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Blog Entry# 3202674
Posted: Mar 14 2018 (15:14)

1 Responses
Last Response: Mar 14 2018 (15:14)
Rail News
IR Affairs
Mar 13 2018 (22:54)   Railways operating ratio, direct indicator of working of the state run transporter, drop lowest in 18 years

a2z~   351 news posts
Entry# 3202674   News Entry# 331336         Tags   Past Edits
NEW DELHI: Railways operating ratio, direct indicator of working of government run transporter, fell to lowest in 18 years for financial year 2016-17, says a CAG report emphasising that passenger fares needs to be revisited and subsidies, passes, special travel concession be scaled down.
The report also raises concern over incidents of rail fractures and noticed that 274 cases of rail fractures and 465 cases of weld failures were reported during 2015-16 and 2016-17 in the selected section of five Zonal Railways. During this period, seven accidents occurred due to rail fractures/ weld failures in these five Zonal Railways.
national auditor found that the Operating Ratio during 2016-17 had deteriorated to the lowest level of 96.50 per cent since 2000-01 when it was 98.34 per cent. When actual expenditure on pension payments is taken into account, the Operating Ratio works out to be 99.54 per cent.
“Since, Operating Ratio is a direct indicator of the working of Railways; the Ministry of Railways should also look into the various innovative ways for revenue generation and closely monitor the expenditure,” recommended the CAG.
Directing the Ministry of Railways to revisit the passenger and other coaching tariffs so as to recover the cost of operations in a phased manner and reduce its losses in its core activities, the auditor said that the fixation of passenger fare and freight charges should be based on the cost involved so that it brings both rationality and flexibility in pricing considering the financial health of Railways and the current market scenario.
“There is hardly any justification for not fully recovering the cost of passenger services in case of AC 1 st Class, First Class and AC 2-Tier. However, since one of the factors for non- recovering full cost from these classes could be issue of free and concessional fare passes/tickets to various beneficiaries in good numbers, this practice needs to be scaled down,” it added.
The CAG expressed concern over the huge backlog of renewal and replacement of over aged assets in railway system and said it needs to be addressed for safe running of trains.
Total Capital grew from Rs 1,83,488 crore as on 31 March 2013 to Rs 3,12,635 crore as on 31 March 2017, total traffic handled declined from 7,27,610 million Net Tonne Kilometres to 7,01,813 million Net Tonne Kilometres respectively.
“Railways need to take measures to improve competitiveness of its services vis-à- vis Road and Air travel,” it added.

Mar 14 2018 (15:14)
a2z~   2940 blog posts
Re# 3202674-1            Tags   Past Edits
Increase of total capital by hefty 70.38% from Rs 1,83,488 crore as on 31 March 2013 to Rs 3,12,635 crore as on 31 March 2017 coupled with traffic decline of 3.54% from 7,27,610 million Net Tonne Kilometres to 7,01,813 million Net Tonne Kilometres, is a very bad symptom. It is clear indication that funds are not spent/ invested in the right direction.
(1) Most of the new line projects, Guage conversion have negative or very low rate of return. So more the investment more the losses. Presently DFC appear to be most important venture of IR, and IR need to take up construction of more DFCs.
(2) IR
could have freezed the projects with lesser financial and operational significance and quickly completed the better ones and reaped the financial benefits.
(3) Huge investment in deploying much costlier LHB rakes is not giving any benefit. IR could have charged 10-15% higher base fare for LHB coaches with superior asthetics, potential, riding characteristics, Generator cars and interiors. Instead it opted for flexifares which have killed the rising popularity of profitable premium trains.
(4) Increasing the carrying capacity of all the trains esp. the branded ones like Durontos, DD Express, Humsafar etc to maximize the revenue with minimum incremental costs. Eg. Adding non ac LHB coaches to fully ac Durontos/Shatabdies operating with lesser number of coaches. IR has done a right step by adding ac sleeper coaches to failed Yuva trains. Similarly Humsafar may have ACII coaches, AC DD may have single deck EC, IIS or suitable non ac DD coaches to increase the carrying capacity.
(5) Controlling the salary & pension cost, which currently is the real tension of IR which is not discussed much due to political reasons. This cost have jumped from a level of about 50-55% to about 65-70% of total revenue after implementation of 7th pay commissions. This level is totally untenable. End of train telemetry, Konkan Railway system of track maintenance, use of automation for accurate monitoring and operation, automatic and safe signaling systems, focusing on core railway activities and hiving off schools, hospitals etc to concerned govt departments are necessary.
(6) Rationalisation of subsidy to manageable levels through increase in all the classes, especially the general class & MST fares is a must.

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