IT was already 10 pm. The Taj Express should have been crawling into Delhi’s Hazrat Nizamuddin station. Porters should have been hustling into coaches, their entry blocked by passengers eager to alight after a long journey. Amid the flurry, the woman at the public announcement system should have announced the train’s arrival, on time.
But this was not to be. The Taj Express was stranded near Faridabad. The frustrated passengers had started to play the blame game. While one accused the driver of steering the train too slowly until the signal turned red, another wondered if it was giving way to a passing train. “The train had reached Mathura on time. Indian Railways is so inefficient that it can even delay a train running on time,” said one. Just then Bhopal Shatabdi, the country’s fastest train, whizzed past. The Taj Express had sacrificed its on-time performance for the prestigious train. It reached Hazrat Nizamuddin station 45 minutes behind schedule.
Passengers are accustomed to such delays. Poorly maintained coaches, unhygienic toilets and bad food add to the frustration. And yet, one cannot but marvel at the world’s largest people mover. The railways carried 7.2 billion people—more than five times the country’s population—to their destinations in 2010-2011. Despite the delays, it has managed to maintain an on-time performance of over 80 per cent.
Track record
The railways has always given much more than it has received. Official statistics hammer this point home. Independent India inherited close to 50,000 km of tracks from the British. In 64 long years, the country could add only 15,000 km. What the country did increase was the number of passenger trains. In the past 10 years, close to 1,000 trains were brought on the tracks.
“More trains, increase in their frequency and addition of more coaches per train have left the railways in a peculiar situation,” says the report of a high level safety review committee chaired by Anil Kakodkar, former chief of the Atomic Energy Commission Board. “Such massive additions every year … without a serious thought … have severe implications on safety preparedness of railways,” the report submitted to the railway ministry in February 2012 says.
Similar doubts were raised by Vision 2020 for the railways presented to Parliament in 2009. The trunk route, or Route A, connects the country’s four main metros—Delhi, Mumbai, Kolkata and Chennai. The route comprises 16 per cent of the total track length but it bears 50 per cent of the railway’s traffic, it says. A senior railway official concurs. The route between Kolkata and Delhi bears about 150 per cent of its capacity, he says. The other trunk routes are also oversaturated and bear 120-130 per cent of their capacities.
Difference in speeds of trains is another big problem. The railways has planned dedicated corridors for freight and high-speed passenger traffic. But they will continue to use the same tracks for about five years, creating logjams. “We have a network where goods trains run at a speed of 25-40 km per hour,” says a railway official. On the same network, the Bhopal Shatabdi Express speeds up to 150 km per hour. Slow passenger trains run at 40 km per hour on the same track as the Rajdhani Express, which speeds up to 130 km per hour. “Considering the heavy congestion and very high speed differential among trains, it is extraordinary that the railways operates efficiently,” says an official.
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The signs are good. After years of apathy, the Centre looks upbeat about transforming Indian Railways, the world’s biggest people mover and fifth largest freight transporter, into an efficient, well-oiled machinery. If all goes well, the turnaround will happen in the next five years.
In its first step towards modernisation, railways aims to concentrate on two key areas—dedicated freight corridors (DFCs) and high-speed rails. Dedicated corridors will be constructed parallel to the existing tracks which will take most of the freight load. Freight trains, on these corridors, will run at 100-120 km per hour (kmph), two to three times the current speed. Special ‘roll-on and roll-off’ carriages will be made for intermodal change of freight. These will carry high-value freight like new automobiles. Two to three such trains are likely to be introduced once DFC becomes operational. Their axle weight will be increased from 23.9 tonnes to 25 tonnes, improving the train’s freight carrying capacity.
Work on 2,762 km of eastern and western dedicated corridors has begun. The eastern corridor, about 1,800 km, will connect Ludhiana in Punjab with Dankuni in West Bengal. By 2017, railways plans to construct three sections of the eastern corridor—from Ludhiana to Mughalsarai, Mughalsarai to Khurja and Khurja to Kanpur. The last section will be built first and financed by the World Bank with a loan of US $975 million. The western corridor will connect Badarpur in Delhi with Jawaharlal Nehru Port Trust in Mumbai. The two corridors will be linked at Khurja in Uttar Pradesh. Rail India Technical Economic Services Ltd (RITES) estimated in 2005-06 that the eastern corridor, along with the existing tracks, will carry 145 million tonnes of freight by 2021. About 65 per cent of this would be transportation of coal from the mines in the east to thermal power plants in the north. Once the corridor is set up, freight traffic in the stretch will increase by 92 million tonnes, say RITES’ projections.
The western corridor has been planned in line with the projected growth in the container segment. This corridor will target containers from the Jawaharlal Nehru Port Trust and Mumbai Port in Maharashtra, and ports of Pipavav, Mundra and Kandla in Gujarat bound for Inland Container Depots in northern India. Seven new ports and 147 special economic zones have been planned in the tracks’ vicinity.
Analysing the DFC, World Bank’s project appraisal document says the corridors will be able to take 85 per cent of the current freight traffic. This will allow better performance of passenger trains. On certain stretches, freight trains will have the liberty to speed up from 55 kmph to 70 kmph, saving about one hour on every 300-km journey. Freight services will also become economical because the network will no longer have to suffer “stop-go” situations where goods trains have to make way for passenger trains. According to the document, railways will save on cash from reduced energy consumption by running trains at steady speeds and by-passing stations and sheds.
At present, railways spends 41.9 paise for every tonne of goods hauled over a kilometre. After the freight corridors become operational, the cost is expected to reduce to 31.4 paise, a saving of 25 per cent.
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Kakodkar’s bail-out plan
In the past five years, the number has fallen from 195 major accidents to 143. Two big reasons for the accidents are derailment and unmanned crossings. The number of deaths has risen from 208 to 381 in the same period. Injuries have risen from 610 to 844 due to severe accidents. When the Kalka-Howrah Mail derailed at Malwan station in Uttar Pradesh in July 2011, 71 people died and 87 were grievously injured. The Kakodkar Committee was formed in the aftermath of this tragedy. Casualties could have been averted if the train had modern coaches like those in Rajdhanis and Shatabdis. These coaches called LHB, or Linke Hofmann Bush, were designed in Germany by Alstom, which specialises in high-speed rail systems. But Kalka-Howrah Mail was running with a rake of coaches designed at the Integral Coach Factory (ICF) in Chennai. They were designed way back in the 1970s when the top speed of trains was about 80 kmph. Now, top speed of most passenger trains has increased to 100-110 kmph. Adding more coaches to a train is a major reason for derailment. The coaches were meant to be attached in shorter formations. But over the years, trains have become longer. At times, up to 24 coaches are hauled together. During derailment or collision, coaches climb on top of each or get disconnected from the rake and fall sideways. LHB coaches are safer because even in the event of a derailment or collision it will not break away from the rake. At present, there are about 43,000 such coaches in the country. The Bhubaneswar-New Delhi Rajdhani, which derailed on March 22, 2010, had LHB coaches. There was not a single casualty in the incident although the derailment was triggered by a bomb. Modelling studies show that even at a low speed of 40 kmph, ICF designed coaches suffer substantial damage, while LHB coaches can stand collisions at 80 kmph. At present, India produces only about 400 LHB every year at Railway Coach Factory, Kapurthala. Officials say the railways plans to double the capacity. The Kakodkar committee recommends that in the next five years, Rs 10,000 crore should be invested to replace all old coaches. India still has 14,869 unmanned level crossings, which contribute to 65 per cent deaths and 38 per cent injuries of the total casualties due to consequential train accidents of all types, says the Kakodkar committee report. As much as Rs 50,000 crore should be invested to replace all level crossings by underpasses and overbridges. This could save the railways about Rs 7,000 crore a year. While the committee wants modernisation of signalling, telecommunications, tracks and coaches, a key proposal is to set up a railway safety authority by amending the Rail Safety Improvement Act 1989 or by enacting new legislation. Most developed countries have separate laws to ensure safety of railways. Coincidentally, also called Rail Safety Improvement Acts, these help the Americans, the British and the Australians to run a safe railway system. India has a chief commissioner of railway safety. But the post is attached to the Ministry of Civil Aviation. The Kakodkar Committee recommends this office should be brought under the Railway Safety Authority. |