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.

Freight

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

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 and cars 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.[35] 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-lapsable 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

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.
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 five 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 over US$200 billion in new upgrades and investment.

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.[

Bahai Temple - Lotus Temple

It is a very recent architectural marvel of the Bahai faith, located in Kalkaji, south of Delhi. Shaped like a half opened Lotus flower, this temple is made of marble, cement, dolomite and sand. It is open to all faiths and is an ideal place for meditation and obtaining peace and tranquility. Bahai's Temple is a marvel of modern architecture, which is visible from several spots in south Delhi. The lotus flower signifies purity and peace, a representation of the Manifestation of God, to the people of India. This ancient symbol has been given a modern and contemporary form in the structure of the Bahai House of Worship drawing into its sanctum sanctorum people from all races, religious backgrounds and culture from around the globe. It represents the Bahai faith, - an independent world religion; divine in origin, all embracing in scope, broad in its outlook, scientific in its method, humanitarian in its principles, and dynamic in the influence.

The Bahai Faith
The Bahá'í Faith is the youngest of the world's independent religions. Its founder, Bahá'u'lláh (1817-1892), is regarded by Bahá'ís as the most recent in the line of Messengers of God that stretches back beyond recorded time and that includes Abraham, Moses, Buddha, Zoroaster, Christ and Muhammad.

The central theme of Bahá'u'lláh's message is that humanity is one single race and that the day has come for its unification in one global society. God, Bahá'u'lláh said, has set in motion historical forces that are breaking down traditional barriers of race, class, creed, and nation and that will, in time, give birth to a universal civilization. The principal challenge facing the peoples of the earth is to accept the fact of their oneness and to assist the processes of unification.

One of the purposes of the Bahá'í Faith is to help make this possible. A worldwide community of some five million Bahá'ís, representative of most of the nations, races and cultures on earth, is working to give Bahá'u'lláh's teachings practical effect. Their experience will be a source of encouragement to all who share their vision of humanity as one global family and the earth as one homeland.

Bahai Houses of Worship
Bahai house of worship are open to all peoples. Although their architectural styles differ widely, the nine sides and central dome common to all of them symbolize at once the diversity of the human race and its essential oneness. Devotional programs are simple, consisting of prayers, meditations, and the reading of selections from the sacred scriptures of the Bahá'í Faith and other world religions. Music is provided by unaccompanied choirs.

The Grand Structure of Bahai Temple
In the raising of the House of Worship in New Delhi traditional Indian means of construction were employed coupled with the most modern Western engineering design. Fariborz Sahba, Canadian architect of Iranian origin, spent 10 years in designing and project management, and with the help of a team of about 800 engineers, technicians, artisans and workers brought to realisation one of the most complicated constructions in the world. Rising pure and unsullied above stagnant, muddy waters, the Indians have seen this flower as worthy of emulation, teaching them to be detached from material preoccupations.

This temple joins six other Bahai temples around the world. Each of these Houses while sharing some basic design concepts, has its own distinct cultural identity embodying the principle of unity in diversity. The structure of the House is composed of three ranks of nine petals; each springing from a podium elevating the building above the surrounding plain. The first two ranks curve inward, embracing the inner dome; the third layer curves outward to form canopies over the nine entrances. The petals, constructed of reinforced white concrete cast in place, are clad in white marble panels, performed to surface profiles and patterns related to the geometry. Nine arches that provide the main support for the superstructure ring the central hall. Nine reflecting pools surround the building on the outside, their form suggesting the green leaves of the lotus flower. Translating the geometry of the design, in which there are virtually no straight lines, into the actual structure presented particular challenges in designing and erecting the framework.

Not only was it difficult to align, so as to produce accurately the complex double-curved surfaces and their intersections, but also the closeness of the petals severely restricted workspace. Nevertheless the task was carried out entirely by the local labourers. Thanks to each one who contributed in its construction. To avoid construction joints, petals were concreted in a continuous operation for approximately 48 hours. Concrete was carried up the staging by women bearing 50-pound loads in baskets balanced on their heads. All the steel reinforcing for the shells of the lotus petals was galvanised to avoid rust stains on the white concrete in the prevailing humid conditions, guaranteeing the life of the delicate shell structure of 6 to 18 cm thick shells of the petals. India is well endowed with human resources.

The architect believes that this design could not have been executed anywhere else because it is rare to find the combination of traditional craftsmanship, pride in one's work, empathy for spiritual undertaking, perseverance under all odds and ample patience, as can be found in the Indian sub-continent. As commented by progressive Architecture of USA in their article on the Bahai Temple "It goes to prove that high-tech concepts do not always demand high-tech solutions." The Indian visitors, from the most sophisticated to the most simple, expressed perplexity at the absence of any idols. It has been a hard task since explaining to them that the all-pervasive Almighty cannot be put in any limited form. Hence, over the years the visitors from India have begun to understand that the purpose of the Bahai House of Worship is to unite the hearts of the people and bring them closer to their Creator.

Since its inauguration to public worship in December 1986, the Bahai House of Worship has drawn to its portals more than 50 million visitors, making it the most visited edifice in the world. People have come regardless of the scorching summer heat of Delhi, which sometimes rises above 40°C during the months of June to September, and have braced the chill and cold rains that Delhi experiences during winter. They have admired the beautiful lotus form of the Temple, and have been fascinated by the teachings of the Bahai Faith, which believes in oneness of God, oneness of religions and oneness of mankind.