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Standards and Specification for Time Tabling

By on July 9, 2013

Standards and Specification play a vital role in  improving performance with only one disadvantage that it binds the management limiting whimsical decisions. Railways had worked with a certain principle of standards in all fields of working except for the timetabling of catching trains. There is no directed policy and the impact made on the freight mobility is never evaluated when ever a new coaching train is added for most suitable time selection. With large scale computerization introduced called FOIS, COIS, CMS, Computerised Charting etc. and many software tools available, Railways shall work for fixing standards and specification for designing time table for coaching trains.

1. There are many types of train introduced during the period of many of Railway Ministers. The specification of those trains were given but not standardised such as

  1. Rajdhani: Initially it was introduced with the concept to complete day time work in the Capital and return back the same day. Train arriving Capital at around 1000hrs and returning back at 1700 hrs. The definition is now misplaced. 
  2. Shatabdi: Train leaving Major city in the morning and travelling for a time of 5-6 hrs or up to around 500 Km and returning back the same day depending upon the major city approach.
  3. Jan-Shatabdi: Similar to Shatabdi but with 2nd Class sitting to meet the aspiration of day time travel of common man
  4. Duranto: Non-stopping intercity travel
  5. Garib Rath: Subsidized AC travel for common man
  6. Yuva Express:
  7. Jayanti Janta: Introduced on 2nd Oct, few pair of trains with 2nd class composition only
  8. Janta Express: Only 2nd class express trains
  9. Sampark Kranti Express: Train connecting State with Capital; i.e. stopping at important stations in the Originating State only

These trains has become synonymy with period of Railway Minister. Why not standardized these trains with specification ensuring no one tempers with the standard demanding stoppages later on or changing the logic behind those trains.

A simple logic is … If there is demand of 5000 seats per day from Mumbai to Delhi; why not run 4 non-stop trains in four different corridor

2. For more than 500 Km distance, the most preferred timings were overnight train. But with more and more demand, the start timings has gone upto 2330hrs and arriving timings even 0330hrs.

3. Speed differential results in precedence of one coaching train over another freight train. This is OK. But when it results precedence of one coaching train over another coaching train; the common man is irritated while waiting at platform and train in rear with black windows passes through. Why not avoid this?

4. Up and Down direction of travel was introduced during British period when Private Railways introduced there own system of direction of travel. Now with unification of operating system of Indian Railways, will it not be prudent to define up and down system by simple exercise of natural gravity flow of water from J&K to Kerala/Tamil Naidu.

Indian Railways shall act immediately to set Standards and Specification to facilitate Designing Time Table which benefits Railways as well as common passenger.

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There Are 4 Comments

  1. Vikash Anand says:

    " Now with unification of operating system of Indian Railways, will it not be prudent to define up and down system by simple exercise of natural gravity flow of water from J&K to Kerala/Tamil Nadu." What if i travel from kolkata to Mumbai. 😉

  2. Vikash Anand says:

    Moderated Comments slow down the system.. People loose interest..

  3. anil says:

    trains can depart by 23-30 but should not each destination before 4-15 and not before 5-00 a.m in mumbai. it is easily possible to maintain this.

    no upcountry train should depart on wr track from mumbai during morning peak hours. the fifth line should be used only for upoming upcountry rains.

    in comparison to cr wr operates fewer trains but many upcountry trains leave Mumbai during 5-00 to 7-00 p.m like saurashtra anata , lokshakti, aravali , aipur superfast . they allcan eave after 19–0 p.m .

    brtishers started poona mail at 17-50 . now we have slow moving upcountry sahyadri express at same time. it is crime to use 17-50 slot for an upcountry rain and not for intercity rain like pragati .

    cr should start pragati at 17-55 hrs and sahaydri can depart at 19-10 vidarbha t 19-40 unab mail at 20-05 amravati at 2025 mahalaxmi at 22-00..

    pune ernakulm express hould not ly via kokan route as shorter route is via mira. do not crowd pune -mumbai rack by such rains.instaed havepune sawantwadi express starting at night 22-00 pm.

    use pune mumbai rtack sparingly for long distance trains only when must . like south india rains or a delhi rain.

    r ahmedabad rains.

    even oune indore can move via daund khanadawa.

    • Mahesh Kumar Jain says:

      This is what I have tried to suggest IR to set standardization and specification for Time Tabling. During British time, there were three types of train namely 36 hrs, 12 hrs and passenger train. Thereafter we kept on adding trains very haphazardly without any standards in our vision.