Trans-Asian rail corridor

Trans-Asian rail corridor — BIMS-TEC team to be formed to coordinate regional issues

Today the Konkan Railway, wends its fast and safe way through scenic country not despoilt by the pieces of engineering created for it. In fact Konkan Railway is an Indian triumph in many areas: engineering, efficiency, innovation, economy, speed, environmental awareness, public relations, aesthetics and service. A 760 kM rail path, laid on fairly flat rails over rivers and valleys and through mountains and gorges, it was designed and built by Indian engineers in a record time of eight years! It is a feat of civil engineering that the British had contemplated a century ago and abandoned as being too formidable.

The route is a single-line track, and is not electrified yet. It has been designed for high speed traffic (160 km/h). It is open to goods and passenger traffic. The route, which runs parallel to the Arabian Sea coastline, offers some of the most spectacular views of any Indian rail journey.The Konkan railway route intersects national highway NH-17 at many places. The NH-17 also runs between Mumbai and Mangaluru. KR does not have divisions like the other Indian Railways; however, it has two regions with headquarters at Ratnagiri in Maharashtra and Karwar in Karnataka.

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The Ratnagiri region extends from Roha to Sawantwadi, while the Karwar region extends from Pernem to Thokur (the latter being where Southern Railway begins, a few stations north of Mangalore). Surathkal can be considered as the southernmost station on Konkan railway as trains do not officially halt at Thokur.

For the first time in India funds for the project were raised without touching the government coffers. The authorised capital of Rs.800 crores was pooled together by the railways and the states of Kerala, Karnataka and Goa and Maharashtra. This was leveraged by means of public bonds to the extent of Rs.2250 crores. These bonds carried attractive rates of return, tax breaks and guaranteed repayment. The project also employed the least number of people in its management: at its peak a mere 2400, all in. From the beginning the Corporation had set its mind on extensive use of information technology. Consider this in conjunction with the fact that in 1990, IT had just about begun to make its presence felt worldwide. An international record in tunnel boring was set: the Natuvadi tunnel's 204 metres per month beat the previous 187 metres. In total there are 1798 bridges and 88 tunnels along the way

Until Konkan Railway started its operations, the two important port cities Mangalore and Mumbai were not directly connected by the railway network. Even though economic reasons provided a strong need to connect these two cities.

The region through which the railway track passed was geographically very tough and would be an engineering challenge.The ecology and scenic beauty of the region traversed by the Konkan Railway will make the journey along this route a pleasant and enjoyable experience for the passengers. The shortened time span and the easy accessibility to inland scenic spots or to beach fronts along the picturesque coastline should offer opportunities for travel not contemplated earlier and contribute to a booming tourist trade.

In an effort to make the region more accessible to tourists, important super fast trains like Delhi. Trivandrum Rajdhani Express have been diverted over the Konkan Railway. In addition, a Shatabdi Express has been also started between Mumbai. Madagaon. It was constituted as a separately incorporated railway, with its headquarters at CBD Belapur in Navi Mumbai and E. Sreedharan as its first Chairman and Managing Director. By May 1999, the Konkan Railway had laid a 760km broad gauge route from Roha to Mangalore along the western coast of India (the Konkan region).

.

This project was substantially completed by October 1997 when Mr. Sreedharan was asked to take up the responsibility of construction of the Delhi Metro Project. Recently Mr E Sreedharan was called in Pakistan for development of Lahore Metro plan. Detection)system.

THE STORY OF HOW IT CAME UP

Mr. George Fernandes on his first day in office in 1989 as the Minister for Railways flagged off the Konkan Railway Corporation Ltd [KRCL]. Its mandate: raise your own funds and construct with speed and economy a railway connecting Mumbai with Mangalore and pay off the loans in the promised time. It was a sweeping challenge and it met its hero in Dr. E. Sreedharan, a veteran railway man known for brisk efficiency. Fernandes persuaded him out of his retirement and made him the Chairman and Managing Director of Konkan Railway.

A near flat track [-- a gradient of less than 1 foot in 150 feet] and a curvature of 1.25kM radius was to be maintained if the trains were to reach the target speeds of 160kM per hour. The problem was that the entire scenic Konkan coast is full of rivers, mountains, ravines, valleys and human settlements.

The only way the flat and fast track could be laid was by boring long and numerous tunnels through mountains, building tall viaducts through the valleys, creating high embankments, making deep cuts between peaks and building several bridges over water courses.Satellite images were used to decide on the alignment. When proving trips had to be undertaken into inhospitable terrain, the Corporation did away with the cumbersome government practice of ploughing through with jeeps.

Land acquisition was proceeding in the three states of Karnataka, Goa and Maharashtra. The approach was human and not official. The benefits of the railway to the region's economy was explained. They were reassured that their environment and ways of life would not be disturbed. Where they were to be displaced alternate spaces of their choice were to be provided. In Goa the bikies were at it again, fraternising with the local folks and explaining the project objectives. The Corporation acted fair. In many cases landowners had neglected the paper work. The Corporation did a lot of hand-holding and when the papers were set right, they were paid a fair price. A mango tree was valued between Rs.2,000 and Rs.10,000 jack-fruit trees, Rs.2000 and cashew trees, Rs.1000. Heritage , community and religious structures were left alone. Displaced farmers were helped with transportation and rehabilitation. Near Dasgaon a new burial ground was built and bones and remains from the old ground transported with reverence. Payment cheques were
door-delivered! All these were done in twelve months in a highly bureaucratised India!

The length of 760kM was divided into 7 sectors of approximately 100kM each. Each had a Chief Engineer with full freedom of decision making. And with the freedom came, in not so small a print, a definite time target.

Konkan Railway. Four concrete sleeper plants were set up at Chiplun, Madgaon, Kudal and Murdeshwar to manufacture the 1.3 million sleepers required for the project. Besides this cement, steel, explosives, rails and a hundred other things had to be delivered through harsh terrain. Depots were created for these. Wherever possible design was standardised to be built with pre-stressed parts cast elsewhere. International norms were followed in evaluating and short listing contractors. Their bids were decided upon within 72 hours of opening. Independent quality assurance inspectors were appointed.

For all these preparations the ordeal on the ground was not in any way mitigated. Many hair
raising adventures -- some that nearly killed them -- were encountered. In 1994 the Mahad sector had floods that stood 12 feet above road level! Four workers building the Byndoor tunnel were blown back 60 feet by a sudden gush of water. At Ukshi an entire mountainside buried the works and equipment.

Today the Konkan Railway, wends its fast and safe way through scenic country not despoilt by the pieces of engineering created for it. In fact Konkan Railway is an Indian triumph in many areas: engineering, efficiency, innovation, economy, speed, environmental awareness, public relations, aesthetics and service. A 760 kM rail path, laid on fairly flat rails over rivers and valleys and through mountains and gorges, it was designed and built by Indian engineers in a record time of eight years! It is a feat of civil engineering that the British had contemplated a century ago and abandoned as being too formidable.

The route is a single-line track, and is not electrified yet. It has been designed for high speed traffic (160 km/h). It is open to goods and passenger traffic. The route, which runs parallel to the Arabian Sea coastline, offers some of the most spectacular views of any Indian rail journey.The Konkan railway route intersects national highway NH-17 at many places. The NH-17 also runs between Mumbai and Mangaluru. KR does not have divisions like the other Indian Railways; however, it has two regions with headquarters at Ratnagiri in Maharashtra and Karwar in Karnataka.

.

The Ratnagiri region extends from Roha to Sawantwadi, while the Karwar region extends from Pernem to Thokur (the latter being where Southern Railway begins, a few stations north of Mangalore). Surathkal can be considered as the southernmost station on Konkan railway as trains do not officially halt at Thokur.

For the first time in India funds for the project were raised without touching the government coffers. The authorised capital of Rs.800 crores was pooled together by the railways and the states of Kerala, Karnataka and Goa and Maharashtra. This was leveraged by means of public bonds to the extent of Rs.2250 crores. These bonds carried attractive rates of return, tax breaks and guaranteed repayment. The project also employed the least number of people in its management: at its peak a mere 2400, all in. From the beginning the Corporation had set its mind on extensive use of information technology. Consider this in conjunction with the fact that in 1990, IT had just about begun to make its presence felt worldwide. An international record in tunnel boring was set: the Natuvadi tunnel's 204 metres per month beat the previous 187 metres. In total there are 1798 bridges and 88 tunnels along the way

Until Konkan Railway started its operations, the two important port cities Mangalore and Mumbai were not directly connected by the railway network. Even though economic reasons provided a strong need to connect these two cities.

The region through which the railway track passed was geographically very tough and would be an engineering challenge.The ecology and scenic beauty of the region traversed by the Konkan Railway will make the journey along this route a pleasant and enjoyable experience for the passengers. The shortened time span and the easy accessibility to inland scenic spots or to beach fronts along the picturesque coastline should offer opportunities for travel not contemplated earlier and contribute to a booming tourist trade.

In an effort to make the region more accessible to tourists, important super fast trains like Delhi. Trivandrum Rajdhani Express have been diverted over the Konkan Railway. In addition, a Shatabdi Express has been also started between Mumbai. Madagaon. It was constituted as a separately incorporated railway, with its headquarters at CBD Belapur in Navi Mumbai and E. Sreedharan as its first Chairman and Managing Director. By May 1999, the Konkan Railway had laid a 760km broad gauge route from Roha to Mangalore along the western coast of India (the Konkan region).

.

This project was substantially completed by October 1997 when Mr. Sreedharan was asked to take up the responsibility of construction of the Delhi Metro Project. Recently Mr E Sreedharan was called in Pakistan for development of Lahore Metro plan. Detection)system.

THE STORY OF HOW IT CAME UP

Mr. George Fernandes on his first day in office in 1989 as the Minister for Railways flagged off the Konkan Railway Corporation Ltd [KRCL]. Its mandate: raise your own funds and construct with speed and economy a railway connecting Mumbai with Mangalore and pay off the loans in the promised time. It was a sweeping challenge and it met its hero in Dr. E. Sreedharan, a veteran railway man known for brisk efficiency. Fernandes persuaded him out of his retirement and made him the Chairman and Managing Director of Konkan Railway.

A near flat track [-- a gradient of less than 1 foot in 150 feet] and a curvature of 1.25kM radius was to be maintained if the trains were to reach the target speeds of 160kM per hour. The problem was that the entire scenic Konkan coast is full of rivers, mountains, ravines, valleys and human settlements.

The only way the flat and fast track could be laid was by boring long and numerous tunnels through mountains, building tall viaducts through the valleys, creating high embankments, making deep cuts between peaks and building several bridges over water courses.Satellite images were used to decide on the alignment. When proving trips had to be undertaken into inhospitable terrain, the Corporation did away with the cumbersome government practice of ploughing through with jeeps.

Land acquisition was proceeding in the three states of Karnataka, Goa and Maharashtra. The approach was human and not official. The benefits of the railway to the region's economy was explained. They were reassured that their environment and ways of life would not be disturbed. Where they were to be displaced alternate spaces of their choice were to be provided. In Goa the bikies were at it again, fraternising with the local folks and explaining the project objectives. The Corporation acted fair. In many cases landowners had neglected the paper work. The Corporation did a lot of hand-holding and when the papers were set right, they were paid a fair price. A mango tree was valued between Rs.2,000 and Rs.10,000 jack-fruit trees, Rs.2000 and cashew trees, Rs.1000. Heritage , community and religious structures were left alone. Displaced farmers were helped with transportation and rehabilitation. Near Dasgaon a new burial ground was built and bones and remains from the old ground transported with reverence. Payment cheques were
door-delivered! All these were done in twelve months in a highly bureaucratised India!

The length of 760kM was divided into 7 sectors of approximately 100kM each. Each had a Chief Engineer with full freedom of decision making. And with the freedom came, in not so small a print, a definite time target.

Konkan Railway. Four concrete sleeper plants were set up at Chiplun, Madgaon, Kudal and Murdeshwar to manufacture the 1.3 million sleepers required for the project. Besides this cement, steel, explosives, rails and a hundred other things had to be delivered through harsh terrain. Depots were created for these. Wherever possible design was standardised to be built with pre-stressed parts cast elsewhere. International norms were followed in evaluating and short listing contractors. Their bids were decided upon within 72 hours of opening. Independent quality assurance inspectors were appointed.

For all these preparations the ordeal on the ground was not in any way mitigated. Many hair
raising adventures -- some that nearly killed them -- were encountered. In 1994 the Mahad sector had floods that stood 12 feet above road level! Four workers building the Byndoor tunnel were blown back 60 feet by a sudden gush of water. At Ukshi an entire mountainside buried the works and equipment.

Trans-Asian rail corridor

Trans-Asian rail corridor — BIMS-TEC team to be formed to coordinate regional issues

Our Bureau

Mr R.K. Singh (right), Chairman, Indian Railway Board and Chairman, World Executive Council (WEC), and Mr Philippe Roumegere, CEO, Union of Railways (UIC), at a press conference in Bangalore on Thursday. — G.R.N. Somashekar

Bangalore , April 28

AN international rail council meeting that got off here on Thursday has decided to have the Asia regional coordination team in place by June for pursuing the trans-Asian rail corridor.

The committee would be drawn from BIMS-TEC nations to coordinate the regional issues related to the inter-continental rail corridor that is meant to link Asia with Europe.

The trans-Asian corridor is one of the subjects being debated at a three-day meeting of the International Union of Railways (UIC) World Executive Council (WEC). India, the current chair, is hosting the 19th annual WEC meeting for the first time, said Mr R.K. Singh, Railway Board Chairman, and current Chairman of the council.

The grouping would by June-end identify rail-related regional issues that need to be taken up. It involves the BIMS-TEC (Bay of Bengal Initiative for Multi-Sectoral Technical and Economic Cooperation) nations — Bangladesh, India, Myanmar, Sri Lanka, Thailand, Bhutan and Nepal. Such a rail project cutting through India, Bangladesh, Pakistan, Iran, Cambodia, Thailand, China and Bulgaria would boost the low inter-continental freight movement along railways, Mr Singh said.

WEC is the highest decision making body under the non-governmental international coordination body — the Paris-based UIC. It has identified high-speed passenger and freight systems as a thrust area to meet growing transportation and efficiency needs.

A Mumbai-Ahmedabad `Indian TGV' was one such being considered, Mr Singh told a news conference attended by the CEO of UIC, Mr Philippe Roumeguere. Likewise, a plan for dedicated freight corridors linking the metros was before the Planning Commission.

New mechanisms to meet investment needs of the future would be discussed. UIC estimates that India, China and Europe would need euro 1,000 billion of investment in the next 15 years.

According to Mr Singh, by July, the NF railway would be the first to have anti-collision devices that would be extended to other divisions.

Indian Railways had showed a significant growth of eight per cent in freight traffic and six per cent in passenger share during 2004-05, he said.

Seventy-five representatives from 30 member countries of the council are meeting at a time when the rail sector is trying to counter competition on the road and from air.

South India Rail Tours

Day 1: Chennai
Arrive Chennai. Transfer to Hotel. Overnight Chennai

Day 2: Chennai
After breakfast, full Day tour of Mahabalipuram & Kanchipuram. Kanchipuram (64 kms from Chennai) is the ancient capital of the Pallavas famous as a city of 1000 Temples and still has 124 shrines. The first temple dedicated to Shiva was built in the 7th and 8th century and has paintings on the walls. Temples of Ekambaswara, Kailasanatha, Sri Kamakshi and Varadarajaswamy are of interest. Kanchipuram is also famous for its silks. The city of Mahabalipuram is famous for the seven pagodas. Here on the seashore is an interesting group of ancient rock hewn temples which are the examples of Dravidian style of Architecture.

Day 3: Chennai
After breakfast, city tour of Chennai. Visit the Museum to see the Art and Bronze Gallery. Drive through the Flower and Fruit market, High court, Fort museum, Marina Beach, Santhome Cathedral and snake park . Check-out at 1200 hrs from the hotel. Late evening transfer to railway-station for overnight journey to Madurai.

Day 4: Madurai
Morning arrive Madurai and transfer to hotel. Afternoon visit the great Meenakshi Temple dedicated to the consort of Lord Shiva. Later, visit the Tirumala Nayak Palace - A gracious building in the Indo saracenic style, famous for the Stucco work on its domes & arches. Also visit the Alagar Hills and Tirupara Kundran Rock temple. Afternoon free. Overnight Madurai.

Day 5: Madurai / Periyar
After breakfast, drive to Periyar National Park. it extends to 777 square kms & forms part of the high mountain ranges, the Western Ghats. Wild life can be seen while cruising on Periyar Lake in a motor boat. Elephants, wild boar, sambar, tiger, leopard, wild dog, langur monkeys, etc. can be seen easily. Overnight Periyar.

Day 6: Periyar / Trivandrum
After breakfast, drive to Trivandrum viewing the scenic beauty enroute. Kerala is lush green and is full of lakes and water. Overnight Trivandrum.

Day 7: Trivandrum
After breakfast, Day free in Trivandrum or optional tours to Cape Comorin (Kanya Kumari - the southern most part of India) or nearby places like Kovalam beach, etc. Overnight Trivandrum.

Day 8: Trivandrum / Cochin
After breakfast, drive to Cochin visiting the Kerala villages enroute.

Day 9: Cochin
After breakfast, city tour of Cochin. One of the finest natural harbours on the Arabian Sea coast, Kochi, earlier known as Cochin, has been a pot of call for foreign traders from early times. Cochin is the natural harbour created by the famed underwater Malabar mud-banks whose quality ensures that the rougher the seas are outside and the calmer waters are within the Harbour. Vasco-de-Gama placed it on the world map. It has a Jewish synagogue, Portuguese churches, mosques and Hindu temples. Watch the Chinese Fishing Nets. Checkout at 1200 hrs. Transfer to railway-station for overnight journey to Bangalore.

Day 10: Bangalore
Morning arrive Bangalore and transfer to hotel followed by breakfast. Afternoon tour of Bangalore city, visit the Lal Bagh with a variety of old trees, fountains, lotus pools, terraces & an assortment of tropical and sub-tropical herbs. Also see the Maharaja's Palace & Government Buildings. Overnight Bangalore.

Day 11: Bangalore / Mysore
Morning arrive Bangalore railway station and drive to Mysore. Arrive and transfer to hotel. Overnight Mysore.

Day 12: Mysore
Morning visit the palace of the Maharaja built in 1911 - 1912. The palace is of harmonious syntheses of the Hindu and saracenic styles of architecture with archways, domes, turrets, colonnades and sculptures which are magnificent. Visit the Art Gallery; drive upto Chamundi hill to see Chamundeshwari Temple and a panoramic view of Mysore. On the way back, see the Nandi Bull. Afternoon free. Overnight Mysore.

Day 13: Mysore / Chennai
After breakfast, morning free. Transfer to rail-station to catch the train for Chennai. Arrive Chennai & transfer to hotel.

Day 14: Chennai / Onward destination
Transfer to airport for onward destination.

Rooting for the railways

INDIAN railways is probably one of the oldest government organisations in the country.

What was started by the British in 1853 with the first train running from Bombay to Thane, as a popular mode of transport to ferry its troops, raw material and stores, today is arguably one of the largest railways in the world and ferries approximately 10,00,000 passengers everyday not to mention the countless tons of goods.

The railway is also the largest employer in India and offers employment opportunities in different categories at various levels.

A career in the railways, while being quite challenging in terms of skills and talents needed, is also quite rewarding with excellent remuneration, scope for growth in career, and job security.

The range of operations of the Indian railways is quite diverse and wide. The Indian Railway network comprises nine zones, directly controlled by the Railway Board, which is at the helm of all operations. A General Manager heads each zone.

Nature of work in the Indian Railway Services (Officer Cadre Class I & II)

The Indian Railway Traffic Service: This branch of the Indian Railways looks after transportation and commercial matters pertaining to transportation. The branch is further divided into two divisions:

The commercial division: This division deals with all commercial responsibilities like ticket checking, catering, administration and management of stations, reservation, platform announcements etc.

The operations division: This division deals with controlling movement of the trains. Keeping a check on incoming and outgoing trains, detachment or attachment of wagons, etc., are the responsibilities of this division. The job requires traveling to inspect, supervise and direct the work at stations and control offices.

A career with the IRTS begins with 3 years of probationary training.

The training is carried out for 2 years at Lal Bahadur Shastri Academy of Administration in Mussourie, zonal training centres and incorporates on the job training.

The final year of the training period is a regular appointment posting. On completion of this tenure and passing the departmental examinations the officers get a confirmed position.

This is either as Assistant Commercial Superintendent (ACS) or Assistant Operations Superintendent (AOS) at the Divisional Headquarters.

After 4 years of service, they are promoted to the position of Divisional Commercial Managers and Divisional Operations Managers.

The next promotion is again at the divisional level as Senior Divisional Commercial/Operations Managers. The senior most position at the zonal level is that of Chief Managers (Commercial/Operations).

Indian Railway Accounts Service (IRAS): As the name suggests this branch of the Railways deals with the accounting and finance operations of the Indian Railways.

Working in this branch entails dealing with financial transactions and hence a thorough knowledge of accounting procedures and related practices would prove an asset for officers who opt for this branch.

Appointed officers of the IRAS begin their careers with two years of probationary service.

Indian Railway Personnel Service (IRPS)

This division handles all matters relating to recruitment, promotions, training and even staff welfare, staff welfare activities, transfers, disciplinary actions and so on. The officers of the personnel department also undergo a 3-year probation period.

Railway Protection Service/ Railway Protection Force: This branch of the Indian Railway Services operates as other para-military forces. They are responsible for the maintenance of law and order on trains and on premises owned and used by the Indian Railways.

On recruitment a RPF officer undergoes training for 3 years at Baroda, Lucknow and Police training establishments.

Railway Engineering Services:It is the technical side of the Indian Railways and is engaged in activities like installation, maintenance, construction and planning of railway tracks, bridges and buildings.

The Indian Railways has a team of engineering professionals from the core branches of engineering to manage the planning and expansion work, its production units, maintenance, and engineering services related to the functioning of the railways.

Engineers can join the Indian Railways as Group 'A' personnel. They are selected for five branches as technical staff for the Indian Railways.

Indian Railway Service of Engineers (IRSE)

Indian Railway Service of Mechanical Engineers (IRSME)

Indian Railway Service of Signal Engineers (IRSSE)

Indian Railway Service of Electrical Engineers (IRSEE)- Engineers specializing in Signals and Tele - communications

Indian Railway Stores Service

Indian Railway Service of Engineers (IRSE): Officers of this branch comprise the civil engineers of the Indian Railways. They plan the track routes; construct railway stations, bridges, tunnels and housing colonies.

They also work on projects undertaken in India or abroad under the consultancy organisations of the Railways (Rail India Technical and Economic Services Ltd - RITES and IRCON).

On recruitment, the officers go through a 3-year probation period, very much like the officers inducted into IRTS, IRAS, IRPS, and RPF. The training period is divided into eight weeks of foundation course and six weeks of induction course at the Railway Staff College at Vadodra.

Technical training is imparted at the Indian Railway Institute of Civil Engineering (IRICEN) in Pune.

The third year of probation is a virtual posting for on-the-job training.

The recruited officer is given training in maintaining the railway segment under his charge. On confirmation, the officer is posted as assistant engineer in a division.

The next promotion is after two years to the post of divisional engineer and then to the post of senior divisional engineer takes another 5-6 years. Promotion to zonal level comes next.

Indian Railway Service of Mechanical Engineers (IRSME): These mechanical engineers maintain diesel locomotives and the rolling stock of the railways. They ensure that the locomotives, wagons and carriages are in proper order for day to day running. They look after the periodic overhauling of the engines, carry out maintenance and repair of engines, wagons and carriages. In the case of an accident they are required to be present at the site to advise and supervise the recovery and removal of the damaged locomotives, carriages and wagons. There are two types of recruitments in this group.

Graduate engineers are recruited through the Combined Engineering Services Examination and school leavers through the Special Class Railway Apprentices examination, both exams being conducted by the UPSC.

The graduate mechanical engineers too go through a 3-year probation period.

The training during the probationary period is given at the Railway Staff College at Vadodra and Indian Railway Institute of Mechanical and Electrical Engineers (IRIMEE) at Jamalpur in Bihar. The Special Class Railway Apprentices get four years of training. The training period is divided into 6-month periods of hands- on workshop training followed by 6 months of training at IRIMEE. Apprentices have to clear examinations every year for moving ahead with the training. On completion they are appointed as assistant mechanical engineers in a division. Future promotions are the same as in other branches.

Indian Railway Service of Signal Engineers (IRSSE): They look after the functioning of this very massive network and technical expertise and updating of technology for ensuring efficient functioning. Engineers in this branch after recruitment are put on probation cum training at Railway Staff College at Vadodra and at the Railway Institute of Signal Telecommunication (IRISET) at Secunderabad.

On successfully completing the probation they undergo training there. On successfully completing the probation they are posted as assistant signal and telecommunication engineers.

Further promotions are very much the same as for other branches. The engineers are constantly updated on the latest technology through in-house training as well as sent on courses for learning the latest technological advances to institutes of technology.

Indian Railway Service of Electrical Engineers (IRSEE): Railways has an electrification headquarters at Allahabad for ongoing planning and coordination of developmental activities for electrification. Electrical engineers are responsible for carrying on the work taken up as part of the electrification projects as well as the maintenance and repair of electrical locomotives and coaches. They are responsible for power distribution networks, power generation, and electrical distribution systems and for monitoring continuity of supply.

The electrical engineers on recruitment are on probation during which they receive training at the Railway Staff College in Vadodara and Railway Institute of Electrical Engineering at (IRIEEN) at Nasik. On successful completion of training they are posted as assistant electrical engineers in a division in one of the departments mentioned above. Further promotions are as in other departments.

Indian Railway Stores Service: - It plans the expenditure for each five-year plan. This branch is responsible for bulk expenditure for procurement of materials required for maintenance, day-to-day functioning, developmental projects, etc. They take charge of the discarded and scrapped materials, which is either recycled or disposed.

Recruitment to this department is also followed by a probationary term. The training is given at the Railway Staff College at Vadodara followed by training in various depots, at the Headquarters of Supply and Disposal, and workshops/loco sheds where materials have to be supplied or recovered for disposal.

The career profile of a stores controller is different from the other branches. Stores depots are not in the administrative domain of a division. Stores officers on confirmation become assistant controller of stores and take charge of a depot, workshop, or loco shed. At the zonal level complete powers rest with the Controller of Stores.

Criteria for recruitment: Direct recruitment to posts and services in Class I and Class II for non-technical services - the Indian Railway Traffic Services (IRTS), the Indian Railway Personnel Services (IRPS), the Indian Railway Accounts Services (IRAS), and the Railway Police Service is through Union Public Service Commission.

To be considered for employment, a candidate needs to pass the Combined Civil Services Examination and an allied examination for the Railways. For the Railway Engineering Services an engineering degree or its equivalent is a must.

A separate examination is conducted in August each yearfor the recruitment of mechanical engineers, called the Special Class Railway Apprentices. These candidates between 17 and 21 years are selected at the pre-graduate level (10+2 with physics or chemistry and maths) and have to undergo practical and theoretical training at the Indian Railway Institute of Mechanical and Electrical Engineers, Jamalpur (Bihar). Those who enter this service constitute the top rung of the mechanical wing of the railways.

During the four years of training, trainees are paid a stipend.

Attributes: On the personal front there are certain attributes and traits essential for a government employee. The one that tops the list is a willingness to work in a predetermined hierarchy. Unlike the private sector, hierarchy is adhered to quite strictly in the government sector. Other qualities required are a preparedness to do monotonous and routine jobs, ability to undertake structured and rule based activities, organising skills and an ability to keep a cool head during crisis. One should also be prepared to spend time away from home and family.

Remuneration & other benefits:

Remuneration for railway officers is fixed by the government of India and follows the pattern of all other civil services. Remuneration for group 'A' officers ranges from Rs 9,000-13,500 per month at entry level. Group 'B' employees are paid between Rs 5,500-9,000 per month.

Other benefits include facilities like travel allowances, education and housing facility, pension, health care, free railway passes and so on.

Career prospects: The Indian railways has made a remarkable progress in attaining self-sufficiency in a number of areas. Working with them is considered quite meaningful and prestigious.

Being the largest employer in the country, the railways has a place for almost all kinds of workers— from the low class unskilled employees to the highly paid technical and non technical professionals. And like most government services it offers a secure career.

Indian Railway Engineering

On 16th April 1853 the first train between Boribunder (present day CST) and Tanna (present day Thane) chugged along the sole railway line and thus began India’s long and enduring tryst with the railways. Great Peninsular Railways had managed to tug at the heartstrings of the simple Indians with their steam locomotive and the carriages following it. A century and half after the historical journey we still find ourselves in awe of this transportation system, although the initial feeling of apprehension followed by euphoria has now been replaced by cynicism and frustration. The fact is that Indian Railways, in spite of its various shortcomings, have stood the test of time.

Let us embark on a journey through the annals of Railway Engineering via our very own, Indian Railways …….

Railway Constructions – Architectural Grandiose!!!

The earliest of railway stations were merely unimpressive sheds providing a 'landing' place for incoming trains. But as rail transport gained popularity among Indians the importance of this structure was realized and attempts made to enhance its appearance and utility. One of the earliest railway stations to be an example of sheer architectural finesse is the Victoria Terminus in Mumbai, formally opened in 1887, with a series of well proportioned and delicately ornamented arches, giving it a look of a grand cathedral. Of the seven railway stations in the world having the longest railway platforms, as many as five are in India. Now isn’t that something to be proud of!!!

Today railway stations are being given the shape of large complexes and besides having the usual amenities like retiring rooms, restaurants, they now include large office areas. Over bridges are now being replaced by underground passages providing more space above, on the platforms.

Railway Coaches – Mobile Homes?

Earliest railway coach was a rectangular wooden open box affixed to wheels with benches (rough wooden boards without backs) for seating passengers, exposing the passengers to the elements of nature. The coaches were connected by a primitive system of loose couplers, which jolted the passengers whenever the brakes were applied or the train accelerated. The design was colorful and looked like a stagecoach or horse carriage. In 1885, an all-steel under frame as developed in Europe was introduced in India. New Coaches developed at Chennai in 1940’s were world class with all steel, fully welded lightweight integral construction. These coaches were also anti-telescopic which meant high safety to the passengers in the event of train accidents. The present day coaches continue to be built in the same vein. Air-conditioned coaches were introduced in India in 1936.

Today IR proposes to have in-train internet and telephony, so that the commuters need not waste their valuable time staring at co–commuters or ruing over the couple of hours lost traveling to and fro in trains. Commuters will then be able to check their emails, check out what’s going on in the world around or even carry out their daily transactions within the train. So much for commuter satisfaction!

Rail Locomotives – Tugging Along!

In India Steam Trains were initially introduced for passenger and goods service. Thereafter the steam locomotives were utilised for handling goods and passenger trains for a long time. General Electric introduced the first Diesel engine in Indian Railways in 1945. First Electric Locomotive (1500V DC) was commissioned in 1961.

Railway Communications – Hello IR!

In the good old days, as the last millennium was coming to a close, the trains moved around without communications. Telegraph & Telephony progressively came into existence in India through Railways requirements. Earliest lines sanctioned in the direction of Rail routes were from Calcutta to Peshawar and Bombay area. Later, for longer distances, IR started using microwave communications (2GHz and 7GHz (7.125GHz and 7.425GHz) for administration, 8GHz and 18GHz for control communications) with backup wire line telephony. The microwave links besides having more bandwidth than the older telephony cables also avoid the problem of cable theft. Most links have 120 channels, and more recent ones (post-1987) have 960 channels. The four major metropolises are interconnected by a digital 34+2 Mbps microwave channel. In addition, spread-spectrum CDMA communication is in use between a few stations (Mumbai-Wadi on CR, Wadi-Secunderabad on SCR). Other major routes, not covered by these, have UHF TDMA links.

With the advent of IT, computers have made the job of traffic controllers a lot easier. Today, major stations' computer networks are also connected via trackside cables. Control communications and control (the SCADA system) for electric traction substations is usually done through trackside metal cabling. Since about 2000, a major effort has been underway to provide optical fiber communication links between stations. So far, fiber-optic links have been provided along the routes among New Delhi, Ahmedabad, Mumbai, Pune, Bangalore, Chennai, Hyderabad, and Kolkata. Since about 1999, handheld radio sets (walkie-talkies) have been issued to most drivers, guards, and other staff on the move. These handsets usually have a fairly short range (a kilometer or so). VHF radio sets have been installed in the loco cabs for a few important trains such as the Grand Trunk Express, Tamil Nadu Express, and the Rajdhanis and Shatabdis, for communication between the loco and station controllers. Some systems like the Delhi Metro also use mobile radio systems for train communication; the radio system is integrated into the larger system of communication, which includes optical-fiber communication between stations, etc.

Railway Signaling – Train Ahoy!

Signaling is one of the most important aspects of Railway communication. In the very early days of the railways there was no fixed signaling to inform the driver of the state of the line ahead. Trains were driven “on sight”. But several unpleasant incidents accentuated the need for an efficient signaling system. Earliest system involved the Time Interval technique. Here time intervals were imposed between trains mostly around 10 mins. But due to the frequent breakdown of trains in those days this technique resulted in rear-end collisions. This gave rise to the fixed signaling system wherein the track was divided into fixed sections and each section was protected by a fixed signaling. This system is still being continued although changes have been brought about in the basic signaling methods. Earlier mechanical signals were used but today block signaling is through electric instruments.

In the mid 19th century mechanical interlocking was used. The purpose was to prevent the route for a train from being set up and its protecting signal cleared if there was already another conflicting route setup. The most modern development in signal interlocking is SSI- a means of controlling the safety requirements at junctions using electronic circuits which replaced the relay systems supplied up to that time. In Indian Railways, first trial installation of SSI was provided at Srirangam station in 1987. Nowadays Track Circuits are used wherein the current flow in the track circuit will be interrupted by the presence of wheels and a “stop” signal will be shown. A “proceed” signal will be displayed if the current flows.

Today the Mumbai Suburban Section is provide with Auxiliary Warning System. It continuously monitors the speed and whenever a motorman passes a signal at “red”, applies emergency brakes to bring the train to a halt.

Train Management Systems

Early train schedules were displayed on the platforms on blackboards. Commuters had to ask the stationmaster to obtain any information regarding the arrival and departure of trains. No wonder people used to be in awe of this means of transport, as they had no idea why a train would arrive and depart at a particular time!!!

Today, the system is far more efficient and unbelievably commuter-friendly. The Train Management System project under execution on the Mumbai Suburban Section shall provide state-of-the-art hardware and software for managing the suburban train operations on one of the world’s busiest corridors. This project entails automated centralized operation of all train indicators, new video display units at station entrances and passenger announcement systems, all happening in real time, events occurring automatically, as trains come and go by.

The technological developments in Indian Railways though, not path breaking, are expansive enough to make every Indian proud. This fact has been validated by the Japanese Railway authorities who commended Indian Railways for providing an extensive transport system to a huge population like India. IR has been doing a wonderful job of making optimum utilization of the resources of our country. The best example of this could be the Konkan Railways where the human spirit surmounted the natural obstacles of a rough terrain and built a network over mountains and coastlines.

Three cheers to the Indian railways!!!!

Transportation Jobs in India

The recent phenomenon of globalization and economic liberalization has resulted into a huge increase in trade activities across the world. Today, India has emerged as a top trade destination, thanks to the investor-friendly trade policies. The whole scenario has opened up employment opportunities in transportation jobs in India.

Eligibility

Requirements vary depending on the industry, but generally employers look for diploma-holders or its equivalent in the relevant field. Preference is given to candidates with good interpersonal skills and international driving license. Knowledge of computers is necessary.
Career Scopes
The transportation industry is witnessing a revolutionary growth in infrastructure and technological advancements. Transportation professionals from India are in demand and setting high standards in the industry. Placement consultants and various job portals are coming up with openings in the transport industry. If you go by the statistics, demand for Indian transport professionals in the coming years is set to touch the high. Jobs related to the industry are expected to grow ten times by 2010.

The industry offers employment opportunities in companies engaged in Road Transport, Shipping, Air Transport, Rail Transport, sea freight, Passenger transport and Courier jobs.

The industry offers various posts, namely:

* Bus Transportation Manager
* Train Operator Supervisor
* Airport Manager
* Automotive Service Manager
* Administrative Operation Policies Manager
* Motor/Rail Transportation Officer
* Computer Science and Systems Engineering
* Freight-Traffic Consultant
* Traffic Controller
* Operations Supervisor
* Mass Communications Manager
* Computer Operator
* Marine and Terminal Operations Officer

One can also opt for a career in transporting people, goods and services, with a job profile of:

* Truck dispatchers
* Bus dispatchers
* Taxicab dispatchers
* Tow-truck dispatchers
* Airplane and train dispatchers