Indian Railways

Railway zones

A schematic map of the Indian Railways network, showing the various zones.

The headquarters of the Indian Railways in New Delhi

Indian Railways is divided into zones, which are further sub-divided into divisions. The number of zones in Indian Railways increased from six to eight in 1951, nine in 1952, and finally 16 in 2003. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-seven divisions.
The Kolkata Metro is owned and operated by Indian Railways, but is not a part of any of the zones. It is administratively considered to have the status of a zonal railway.
Each of the sixteen zones, as well as the Kolkata Metro, is headed by a General Manager (GM) who reports directly to the Railway Board. The zones are further divided into divisions under the control of Divisional Railway Managers (DRM). The divisional officers of engineering, mechanical, electrical, signal and telecommunication, accounts, personnel, operating, commercial and safety branches report to the respective Divisional Manager and are in charge of operation and maintenance of assets. Further down the hierarchy tree are the Station Masters who control individual stations and the train movement through the track territory under their stations' administration.

Sl. No	Name	Abbr.	Date Established	Headquarters	Divisions
1.	Central	CR	1951, November 5	Mumbai	Mumbai, Bhusawal, Pune, Solapur, Nagpur
2.	East Central	ECR	2002, October 1	Hajipur	Danapur, Dhanbad, Mughalsarai, Samastipur, Sonpur
3.	East Coast	ECoR	2003, April 1	Bhubaneswar	Khurda Road, Sambalpur, Visakhapatnam
4.	Eastern	ER	1952, April	Kolkata	Howrah, Sealdah, Asansol, Malda
5.	Konkan	KR	1998, November 26	Navi Mumbai	Ratnagiri, Madgaon, Karwar, Mangalore
6.	North Central	NCR	2003, April 1	Allahabad	Allahabad, Agra, Jhansi
7.	North Eastern	NER	1952	Gorakhpur	Izzatnagar, Lucknow, Varanasi
8.	North Western	NWR	2002, October 1	Jaipur	Jaipur, Ajmer, Bikaner, Jodhpur
9.	Northeast Frontier	NFR	1958	Guwahati	Alipurduar, Katihar, Lumding, Rangia, Tinsukia
10.	Northern	NR	1952, April 14	Delhi	Delhi, Ambala, Firozpur, Lucknow, Moradabad
11.	South Central	SCR	1966, October 2	Secunderabad	Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada
12.	South East Central	SECR	2003, April 1	Bilaspur	Bilaspur, Raipur, Nagpur
13.	South Eastern	SER	1955	Kolkata	Adra, Chakradharpur, Kharagpur, Ranchi
14.	South Western	SWR	2003, April 1	Hubli	Hubli, Bangalore, Mysore
15.	Southern	SR	1951, April 14	Chennai	Chennai, Madurai, Palakkad, Salem, Tiruchchirapalli, Thiruvanathapuram
16.	West Central	WCR	2003, April 1	Jabalpur	Jabalpur, Bhopal, Kota
17.	Western	WR	1951, November 5	Mumbai	Mumbai Central, Vadodara, Ratlam, Ahmedabad, Rajkot, Bhavnagar

Recruitment and training

With approximately 1.6 million employees, Indian Railways is the country's single largest employer. Staff are classified into gazetted (Group A and B) and non-gazetted (Group C and D) employees. The recruitment of Group A gazetted employees is carried out by the Union Public Service Commission through exams conducted by it. The recruitment to Group 'C' and 'D' employees on the Indian Railways is done through 19 Railway Recruitment Boards which are controlled by the Railway Recruitment Control Board (RRCB). The training of all cadres is entrusted and shared between six centralised training institutes.

See also: Centralised Training Institutes of the Indian Railways

Subsidiaries

A WAP5 locomotive

A diesel locomotive of Indian Railways powering Express train, that runs in Assam

Indian Railways manufactures much of its rolling stock and heavy engineering components at its six manufacturing plants, called Production Units, which are managed directly by the ministry. As with most developing economies, the main reason for this was the policy of import substitution of expensive technology related products when the general state of the national engineering industry was immature. Each of these six production units is headed by a General Manager, who also reports directly to the Railway Board.
There exist independent organisations under the control of the Railway Board for electrification, modernisation and research and design, each of which is headed by a General Manager. A number of Public Sector Undertakings, which perform railway-related functions ranging from consultancy to ticketing, are also under the administrative control of the Ministry of railways.

 Technical details

 Track

Indian railways uses four gauges, the 1,676mm broad gauge which is wider than the 1,435mm standard gauge; the 1,000mm metre gauge; and two narrow gauge 762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are rated for speeds ranging from 75 to 160 km/h.
The total length of track used by Indian Railways was about 111,600 km (69,300 mi) while the total route length of the network was 63,273 km (39,316 mi) on 31 March 2008. About 28% of the route-kilometre and 42% of the total track kilometre was electrified on 31 March 2008.

Broad gauge is the predominant gauge used by Indian Railways.

Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge—1,676 mm (5 ft 6 in)—is the most widely used gauge in India with 96,851 km of track length (86.8% of entire track length of all the gauges) and 51,082 km of route-kilometre (80.7% of entire route-kilometre of all the gauges) on 31 March 2008.
In some regions with less traffic, the metre gauge (1,000mm) is common, although the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge had 11,676 km of track length (10.5% of entire track length of all the gauges) and 9,442 km of route-kilometre (14.9% of entire route-kilometre of all the gauges) on 31 March 2008.
The Narrow gauges are present on a few routes, lying in hilly terrains and in some erstwhile private railways (on cost considerations), which are usually difficult to convert to broad gauge. Narrow gauges had a total of 2,749 route-kilometre on 31 March 2008. The Kalka-Shimla Railway, the Nilgiri Mountain Railway and the Darjeeling Himalayan Railway are three notable hill lines that use narrow gauge.
The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47% (25,258 route-km) in 1951 to more than 83% in 2010 whereas the share of metre gauge has declined from 45% (24,185 route-km) to less than 13% in the same period and the share of narrow gauges has decreased from 8% to 3%. However, the total route-kilometre has increased by only 18% (by just 10,000 km from 53,596 route-km in 1951) in the last 60 years. This compares very poorly with Chinese railways, which increased from about 27,000 route-km at the end of second world war to about 90,000 route-km in 2010, an increase of more than three-fold. More than 28,000 route-km (34% of the total route-km) of Chinese railway is electrified compared to only about 18,000 route-km of Indian railways. This is an indication of the poor state of Indian railways where the funds allocated to new railway lines are meagre, construction of new uneconomic railway lines are taken up due to political interference without ensuring availability of funds and the projects incur huge cost and time overruns due to poor project-management and paucity of funds.
Sleepers (ties) used are made of prestressed concrete, or steel or cast iron posts, though teak sleepers are still in use on few older lines. The prestressed concrete sleeper is in wide use today. Metal sleepers were extensively used before the advent of concrete sleepers. 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.

Traction

As of March 2008, 18,274 km of the total 63,273 km route length is electrified. Since 1960, almost all electrified sections on IR use 25,000 V AC traction through overhead catenary delivery. A major exception is the entire Mumbai section, which uses 1,500 V DC. and is currently undergoing change to the 25,000 V AC system. Another exception is the Kolkata Metro, which uses 750 V DC delivered through a third rail.
Traction voltages are changed at two places close to Mumbai. Central Railway trains passing 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 with its own momentum for about 30 m through an unelectrified section of catenary called a dead zone. All electric engines and EMUs operating in this section are the necessary AC/DC dual system type (classified "WCAM" by Indian Railways).

Services

Passenger

A DMU Train

Indian Railways operates about 9,000 passenger trains and transports 20 million passengers daily across twenty-eight states and two union territories. Sikkim, Arunachal Pradesh, and Meghalaya are the only states not connected by rail. A standard passenger train consists of eighteen coaches, but popular trains can have up to 24 coaches.

24 Coached Malwa Express

Coaches are designed to accommodate anywhere from 18 to 108 passengers, but during the holiday seasons and/or on busy routes, more passengers may travel in unreserved coaches. Most regular trains have coaches connected through vestibules. However, 'unreserved coaches' are not connected with the rest of the train via any vestibule.

An un-vestibulated coach of the Indian train

Reservation against cancellation service is a provision for shared berth in case the travel ticket is not confirmed.

Accommodation classes

An 'Open' type [3+3] Chair Car

Several long trains are composed of two to three classes of travel, such as a 1st and 2nd classes which have different pricing systems for various amenities. The 1st Class refers to coaches with separate cabins, coaches can be air-conditioned or non air-conditioned.

An AC 1 Class coach

Further, other AC classes can have 2 or 3 tier berths, with higher prices for the former, 3-tier non-AC coaches or 2nd class seating coaches, which are popular among passengers going on shorter journeys.
In air-conditioned sleeper classes passengers are provided with sheets, pillows and blankets. Meals and refreshments are provided, to all the passengers of reserved classes, either through the on-board pantry service or through special catering arrangements in trains without pantry car. Unreserved coach passengers have options of purchasing from licensed vendors either on board or on the platform of intermediate stops.
The amenities depend on the popularity and length of the route. Lavatories are communal and feature both the Indian style as well as the Western style.
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, where the fares are 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 privacy 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. This class is 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 with a total of five seats in a row used for day travel between cities.
EC	Executive class chair car: An air-conditioned seater coach with a total of four seats in a row used for day travel between cities.
SL	Sleeper class: The sleeper class is the most common coach, and usually ten or more coaches could be attached. These are regular sleeping coaches with three berths vertically stacked. In broad gauge, it carries 72 passengers per coach. Railways have modified certain Sleeper Coaches on popular trains to accommodate 81 passengers in place of regular 72 passengers. This was done in order to facilitate benefits like clear the Passenger rush and simultaneously earn more revenue. But this has got lukewarm response with criticism from the travellers and railways has decided to remove them.
2S	Seater class: same as AC Chair car, but with bench style seats and without the air-conditioning.
G or UR	General or Unreserved: The cheapest accommodation, with seats made of pressed wood and are rarely cushioned. Although entry into the compartment is guaranteed, a sitting seat is not guaranteed. Tickets issued are valid on any train on the same route if boarded within 24 hours of buying the ticket. These coaches are usually very crowded.

A typical sleeper class coach

At the rear of the train is a special compartment known as the guard's cabin. It is fitted with a transceiver and is where 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 can also exist at 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. A new class; Economy AC three tier is introduced in the Sealdah-New Delhi Duronto train.

Notable trains and achievements

A train on the Darjeeling Himalayan Railway

There are two UNESCO World Heritage Sites on IR — the Chatrapati Shivaji Terminus and the Mountain railways of India. The latter is not contiguous, but actually consists of three separate railway lines located in different parts of India:

• The Darjeeling Himalayan Railway, a narrow gauge railway in West Bengal.
• The Nilgiri Mountain Railway, a metre gauge railway in the Nilgiri Hills in Tamil Nadu.
• The Kalka-Shimla Railway, a narrow gauge railway in the Shivalik mountains in Himachal Pradesh.

The Palace on Wheels is a specially designed train, frequently hauled by a steam locomotive, for promoting tourism in Rajasthan. On the same lines, the Maharashtra government introduced the Deccan Odyssey covering various tourist destinations in Maharashtra and Goa, and was followed by the Government of Karnataka which introduced the Golden Chariot train connecting popular tourist destinations in Karnataka and Goa. However, neither of them has been able to enjoy the popular success of the Palace on Wheels.
The Samjhauta Express is a train that runs between India and Pakistan. However, hostilities between the two nations in 2001 saw the line being closed. It was reopened when the hostilities subsided in 2004. Another train connecting Khokhrapar (Pakistan) and Munabao (India) is the Thar Express that restarted operations on February 18, 2006; it was earlier closed down after the 1965 Indo-Pak war. The Kalka Shimla Railway till recently featured in the Guinness Book of World Records for offering the steepest rise in altitude in the space of 96 kilometre.

A Beyer Garratt 6594 Engine seen at the National Rail Museum

The Lifeline Express is a special train popularly known as the "Hospital-on-Wheels" which provides healthcare to the rural areas. This train has a carriage that serves as an operating room, a second one which serves as a storeroom and an additional two that serve as a patient ward. The train travels around the country, staying at a location for about two months before moving elsewhere.
Among the famous locomotives, the Fairy Queen is the oldest operating locomotive in the world today, though it is operated only for specials between Delhi and Alwar. John Bull, a locomotive older than Fairy Queen, operated in 1981 commemorating its 150^th anniversary. Kharagpur railway station also has the distinction of being the world's longest railway platform at 1,072 m (3,517 ft). The Ghum station along the Darjeeling Toy Train route is the second highest railway station in the world to be reached by a steam locomotive. The Mumbai–Pune Deccan Queen has the oldest running dining car in IR.
The Himsagar Express, between Kanyakumari and Jammu Tawi, has the longest run in terms of distance and time on Indian Railways network. It covers 3,745 km (2,327 mi) in about 74 hours and 55 minutes. The Bhopal Shatabdi Express is the fastest train in India today having a maximum speed of 150 km/h (93 mph) on the Faridabad–Agra section. The fastest speed attained by any train is 184 km/h (114 mph) in 2000 during test runs.
The Rajdhani Express and Shatabdi Express are the superfast, fully air-conditioned trains that give the unique opportunity of experiencing Indian Railways at its best. In July 2009, a new non-stop train service called Duronto Express was announced by the railway minister Mamata Banerjee.

Fares and ticketing

Fares on the Indian Railways across categories are among the cheapest in the world. In the past few years, despite a recessionary environment, the Indian Railways have not raised fares on any class of service. On the contrary, there has been a minor dip in fares in some categories.
Ticketing services are available at all major and minor railway stations across India. In 2003, Indian Railways launched online ticketing services through the IRCTC website. Apart from E-tickets, passengers can also book I-tickets that are basically regular printed tickets, except that they are booked online and delivered by post.

Tourism

Main article: IRCTC#Tourism

IRCTC takes care of the tourism operations of the Indian Railways. The Indian Railways operates several luxury trains such as Palace on Wheels, Golden Chariot, Royal Orient Express and Deccan Odyssey; that cater mostly to foreign tourists. For domestic tourists too, there are several packages available that cover various important tourist and pilgrimage destinations across India.

Freight

A single line rail bridge

IR carries a huge variety of goods ranging from mineral ores, fertilizers and petrochemicals, agricultural produce, iron & steel, multimodal traffic and others. Ports and major urban areas have their own dedicated freight lines and yards. Many important freight stops have dedicated platforms and independent lines.
Indian Railways makes 70% of its revenues and most of its profits from the freight sector, and uses these profits to cross-subsidise the loss-making passenger sector. However, competition from trucks which offer cheaper rates has seen a decrease in freight traffic in recent years. Since the 1990s, Indian Railways has switched from small consignments to larger container movement which has helped speed up its operations. Most of its freight earnings come from such rakes carrying bulk goods such as coal, cement, food grains and iron ore.
Indian Railways also transports vehicles over long distances. Trucks that carry goods to a particular location are hauled back by trains saving the trucking company on unnecessary fuel expenses. Refrigerated vans are also available in many areas. The "Green Van" is a special type used to transport fresh food and vegetables. Recently Indian Railways introduced the special 'Container Rajdhani' or CONRAJ, for high priority freight. The highest speed notched up for a freight train is 100 kilometres per hour (62 mph) for a 4,700 metric tonne load.
Recent changes have sought to boost the earnings from freight. A privatization scheme was introduced recently to improve the performance of freight trains. Companies are being allowed to run their own container trains. The first length of an 11,000-kilometre (6,800 mi) freight corridor linking India's biggest cities has recently been approved. The railways has increased load limits for the system's 225,000 freight wagons by 11%, legalizing something that was already happening. Due to increase in manufacturing transport in India that was augmented by the increase in fuel cost, transportation by rail became advantageous financially. New measures such as speeding up the turnaround times have added some 24% to freight revenues.

Dedicated Freight Corridor

Ministry of Railways have planned to construct a new Dedicated Freight Corridor (DFC) covering about 2762 route km on two corridors, Eastern Corridor from Ludhiana to Sone Nagar and Western Corridor from Jawahar Lal Nehru Port Mumbai to Tughlakabad/Dadri along with interlinking of two corridors at Khurja. Upgrading of transportation technology, increase in productivity and reduction in unit transportation cost are the focus areas for the project.
“Dedicated Freight Corridor Corporation of India Limited (DFCC)” is a special purpose vehicle created to undertake planning & development, mobilization of financial resources and construction, maintenance and operation of the Dedicated Freight Corridors. DFCC has been registered as a company under the Companies Act 1956 on 30 October 2006.

Rail budget and finances

A sample ticket

The Railway Budget deals with planned infrastructure expenditure on the railways as well as with the operating revenue and expenditure for the upcoming fiscal years, the public elements of which are usually the induction and improvement of existing trains and routes, planned investment in new and existing infrastructure elements, and the tariff for freight and passenger travel. The Parliament discusses the policies and allocations proposed in the budget. The budget needs to be passed by a simple majority in the Lok Sabha (Lower House). The comments of the Rajya Sabha (Upper House) are non-binding. Indian Railways is subject to the same audit control as other government revenue and expenditures. Based on anticipated traffic and the projected tariff, requirement of resources for capital and revenue expenditure of railways is worked out. While the revenue expenditure is met entirely by railways itself, the shortfall in the capital (plan) expenditure is met partly from borrowings (raised by Indian Railway Finance Corporation) and the rest from Budgetary support from the Central Government. Indian Railways pays dividend to the Central Government for the capital invested by the Central Government.
As per the Separation Convention (on the recommendations of the Acworth Committee), 1924, the Railway Budget is presented to the Parliament by the Union Railway Minister, two days prior to the General Budget, usually around 26 February. Though the Railway Budget is separately presented to the Parliament, the figures relating to the receipt and expenditure of the Railways are also shown in the General Budget, since they are a part and parcel of the total receipts and expenditure of the Government of India. This document serves as a balance sheet of operations of the Railways during the previous year and lists out plans for expansion for the current year.
The formation of policy and overall control of the railways is vested in Railway Board, comprising the Chairman, the Financial Commissioner and other functional members of Traffic, Engineering, Mechanical, Electrical and Staff departments.
Indian Railways, which a few years ago was operating at a loss, has, in recent years, been generating positive cash flows and been meeting its dividend obligations to the government, with (unaudited) operating profits going up substantially. The railway reported a cash surplus of INR 9000 cr in 2005, INR 14000 cr in 2006, INR 20,000 cr in 2007 and INR 25,000 cr for the 2007-2008 fiscal year. Its operating ratio improved to 76% while, in the last four years, its plan size increased from INR 13,000 cr to INR 30,000 cr. The proposed investment for the 2008-2009 fiscal year is INR 37,500 cr, 21% more than for the previous fiscal year. Budget Estimates-2008 for Freight, Passenger, Sundry other Earnings and other Coaching Earnings have been kept at INR 52,700 cr, INR 21,681 cr, INR 5,000 cr and INR 2,420 cr respectively. Maintaining an overall double digit growth, Gross Traffic Earnings have been projected as INR 93,159 crore in 2009-10 (19.1 billion USD at current rate), exceeding the revised estimates for the current fiscal by INR 10,766 crore. Around 20% of the passenger revenue is earned from the upper class segments of the passenger segment (the air-conditioned classes).
The Sixth Pay Commission was constituted by the Government of India in 2005 to review the pay structure of government employees, and submitted its recommendations in April 2008. Based on its recommendations, the salaries of all Railways officers and staff were to be revised with retrospective effect w.e.f. January 1, 2006, resulting in an expenditure of over Rs. 13000 crore in 2008-09 and Rs. 14000 crore in 2009-10. Consequently, staff costs have risen from 44% of ordinary working expenses to 52%.

 Issues

Most of the railway stations are in gross disrepair, dirty, outdated and overcrowded. It is common to see passengers on trains hanging out windows and even on the roof creating safety problems. The interior of the trains are poorly maintained - "very dirty, broken seats, filthy toilets, loose wires tangled in the passageways, chipped paint, and the usual stinks." The railway has not yet been successful in addressing the overcrowding, cleanliness and other maintenance issues. Although accidents such as derailment and collisions are less common in recent times, many are run over by trains, especially in crowded areas. Indian Railways have accepted the fact that given the size of operations, eliminating accidents is an unrealistic goal, and at best they can only minimize the accident rate. Human error is the primary cause, leading to 83% of all train accidents in India. While accident rates are low - 0.55 accidents per million train kilometre, the absolute number of people killed is high because of the large number of people making use of the network. While strengthening and modernisation of railway infrastructure is in progress, much of the network still uses old signalling and has antiquated bridges. Lack of funds is a major constraint for speedy modernisation of the network, which is further hampered by diversion of funds meant for infrastructure to lower-prioritised purposes due to political compulsions. In order to solve this problem, the Ministry of Railways in 2001 created a non-lapsible safety fund of Rs. 17000 crore exclusively for the renewal of overaged tracks, bridges, rolling stock and signalling gear. In 2003, the Ministry also prepared a Corporate Safety Plan for the next ten years with the objective of realising a vision of an accident-free and casualty-free railway system. The plan, with and outlay of Rs. 31835 crore, also envisaged development of appropriate technology for higher level of safety in train operation.

Reforms and upgrades

One line Tunnel at Guntur division

Outdated communication, safety and signaling equipment, which used to contribute to failures in the system, is being updated with the latest technology. A number of train accidents happened on account of a system of manual signals between stations, so automated signaling is getting a boost at considerable expense. It is felt that this would be required given the gradual increase in train speeds and lengths, that would tend to make accidents more dangerous. In the latest instances of signaling control by means of interlinked stations, failure-detection circuits are provided for each track circuit and signal circuit with notification to the signal control centres in case of problems. Though currently available only in a small subset of the overall IR system, anti-collision devices are to be extended to the entire system. Aging colonial-era bridges and century-old tracks also require regular maintenance and upgrading.

Comparison of different gauges common in India with the standard one, which is not common in India

The fastest trains of Indian Railways, Rajdhani Express and Shatabadi Express face competition from low-cost airlines since they run at a maximum speed of only 150 kilometres per hour (93 mph). At least six corridors are under consideration for the introduction of high speed bullet trains to India with expert assistance from France and Japan.
IR is in the process of upgrading stations, coaches, tracks, services, safety, and security, and streamlining its various software management systems including crew scheduling, freight, and passenger ticketing. Crew members will be able to log in using biometric scanners at kiosks while passengers can avail themselves of online booking. Initially, various upgrade and overhaul work will be performed at more than five hundred stations, some of it by private contract. All metre gauge lines in the country will be converted to broad gauge (see Project Unigauge). New LHB stainless steel coaches, manufactured in India, have been installed in Rajdhani and Shatabdi express trains. These coaches enhance the safety and riding comfort of passengers besides having more carrying capacity, and in time will replace thousands of old model coaches throughout Indian Railways. More durable and conforming polyurethane paint is now being used to enhance the quality of rakes and significantly reduce the cost of repainting. Improved ventilation and illumination are part of the new scheme of things, along with the decision to install air brake systems on all coaches. New manufacturing units are being set up to produce state-of-the-art locomotives and coaches. IR is also expanding its telemedicine network facilities to further give its employees in far-flung and remote areas access to specialized medicine. IR has also piloted Internet connectivity on the Mumbai-Ahmedabad Shatabdi Express, powered by Techno Sat Communications It is estimated that modernisation of IR and bringing it up to international standards would require US$280 billion in new upgrades and investment from 2010 to 2020.
Sanitation in trains and stations throughout the system is getting more attention with the introduction of eco-friendly, discharge-free, green (or bio-) toilets developed by IIT Kanpur. Updated eco-friendly refrigerant is being used in AC systems while fire detection systems will be installed on trains in a phased manner. New rodent-control and cleanliness procedures are working their way into the many zones of IR. Central Railway's 'Operation Saturday' is gradually making progress, station by station, in the cleanup of its Mumbai division.
Augmentation of capacity has also been carried out in order to meet increasing demand. The number of coaches on each train have been increased to 24, from 16, which increased costs by 28% but increased revenues by 78%. The railways were permitted to carry 68 tons per wagon, up from the earlier limit of 54 tons per wagon, thereby cutting costs. The turnaround time for freight wagons was reduced from 7 days to 5 by operating the goods shed 24X7, electrifying every feeder line (this reduced time spent switching the engine from diesel to electric or from electric to diesel). Reducing the turnaround time meant that the Railways could now load 800 trains daily, instead of 550 trains daily. The minimum tonnage requirements were reduced allowing companies to unload their cargo at multiple stops