Sunday, November 03, 2013

FLAG OF INDIA

India
Tirangā
Flag of India.svg

Name Tiranga; Tricolour
Use National flag IFIS Normal.svg
Proportion 2:3
Adopted 22 July 1947
Design Horizontal tricolour flag (India saffron, white, and India green). In the centre of the white is a navy blue wheel with 24 spokes
Designed by Pingali Venkayya
The National flag of India is officially described in the Flag Code of India as follows: "The colour of the top panel shall be India saffron (Kesari) and that of the bottom panel shall be India green. The middle panel shall be white, bearing at its centre the design of Ashoka Chakra in navy blue colour with 24 equally spaced spokes." It was adopted in its present form during a meeting of the Constituent Assembly held on 22 July 1947, when it became the official flag of the Dominion of India. The flag was subsequently retained as that of the Republic of India. In India, the term "tricolour" (Hindi: तिरंगा, Tirangā) almost always refers to the Indian national flag. The flag is based on the Swaraj flag, a flag of the Indian National Congress designed by Pingali Venkayya.
The flag, by law, is to be made of khadi, a special type of hand-spun cloth of cotton or silk made popular by Mahatma Gandhi. The manufacturing process and specifications for the flag are laid out by the Bureau of Indian Standards. The right to manufacture the flag is held by the Khadi Development and Village Industries Commission, who allocate it to the regional groups. As of 2009, the Karnataka Khadi Gramodyoga Samyukta Sangha was the sole manufacturer of the flag.
Usage of the flag is governed by the Flag Code of India and other laws relating to the national emblems. The original code prohibited use of the flag by private citizens except on national days such as the Independence day and the Republic Day. In 2002, on hearing an appeal from a private citizen, Naveen Jindal, the Supreme Court of India directed the Government of India to amend the code to allow flag usage by private citizens. Subsequently, the Union Cabinet of India amended the code to allow limited usage. The code was amended once more in 2005 to allow some additional use including adaptations on certain forms of clothing. The flag code also governs the protocol of flying the flag and its use in conjunction with other national and non-national flags.
The saffron color represents courage and sacrifice; white – truth, peace and purity; green – prosperity; and the Ashok Chakra represents the Laws of Dharma (righteousness).

Design and Construction details

Sizes of the National Flag
Flag size Length and width (mm) Size of Ashoka Chakra (mm)
1 6300 × 4200 1295
2 3600 × 2400 740
3 2700 × 1800 555
4 1800 × 1200 370
5 1350 × 900 280
6 900 × 600 185
7 450 × 300 90
8 225 × 150 40
9 150 × 100 25
According to the Flag code of India, the Indian flag has a ratio of two by three (where the length of the flag is 1.5 times that of the width). All three stripes of the flag (India saffron [Kesari in the code], white and India green) should be equal in width and length. The size of the Ashoka Chakra was not specified in the Flag code, but the Ashoka Chakra must have twenty-four spokes that are evenly spaced. In section 4.3.1 of "IS1: Manufacturing standards for the Indian Flag", there is a chart that details the size of the Ashoka Chakra on the nine specific sizes of the national flag. In both the Flag code and IS1, they call for the Ashoka Chakra to be printed or painted on both sides of the flag in navy blue color. Below is the list of specified shades for all colors used on the national flag, with the exception of navy blue, from "IS1: Manufacturing standards for the Indian Flag" as defined in the 1931 CIE Color Specifications. The navy blue colour can be found in the standard IS:1803–1973.
Materials 3.1.2.2: Colours
Colour X Y Z Brightness
White 0.313 0.319 0.368 72.6
India saffron (Kesari) 0.538 0.360 0.102 21.5
India green 0.288 0.395 0.317 8.9

Symbolism

Gandhi, first proposed a flag to the Indian National Congress in 1921. The flag was designed by Pingali Venkayya, an agriculturist from Machilipatnam. In the centre was a traditional spinning wheel, symbolising Gandhi's goal of making Indians self-reliant by fabricating their own clothing. The design was then modified to include a white stripe in the centre for other religious communities, and provide a background for the spinning wheel. Subsequently, to avoid sectarian associations with the colour scheme, saffron, white and green were chosen for the three bands, representing courage and sacrifice, peace and truth, and faith and chivalry respectively.
A few days before India became independent on 15 August 1947, the specially constituted Constituent Assembly decided that the flag of India must be acceptable to all parties and communities. So, a modified version of the Swaraj flag was chosen; the tricolour remained the same saffron, white and green. However, the charkha was replaced by the Ashoka Chakra representing the eternal wheel of law. Sarvepalli Radhakrishnan, who later became India's first Vice President and second President, clarified the adopted flag and described its significance as follows:


History

India was under British rule in the 19th century. A number of flags with varying designs were used in the period preceding the Indian Independence Movement by the rulers of different princely states; the idea of a single Indian flag was first raised by the British rulers of India after the rebellion of 1857, which resulted in the establishment of direct imperial rule. The first flag, whose design was based on western heraldic standards, were similar to the flags of other British colonies, including Canada and Australia; the blue banner included the Union Flag in the upper-left quadrant and a Star of India capped by the royal crown in the middle of the right half. To address the question of how the star conveyed "Indianness", Queen Victoria created the Knight Commander of the Order of the Star of India to honour services to the empire by her Indian subjects. Subsequently, all the Indian princely states received flags with symbols based on the heraldic criteria of Europe including the right to fly defaced British red ensigns.
A British blue Ensign (a blue flag with the Union Jack placed at the top left corner) charged with the Star of India (five pointed star inside a circular band tied at the bottom)
Flag of British India, 1858–1947
In the early twentieth century, around the coronation of Edward VII, a discussion started on the need for a heraldic symbol that was representative of the Indian empire. William Coldstream, a British member of the Indian Civil Service, campaigned the government to change the heraldic symbol from a star, which he considered to be a common choice, to something more appropriate that would bind the people to the Kingdom of Great Britain. His proposal was not well received by the government; Lord Curzon rejected it for practical reasons including the multiplication of flags. Around this time, nationalist opinion within the dominion was leading to a representation through religious tradition. The symbols that were in vogue included the Ganesha, advocated by Bal Gangadhar Tilak, and Kali, advocated by Aurobindo Ghosh and Bankim Chandra Chattopadhyay. Another symbol was the cow, or Gau Mata (cow mother). However, all these symbols were Hindu-centric and did not suggest unity with India's Muslim population.
The partition of Bengal (1905) resulted in the introduction of a new Indian flag that sought to unite the multitude of castes and races within the country. The Vande Mataram flag, part of the Swadeshi movement against the British, comprised Indian religious symbols represented in western heraldic fashion. The tricolour flag included eight white lotuses on the upper red band representing the eight provinces, a sun and a crescent on the bottom green band, and the Bande Mataram slogan in Hindi on the central yellow band. The flag was launched in Calcutta bereft of any ceremony and the launch was only briefly covered by newspapers. The flag was not covered in contemporary governmental or political reports either, but was used at the annual session of the Indian National Congress. A slightly modified version was subsequently used by Madam Bhikaji Cama at the Second Socialist International Meeting in Stuttgart. Despite the multiple uses of the flag, it failed to generate enthusiasm amongst Indian nationalists.
The Vande Mataram flag raised by Bhikaiji Cama in 1907
Around the same time, another proposal for the flag was initiated by Sister Nivedita, a Hindu reformist and disciple of Swami Vivekananda. The flag consisted of a thunderbolt in the centre and a hundred and eight oil lamps for the border, with the Vande Mataram caption split around the thunderbolt. It was also presented at the Indian National Congress meeting in 1906. Soon, many other proposals were initiated, but none of them gained attention from the nationalist movement. In 1916, Pingali Venkayya submitted thirty new designs, in the form of a booklet funded by members of the High Court of Madras. These many proposals and recommendations did little more than keep the flag movement alive. The same year, Annie Besant and Bal Gangadhar Tilak adopted a new flag as part of the Home Rule Movement. The flag included the Union Jack in the upper left corner, a star and crescent in the upper right, and seven stars displayed diagonally from the lower right, on a background of five red and four green alternating bands. The flag resulted in the first governmental initiative against any nationalistic flag, as a magistrate in Coimbatore banned its use. The ban was followed by a public debate on the function and importance of a national flag.
A tricolour flag of white, green and red with a spinning wheel in the centre
Gandhi's flag, introduced at the Congress meeting in 1921
In the early 1920s, national flag discussions gained prominence across most British dominions following the peace treaty between Britain and Ireland. In November 1920, the Indian delegation to the League of Nations wanted to use an Indian flag, and this prompted the British Indian government to place renewed emphasis on the flag as a national symbol. In April 1921, Mohandas Karamchand Gandhi wrote in his journal Young India about the need for an Indian flag, proposing a flag with the charkha or spinning wheel at the centre. The idea of the spinning wheel was put forth by Lala Hansraj, and Gandhi commissioned Venkayya to design a flag with the spinning wheel on a red and green banner, the red colour signifying Hindus and the green standing for Muslims. Gandhi wanted the flag to be presented at the Congress session of 1921, but it was not delivered on time, and another flag was proposed at the session. Gandhi later wrote that the delay was fortuitous since it allowed him to realise that other religions were not represented; he then added white to the banner colours, to represent all the other religions. Finally, owing to the religious-political sensibilities, in 1929, Gandhi moved towards a more secular interpretation of the flag colours, stating that red stood for the sacrifices of the people, white for purity, and green for hope.
On 13 April 1923, during a procession by local Congress volunteers in Nagpur commemorating the Jallianwala Bagh massacre, the Swaraj flag with the spinning wheel, designed by Venkayya, was hoisted. This event resulted in a confrontation between the Congressmen and the police, after which five people were imprisoned. Over a hundred other protesters continued the flag procession after a meeting. Subsequently, on the first of May, Jamnalal Bajaj, the secretary of the Nagpur Congress Committee, started the Flag Satyagraha, gaining national attention and marking a significant point in the flag movement. The satyagraha, promoted nationally by the Congress, started creating cracks within the organisation in which the Gandhians were highly enthused while the other group, the Swarajists, called it inconsequential. Finally, at the All India Congress Committee meeting in July, at the insistence of Jawaharlal Nehru and Sarojini Naidu, Congress closed ranks and the flag movement was endorsed. The flag movement was managed by Sardar Vallabhbhai Patel with the idea of public processions and flag displays by common people. By the end of the movement, over 1500 people had been arrested across all of British India. The Bombay Chronicle reported that the movement drew from diverse groups of society including farmers, students, merchants, labourers and "national servants". While Muslim participation was moderate, the movement enthused women, who had hitherto rarely participated in the independence movement.
A tricolour flag of saffron, white and green with a spinning wheel in the centre
The Swaraj Flag, officially adopted by the Congress in 1931
While the flag agitation got its impetus from Gandhi's writings and discourses, the movement received political acceptance following the Nagpur incident. News reports, editorials and letters to editors published in various journals and newspapers of the time attest to the subsequent development of a bond between the flag and the nation. Soon, the concept of preserving the honour of the national flag became an integral component of the freedom struggle. While Muslims were still wary of the Swaraj flag, it gained acceptance among Muslim leaders of the Congress and the Khilafat Movement as the national flag. Detractors of the flag movement, including Motilal Nehru, soon hailed the Swaraj flag as a symbol of national unity. Thus, the flag became a significant structural component of the institution of India. In contrast to the subdued responses of the past, the British Indian government took greater cognisance of the new flag, and began to define a policy of response. The British parliament discussed public use of the flag, and based on directives from England, the British Indian government threatened to withdraw funds from municipalities and local governments that did not prevent the display of the Swaraj flag. The Swaraj flag became the official flag of Congress at the 1931 meeting. However, by then, the flag had already become the symbol of the independence movement.
A postage stamp, featuring a fluttering Indian flag above the word "INDIA". At left is "15 AUG. 1947" and "3½ As."; at right is "जय हिंन्द" above "POSTAGE".
Indian Flag, the first stamp of independent India, released on 21 Nov 1947, was meant for foreign correspondence.
A few days before India gained its freedom in August 1947, the Constituent Assembly was formed. To select a flag for independent India, on 23 June 1947, the assembly set up an ad hoc committee headed by Rajendra Prasad and including Maulana Abul Kalam Azad, Sarojini Naidu, C. Rajagopalachari, K. M. Munshi and B.R. Ambedkar as its members. On 14 July 1947, the committee recommended that the flag of the Indian National Congress be adopted as the National Flag of India with suitable modifications, so as to make it acceptable to all parties and communities. It was also resolved that the flag should not have any communal undertones. The spinning wheel of the Congress flag was replaced by the Chakra (wheel) from the Lion Capital of Ashoka. According to Sarvepalli Radhakrishnan, the chakra was chosen as it was representative of dharma and law. However, Nehru explained that the change was more practical in nature, as unlike the flag with the spinning wheel, this design would appear symmetrical. Gandhi was not very pleased by the change, but eventually came around to accepting it. The flag was proposed by Nehru at the Constituent Assembly on 22 July 1947 as a horizontal tricolor of deep saffron, white and dark green in equal proportions, with the Ashoka wheel in blue in the centre of the white band. Nehru also presented two flags, one in Khadi-silk and the other in Khadi-cotton, to the assembly. The resolution was approved unanimously. It served as the national flag of the Dominion of India between 15 August 1947 and 26 January 1950, and has served as the flag of the Republic of India since then.

Manufacturing process

Lettering written and printed on a canvas strip
A header of an Indian flag (size 6, date 2007/2008) certified by the ISI.
The design and manufacturing process for the national flag is regulated by three documents issued by the Bureau of Indian Standards (BIS). All of the flags are made out of khadi cloth of silk or cotton. The standards were created in 1968 and were updated in 2008. Nine standard sizes of the flag are specified by law, and the largest size (6.3 by 4.2 metres (21 × 14 ft)) is flown by the government of Maharashtra atop the Mantralaya building, the state administrative headquarters.
In 1951, after India became a republic, the Indian Standards Institute (now the BIS) brought out the first official specifications for the flag. These were revised in 1964 to conform to the metric system which was adopted in India. The specifications were further amended on 17 August 1968. The specifications cover all the essential requirements of the manufacture of the Indian flag including sizes, dye colour, chromatic values, brightness, thread count and hemp cordage. The guidelines are covered under civil and criminal laws and defects in the manufacturing process can result in punishments that include fines or jail terms.
Khadi or hand-spun cloth is the only material allowed to be used for the flag, and flying a flag made of any other material is punishable by law with imprisonment up to three years, besides a fine. Raw materials for khadi are restricted to cotton, silk and wool. There are two kinds of khadi used: The first is the khadi-bunting which makes up the body of the flag, and the second is the khadi-duck, which is a beige-coloured cloth that holds the flag to the pole. The khadi-duck is an unconventional type of weave that meshes three threads into a weave, compared to the two weaves used in conventional weaving. This type of weaving is extremely rare, and there are fewer than twenty weavers in India professing this skill. The guidelines also state that there should be exactly 150 threads per square centimetre, four threads per stitch, and one square foot should weigh exactly 205 grams (7.2 oz).
Tiranga is the symbol of INDIA. The woven khadi is obtained from two handloom units in the Dharwad and Bagalkot districts of northern Karnataka. Currently, Karnataka Khadi Gramodyoga Samyukta Sangha based in Hubli is the only licenced flag production and supply unit in India.[32] Permission for setting up flag manufacturing units in India is allotted by the Khadi Development and Village Industries Commission, though the BIS has the power to cancel the licences of units that flout guidelines.The hand-woven khadi for the National Flag was initially manufactured at Garag, a small village in the Dharwad district. A Centre was established at Garag in 1954 by a few freedom fighters under the banner of Dharwad Taluk Kshetriya Seva Sangh and obtained the Centre's licence to make flags.
Once woven, the material is sent to the BIS laboratories for testing. After quality testing, the material, if approved, is returned to the factory. It is then separated into three lots which are dyed saffron, white and green. The Ashoka Chakra is screen printed, stencilled or suitably embroidered onto each side of the white cloth. Care also has to be taken that the chakra is completely visible and synchronised on both sides. Three pieces of the required dimension, one of each colour, are then stitched together according to specifications and the final product is ironed and packed. The BIS then checks the colours and only then can the flag be sold.

Protocol

Two Indian flags side by side, the first is horizontal with the saffron band at the top, the second is vertical with the saffron band to the left.
Correct horizontal and vertical display of the flag
Display and usage of the flag is governed by the Flag Code of India, 2002 (successor to the Flag Code – India, the original flag code); the Emblems and Names (Prevention of Improper Use) Act, 1950; and the Prevention of Insults to National Honour Act, 1971. Insults to the national flag, including gross affronts or indignities to it, as well as using it in a manner so as to violate the provisions of the Flag Code, are punishable by law with imprisonment up to three years, or a fine, or both. Official regulation states that the flag must never touch the ground or water, or be used as a drapery in any form. The flag may not be intentionally placed upside down, dipped in anything, or hold any objects other than flower petals before unfurling. No sort of lettering may be inscribed on the flag. When out in the open, the flag should always be flown between sunrise and sunset, irrespective of the weather conditions. Prior to 2009, the flag could be flown on a public building at night under special circumstances; currently, Indian citizens can fly the flag even at the night, subject to the restriction that the flag should be hoisted on a tall flagpole and be well-illuminated. The flag should never be depicted, displayed or flown upside down. Tradition also states that when draped vertically, the flag should not merely be rotated 90 degrees, but also reversed. One "reads" a flag like the pages of a book, from top to bottom and from left to right, and after rotation the results should be the same. It is considered insulting to display the flag in a frayed or dirty state, and the same rule applies to the flagpoles and halyards used to hoist the flag, which should always be in a proper state of maintenance.
The original flag code of India did not allow private citizens to fly the national flag except on national days such as Independence Day or Republic Day. In 2001, Naveen Jindal, an industrialist used to the more egalitarian use of the flag in the United States where he studied, flew the Indian flag on his office building. The flag was confiscated and he was warned of prosecution. Jindal filed a public interest litigation petition in the High Court of Delhi; he sought to strike down the restriction on the use of the flag by private citizens, arguing that hoisting the national flag with due decorum and honour was his right as a citizen, and a way of expressing his love for the country. At the end of the appeals process, the case was heard by the Supreme Court of India; the court ruled in Jindal's favour, asking the Government of India to consider the matter. The Union Cabinet of India then amended the Indian Flag Code with effect from 26 January 2002, allowing private citizens to hoist the flag on any day of the year, subject to their safeguarding the dignity, honour and respect of the flag.It is also held that the code was not a statute and restrictions under the code ought to be followed; also, the right to fly the flag is a qualified right, unlike the absolute rights guaranteed to citizens, and should be interpreted in the context of Article 19 of the Constitution of India. The original flag code also forbade use of the flag on uniforms, costumes and other clothing. In July 2005, the Government of India amended the code to allow some forms of usage. The amended code forbids usage in clothing below the waist and on undergarments, and forbids embroidering onto pillowcases, handkerchiefs or other dress material.
Disposal of damaged flags is also covered by the flag code. Damaged or soiled flags may not be cast aside or disrespectfully destroyed; they have to be destroyed as a whole in private, preferably by burning or by any other method consistent with the dignity of the flag.

Display

The Indian flag and another flag on crossed poles; the Indian flag is at the left.
Placement protocol for the Indian flag with another country's flag
The rules regarding the correct methods to display the flag state that when two flags are fully spread out horizontally on a wall behind a podium, their hoists should be towards each other with the saffron stripes uppermost. If the flag is displayed on a short flagpole, this should be mounted at an angle to the wall with the flag draped tastefully from it. If two national flags are displayed on crossed staffs, the hoists must be towards each other and the flags must be fully spread out. The flag should never be used as a cloth to cover tables, lecterns, podiums or buildings, or be draped from railings. Whenever the flag is displayed indoors in halls at public meetings or gatherings of any kind, it should always be on the right (observers' left), as this is the position of authority. So when the flag is displayed next to a speaker in the hall or other meeting place, it must be placed on the speaker's right hand. When it is displayed elsewhere in the hall, it should be to the right of the audience. The flag should be displayed completely spread out with the saffron stripe on top. If hung vertically on the wall behind the podium, the saffron stripe should be to the left of the onlookers facing the flag with the hoist cord at the top.
Sketch of eight people carrying flags in a procession, the first and last persons have the India tricolour
A flag procession
The flag, when carried in a procession or parade or with another flag or flags, should be on the marching right or alone in the centre at the front. The flag may form a distinctive feature of the unveiling of a statue, monument, or plaque, but should never be used as the covering for the object. As a mark of respect to the flag, it should never be dipped to a person or thing, as opposed to regimental colours, organisational or institutional flags, which may be dipped as a mark of honour. During the ceremony of hoisting or lowering the flag, or when the flag is passing in a parade or in a review, all persons present should face the flag and stand at attention. Those present in uniform should render the appropriate salute. When the flag is in a moving column, persons present will stand at attention or salute as the flag passes them. A dignitary may take the salute without a head dress. The flag salutation should be followed by the playing of the national anthem.
Indian Flag at Red Fort
The privilege of flying the national flag on vehicles is restricted to the President, the Vice-President or the Prime Minister, Governors and Lieutenant Governors of states, Chief Ministers, Union Ministers, members of the Parliament of India and state legislatures of the Indian states (Vidhan Sabha and Vidhan Parishad), judges of the Supreme Court of India and High Courts, and flag officers of the Army, Navy and Air Force. The flag has to be flown from a staff affixed firmly either on the middle front or to the front right side of the car. When a foreign dignitary travels in a car provided by government, the flag should be flown on the right side of the car while the flag of the foreign country should be flown on the left side.The flag should be flown on the aircraft carrying the President, the Vice-President or the Prime Minister on a visit to a foreign country. Alongside the National Flag, the flag of the country visited should also be flown; however, when the aircraft lands in countries en route, the national flags of the respective countries would be flown instead. When carrying the president within India, aircraft display the flag on the side the president embarks or disembarks; the flag is similarly flown on trains, but only when the train is stationary or approaching a railway station.
When the Indian flag is flown on Indian territory along with other national flags, the general rule is that the Indian flag should be the starting point of all flags. When flags are placed in a straight line, the rightmost flag (leftmost to the observer facing the flag) is the Indian flag, followed by other national flags in alphabetical order. When placed in a circle, the Indian flag is the first point and is followed by other flags alphabetically. In such placement, all other flags should be of approximately the same size with no other flag being larger than the Indian flag. Each national flag should also be flown from its own pole and no flag should be placed higher than another. In addition to being the first flag, the Indian flag may also be placed within the row or circle alphabetically. When placed on crossed poles, the Indian flag should be in front of the other flag, and to the right (observer's left) of the other flag. The only exception to the preceding rule is when it is flown along with the flag of the United Nations, which may be placed to the right of the Indian flag.
When the Indian flag is displayed with non-national flags, including corporate flags and advertising banners, the rules state that if the flags are on separate staffs, the flag of India should be in the middle, or the furthest left from the viewpoint of the onlookers, or at least one flag's breadth higher than the other flags in the group. Its flagpole must be in front of the other poles in the group, but if they are on the same staff, it must be the uppermost flag. If the flag is carried in procession with other flags, it must be at the head of the marching procession, or if carried with a row of flags in line abreast, it must be carried to the marching right of the procession.

Half-mast

The flag should be flown at half-mast as a sign of mourning. The decision to do so lies with the President of India, who also decides the period of such mourning. When the flag is to be flown at half mast, it must first be raised to the top of the mast and then slowly lowered. Only the Indian flag is flown half mast; all other flags remain at normal height. The flag is flown half-mast nationwide on the death of the president, Vice-president or prime minister. It is flown half-mast in New Delhi and the state of origin for the Speaker of the Lok Sabha, Chief Justice of the Supreme Court, and Union Ministers. On deaths of Governors, Lt. Governors and Chief Ministers, the flag is flown at half-mast in the respective states and union territories. The Indian flag cannot be flown at half-mast on Republic Day (26 January), Independence day (15 August), Gandhi Jayanti (2 October), National Week (6–13 April) or state formation anniversaries, except over buildings housing the body of the deceased dignitary. However, even in such cases, the flag must be raised to full-mast when the body is moved from the building. Observances of State mourning on the death of foreign dignitaries are governed by special instructions issued from the Ministry of Home Affairs in individual cases. However, in the event of death of either the Head of the State or Head of the Government of a foreign country, the Indian Mission accredited to that country may fly the national flag at half-mast. On occasions of state, military, central para-military forces funerals, the flag shall be draped over the bier or coffin with the saffron towards the head of the bier or coffin. The flag should not be lowered into the grave or burnt in the pyre.

Monday, August 19, 2013

Indian Railways

Indian Railways
Type Ministry (government department)
Industry Railways
Founded 16 April 1853
Headquarters New Delhi, India
Area served India
Services Passenger railways
freight services
Parcel carrier
Catering and Tourism Services
parking lot operations
other related services
Revenue Increase INR1256.8 billion (US$20 billion) (2012–13)
Net income Increase INR104.1 billion (US$1.7 billion) (2012–13)
Owner(s) Government of India (100%)
Employees 1.3 million (2012)
Parent Ministry of Railways through Railway Board (India)
Divisions 17 Railway Zones
Website www.indianrailways.gov.in
Indian Railways
Reporting mark IR
Locale India
Dates of operation 16 April 1853–Present
Track gauge 1676 mm; 1000 mm; 762 mm; 610 mm
Electrification 23,541 km
Length 65,000 km
Headquarters New Delhi, India
Website www.indianrailways.gov.in
Indian Railways (reporting mark IR / भा. रे) is an Indian state-owned enterprise, owned and operated by the Government of India through the Ministry of Railways. It is one of the world's largest railway networks comprising 115,000 km (71,000 mi) of track over a route of 65,000 km (40,000 mi) and 7,500 stations. As of December 2012, it transported over 25 million passengers daily (over 9 billion on an annual basis). In 2011, IR carried over 8,900 million passengers annually or more than 24 million passengers daily (roughly half of which were suburban passengers) and 2.8 million tons of freight daily. In 2011–2012 Indian Railways had revenues of INR1119848.9 million (US$18 billion) which consists of INR696759.7 million (US$11 billion) from freight and INR286455.2 million (US$4.6 billion) from passengers tickets.
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the systems were nationalised as one unit, the Indian Railways, becoming one of the largest networks in the world. IR operates both long distance and suburban rail systems on a multi-gauge network of broad, metre and narrow gauges. It also owns locomotive and coach production facilities at several places in India and are assigned codes identifying their gauge, kind of power and type of operation. Its operations cover twenty four states and three union territories and also provides limited international services to Nepal, Bangladesh and Pakistan.
Indian Railways is the world's ninth largest commercial or utility employer, by number of employees, with over 1.4 million employees. As for rolling stock, IR holds over 239,281 Freight Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam, 5,197 diesel and 4,309 electric locomotives). The trains have a 5 digit numbering system as the Indian Railways runs about 10,000 trains daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km (40,000 mi) km route length was electrified.Since 1960, almost all electrified sections on IR use 25,000 Volt AC traction through overhead catenary delivery.

History


India's first train run between Bombay and Thane
The B.B. & C.I. Railway Head Offices, 1905
The history of rail transport in India began in the mid-nineteenth century. In 1849, there was not a single kilometre of railway line in India. A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways from 1857 onwards. The Allahabad-Jabalpur branch line of the East Indian Railway had been opened in June 1867. Brereton was responsible for linking this with the Great Indian Peninsula Railway, resulting in a combined network of 6,400 km (4,000 mi). Hence it became possible to travel directly from Bombay to Calcutta. This route was officially opened on 7 March 1870 and it was part of the inspiration for French writer Jules Verne's book Around the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo concluded that “it was thought desirable that, if possible, at the earliest possible moment, the whole country should be covered with a network of lines in a uniform system”.
By 1875, about £95 million were invested by British companies in India guaranteed railways. By 1880 the network had a route mileage of about 14,500 km (9,000 mi), 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.
In 1900, the GIPR became a government owned company. The network spread to the modern day states of Assam, Rajasthan and Andhra Pradesh and soon various autonomous kingdoms began to have their own rail systems. In 1905, an early Railway Board was constituted, but the powers were formally invested under Lord Curzon. It served under the Department of Commerce and Industry and had a government railway official serving as chairman, and a railway manager from England and an agent of one of the company railways as the other two members. For the first time in its history, the Railways began to make a 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 World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse.
In 1920, with the network having expanded to 61,220 km (38,040 mi), a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues.
The period between 1920 and 1929 was a period of economic boom; there were 41,000 mi (66,000 km) of railway lines serving the country; the railways represented a capital value of some 687 million sterling; and they carried over 620 million passengers and approximately 90 million tons of goods each year. Following the Great Depression, the railways suffered economically for the next eight years. The Second World War severely crippled the railways. Starting 1939, about 40% of the rolling stock including locomotives and coaches was taken to the Middle East, the railways workshops were converted to ammunitions workshops and many railway tracks were dismantled to help the Allies in the war. By 1946 all rail systems had been taken over by the government.

Organisational structure

Indian Railways headquarters Delhi
Kolkata Metro is the 17th zone of Indian Railways,Kolkata

Railway zones

Indian Railways is divided into several 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 sixteen 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-eight divisions.
Each of the sixteen zones is headed by a general manager 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, security 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.

Zonal railways details

Sl. No Name Abbr. Date Established Route km Headquarters Divisions
1. Central CR 5 November 1951 3905 Mumbai Mumbai, Bhusawal, Pune, Solapur, Nagpur
2. East Central ECR 1 October 2002 3628 Hajipur Danapur, Dhanbad, Mughalsarai, Samastipur, Sonpur
3. East Coast ECoR 1 April 2003 2677 Bhubaneswar Khurda Road, Sambalpur and Waltair (Visakhapatnam)
4. Eastern ER April 1952 2414 Kolkata Howrah, Sealdah, Asansol, Malda
5. North Central NCR 1 April 2003 3151 Allahabad Allahabad, Agra, Jhansi
6. North Eastern NER 1952 3667 Gorakhpur Izzatnagar, Lucknow, Varanasi
7. North Western NWR 1 October 2002 5459 Jaipur Jaipur, Ajmer, Bikaner, Jodhpur
8. Northeast Frontier NFR 15 January 1958 3907 Guwahati Alipurduar, Katihar, Rangia, Lumding, Tinsukia
9. Northern NR 14 April 1952 6968 Delhi Delhi, Ambala, Firozpur, Lucknow, Moradabad
10. South Central SCR 2 October 1966 5803 Secunderabad Vijayawada, Hyderabad, Guntakal, Guntur, Nanded, Secunderabad
11. South East Central SECR 1 April 2003 2447 Bilaspur Bilaspur, Raipur, Nagpur
12. South Eastern SER 1955 2631 Kolkata Adra, Chakradharpur, Kharagpur, Ranchi,
13. South Western SWR 1 April 2003 3177 Hubli Hubli, Bangalore, Mysore
14. Southern SR 14 April 1951 5098 Chennai Chennai, Trichy, Madurai, Salem,[12] Palakkad, Thiruvananthapuram
15. West Central WCR 1 April 2003 2965 Jabalpur Jabalpur, Bhopal, Kota
16. Western WR 5 November 1951 6182 Mumbai Mumbai Central, Ratlam, Ahmedabad, Rajkot, Bhavnagar, Vadodara
17. Metro Railway, Kolkata MR 31 December 2010 27 Kolkata -

Total

64106

A modern pantograph. The device shown is technically a half-pantograph.

Recruitment and training

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 20 Railway Recruitment Boards and Railway Recruitment Cells which are controlled by the Railway Recruitment Control Board (RRCB). The training of all cadres is entrusted and shared between six centralised training institutes.

Production units

CLW made WAP-5 30022(CLW made WAP-5 locos don't have fluted body shell) rests at Bhopal
WDP4 Diesel Locomotive Baaz which is now at New Jalpaiguri
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. Popular rolling stock builders such as CLW and DLW for electric and diesel locomotives; ICF and RCF for passenger coaches are Production Units of Indian Railways. Over the years, Indian Railways has not only achieved self-sufficiency in production of rolling stock in the country but also exported rolling stock to other countries. Each of these production units is headed by a general manager, who also reports directly to the Railway Board. The production units are:-
Name Abbr. Year Established Location Main products
Golden Rock Locomotive Workshops GOC 1928 Trichy Diesel-electric Locomotives
Chittaranjan Locomotive Works CLW 1947 Chittaranjan, Asansol Electric Locomotives
Diesel Locomotive Works DLW 1961 Varanasi Diesel Locomotives
Diesel-Loco Modernisation Works DMW 1981 Patiala Diesel-electric Locomotives
Integral Coach Factory ICF 1952 Chennai Passenger coaches
Rail Coach Factory RCF 1986 Kapurthala Passenger coaches
Rail Spring Karkhana RSK 1988 Gwalior Passenger coach springs
Rail Wheel Factory RWF 1984 Bangalore Railway wheels and axles
Rail Wheel Factory RWF 2012 Chhapra Railway wheels
Rail Coach Factory, Raebareli RCF 2012 Raebareli Passenger coaches

Other subsidiaries

There also exist independent organisations under the control of the Railway Board for electrification, modernisation, research and design and training of officers, each of which is headed by an officer of the rank of 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.
There are twelve public undertakings under the administrative control of the Ministry of Railways, viz.
Delhi Metro Rail Corporation Limited (DMRC), that has constructed and operates Delhi Metro network, is an independent organisation not connected to the Indian Railways. Similar metro rail corporations in other cities (except Kolkata Metro in Kolkata) are not connected to the Indian Railways.

Rolling stock

Locomotives

Two historical steam engines at water refilling station at Agra station
A Beyer Garratt 6594 Engine seen at the National Rail Museum
Locomotives in India consist of electric and diesel locomotives. Steam locomotives are no longer used, except in heritage trains. Locomotives are also called locos or engines. In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class or WP class.
As of 31 March 2012, Indian Railways had 5,197 diesel locomotives (increased from 17 on 31 March 1951), 4,309 electric locomotives (increased from 72 on 31 March 1951) and 43 steam locomotives (decreased from 8,120 on 31 March 1951) (see Railway Budget 2012–13 Explanatory Memorandum).

Goods wagons or freight cars

The number of freight car or goods wagons was 205,596 on 31 March 1951 and reached the maximum number 405,183 on 31 March 1980 after which it started declining and was 239,321 on 31 March 2012. The number is far shorter than the requirement and the Indian Railways keeps losing freight traffic to road. Indian Railways carried 93 million tonnes of goods in 1950–51 and it increased to 1010 million tonnes in 2012–13.
However, its share in goods traffic is much lower than road traffic. In 1951, its share was 65% and the share of road was 35%. Now the shares have been reversed and the share of railways has declined to 30% and the share of road has increased to 70%.

Passenger coaches

Indian railways has several types of passenger coaches.
Electric Multiple Unit (EMU) coaches are used for suburban traffic in large cities – mainly Mumbai, Chennai, Delhi, Kolkata, Pune, Hyderabad and Bangalore. These coaches numbered 7,793 on 31 March 2012. They have second class and first class seating accommodation.
Passenger coaches numbered 46,722 on 31 March 2012. Other coaches (luggage coach, parcel van, guard's coach, mail coach, etc.) numbered 6,560 on 31 March 2012.

Freight

Indian Railways earns about 70% of its revenues from the freight traffic (Rs. 686.2 billion from freight and Rs. 304.6 billion from passengers in 2011–12). Most of its profits come from movement of freight. It makes a loss on passenger traffic. It deliberately keeps its passenger fares low and cross-subsidises the loss-making passenger traffic with the profit-making freight traffic.
Since the 1990s, Indian Railways has stopped single-wagon consignments and provides only full rake freight trains for goods. Most of its freight earnings come from movement of bulk goods such as coal, cement, food grains and iron ore in full rakes. It is continually losing freight traffic to road.

Wagon types

Wagon types include:

Technical details

Track and gauge

Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad gauge which is wider than the 1,435 mm (4 ft 8 12 in) standard gauge; the 1,000 mm (3 ft 3 38 in) metre gauge; and two narrow gauges, 762 mm (2 ft 6 in) and 610 mm (2 ft). Track sections are rated for speeds ranging from 75 to 160 km/h (47 to 99 mph).
The total length of track used by Indian Railways is about 115,000 km (71,000 mi) while the total route length of the network is 65,000 km (40,000 mi). About 23,541 km (14,628 mi) or 36% of the route-kilometre was electrified as on 31 March 2013.
Indian gauge is the predominant gauge used by Indian Railways.
Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge1,676 mm (5 ft 6 in)—is the most widely used gauge in India with 105,000 km (65,000 mi) of track length (91% of entire track length of all the gauges) and 56,000 km (35,000 mi) of route-kilometre (86% of entire route-kilometre of all the gauges).
In some regions with less traffic, the metre gauge (1,000 mm/​3 ft 3 38 in) is common, although the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge has about 8,000 km (5,000 mi) of track length (7% of entire track length of all the gauges) and 7,000 km (4,300 mi) of route-kilometre (10% of entire route-kilometre of all the gauges).
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 have 2,000 route-kilometre. The Kalka-Shimla Railway, the Kangra Valley Railway and the Darjeeling Himalayan Railway are three notable hill lines that use narrow gauge, but the Nilgiri Mountain Railway is a metre gauge track. These four rail lines will not be converted under the Unigauge project.
The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47% (25,258 route-km) in 1951 to 86% in 2012 whereas the share of metre gauge has declined from 45% (24,185 route-km) to 10% in the same period and the share of narrow gauges has decreased from 8% to 3%. About 21,500 route-km of Indian railways is electrified.
Sleepers (ties) are made up of prestressed concrete, or steel or cast iron posts, though teak sleepers are still in use on a 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.
Narrow Gauge Train at Rajim, Chhattisgarh

Research and Development

In August 2013, Indian Railways entered into a partnership with Indian Institute of Technology (Madras) to develop technology to tap solar energy for lighting and air-conditioning in the coaches. This would pave way for a significant reduction of fossil fuel dependency for one of the world's largest railway network.

Railway links to adjacent countries

Under construction / Proposed links:

Types of passenger services

Trains are classified by their average speed. A faster train has fewer stops ("halts") than a slower one and usually caters to long-distance travel.
Rank Train Description
1 Duronto Express These are the non-stop (except for operational stops) point to point rail services introduced for the first time in 2009. They connect the metros and major state capitals of India and are faster than Rajdhani Express. They provide first AC, two-tier AC and three-tier AC accommodation. Some of them provide Sleeper Class accommodation.
2 Rajdhani Express These are air-conditioned trains linking major cities to New Delhi. They have high priority and are one of the fastest trains in India, travelling at about 130 km/h (82 mph). They have only a few stops.
3 Shatabdi Express The Shatabdi trains are air-conditioned intercity trains for travel during day. They have seats and executive class seats. Some of them 3-tier AC berths. They are the fastest trains in India, travelling at about 160 km/h.
4 Garib Rath Air-conditioned no-frills trains with seats and 3-tier Economy AC berths. The maximum speed is 130 km/h.
5 Jan Shatabdi Express Jan Shatabdi Express are a more affordable variety of the Shatabdi Express, which have both AC and non-AC classes. The maximum speed is 130 km/h.
6 Intercity Superfast Express/Mail These are trains that have an average speed greater than 80 km/h (50 mph). Tickets for these trains have an additional superfast surcharge.
7 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.
8 Passenger and Fast Passenger These are slow trains that stop at most stations along the route and are the cheapest trains. The trains generally have unreserved seating accommodation but some night trains have sleeper and 3-tier AC compartments.
9 Suburban trains These trains operate in the urban areas of Mumbai, Delhi, Kolkata, Chennai, Hyderabad, Pune and between Kanpur & Lucknow,usually stop at all stations and have unreserved seating accommodation.
10 Metros and Monorails These trains are designed for city transport in metro cities of India.

Accommodation classes

Indian Railways has several classes of travel with or without airconditioning. A train may have just one or many classes of travel. Slow passenger trains have only unreserved seating class whereas Rajdhani, Duronto, Shatabdi, garib rath and yuva trains have only airconditioned classes. The fares for all classes are different with unreserved seating class being the cheapest. The fare of Rajdhani, Duronto and Shatabdi trains includes food served in the train but the fare for other trains does not include food that has to be bought separately. In long-distance trains a pantry car is usually included and food is served at the berth or seat itself. Luxury trains such as Palace on Wheels have separate dining cars but these trains cost as much as or more than a five-star hotel room.
A standard passenger rake generally has four unreserved (also called "general") compartments, two at the front and two at the end, of which one may be exclusively for ladies. The exact number of other coaches varies according to the demand and the route. A luggage compartment can also exist at the front or the back. In some mail trains a separate mail coach is attached. Lavatories are communal and feature both the Indian style as well as the Western style.
The following table lists the classes in operation. A train may not have all these classes.
Class Description
1A First class AC: This is the most expensive class, where the fares are almost at par with air fare. There are eight cabins (including two coupes) in the full AC First Class coach and three cabins (including one coupe) in the half AC First Class coach. The coach has an attendant to help the passengers. Bedding is included with the fare in IR. This air conditioned coach is present only on popular routes and can carry 18 passengers (full coach) or 10 passengers (half coach). The sleeper berths are extremely wide and spacious. The coaches are carpeted, have sleeping accommodation and have privacy features like personal coupes. This class is available on broad gauge and metre gauge trains.
2A AC-Two tier: These air-conditioned coaches have sleeping berths across eight bays. Berths are usually arranged in two tiers in bays of six, four across the width of the coach and two berths longways on the other side of the corridor, with curtains along the gangway or corridor. Bedding is included with the fare. A broad gauge coach can carry 48 passengers (full coach) or 20 passengers (half coach). This class is available on broad gauge and metre gauge trains.
FC First class: Same as 1AC but without air conditioning. No bedding is available in this class. The berths are wide and spacious. There is a coach attendant to help the passengers. This class has been phased out on most of the trains and is rare to find. However narrow gauge trains to hill stations have this class.
3A AC three tier: Air conditioned coaches with 64 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. This class is available only on broad gauge.
3E AC three tier (Economy): Air conditioned coaches with sleeping berths, present in Garib Rath Trains. Berths are usually arranged as in 3AC but with three tiers across the width and three longways. They are slightly less well-appointed, usually no reading lights or curtained off gangways. Bedding is not included with fare.
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 coach with large spacious seats and legroom. It has a total of four seats in a row used for day travel between cities. This class of travel is only available on Shatabdi Express trains.
SL Sleeper class: The sleeper class is the most common coach on IR, 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.
2S Seater class: same as AC Chair car, but with bench style seats and without the air-conditioning. These may be reserved in advance or may be unreserved.
UR Unreserved: The cheapest accommodation. The seats are usually made up of pressed wood in older coaches but cushioned seats are found in new coaches. These coaches are usually over-crowded and a seat is not guaranteed. Tickets are issued in advance for a minimum journey of more than 24 hours. Tickets issued are valid on any train on the same route if boarded within 24 hours of buying the ticket.
Seen here is the Mumbai Rajdhani Express. Rajdhanis are long-distance high-speed and high-priority trains connecting major state capitals with New Delhi
Seen here is the Secunderabad Yeshwanthpur Garib-Rath Express. Garib-Rath's are low cost A/c trains
Interior of a First Class(1A) compartment in the Rajdhani Express
Air-conditioned Chair Car (CC) coaches in an Shatabdi Express.
Interior of an air-conditioned Chair Car coach(CC) in an Jan Shatabdi Express.
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.

Notable trains and achievements

“Science Express”, a joint Indo-German multimedia exhibition
A tight loop (Agony Point) on the Darjeeling Himalayan Railway in West Bengal
A view of the Pamban Railway Bridge that links Rameshwaram to the mainland. Thousands of pilgrims cross the sea every day to visit the island.
There are two UNESCO World Heritage Sites on IR – the Chatrapati Shivaji Terminus and the Mountain Railways of India. The latter consists of three separate railway lines located in different parts of India:
  • Darjeeling Himalayan Railway, a narrow gauge railway in West Bengal.
  • Nilgiri Mountain Railway, a metre gauge railway in the Nilgiri Hills in Tamil Nadu.
  • Kalka-Shimla Railway, a narrow gauge railway in the Shivalik mountains in Himachal Pradesh. In 2003 the railway was featured in the Guinness Book of World Records for offering the steepest rise in altitude in the space of 96 kilometre.
  • Maharaja Railways (Gwalior Light Railway), a narrow gauge line of just 610mm width from Gwalior to Sheopur of 198 km. in length is world's longest narrow gauge railway line is in the UNESCO world heritage tentative list.
  • Neral-Matheran Railway, a narrow gauge railway connecting Matheran is also a historic line.
  • 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.
  • 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 18 February 2006; it was earlier closed down after the 1965 Indo-Pak war.
  • 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 150th 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.[31] The Mumbai–Pune Deccan Queen has the oldest running dining car in IR.
  • Vivek Express, between Dibrugarh and Kanyakumari, has the longest run in terms of distance and time on Indian Railways network. It covers 4,286 km (2,663 mi) in about 82 hours and 30 minutes.
  • Himsagar Express, between Kanyakumari and Jammu Tawi, has the second longest run in terms of distance and time on Indian Railways network. It covers 3,715 km (2,308 mi) in about 69 hours and 30 minutes. The Bhopal Shatabdi Express is the fastest train in India today having a maximum speed of 150 km/h (93 mph) on the FaridabadAgra section. The fastest speed attained by any train is 184 km/h (114 mph) in 2000 during test runs.
  • The third longest train in terms of distance on Indian Railways network is Navyug express between Jammu tawi to Mangalore covering a distance of 3609 km.
  • Trivandrum Rajdhani is the longest non-stop train in on Indian Railways network covering 528 km
Double-decker AC trains have been introduced in India. The first double decker train was Pune-Mumbai Sinhagad express plying between Pune and Mumbai while the first double-decker AC train in the Indian Railways was introduced in November 2010, running between the Dhanbad and Howrah stations having 10 coaches and 2 power cars. On 16 April 2013, Indian Railways celebrated its 160 years of nationwide connectivity with a transportation of 23 million passengers in a day.
  • The world’s tallest rail bridge over Chenab River in Reasi district of Jammu and Kashmir is being constructed by Konkan Railway Corporation Limited (KRCL), a Central Public Sector Enterprise under the Ministry of Railways . It is likely to be ready by 2016. This bridge will be on the Udhampur – Srinagar – Baramulla Rail Link (USBRL) project which is a national project to provide rail connectivity to the Kashmir. Konkan Railway has taken up the construction of part of USBRL project from Katra to Dharam in December 2002.

Food

Trains are classified as pantry car/non-pantry car, trains with pantry cars are listed as P in Trains at a Glance. Meals are included in the fare on Rajdhani, Shatabdi and Duronto trains, while Indian Railways catering staff come around to collects orders an hour or two before mealtimes. Meals available for lunch and dinner are generally vegetarian and non-vegetarian thalis (rice, dal, a vegetable (chicken or fish curries for non-veg thalis), curd/yogurt, chapattis/rotis and occasionally, a sweet dish) or (veg/egg/chicken) biryani. Pantry car service always includes the sale of tea, coffee, cold drinks, Indian snacks (samosa) and "namkeen" (chips and other salty snacks). Pantry cars mostly re-distribute food from base kitchens that are based at important stations; As per the catering policies only heating is encouraged for which electric heating equipment is provided. Any cooking at stations or in pantry cars is discouraged. The quality of food varies, with the fare being better in the South and West. Also, the parameters like: hygiene, taste, cuisine changes from region to region. Most pantry cars and restaurants at stations are used to be earlier managed by Indian Railway Catering and Tourism Corporation IRCTC. However Indian Railways has now phased out IRCTC from most catering in Railways except at Food Courts, Fast Food Units etc. Most catering is now managed by Zonal Railways. Kiosks are ubiquitous where one can find snacks/breakfast/packed foods/ biscuits/ cookies/ mineral water etc. At major stations, one can find higher end IRCTC food courts and food plazas and even fine-dine restaurants that have been given to reputed private players to manage.

Problems and issues

The personnel costs and operating costs have increased several times over the past decade. Fares have been hiked both in 2011 & 2013, offsetting a good percentage of the loss. The maintenance of passenger coaches and goods wagons is poor and often results in derailments and other accidents. The sanitation in trains and stations is improving. Trains like Duronto/Rajdhani & some express trains such as Hyderabad to Bangalore Kacheguda Express have onboard janitors, whose job it is to clean to compartment and washrooms on a regular basis. Further, mobile numbers of supervisors are provided on the train for any complaints.
New railway line projects are often announced without securing additional funding for them. A large number of these projects are not profitable and do not get completed within the scheduled time. As on 31 March 2011, 347 projects including new lines, doubling and gauge conversion were pending and their costs have skyrocketed to INR1472 billion (US$23 billion). However, the railway budget for 2012–13 provided only INR130 billion (US$2.1 billion) for the projects.
Sexual harassment of women on trains has risen alarmingly. The menace is more harsh in the metropolitan areas of north, south and western regions. There have been several cases of railway officials themselves indulging in sexual offences instead of being saviours of the women under attack.