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Rail transport
in India
This article is about the technical workings and
operations of railways in India which is run by a state-owned
company. Further information: Indian
Railways Rail transport is the most commonly used mode of
long distance transportation in India. Rail operations
throughout the country are run by the state-owned company,
Indian Railways. The rail network traverses through the length
and breadth of the country, covering a total length of 63,140
km (39,200 miles). It is one of the largest and busiest rail
networks in the world, transporting over 5 billion passengers
and over 350 million tonnes of freight annually.[1] Its
operations covers twenty-seven states and three Union
territories and also links the neighbouring countries of
Nepal, Bangladesh and Pakistan. |
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Railways were first introduced to India in 1853,
and by 1947, the year of India's independence, it had grown to
forty-two rail systems. In 1951 the systems were nationalised
as one unit, to become one of the largest networks in the
world.
History
A plan for a rail
system in India was first put forward in 1832, but no further
steps were taken for more than a decade. In 1844, the
Governor-General of India Lord Hardinge allowed private
entrepreneurs to set up a rail system in India. Two new
railway companies were created and the East India Company was
asked to assist them. Interest from a lot of investors in the
UK led to the rapid creation of a rail system over the next
few years. The first train in India became operational on
1851-12-22, and was used for the hauling of construction
material in Roorkee. A few years later, on 1853-04-16, the
first passenger train between Bori Bunder, Bombay and Thana
covering a distance of 34 km (21 miles) was inaugurated,
formally heralding the birth of railways in
India.
The British
government encouraged the setting up of railway companies by
private investors under a scheme that would guarantee an
annual return of five percent during the initial years of
operation. Once completed, the company would then be
transferred to the government, but the original company would
retain operational control. This network had a route mileage
of about 14,500 km (9,000 miles) by 1880, mostly radiating
inward from the three major port cities of Bombay, Madras and
Calcutta. By 1895, India had started building its own
locomotives, and in 1896 sent engineers and locomotives to
help build the Uganda
Railways.
Extent of Great
Indian Peninsular Railway network in 1870. The GIPR was one of
the largest rail companies at that time.Soon various
independent kingdoms began to have their own rail systems and
the network spread to the regions that became the modern-day
states of Assam, Rajasthan and Andhra Pradesh. A Railway Board
was constituted in 1901, but the powers were still formally
held by the Viceroy, Lord Curzon. The Railway Board operated
under aegis of the Department of Commerce and Industry and had
three members: a government railway official serving as
chairman, a railway manager from England and an agent of one
of the company railways. For the first time in its history,
the Railways began to make a tidy profit. In 1907, almost all
the rail companies were taken over by the
government.
The following
year, the first electric locomotive made its appearance. With
the arrival of First World War, the railways were used to meet
the needs of the British outside India. By the end of the
First World War, the railways had suffered immensely, and were
in a poor state. The government took over the management of
the Railways and removed the link between the finances of the
Railways and other governmental revenues in
1920.
The Second World
War severely crippled the railways as trains were diverted to
the Middle East, and the railway workshops converted into
munitions workshops. At the time of independence in 1947, a
big chunk of the railways went to the then newly formed
Pakistan. A total of forty-two separate railway systems,
including thirty-two lines owned by the former Indian princely
states were amalgamated as a single unit which was christened
as the Indian Railways.
The existing rail
networks were abandoned in favour of zones in 1951 and a total
of six zones came into being in 1952. As the economy of India
improved, almost all railway production units were
indigenised. By 1985, steam locomotives were phased out in
favour of diesel and electric locomotives. The entire railway
reservation system was streamlined with Computerisation in
1995.
Track
Broad gauge is the
most predominant gauge used by the Indian railway.The total
length of track used by Indian Railways is about 108,706 km
(67,547 miles). Track sections are rated for speeds ranging
from 75 to 160 km/h (47 to 99 mph). Indian railways uses three
gauges, the Broad gauge (wider than the standard gauge 4 ft
8½ in (1,435 mm)); the metre gauge; and the Narrow gauge
(narrower than the standard
gauge).
Broad gauge
1,676 mm (5.5 ft) is the most widely used gauge in India
with 86,526 km (53,765 miles) of track. In some regions with
less traffic, the metre gauge 1,000 mm (3.28 ft) is
common, although the Unigauge project is in progress to
convert all track to broad gauge. Narrow Gauge is present on a
few routes, lying in hilly terrains, which are usually
difficult to convert to broad gauge. Narrow gauge covers a
total of 3,651 km (2,269 miles). The Nilgiri Mountain Railway
and the Darjeeling Himalayan Railway are two famous lines that
use narrow gauge. This gauge is also used by zoos in India,
whose tracks are sometimes maintained by the
railways.
Sleepers used in
most places are made of concrete, though teak sleepers are
still in use on older lines. Metal sleepers are also used in
some places where concrete sleepers cannot be used. Indian
Railways divides the country into four zones on the basis of
the range of track temperature. The greatest temperature
variations occur in Rajasthan, where the difference may exceed
70 °C (158 °F).
Locomotives
Indian Railways
use a specialised classification code for identifying its
locomotives. The code is usually three or four letters,
followed by a digit identifying the model (either assigned
chronologically or encoding the power rating of the
locomotive). This could be followed by other codes for minor
variations in the base
model.
The three (or
four) letters are, from left to right, the gauge of tracks on
which the locomotive operates, the type of power source or
fuel for the locomotive, and the kind of operation the
locomotive can be used for. The gauge is coded as 'W' for
broad gauge, 'Y' for metre gauge, 'Z' for the 762 mm narrow
gauge and 'N' for the 610 mm narrow gauge? The power source
code is 'D' for diesel, 'A' for AC traction, 'C' for DC
traction and 'CA' for dual traction (AC/DC). The operation
letter is 'G' for freight-only operation, 'P' for passenger
trains-only operation, 'M' for mixed operation (both passenger
and freight) and 'S' for shunting operation. A number
alongside it indicates the power rating of the engine. For
example '4' would indicate a power rating of above 4,000 hp
(2,980 kW) but below 5,000 hp (3,730 kW). An alphabet
following the number is used to give an exact rating. For
instance 'A' would be an additional 100 horsepower; 'B' 200 hp
and so on.
Thus,a WDM-3D is a
broad-gauge, diesel-powered, mixed mode (suitable for both
freight and passenger duties) and has a power rating of 3400
hp (2.5 MW).
The most common
diesel engine used is the WDM-2, which entered production in
1962. This 2,600 hp (1.9 MW) locomotive was designed by Alco
and manufactured by the Diesel Locomotive Works, Varanasi, and
is used as a standard workhorse. It is being replaced by more
modern engines, ranging in power up to 4000 hp (3
MW).
The Darjeeling
Himalayan Railway is a World Heritage Site, and one of the few
steam engines in operation in India.The first electric
locomotives were manufactured by Indian Railways in 1970.
There is a wide variety of electric locomotives used, ranging
between 2800 to 6350 hp (2.1 to 4.7 MW). They also accommodate
the different track voltages in use. Most electrified sections
in the country use 25,000 volt AC, but railway lines around
Mumbai use the older 1,500 V DC system. Thus, Mumbai and
surrounding areas are the only places where one can find AC/DC
dual locomotives of the WCAM and WCAG series. All other
electric locomotives are pure AC ones from the WAP, WAG and
WAM series. Some specialized electric multiple units on the
Western Railway also use dual-power systems. These dual rakes
and locomotives switch power systems on-the-fly between Virar
and Vaitarna using an unelectrified section of catenary called
a dead zone. There are also some very rare battery-powered
locomotives, primarily used for shunting and yard
work.
The only steam
engines still in service in India operate on two heritage
lines (Darjeeling and Ooty) and on the tourist train Palace on
Wheels. Plans are afoot to re-convert the Neral-Matheran to
steam.
Traction
About 16,000 km of
the total 63,028 km route length is electrified. Most places
use 25,000 V AC through overhead catenary delivery. A major
exception is the entire Mumbai section, which uses 1,500 V DC.
This is currently undergoing change to the 25,000 V system,
and is scheduled for completion by 2008. Another exception is
the Kolkata Metro, which uses 750 V DC delivered through a
third rail.
Traction voltages
need to be changed at two places in the vicinity of Mumbai.
Central Railway trains approaching through Igatpuri switch
from AC to DC using a neutral section that may be switched to
either voltage while the locomotives are decoupled and
swapped. Western Railway trains switch power on the fly, in a
section between Virar (DC) and Vaitarna (AC), where the train
continues on its own momentum for about 30 m through an
un-electrified dead zone. All electric engines and EMUs
operating in this section are necessarily AC/DC dual system
type (classified "WCAM" by Indian
Railways).
Accommodation classes
A standard
passenger rake contains many coaches of different classes. The
following table lists the classes in operation. Not all
classes may be attached to a rake
though.
Class Description
1A The First Class AC: This is
the most expensive class, with fares which can be on par with
airlines. Bedding is included with the fare in IR. This air
conditioned coach is present only on popular routes between
metropolitan cities and can carry 18 passengers. The coaches
are carpeted, have sleeping accommodation and have privacy
features like personal coupes.
2A AC-Two tier: Air conditioned
coaches with sleeping berths, ample leg room, curtains and
individual reading lamps. Berths are usually arranged in two
tiers in bays of six, four across the width of the coach then
the gangway then two berths longways, with curtains provided
to give some privicy from those walking up and down. Bedding
is included with the fare. A broad gauge coach can carry 48
passengers.
FC First Class: Same as 1AC, without the air
conditioning. Such coaches are not very common.
3A AC Three tier: Air
conditioned coaches with sleeping berths. Berths are usually
arranged as in 2AC but with three tiers across the width and
two longways as before giving eight bays of eight. They are
slightly less well appointed, usually no reading lights or
curtained off gangways. Bedding is included with fare. It
carries 64 passengers in broad gauge.
CC AC Chair Car: An
air-conditioned seater coach used for day travel between
cities.
SL Sleeper Class: The sleeper class is the most
common coach, and usually up to ten coaches could be attached.
These are regular sleeping coaches with three berths
vertically stacked. In broad gauge, it carries 72 passengers
per coach.
2S Seater class: same as AC
Chair car, but without the air-conditioning.
G General: The cheapest
accommodation, with seats made of pressed wood. A seat may not
be guaranteed and tickets are issued usually two hours before
the scheduled departure of the train. These coaches are
usually heavily crowded.
At the rear of the train is a special
compartment known as the guard's cabin. It is fitted with a
transceiver and the guard usually gives the all clear signal
before the train departs. A standard passenger rake generally
has four general compartments, two at the front and two
behind, of which one is exclusively for ladies. The exact
number varies according to the demand and the route. A luggage
compartment is also added to the front or the back. In some
trains a separate mail compartment is present. In
long-distance trains a pantry car is usually included in the
centre.
Nomenclature
Bholu is the mascot of the Indian Railways,
adopted in 2003.Trains are sorted into various categories
which dictate the number of stops along their route, the
priority they enjoy on the network, and the fare structure.
Each express train is identified by a four-digit number the
first digit indicates the zone that operates the train, the
second the division within the zone that controls the train
and is responsible for its regular maintenance and
cleanliness, and the last two digits are the train's serial
number.
For super-fast trains, the first digit is always
'2', the second digit is the zone, the third is the division
and only the last digit is the serial number within the
division. Trains travelling in opposite directions along the
same route are usually labelled with consecutive numbers. Most
express trains also have a unique name attached to them which
are usually exotic and are taken from landmarks, famous
people, rivers and so on. Some notable examples
are:
Charminar Express between Hyderabad and Chennai,
after the Charminar monument in Hyderabad.
Ashram Express between Ahmedabad and New Delhi,
after Mahatma Gandhi's Sabarmati Ashram
Gitanjali Express between Mumbai CST and Howrah
(Kolkata), after Rabindranath Tagore's famous work.
Parasuram Express between Mangalore and
Thiruvananthapuram, after Parasuram, a mythological character.
Prayag Raj Express between Allahabad and New
Delhi, after Prayag, a sacred pilgrimage spot and the ancient
name of Allahabad.
Hierarchy of
trains
Trains are classified by their average speed. A
faster train has less halts than a slower one and usually
caters to long distance travel.
Rank Train Description
1 Rajdhani Expresses These are
all air-conditioned trains linking major cities to New Delhi.
The Rajdhani have the highest priority and are the fastest
trains in India, travelling at about 120 km/h (74.5 mph).
There are only a few stops on a Rajdhani route.
2 Shatabdi and Jan Shatabdi
Expresses The Shatabdi trains are AC intercity seater-type
trains similar to the Rajdhani. Jan-Shatabdi trains are
generally non-AC and thus cheaper.
3 Super-fast Expresses or Mail
These are trains that have an average speed greater than 55
km/h (34 mph). Tickets for these trains have an additional
super-fast surcharge.
4 Express These are the most
common kind of trains in India. They have more stops than
their super-fast counterparts, but they stop only at
relatively important intermediate stations.
5 Passenger and Fast Passenger
These are slow trains that stop at every single station, and
are the cheapest trains. The entire train consists of the
General-type compartments.
6 Suburban trains Trains that
operate in urban areas, usually stop at all stations. They
have the lowest priority.
Ticketing
An Indian Railway Ticket from Chennai to
Vijayawada by Howrah Mail.Until the late 1980s, Indian Railway
ticket reservations were done manually. In late 1987, the
Railways started using a computerised ticketing system. The
entire ticketing system went online in 1995 to provide up to
date information on status and availability. Today the
ticketing network is computerised to a large extent, with the
exception of some remote places. In large cities tickets can
be booked for any two points in the country, which may not be
available in smaller stations. Tickets can also be booked
through the internet and via mobile phones, though this method
carries an additional surcharge.
Discounted tickets are available for senior
citizens (above sixty years) and for various other passengers
including the disabled, students and high ranking government
officials. Season tickets permitting unlimited travel on
specific sections or specific trains for a specific time
period may also be available. Foreign tourists can buy an
Indrail Pass, which is modelled on the lines of the Eurail
Pass, permitting unlimited travel in India for a specific time
period.
For long distance travel, reservation of a berth
can be done for comfortable travel up to two months prior to
the date of intended travel. Details such as the name, age and
concession (if eligible) are required and are recorded on the
ticket. The ticket price usually includes the base fare which
depends on the classification of the train (example: super
fast surcharge if the train is classified as a super-fast),
the class in which one wishes to travel and the reservation
charge for overnight journeys.
If a seat is not available, then the ticket is
given a wait-listed number; else the ticket is confirmed, and
a berth number is printed on the ticket. A person receiving a
wait-listed ticket will have to wait until there are enough
cancellations to enable him to move up the list and obtain a
confirmed ticket. If his ticket is not confirmed on the day of
departure, he may not board the train. Some of the tickets are
assigned to the RAC or Reservation against Cancellation, which
is between the waiting list and the confirmed list. These
allow the ticket holder to board the train and obtain an
allotted seat decided by a ticket collector, after the ticket
collector has ascertained that there is a vacant (absentee)
seat.
Non-reserved tickets are available for purchase
on the platform at any time before departure. A non-reserved
ticket holder may only board the general compartment class.
All suburban networks issue non-reserved tickets valid for a
limited time period. For frequent commuters, a season pass
(monthly or quarterly) guarantees unlimited travel between two
stops.
International
links
India has rail links with Pakistan, Nepal and
Bangladesh. It also plans to install a rail system in southern
Bhutan. Before the Partition of India there were eight rail
links between Indian and Pakistan. However currently there is
only one actively maintained rail link between India and
Pakistan at Wagah in Punjab. The Samjhauta Express used to ply
on this route till India closed it in 1999. Other disused
links are:
Luni Munabao Khokropar (MG)
(RajasthanSindh)
Ferozepur Fazilka Bahawalnagar Samasata
(through Anupgarh (India) / Amruka & Fort Abbas (Pakistan)
near the border). (Punjab)
Ferozepur Kasur Raiwind Lahore (Punjab)
Amritsar Attari Lahore (Punjab)
Amritsar Dera Baba Nanak Narowal Sialkot
(Punjab)
Jammu Sialkot (Jammu and Kashmir Punjab)
After the creation of East Pakistan (later
Bangladesh), many trains that used to run between Assam and
Bengal had to be rerouted through the Chicken's Neck. However
as of 2005 there are no passenger links between India and
Bangladesh. A MG link exists between Mahisasan (Mohishashon)
and Shahbazpur. Another link is between Radhikapur and Birol.
These last two links are used occasionally for
freight.
Sealdah Bongaon Petrapol Benapol Jessore
Sealdah Banpur Gede Abdulpur Parbatipur
Haldibari Siliguri
Katihar Radhikapur Biral Parbatipur
Tista Eetaldaha Golakganj Fakiragram
Geetaldaha Alipur duar
Mogalhat Changrabandha Domohani
Badarpur Kalaura (Sylhet)
There are two links between India and Nepal:
Raxaul Jn., Bihar Sirsiya, Parsa and Jaynagar, Bihar
Khajuri, Dhanusa. The former is broad gauge, while the latter
is narrow gauge. A move to link the Indian and Sri Lankan
railways never materialised. A ferry service however connects
the closest railheads between Indian and Sri
Lanka.
Private
Railways
Though the Indian Railways enjoys a near
monopoly in India, few private railways do exist, left over
from the days of the Raj, usually small sections on private
estates, etc. There are also some railway lines owned and
operated by companies for their own purposes, by plantations,
sugar mills, collieries, mines, dams, harbours and ports, etc.
The Bombay Port Trust ran BG railway of its own, as does the
Madras Port Trust. The Calcutta Port Commission Railway is a
BG railway. The Vishakhapatnam Port Trust has BG and NG (2'6")
railways.
The Bhilai Steel Plant has a BG railway network.
The Tatas (a private concern) operate funicular railways at
Bhira and at Bhivpuri Road (as well as the Kamshet Shirawta
Dam railway line which is not a public line). These are not
common carriers, so the general public cannot travel using
these. The Pipavav Rail Corporation holds a 33-year concession
for building and operating a railway line from Pipavav to
Surendranagar. The Kutch Railway Company, a joint venture of
the Gujarat state government and private parties, is involved
(along with the Kandla Port Trust and the Gujarat Adani Port)
to build a Gandhidham-Palanpur railway line. These railway
lines are principally used to carry freight and not for
passenger traffic.
Although generally IR has decided the freight
tariffs on these lines, recently (Feb 2005) there have been
proposals to allow the operating companies freedom to set
freight tariffs and generally run the lines without reference
to IR.
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