When the first train rolled on Indian soil on what was then called the experimental line from Bori Bunder to Thane - a distance of 34 kms - on April 16, 1853, the historic event was hailed as heralding a new era. Indian Railways thus had a humble beginning but over the span of 145 years, the network has undergone a dramatic change, modernising, expanding and making services available to the Rail users scarcely imagined then. During the last one and half centuries, the Railways in India have played an important role in the economic development and social integration of the country.
 

Massive operation

    The Railways have performed the twin tasks of providing adequate transport for industrial sustenance and growth and ensuring cheap and reliable transportation for the population. It undertakes today, a gigantic task of carrying over 11 million people every day from and to nearly 7000 stations dotting across the country. As transporter of freight, the Indian Railways are carrying nearly 1.2 million tonnes per day. The massive growth in freight and passenger traffic has been absorbed by upgrading technology and through innovations in the operational techniques. The efficiency of the system bears upon the effectiveness with which it runs 11,000 trains daily round the clock,transporting goods and people over a massive stretch of nearly 63,000 route kilometres. The pre-eminent position of Indian Railways in the nation's economy is due to the fact that it is the most economical mode of vehicular transport. When the country is confronted with severe scarcity in energy resources, the indispensability of the Railways is even greater than ever before. Therefore, the relevance of Railways as the prime low cost carrier of goods and passengers over long distances is bound to continue.

    Indian Railways has a great legacy as a nation builder, deemed parallel to the defence sector. Of the 27 million people employed in the organised sector, Indian Railways account for 6 per cent directly and an additional 2.5 per cent indirectly . Taking five as an average size of family, one out of 120 persons in India is either a Railwayman or his family member. Indian Railways has invested significantly in health, education, housing and sanitation. It accounts for nearly 1.6 per cent of the country's hospital beds and 1.5 per cent of houses with adequate civic amenities. With its vast network of schools and investment in training, Indian Railways is one of the main engines for human resource development.
 

Energy Efficient

    Railway system is six times more energy efficient than the roads. It is environment -friendly and economical. The Rail share in total freight traffic, presently, is 40% and plans are afoot to increase it to 60%. This will result in considerable savings in the diesel. Railways have electrified 13,500 route kilometre of high traffic density, which accounts for 21% of total route kilometres, 60% of freight traffic and 48% of passenger traffic.
 

Production & Exports

    Railways have added to their coach, manufacturing capacity by setting up of its second coach factory at Kapurthala, with state-of -the-art manufacturing facilities. Railways now have manufacturing capacity of 1900 coaches every year of different designs. New design of air-conditioned 3-tier and 2-tier AC coaches has been introduced to improve the comfort. Main Line Electric Multiple Units (MEMU), Diesel Multiple Unit (DMU) and rail buses have been introduced to cater to the entire segment of short distance passenger and suburban traffic. The Chittaranjan Locomotive Works which produces over 160 electric locomotives a year, is now turning out 6000 HP state-of -the-art WAG9 electric locomotives with 3-phase technology transferred from ABB. These locomotives are capable of hauling 26-coach length trains and 4700 tonnes trailing load freight trains, even on graded sections. The Diesel Locomotive Works which produces nearly 160 diesel locomotives, will soon roll out 3100 HP WDP2 passenger locomotive. It is also on way to manufacture 4000 HP locomotive under technology transfer agreement with General Motors, USA.

    Indian Railways are not only self-reliant but also export its products to countries like Tanzania, Bangladesh, Vietnam, Malaysia and Sri Lanka. The wheels manufactured at the Wheel & Axle Plant are being already exported to USA.

    Working against toughest odds, civil engineers of Railways have accomplished spectacular feats. A case in point is the Konkan Railway. This 760 kms rail line is the longest Railway line even constructed in one stretch, running through one of the most difficult terrain with 143 major bridges and over 90 tunnels. It has the longest tunnel of nearly 6 kms on Indian Railways system. The farthest point in the Northeast i.e. Dibrugarh, has been connected with the rest of the nation with broad gauge system and with fast running Rajdhani Express, fostering national integration. A second Rail bridge over river Brahmaputra spanning 2.3 kms has recently been completed and another railbridge is under construction near Dibrugarh. Another important railway project on hand is construction of a rail link to Srinagar and Baramullah.
 

Passenger Comfort

    Introduction of superfast Rajdhani and Shatabdi Express trains has ushered in a new era in passenger comfort. State capitals have been linked with the National Capital by Rajdhani Express trains, which run over-night in most of the cases. For fast inter-city travel, Shatabdi Express trains have been introduced. These trains are fully air-conditioned and have on-board catering and other facilities. Telephone facilities have been introduced in Mumbai Rajdhani and August Kranti Express trains and it is being extended to other trains as well.

    Railways achieved this by sustained innovations and optimisation of asset utilisation. During the last 45 years from 1951 to 1996, while the freight traffic output increased 6.2 times and the passenger traffic output 5.14 times, the route kilometres increased only by 1.7%, staff strength by 74%, total tractive efforts of locomotives by 96%, wagon capacity by 156% and total passenger carrying capacity of coaches by 187%. However, a stage has reached where it is difficult to achieve further growth of traffic without commensurate additional inputs on both line capacity and rolling stock.

    Indian Railways are the only system in the world which are not dependent on the state subsidy, despite the fact that it bear the weight of social obligations. The French Railways (SNCF), for instance, are being subsidised to the extent of over 30%, while the German Railways to the tune of over 35%.
 

Challenges

    The 9th Plan envisages to increase revenue tonnage from 410 million tonnes to 614 million tonnes in next five years and to add 144 billion tonne kilometre in five years, an average of about 29 billion tonnes kilometre per year. Capacity in the high-density Railway routes has reached a plateau, so is the case of traditional corridors of rail, which carry large volumes of traffic between metropolitan cities. About 66% of total Net Tonne Kilometres are being carried on 9271 route kms. of golden quadrilateral which is only 15% of a total route kms on Railways. Capacity of the system is under severe strain. For example, to fulfil the full demand potential of 614 million tonnes of revenue traffic by 2001-02 - an increase of about 50% over the target of 1996-97 - the sections requiring doubling/multiple lines up to 4678 kms. This means, doubling of about 935 kms every year against an average figure of 200 kms every year being done so far.

    Due to geographical and geological compulsions, the incremental growth in traffic remains confined to the existing saturated routes requiring planning for enhancing the capacity on these routes. Geographical diversity of the country continues to generate demand for long-distance passenger traffic. With economic development and urbanisation, the GDP elasticity of freight transport, which is currently 1.5, will taper down to unity. Therefore, in the long run Indian Railways will turn more and more passenger with disproportionately higher growth in suburban traffic.

    The challenges will have impact on railway finances. So far, the losses on passenger and suburban operation have been cross-subsidised by hike in freight rates. A stage has reached when it is not possible to increase the freight any more without making it counter productive. Therefore, the financial viability and profitability of railways system will be under severe strain. The only way out is to plan for much higher growth rates in freight than in passenger. The demand for rail travel is always greater than the supply and the emphasis is on rationing a scarce supply of service. The constant pressure by public to add passenger services on present congested track sections accelerates the quality for both freight and passenger services.
 

Private Participation

    The Government's decision to invite foreign direct investment in the Railways is likely to have a salutary effect. Larger funds for long periods as required by the nature of such projects calls for making the private sector a party to the development opt this sector. The Government has envisaged a role for private sectors in Railways only for providing capital for infrastructure development The total funding requirement of the sector at present is about Rs. 2,70,000 crores in next 14 years. The Government cannot generate such vast resources to entirely finance the sector. The basic premise for private sector participation in infrastructure development is the capability to commercialise these project.

    Indian Railways is not only an important strategic arm of the Government, but also an infrastructure service provider of the nation. Indian Railways is a sun rise industry well set to meet the millennium challenges.s.

* Chairman, Railway Board.