP is an analysis of the existing network, with expected additions (such as the National Infrastructure Pipeline) also built in.
  •  NRP bases decision making on objective criteria.

Pricing and cross-subsidy issue

  • In 2018-19, as per the NRP, India’s operating ratio (OR) was 0.59 for freight and 1.92 for passenger traffic.
  • The problem is low passenger fares and artificially high freight rates required to cross-subsidise those.
  • This is not the complete picture since normally, freight and passenger trains share common sections of track and passenger trains are given preference over goods trains in getting a path (route from point A to point B).
  • Therefore, the average speed of a freight train is 24 km/hour — average speed is a surrogate indicator.
  • A superior indicator is transit time — the time taken for a consignment to reach from one point to another.

Need for decreasing the cost and increasing the average speed

  • Indian Railways has a system of HDN and HUN identification for the present network.
  • HDNs are high-density routes.
  • HUNs are highly-used networks with multiple origins and destinations and no clear single haul corridor.
  • HUNs are primarily for passengers.
  • For freight, HDNs are important.
  • HDNs and HUNs carry 80 per cent of the traffic and there are sections where capacity utilisation is more than 100 per cent.
  • With traffic increasing, capacity utilisation will worsen.
  • If the intention is to increase rail share in the total freight carried to 44 per cent, the average speed must increase and costs must decline.
  • With the Western and Eastern DFCs, both should happen.

Consider the question “What are the factors responsible for preventing the railways from realising its contribution in the development of the country. How far will the National Rail Plan help railways deal with these factors?” 

Conclusion

The implementation of the NRP will help railways deal with the issues faced by it.


Back2Basics: Operating Ratio

  • The operating ratio shows the efficiency of a company’s management by comparing the total operating expense of a company to net sales.
  • An operating ratio that is decreasing is viewed as a positive sign, as it indicates that operating expenses are becoming an increasingly smaller percentage of net sales.

OR = (Operating Expenses + Cost of Goods Sold)/ Net sales​ 

 

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Railway Reforms

What are Dedicated Freight Corridors (DFCs)?

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Dedicated freight corridor

Mains level : Dedicated freight corridor

Prime Minister has inaugurated a 351-km section between Khurja and Bhaupur in Uttar Pradesh for commercial operations of the Dedicated Freight Corridor (DFC).

There is another concept named Dedicated Passenger Corridors (DPCs). Can you guess the idea behind?

Background of DFCs

  • The concept of Dedicated Freight Corridor (DFC) was mooted in 2006 to generate substantial capacity for freight traffic by developing separate tracks on identified routes.
  • The Dedicated Freight Corridor Corporation of India Ltd (DFCCIL) was incorporated as a separate company under the Ministry of Railways.

What is the DFC?

  • Under the Eleventh Five Year Plan (2007–12), Railways started constructing a new DFC in two long routes, namely the Eastern and Western freight corridors.
  • The section recently launched is part of the 1,839-km Eastern DFC that starts at Sohnewal (Ludhiana) in Punjab and ends at Dankuni in West Bengal.
  • The other arm is the around 1,500-km Western DFC from Dadri in Uttar Pradesh to JNPT in Mumbai, touching all major ports along the way.
  • There is also a section under construction between Dadri and Khurja to connect the Eastern and Western arms.

Why is it important?

  • Around 70% of the freight trains currently running on the Indian Railway network are slated to shift to the freight corridors, leaving the paths open for more passenger trains.
  • Tracks on DFC are designed to carry heavier loads than most of the Indian Railways.
  • DFC will get track access charge from the parent Indian Railways, and also generate its own freight business.

What trains will use the new section?

  • Freight trains plying on this section from now on will help decongest the existing Kanpur-Delhi main line of Indian Railways, which currently handles trains at 150% of its line capacity.
  • The new section means on the Indian Railway mainline, more passenger trains can be pumped in and those trains can, in turn, achieve better punctuality.
  • Foodgrain and fertilizers from the northern region are transported to the eastern and Northeast regions.
  • From East and Northeast, coal, iron ore, jute, and petroleum products are transported North and West.

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Railway Reforms

[pib] Kosi Rail Mahasetu

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Kosi River

Mains level : Not Much

PM has dedicated to the nation the historic Kosi Rail Mahasetu (mega-bridge).

Kosi Rail Mahasetu

  • The Kosi Mega Bridge line project was sanctioned during 2003-04.
  • The bridge is 1.9 km long. It is of strategic importance along the India-Nepal border.
  • In 1887, a meter gauge link was built in between Nirmali and Bhaptiahi (Saraigarh).
  • During the heavy flood and severe Indo Nepal earthquake in 1934, the rail link was washed away and thereafter due to meandering nature of river Kosi no attempt was made to restore this Rail link for long period.
  • The dedication of the mega-bridge is a watershed moment in the history of Bihar and the entire region connecting to the North East.

About Kosi River

  • The Kosi is a trans-boundary river which flows through Tibet, Nepal and India.
  • The river crosses into northern Bihar, India where it branches into distributaries before joining the Ganges near Kursela in Katihar district.
  • Its unstable nature has been attributed course changes and the heavy silt it carries during the monsoon season, and flooding in India has extreme effects.
  • It is also known as the “Sorrow of Bihar” as the annual floods affect about 21,000 km2 of fertile agricultural lands thereby disturbing the rural economy.

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Railway Reforms

Reforms driven agenda for the modernisation of railways

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Not much

Mains level : Paper 3- Adoption of PPP model by the Indian Railways and related issues

Adoption of the PPP model by the Indian Railways will help it get rid of the many issues it suffers from. This article analyses the two initiative by the railways in this regard and spells out their advantages and challenges.

Significance of railways

  • Its route spans about 68000 km.
  • It employs over 1.2 mn people and generates approximately Rs 2 lakh cr annually.
  • So, a major contributor to jobs, GDP, and mobility.
  • Efficient and optimal use of the railways could further add up to 1% to GDP.

Adopting PPP model

  • The time has come to modernise the Indian Railways, make it world-class, and a key driver of the country’s growth.
  • To do so, India must involve the best resources via PPP to bring in the latest technology, leading practices, and efficiencies.
  • PPP has been actively deployed as a mechanism in Europe and Japan.

Two initiatives of Indian Railways involving PPP model

1. Operation of trains on selected route

  • Indian Railways’ proposal features a list of 109 pairs of routes through 151 trains to private operators.
  • Proposed routes include Delhi–Mumbai, Delhi–Chennai, Mumbai–Chennai, and others.
  • PPP operators are expected to finance, procure, operate, and maintain the allocated trains.
  •  The concession period will be for 35 years.

Advantages

  • The initiative will bring in cutting-edge, technologically advanced rolling stock, shorter journey times, enhanced job growth, better safety, and best-in-class service standards.
  • It will bridge the demand-and-supply deficit for passengers.
  • The PPP investment is expected to be in the range of Rs 30,000 cr—in a Make in India–led growth strategy.
  • Encouraging domestic manufacturing of rolling stock, these projects will also create direct and indirect employment.

2. Redevelopment of railway stations

  • Initially, 50 stations will be bid out and funded through land monetisation as well as user charges.
  • The modernisation and redevelopment of stations will be conducted primarily through Indian Railway Stations Development Corporation Limited, Rail Land Development Authority and other central government entities.
  • The PPP basis is under the Design, Build, Finance, Operate and Transfer model.
  • It entails utilising the potential of real estate for excess land and air space in and around the stations for development through PPP.
  • The 50 big stations have been planned to be bid out through the PPP route aimed at bringing in investments exceeding Rs 50,000–60,000 crores.

Challenges involved in the adoption of PPP model

  • One of the primary challenges will be independence of adjudication in disputes.
  • Other issues will be the pricing strategy to remain competitive yet stay profitable, given the competition through air, road, and to some extent, water transport.
  • An independent regulator could go a long way towards allaying concerns of equitable treatment of PPP operators and ought to be considered strongly.

Consider the question “Examine the opportunities and challenges in the adoption PPP model by the Indian Railways.”

Conclusion

The introduction of PPP in Railways is a welcome step and can lead to the kind of reforms that can help transform India and make it a global leader.


Source

https://www.financialexpress.com/infrastructure/railways/reforms-driven-agenda-why-its-time-to-modernise-the-indian-railways-make-it-world-class/2044774/

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Railway Reforms

Privatisation of Indian Railways

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Not much

Mains level : Paper 3- Issues with allowing operation of passenger trains by private players

Indian Railways has launched the process of opening up train operations to private entities on 109 origin-destination (OD) pairs of routes using 151 modern trains.

Objectives of privatisation

  • To introduce modern technology rolling stock with reduced maintenance.
  • Reduced transit time.
  • Boost job creation.
  • Provide enhanced safety.
  • Provide world-class travel experience to passengers.
  • Reduce demand-supply deficit in the passenger transportation sector.

Issues with the move

1) Responsibility issue

  •  Railway crew will work the trains (151 trains in 109 routes) which will be maintained by the private investor.
  • All the other infrastructure, track and associated structures, stations, signalling, security and their daily maintenance owned by the Railways will be fully utilised in running trains.
  • Thus, the responsibility of the private investor ends with investment in the procurement and maintenance of coaches.
  • Train operation, safety and dealing with every day problems rests with the Railways.
  • In case of an unfortunate event, fixing responsibility will be an issue.

2) Day-to-day problems

  • Provision of an independent regulator to resolve disagreement, discords and disputes.
  • But this regulator will not be able to solve day-to-day problems of dichotomy unless the basic issue is resolved.

3) Speed issue

  • Nearly all trunk routes in the existing network are speed limited to 110 kmph very few permit speeds of upto 120-130 kmph.
  • To raise it to 160 kmph, as proposed, there has to be track strengthening, elimination of curves and level crossing gates and strengthening of bridges.
  • There is no appreciable reduction in transit time for most proposed trains, when compared with the timings of the fastest train now operating on that route.

4) Passenger fare issue

  • In the proposal, the Railways or government have no role in fixing passenger fares.
  • Fares will be beyond the common man’s reach.
  • Fare concessions extended to several categories of people will not be made available by the private investor.
  • The very objective of commissioning the Railways as a public welfare transport organisation is defeated.

5) Reservation in Jobs

  • The private investor is not bound to follow reservation regulations in employment.
  • This, in turn, will deprive employment opportunities for those who are on the margins of society.

6) Limited Coverage:

  • An advantage of Indian Railways being government-owned is that it provides nation-wide connectivity irrespective of profit.
  • Privatisation of railways would mean the railways will become a profit-making enterprise, this would lead to the elimination of railways routes that are less popular.
  • Thus, the privatisation of railways can have a negative impact on connectivity and further increase the rural-urban divide.

7) Impact on the Economy:

  • Indian Railways is the backbone of India, it provides low fare transportation to agricultural and industrial trade.
  • Therefore, privatisation of Indian railways shall definitely affect the Indian economy at large.
  • Way forward
  • There should be no need for the government to take a dual role of a facilitator as well as a participant.
  • In the case of the metro railway services, Hyderabad, for example, an ideal PPP project, the concessionaire is solely responsible for daily maintenance, operation, passenger amenities and staff issues.
  • The State government steps in when it comes to land, power, permissions, law and order, etc. Fare determination is in consultation with the government.
  • Instead of a private entrepreneur, Indian Railway Catering and Tourism Corporation, a government undertaking which has gained experience in running the Tejas Express trains, could have been given the role.

Consider the question “Indian Railways often hailed as the lifeline of the country continues suffering from several issues. In light of this, evaluate the pros and cons of the privatisation of railways.”

Conclusion

This project of privatisation of trains should not result in the common man being deprived of travel facilities. The Indian Railways is a strategic resource for the nation hence it should not be judged solely on its profit-generating capability or market-based return on investment.

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Railway Reforms

Private trains on Indian Railways network and its implications

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Not much

Mains level : Paper 3- Privatisation of railways

The article analyses the implications and issues with the Indian Railways recent move to allow the private investors to operate the passenger trains on selected routes.

Let’s understand the structure of IR’s passenger business

  • It operated a daily average of 13,523 passenger trains in 2018-19.
  • It includes 3,695 inter-city mail and express services.
  • 3,947 ordinary short-distance-stopping “regional” trains.
  • 5,881 electrical multiple units operated on suburban sections for intra-city passengers.
  • The regional/sectional trains, with multiple stops, cater to short-distance journeys (an average of 111 km in 2018-19) and contribute maximum loss in passenger business.
  • The inter-city mail and express services constitute IR’s core passenger business.
  • It needs to be duly nurtured and developed.
  • Within this category, only the upper-class portion will be of interest to private operators, due to flexibility in fixing fares.

Now, let’s analyse the implications of privatisation decision

The stated objectives are-

  • 1) Reducing the supply-demand deficit.
  • 2) Encouraging modal shift from air to rail.
  • 3) Significantly reducing transit time.

Let’s analyse the issues with the objectives

1) Reducing the supply-demand deficit

  • Passenger ridership on railways has almost been stagnant at 8,354 million in 2018-19.
  • The Railways’s endemic capacity constraint has kept its share in the nation’s transport market steadily decreasing.
  • Despite the demand for more trains, its seven high-density corridors stretched over 10,500 km remain clogged.
  • Its stations and maintenance wherewithal are over-stretched.
  • Speeds remain low and services far less than satisfactory.
  • Rail travel demand far outstrips supply and remains set to further grow substantially.
  • The steadily growing services sector continues to trigger high mobility and demand for passenger travel, generally in the upper classes.

2) Modal shift from air to rail

  • Transfer of traffic to rail will depend on-
  • 1) reduced journey time
  • 2) the frequency of rail services
  • 3) offering accommodation on demand.
  •  Rail travel needs to appropriately match air and road services in terms of pre-board and onboard convenience, reliability, and speed.
  • As it faces competition from budget airlines, high-capacity buses, and personal cars, IR needs to craft a concerted strategy to expand, accelerate and modernise its inter-city passenger services.

3) Reducing transit time

  •  Freight, as well as passenger trains across the network, have remained stuck in slow tracks over decades.
  • The “pilot project” of IRCTC-operated upscale “Tejas” train-sets clock virtually the same travel time as the older Shatabdis on these routes.
  • On completion of the two ongoing DFCs by December 2021, and the contemplated up-gradation of existing Delhi-Mumbai and Delhi-Kolkata rail routes will see trains running at 160 km/h.
  • Most other paths with mixed freight and passenger trains jostling for space and constrained by speed limits.
  • This will lead to the new train-sets to be substantially under-utilised in terms of their potential, and at far below expectations of customers for faster and frequent services.

Issues

1) Absence of regulator

  • An autonomous regulator, vital for the equitable and effective functioning of the private operators.
  • It is not without a challenge that the private train operators will strive to provide value for money to passengers and ensure their profitability in an environment of a price war.
  • So, the absence of an autonomous regulator is essential.
  • Experience of the licensed container train operators with the Railways alone driving policy and settling disputes has not been encouraging.

2) Concessions issue

  • A 35-year concession in an age of rapidly evolving technologies impacting design contours of train-sets as much as customer expectations raise plausible questions.
  • Taking a plunge in 100 paths without first testing the waters on few selected sections is could also give rise to issues.

Suggestions

  •  Some structural shifts in IR’s business management are now a clear imperative:
  • 1) Segregating its passenger and freight businesses for focussed attention.
  • 2) Restructuring the tariffs rationally and urgently.
  • 3) Developing terminal infrastructure.
  • 4) Leapfrogging the conversion of the existing dual-use high demand trunk routes into semi high-speed corridors.

Consider the question “What are the objectives of the recent move of the India Railways to invite the private investors to operate some passenger trains on selected routes? What are the issues railway’s passenger service faces? Suggest the measures to deal with the issues.

Conclusion

The result of the move would suggest the future path for the operation for railways. But it must ensure the level playing field to the private players to test the efficacy of the move.


Source:

https://www.financialexpress.com/infrastructure/railways/private-trains-on-indian-railways-network-why-one-cant-ignore-several-red-flags/2025432/

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Railway Reforms

Railways to become Net Zero Carbon Emission Mass Transport by 2030

Note4Students

From UPSC perspective, the following things are important :

Prelims level : REMCL

Mains level : Paper3- Railways to become Zero Carbon emission mass transport

A new dawn ushers on Indian Railways as it endeavors to be self-reliant for its energy needs as directed by the Prime Minister and solarise railway stations by utilizing its vacant lands for Renewable Energy (RE) projects.

Moving towards ‘Net Zero’ Carbon Emission Railways

  • The Ministry of Railways has decided to install solar power plants on its vacant unused lands on mega-scale.
  • The use of solar power will accelerate the mission to achieve a conversion of Indian Railways to ‘Net Zero’ Carbon Emission Railway.
  • Railway Energy Management Company Ltd. (REMCL) is working to further proliferate the use of solar energy on mega scale.
  • It has already floated tenders for 2 GW of solar projects for Indian Railways to be installed on unutilised railway lands.

Projects along operational railway lines

  • Indian Railways is also adopting an innovative concept of installation of solar projects along operational railway lines.
  • This will help in preventing encroachment, enhancing the speed and safety of trains and reduction of infrastructure costs due to direct injection of solar power into the traction network.
  • With these mega initiatives, Indian Railways is leading India’s fight against climate challenge.
  • These are significant steps towards meeting its ambitious goal of being a net zero carbon emissions organisation and meeting India’s Intended Nationally Determined Contributions (INDC) targets.

 

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Railway Reforms

Why have Indian Railways opened doors for private players?

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Opening railways for private players

Mains level : Paper 3- India railways: Challenges and opportunities

Indian Railways has launched the process of opening up train operations to private entities on 109 origin-destination (OD) pairs of routes using 151 modern trains.

Practice question for mains:
Q. Indian Railways has been the lifeline of India’s growth story since Independence. Discuss various opportunities and challenges ahead of its privatization.

Why such a move?

  • From a passenger perspective, there is a need for more train services, particularly between big cities.
  • The Railway Board says five crore intending passengers could not be accommodated during 2019-20 for want of capacity, and there was 13.3% travel demand in excess of supply during summer and festival seasons.

Moving the paralyzed system

  • The Railway Board has moved ahead with a long-pending plan, setting a tentative schedule for private train operations, expected to begin in 2023 and in 12 clusters.
  • At present, scheduled passenger train services remain paralyzed during the COVID-19 pandemic, and various railways have been running only specials such as those for workers.

What is the background of the decision?

  • The present bid is only for a fraction of the total train operations — 5% of the 2,800 Mail and Express services operated by Indian Railways.
  • The overall objective, however, is to introduce a new train travel experience for passengers who are used to travelling by aircraft and air-conditioned buses.
  • Without an expansion, and with the growth of road travel, the share of the Railways would steadily decline in the coming years.

Bibek Debroy Committee Recommendations

  • Several committees have gone into the expansion and the modernization of Indian Railways.
  • In 2015, the expert panel chaired by Bibek Debroy constituted by the Ministry of Railways a year earlier, recommended that the way forward for the railways was “liberalisation and not privatization”.
  • It asked for entry of new operators “to encourage growth and improve services.”
  • It also made it clear that a regulatory mechanism was a prerequisite to promote healthy competition and protect the interests of all stakeholders.

Why is the move significant for Indian Railways?

  • For the Railways, one of the largest organisations in the country, operating not just trains for passengers and freight, but also social institutions such as hospitals and schools represents a radical change.
  • It was estimated that a one rupee push in the railway sector would have a forward linkage effect of increasing output in other sectors by ₹2.50.
  • Train services operated by Indian Railways cover several classes of passengers, meeting the social service obligation to connect remote locations, and adopting the philosophy of cross-subsidy.
  • In more recent years, it has focused on revenue generation through dynamic demand-based pricing.

Private players will be game-changers

  • Private operators are not expected to shoulder the burden of universal service norms, and will focus on revenue.
  • Even the first IRCTC-run trains have a higher cost of travel between Lucknow and Delhi than a Shatabdi train on the same route that almost matches it for speed.
  • So private operators would have to raise the level of their offering even higher, to justify higher fares, and attract a segment of the population that is ready to pay for this difference.
  • The government would have to explain that it has monetized its expensive fixed assets such as track, signalling and stations adequately for the taxpayer, who has paid for them.

Challenges ahead

  • Several critical issues remain unaddressed. For one, there will be questions over the financial viability of some routes.
  • Railways also tend to cross-subsidise passenger fares through freight revenue.
  • This translates to below-cost pricing, which will make it difficult for private players to compete.
  • On the other hand, higher fares needed to cover costs might bring them in direct competition with airlines, pricing them out of the market.

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Railway Reforms

What did it take for the Indian Railways to achieve 100% punctuality?

The Indian Railways has announced that it achieved 100 per cent punctuality of its passenger trains on July 1, a never-before feat.

Try this question:

Q.Discuss various issues crippling the punctuality of the Indian Railways.

A big achievement for Railways

  • Usually, the Indian Railways run over 13,000 passenger trains and over 8,000 freight trains every day.
  • It is important to remember the context – very few trains are running now, and the punctuality of the Railways can hardly be compared with its own performance on this count in pre-COVID times.
  • The 100 per cent punctuality has been achieved when the network is running just 230 passenger trains – along with about 3,000 loaded freight trains and 2,200 empty ones.
  • This is no mean achievement – it is indeed not an easy task given all the constraints that the Railways usually face while running a train on its designated path and time slot.

Why do trains get delayed in India?

  • There are a number of reasons, which is also why the achievement of the Railways is significant.
  • There are unforeseen situations such as a failure of assets like the signalling system and overhead power equipment.
  • Several types of breakdowns can occur, related to rolling stock, tracks, etc., that make a train lose time along the way.
  • Then there are external unforeseen problems like run-over cattle and humans, agitations on the tracks, and the like.

And what have the Railways been doing right?

  • The maintenance of tracks was carried out in a quick time during the COVID period in various critical sections, so the average speed increased, and stretches of slowing down were minimized.
  • Better and modern signalling is also making an impact.
  • Another reason is better planning and operations analysis.

How do the delays impact the overall system?

  • In normal times, these failures take away a lot of scheduled time when the train is detained even for a short time because making up the lost time during the remainder of the journey is a tricky business.
  • It’s not as though a train can just run faster to make up for a lost time. In a network chock-a-block with trains, a train hardly ever has such leeway built into its pre-set path.
  • Any train that gets delayed inordinately due to whatever reason during the journey theoretically eats into the “path” – or time slot allotted on the track – of another train.
  • It then becomes a matter of which train to prioritise. Conventionally, Rajdhanis and premium trains get priority of path over ordinary mail/express trains.
  • Freight trains, whose runs are not exactly time-sensitive, are usually held up to make way for passenger trains.

But why do the Railways have to juggle operations in this way?

  • It’s a constantly dynamic scenario in which railway operations professionals take calls all the time.
  • At the heart of the problem are network capacity constraints. It basically means that there are more trains than the network can handle in a given time bracket.
  • Around 60 per cent of all train traffic is on the Golden Quadrilateral, even though it represents just about 15 per cent of the total network.
  • There are projects to enhance capacity by building additional lines and modernizing signalling systems, etc.

Minimizing the delays

  • The Railways are working on what is called a “zero-based timetable”.
  • In this concept, which is to be introduced soon, every train that enters the network is justified based on needs and costs.
  • It is expected to make train operations more seamless.

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Railway Reforms

The Deccan Queen Express

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Deccan Queen

Mains level : NA

The historic Deccan Queen train between Mumbai and Pune completed 90 years on June 1.

Take the opportunity to revise some of reformative measure in the Indian Railways taken through these years.  Click here to read more .

The Deccan Queen

  • The Deccan Queen was introduced between Mumbai and Pune on June 1, 1930 by the Great Indian Peninsula Railway (GIPR), the forerunner of the Central Railway.
  • This was the first deluxe train introduced to serve the two important cities of the region, and was named after Pune – also known as the “Queen of Deccan”.
  • It is among the rare Indian trains that have never been hauled using steam traction and were always electric-powered; on rare instances running on diesel.
  • The GIPR in the 1940s would run Race Special trains for Mumbai’s horse racing enthusiasts who would come to Pune on weekends and race days.
  • This train holds many a record, including that of being India’s first superfast train, first long-distance electric-hauled train, first vestibuled train, the first train to have a ‘women-only’ car, and the first train to feature a dining car.

Back2Basics: Railways in India

  • Indian Railways started its service 164 years ago on 16 April 1853.
  • The first railway proposals for India were made in Madras in 1832.
  • The first train was run over a stretch of 33 kilometres from Mumbai to Thane and was hauled by three steam locomotives named Sahib, Sindh and Sultan.
  • Indian Railway now has the 4th largest rail network in the world after the United States of America, China and Russia.

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Railway Reforms

[pib] Flexi Fare System

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Flexi Fare System

Mains level : Not Much

During the eight months period from 1st July 2019 to 29th February 2020, approximately 28.93 Lakh berths remained vacant in Rajdhani, Shatabdi and Duronto type trains having Flexi fare.

What is Flexi Fare System?

  • The flexi-fare scheme was introduced by the IRCTC in 2016 for the 142 “premium trains” such as Shatabdi, Rajdhani, and Duronto (now Vande Bharat Exp. as well).
  • Under this dynamic pricing system, the base fare increases by 10% with every 10% of berths sold, with a limit set at 1.5 times the original price.
  • The scheme was applicable to all classes, except AC first class and executive class. The pricing system is still in force.

Reasons for flexi fares:

  1. Indian Railways run about 12900 passenger trains per day and the railways is losing around more than 40% of what they spend on passenger trains.
  2. The trains like Rajdhani are the ones in which the elite class prefers to travel. So, some revenue can be garnered from them.
  3. The cost of service is almost double of what is being charged from the passengers.
  4. Freight business is already very expensive in India as compared to other countries in the world. Therefore, a further increase in this area is not feasible.

Issues with the system

  • After the introduction of Flexi-fares, the railways lost 700,000 passengers in just 11 months while the additional revenue earned as a result of the scheme was ₹ 552 crore.
  • While drawing upon the fundamentals of dynamic pricing, what Indian Railways failed to introduce was a simple principle that Flexi-fares work ways, hikes, and declines.
  • The railways model just focused on increasing fares with no provision for a decrease in price when demand is low.
  • While half of the decision-makers in the Railway Board support it, half of them oppose it stating that what the railways require is an increase in ticket prices across the board.

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Railway Reforms

Corporate Model of Indian Railways

Note4Students

From UPSC perspective, the following things are important :

Prelims level : IRCTC, Train18 etc.

Mains level : Corporate Model of Indian Railways

 

The Kashi Mahakal Express is the country’s third ‘corporate’ train after the two Tejas Express trains between Delhi-Lucknow and Mumbai-Ahmedabad started over the past few months.

A new model

  • This is a new model being actively pushed by Indian Railways- to ‘outsource’ the running of regular passengers’ trains to its PSU, the Indian Railway Catering and Tourism Corporation (IRCTC).
  • This has been dubbed an ‘experiment’ as a natural extension of this model is to lease out 100 routes to private players to run 150 trains, something that is in the works.

How does the model work?

  • In this model, the corporation takes all the decisions of running the service– fare, food, onboard facilities, housekeeping, complaints etc.
  • Indian Railways is free from these encumbrances and gets to earn from IRCTC a pre-decided amount, being the owner of the network. This amount has three components- haulage, lease and custody.
  • The haulage charge IRCTC is paying for the Tejas trains is in the range of Rs 800 per kilometer.
  • This includes use of the fixed infrastructure like tracks, signalling, driver, station staff, traction and pretty much everything needed to physically move the rake.

Finances

  • On top of that IRCTC has to pay the lease charges on the rake as Indian Railways coaches are leased to its financing arm, the Indian Railway Finance Corporation (IRFC).
  • Added to that there is a per-day custody charge, of keeping the rake safe and sound while it is in the custody of the PSU.
  • Roughly each of these components works out to be around Rs 2 lakh per day for the New Delhi-Lucknow Tejas rake.
  • In other words, IRCTC has to pay Indian Railways a sum total of these three charges, roughly Rs 14 lakh for the Lucknow Tejas runs in a day (up and down) and then factor in a profit over and above this.
  • This money is payable even if the occupancy is below expectation and the train is not doing good business.

What powers does IRCTC have?

  • Being a corporate entity with a Board of Directors and investors, IRCTC insists that the coaches it gets from Railways are new and not in a run-down condition, as is seen in many trains.
  • The quality of the coaches has a direct bearing on its business.
  • In this model, IRCTC has full flexibility to decide the service parameters and even alter them without having to go to Railway ministry or its policies.
  • To that end, the business of running trains can be run with the independence needed to run a business with profit motive.
  • This, policymakers believe creates the environment for enhanced service quality and user experience for the passengers.
  • IRCTC gets the freedom to decide even the number of stoppages it wants to afford on a route, depending on the needs of its business model.

What is Indian Railways’ benefit from this model?

  • The bright side for Indian Railways is that it doesn’t have to suffer the losses associated with running these trains thanks to under-recovery of cost due to low fares and its own hefty overheads.
  • The lease on its coaches is also taken care of.

Is this the same model for private train operators?

  • The model in which private train operators are sought to be engaged is different wherein along with haulage of Rs 668 per kilometer the operator needs to agree to revenue sharing with Railways.
  • The company willing to share the highest percentage of revenue will win the contract.
  • Private players may not need to pay lease and custody charges as it is expected that they will bring in their own rolling stock.
  • All this is because over the next five years, after the two dedicated freight corridors are operationalised and a lion’s share of freight trains move to the corridors, a lot of capacity will free up in the conventional railway lines for more passenger trains to run to cater to the demand.
  • The government wants private players and maybe also its own PSU, along with Indian Railways, to share the load of pumping in more trains into the system.

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Railway Reforms

Restructuring of the Railways Board

Note4Students

From UPSC perspective, the following things are important :

Prelims level : Railways Board

Mains level : Read the attached story

The Cabinet recently approved trimming of the Railway Board, the powerful body that governs the Indian Railways. From nine, the Board will now have only five Members.

The move has led to protests from serving civil servants, prompting the Railway Board to reach out to them to allay their concerns.

What is the proposed restructure?

  • The Cabinet has decided to merge all central service cadres of Railways officers into a single Indian Railways Management Service (IRMS).
  • Now, any eligible officer could occupy any post, including Board Member posts, irrespective of training and specialization since they will all belong to IRMS.
  • The five members of the Board, other than a Chairman-cum-CEO, will now be the Members Infrastructure, Finance, Rolling Stock, Track, and Operations and Business Development.
  • The Board will also have independent Members, who will be industry experts with at least 30 years of experience, but in non-executive roles, only attending Board meetings.
  • A separate exam under the Union Public Service Commission is proposed to be instituted in 2021 to induct IRMS officers.

What is the present system like?

  • The Indian Railways is governed by a pool of officers, among whom engineers are recruited after the Indian Engineering Service Examination, and civil servants through the Civil Services Examination.
  • The civil servants are in the Indian Railway Traffic Service (IRTS), Indian Railway Accounts Service (IRAS) and Indian Railway Personnel Service (IRPS).
  • The engineers are in five technical service cadres — Indian Railway Service of Engineers (IRSE), Indian Railway Service of Mechanical Engineers (IRSME), Indian Railway Service of Electrical Engineers (IRSEE), Indian Railway Service of Signal Engineers (IRSSE) and the Indian Railway Stores Service (IRSS).
  • Until the 1950s, the Railways system was run by officers from just three main streams: Traffic, Civil Engineering, and Mechanical. The other streams emerged as separate services over time.

Why was the reform needed?

  • The railways departments were working “in silos” and hence the government wanted to end this inter-departmental rivalries, which was been hindering growth for decades.
  • Several committees including the Bibek Debroy committee in 2015 have noted that “departmentalism” is a major problem in the system.
  • Most committees have said merger of the services in some form would be a solution.
  • The Debroy report recommended merging of all services to create two distinct services: Technical and Logistics. But it did not say how to merge the existing officers.

Why are officers opposed to the move?

  • The questions started with a proposal to merge all 8,400 officers in the eight services — five technical and three non-technical — to prepare a common seniority list.
  • Those protesting the government’s decision say that the merger is unscientific and against established norms, because it proposes to merge two fundamentally dissimilar entities, with multiple disparities.
  • First, the civil servants come from all walks of life after clearing the Civil Services Examination.
  • The engineers usually sit for the Engineering Services Examination right after getting an engineering degree.
  • Various studies have noted that engineers join the Railways around the age of 22-23, while the civil servants join when they are around 26, barring exceptions.
  • The age difference starts to pinch at the later stages of their careers, when higher-grade posts are fewer. There are more engineers than civil servants.
  • Protesters are also saying that the merger is against the service conditions which civil servants sign up for while choosing an alternative if they cannot make it to IAS.

What will change with the restructure?

  • In inter-departmental seniority — a complex process to fix, which has led to court cases in the past — problems arise when different services compete for posts that are open to all.
  • those of Divisional Railway Managers (DRMs), GMs, and subsequently, the Chairman Railway Board. And here lies the major criticism of the move.
  • The civil servants are saying that if all present cadres are merged and even higher departmental posts become open to all, engineers, being in larger numbers and of a certain age profile, may end up occupying most posts.
  • Another aspect is the suitability of jobs. The move, many say, emerges from the “simplistic” belief that while non-technical specialists cannot do technical jobs, technocrats can do both.
  • The counter-argument is that civil servants in government, by virtue of the screening process and subsequent training, possess acumen and skills that go beyond academic specialization.

How did the Railways get here?

  • Departmental posts are ring-fenced; promotions happen within each department from officers of that service.
  • The problem starts when, within a department, there are too many officers eligible for a few posts.
  • A department needs a constant supply of posts in higher grades to keep promoting its seniors so that the juniors can keep getting timely promotions.
  • In the Railways, this has happened either organically when the government restructured the cadres and created new posts at intervals of several years, or through the execution of projects.
  • Across the Railways, the internal attempt by each department has always been to get a bigger share of resources to spend on projects, although the limited funds are meant for all.
  • The departments grew, promotional prospects expanded, even if Railways did not. The “temporary” posts were almost never surrendered, and were “regularised” over time.
  • This was most prevalent in the technical departments and, to an extent, in the Accounts department as well, officials say.

What’s next?

  • The current demand is for two distinct services instead of one — a civil services, and one that encompasses all engineering specialisations.
  • The logic is that functionally, departments will continue to exist through various technical and non-technical specialisations, so merging them will not end departmentalism per se.
  • The government has on record assured all existing officers that no one’s seniority will be hampered and promotion prospects will be protected.

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