Assignment on Indian rail ways & Local of Mumbai.

Indian Railways ( Bhratya Rail), abbreviated as IR , is a departmental undertaking of Government of India, which owns and operates most of India's rail transport. It is overseen by the Ministry of Railways of the Government of India. Indian Railways has 114,500 kilometres (71,147 mi). of total track over a route of 65,000 kilometres (40,389 mi) and 7,500 stations. It has the world's fourth largest railway network after those of the United States, Russia and China. The railways carry over 30 million passengers and 2.8 million tons of freight daily. It is the world's second largest commercial or utility employer, by number of employees, with more than 1.36 million employees As for rolling stock, IR owns over 240,000 (freight) wagons, 60,000 coaches and 9,000 locomotives. Railways were first introduced to India in 1853. By 1947, the year of India's independence, there were forty-two rail systems. 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.

Organizational structure
Indian Railways is a department owned and controlled by the Government of India, via the Ministry of Railways. As of May 2011, the Railway Ministry is headed by Dinesh Trivedi, the Union Minister for Railways, and assisted by two ministers of State for Railways. Indian Railways is administered by the Railway Board, which has a chairman, five members and a financial commissioner. Railway zones

A schematic map of the Indian Railways network, showing the various zones (as existed in 2009).

Chhatrapati Shivaji Terminus, Mumbai First Railway Station in India. Also World Heritage Site Indian Railways is divided into 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 to sixteen in 2003 then to seventeen in 2010 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 seventeen zones is headed by a General Manager (GM) 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 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.

The 25-km long Line-1 of Kolkata Metro was declared as the 17th Zone by Mamata Banerjee as the railway minister in 2010, ostensibly for political gain. Konkan Railway is not a zone of the Indian Railways, but a subsidiary company (along with the state governments of Maharashtra, Karnataka and Goa). Delhi Metro Rail Corporation Limited (DMRC), that has constructed and operates Delhi Metro network, is a joint venture of the Government of India and the Government of Delhi and is an independent organisation not connected to the Indian Railways. Similarly Bangalore Metro, Hyderabad Metro, Mumbai Metro and Chennai Metro are also independent organisations.

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 was about 114,000 km (71,000 mi) while the total route length of the network was 64,215 km (39,901 mi) on 31 March 2011. About 33% of the route-kilometre and 44% of the total track kilometre was electrified on 31 March 2011.

Broad 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 102,000 km (63,000 mi) of track length (90% of entire track length of all the gauges) and 54,600 km of route-kilometre (85% of entire route-kilometre of all the gauges) on 31 March 2011.

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 had about 9,000 km (5,600 mi) of track length (7.9% of entire track length of all the gauges) and 7,500 km of route-kilometre (11.6% of entire route-kilometre of all the gauges) on 31 March 2011. 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 had a total of 2,400 route-kilometre on 31 March 2011. 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.

Double Decker Train arrives at Howrah Junction after a trial run. The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47% (25,258 route-km) in 1951 to 85% in 2011 whereas the share of metre gauge has declined from 45% (24,185 route-km) to less than 12% in the same period and the share of narrow gauges has decreased from 8% to 3%. However, the total route-kilometre has increased by only 18% (by just 10,000 km from 53,596 route-km in 1951) in the last sixty years. This compares very poorly with Chinese railways, which increased from about 27,000 route-km at the end of second world war to about 100,000 route-km in 2011, an increase of more than threefold. More than 28,000 route-km (34% of the total route-km) of Chinese railway is electrified compared to only about 21,000 route-km of Indian railways. Double decker AC trains have been introduced in India. The first double decker train was Flying Rani introduced in 2005 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. Sleepers (ties) coaches are made up of prestressed concrete, or steel or cast iron posts, though teak sleepers are still in use on 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.
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Traction
As of 31 March 2011, 21,014 km of the total 64,215 km route length is electrified. Since 1960, almost all electrified sections on IR use 25,000 V AC traction through overhead catenary delivery. A major exception is the entire Mumbai section, which uses 1,500 V DC. and is currently undergoing change to the 25,000 V AC system. Another exception is the Kolkata Metro, which uses 750 V DC delivered through a third rail. Traction voltages are changed at two places close to Mumbai. Central Railway trains passing through Kasara and Karjat switch from AC to DC using a neutral section near Kalyan. Western Railway trains switch power on the fly, in a section near Dahisar, where the train continues with its own momentum for about 30 m through an unelectrified section of catenary called a dead zone.[21] All electric engines and EMUs operating in this section are the necessary AC/DC dual system type (classified "WCAM" by IndianRailways).

Suburban rail

Chennai MRTS Many cities have their own dedicated suburban networks to cater to commuters. The suburban networks in Mumbai, Chennai (Chennai MRTS and Chennai suburban railway), Kolkata, Delhi, Hyderabad, Ahmedabad, Pune and LucknowKanpur are part of the Indian Railways. Hyderabad, Pune and Lucknow-Kanpur do not have dedicated suburban tracks but share the tracks with long distance trains.

Delhi, Kolkata and Bangalore have their own metro networks (which are not part of the Indian Railways), namely the Delhi Metro( also runs in the cities of Gurgaon and Noida), the Kolkata Metro, and the Bangalore Metro, with dedicated tracks mostly laid on a flyover.

Mumbai's suburban trains handle 6.3 million commuters daily. Suburban trains that handle commuter traffic are mostly electric multiple units. They usually have nine coaches or sometimes twelve to handle rush hour traffic. One unit of an EMU train consists of one power car and two general coaches. Thus a nine coach EMU is made up of three units having one power car at each end and one at the middle. The rakes in Mumbai run on direct current, while those elsewhere use alternating current. A standard coach is designed to accommodate 96 seated passengers, but the actual number of passengers can easily double or triple with standees during rush hour. Metros are being planned and implemented in many Indian cities. Except for the Kolkata Metro, which is run by the Indian Railways, all the new metros (including the Delhi Metro, Bangalore Metro and Jaipur Metro) are being operated under the provisions of the Delhi Metro Railways (Operation and Maintenance) Act 2002, under the Ministry of Urban Development (including their safety certification). Train numbering

Locomotives
Indian railways uses a number of different diesel-electric, diesel-hydraulic and electric locomotives. Steam locomotives were once very common but are now only used on heritage routes.

Train numbering
Effective 20 December 2010, the railways will deploy a 5 digit numbering system instead of the 4 digit system. The need is due to the fact that the Indian Railways runs 10,000 trains daily. Only a prefix of the digit 1 will be added to the four-digit numbers of the existing trains to make the transition smoother. The special trains run to clear festivals and holiday rush shall have the prefix of 0 (zero) Rail budget and finances

A sample ticket The Railway Budget deals with planned infrastructure expenditure on the railways as well as with the operating revenue and expenditure for the upcoming fiscal years, the public elements of which are usually the induction and improvement of existing trains and routes, planned investment in new and existing infrastructure elements, and the tariff for freight and passenger travel. The Parliament discusses the policies and allocations proposed in the budget. The budget needs to be passed by a simple majority in the Lok Sabha (Lower House). The comments of the Rajya Sabha (Upper House) are non-binding. Indian Railways is subject to the same audit control as other government revenue and expenditures. Based on anticipated traffic and the projected tariff, requirement of resources for capital and revenue expenditure of railways is worked out. While the revenue expenditure is met entirely by railways itself, the shortfall in the capital (plan) expenditure is met partly from borrowings (raised by Indian Railway Finance Corporation) and the rest from Budgetary support from the Central Government. Indian Railways pays dividend to the Central Government for the capital invested by the Central Government. As per the Separation Convention (on the recommendations of the Acworth Committee), 1924, the Railway Budget is presented to the Parliament by the Union Railway Minister, two days prior to the General Budget, usually around 26 February. Though the Railway Budget is separately presented to the Parliament, the figures relating to the receipt and expenditure of the Railways are also shown in the General Budget, since they are a part and parcel of the total receipts and expenditure of the Government of India. This document serves as a balance sheet of operations of the Railways during the previous year and lists out plans for expansion for the current year. The formation of policy and overall control of the railways is vested in Railway Board, comprising the Chairman, the Financial Commissioner and other functional members of Traffic, Engineering, Mechanical, Electrical and Staff departments. Indian Railways, which a few years ago was operating at a loss, has, in recent years, been generating positive cash flows and been meeting its dividend obligations to the government, with (unaudited) operating profits going up substantially. The railway reported a cash surplus of 900 crore (US$198 million) in 2005, 14,000 crore (US$3.1 billion) in 2006, 20,000 crore (US$4.4 billion) in 2007 and 25,000 crore (US$5.5 billion) for the 20072008 fiscal year.
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Its operating ratio improved to 76% while, in the last four years, its plan size increased from 13,000 crore (US$2.9 billion) to 30,000 crore (US$6.6 billion). The proposed investment for the 20082009 fiscal year is 37,500 crore (US$8.3 billion), 21% more than for the previous fiscal year. Budget Estimates-2008 for Freight, Passenger, Sundry other Earnings and other Coaching Earnings have been kept at 52,700 crore (US$11.6 billion), 21,681 crore (US$4.8 billion), 5,000 crore (US$1.1 billion) and 2,420 crore (US$532.4 million) respectively. Maintaining an overall double digit growth, Gross Traffic Earnings have been projected as 93,159 crore in 200910 (19.1 billion USD at current rate), exceeding the revised estimates for the current fiscal by 10,766 crore (US$2.4 billion). Around 20% of the passenger revenue is earned from the upper class segments of the passenger segment (the air-conditioned classes). The Sixth Pay Commission was constituted by the Government of India in 2005 to review the pay structure of government employees, and submitted its recommendations in April 2008. Based on its recommendations, the salaries of all Railways officers and staff were to be revised with retrospective effect w.e.f. 1 January 2006, resulting in an expenditure of over 13,000 crore (US$2.9 billion) in 200809 and 14,000 crore (US$3.1 billion) in 200910. Consequently, staff costs have risen from 44% of ordinary working expenses to 52%.

Reforms and upgrades

Chelama Tunnel at Guntur division

Outdated communication, safety and signaling equipment, which used to contribute to failures in the system, is being updated with the latest technology. A number of train accidents happened on account of a system of manual signals between stations, so automated signaling is getting a boost at considerable expense. It is felt that this would be required given the gradual increase in train speeds and lengths, that would tend to make accidents more dangerous.
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In the latest instances of signaling control by means of interlinked stations, failuredetection circuits are provided for each track circuit and signal circuit with notification to the signal control centres in case of problems.[56] Though currently available only in a small subset of the overall IR system, anti-collision devices are to be extended to the entire system. Aging colonial-era bridges and century-old tracks also require regular maintenance and upgrading.

Comparison of different gauges common in India with the standard one, which is not common in India The fastest trains of Indian Railways, Rajdhani Express and Shatabadi Express face competition from low-cost airlines since they run at a maximum speed of only 150 kilometres per hour (93 mph). At least six corridors are under consideration for the introduction of high speed trains to India with expert assistance from France and Japan. IR is in the process of upgrading stations, coaches, tracks, services, safety, and security, and streamlining its various software management systems including crew scheduling, freight, and passenger ticketing. Crew members will be able to log in using biometric scanners at kiosks while passengers can avail themselves of online booking. Initially, various upgrade and overhaul work will be performed at more than five hundred stations, some of it by private contract. All metre gauge lines in the country will be converted to broad gauge (see Project Unigauge). New LHB stainless steel coaches, manufactured in India, have been installed in Rajdhani and Shatabdi express as well as Garib Rath trains. These coaches enhance the safety and riding comfort of passengers besides having more carrying capacity, and in time will replace thousands of old model coaches throughout Indian Railways. More durable and conforming polyurethane paint is now being used to enhance the quality of rakes and significantly reduce the cost of repainting.
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Improved ventilation and illumination are part of the new scheme of things, along with the decision to install air brake systems on all coaches. New manufacturing units are being set up to produce state-of-the-art locomotives and coaches. IR is also expanding its telemedicine network facilities to further give its employees in far-flung and remote areas access to specialized medicine. IR has also piloted Internet connectivity on the Mumbai-Ahmedabad Shatabdi Express,. It is estimated that modernisation of IR and bringing it up to international standards would require US$280 billion in new upgrades and investment from 2010 to 2020. Sanitation in trains and stations throughout the system is getting more attention with the introduction of eco-friendly, discharge-free, green (or bio-) toilets. Updated ecofriendly refrigerant is being used in AC systems while fire detection systems will be installed on trains in a phased manner. New rodent-control and cleanliness procedures are working their way into the many zones of IR. Central Railway's 'Operation Saturday' is gradually making progress, station by station, in the cleanup of its Mumbai division. Augmentation of capacity has also been carried out in order to meet increasing demand. The number of coaches on each train have been increased to 24, from 16, which increased costs by 28% but increased revenues by 78%. The railways were permitted to carry 68 tons per wagon, up from the earlier limit of 54 tons per wagon, thereby cutting costs. The turnaround time for freight wagons was reduced from 7 days to 5 by operating the goods shed 24X7, electrifying every feeder line (this reduced time spent switching the engine from diesel to electric or from electric to diesel). Reducing the turnaround time meant that the Railways could now load 800 trains daily, instead of 550 trains daily. The minimum tonnage requirements were reduced allowing companies to unload their cargo at multiple stops. On 19 October 2011, The Real Time Train Information System (RTIS) project, GPS-based SIMRAN technology, was introduced by railway minister Dinesh Trivedi. RTIS will enable rail travellers to access train running information realtime on their laptops and mobile phones. It intends to provide passengers with latest information about train movement and other details. The RTIS project has been jointly developed by IIT Kanpur and Research Design and Standards Organization (RDSO), with support from the HRD ministry. Initially, RTIS will provide information only on Rajdhani and Shatabdi trains, their speed, delays, approaching station, coach position and other details.

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Presently Indian Railways starts RTIS in five pair of Rajdhani Express (12301/02,12305/06,12313/13,12951/52 and 12953/54) and one pair of Shatabdi Express (12303/04) on Pilot basis. Passengers can obtain train information by visiting http://www.simran.in, SMS by sending the train number to the mobile number 09415139139. Railways had earlier decided to implement RTIS to track all passenger and freight trains. The work was approved in Railway Budget 2011 at a cost of 110 crore. The project is likely to be completed by December 2012.

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Mumbai Local Railways

The Mumbai Suburban Railway is a mass transit system serving the Mumbai Metropolitan Region. It is part of the public transport system of Mumbai, is provided for by the state-run Indian Railways' two zonal Western Railways and Central Railways. The system carries more than 7.24 million commuters on a daily basis. It has the highest passenger densities of any urban railway system in the world. The trains plying on its routes are commonly referred to as local trains or simply as locals by the general populace. The Mumbai Suburban Railway, as well as Indian Railways, are an offshoot of the first railway to be built by the British in India in April 1853, and was also the oldest railway system in Asia. The first train ran between Victoria Terminus (now Chhatrapati Shivaji Terminus) and Thane, a distance of 34 km, on 16 April 1853 at 3:35PM. The Bombay Railway History Group has been striving to document railway heritage along this line. Due to the geographical spread of the population and location of business areas, the rail network is the principal mode of mass transport in Mumbai. As Mumbai's population swelled from a heavy inflow of migrants in recent decades, frequent overcrowding has become a serious issue, and numerous safety concerns have been raised over the years. A metro system and a monorail system are under construction in Mumbai to ease the travelling conditions in the Suburban network.

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Background Locale Transit type Number of lines Number of stations

Mumbai Metropolitan Region, Maharashtra Suburban Rail 3 Western: 36 Central: 62 Harbour: 38 7.24 Million 2.64 Billion Operation

Daily ridership Annual ridership

Began operation Operator(s)

16 April 1853 Western: Western Railways Central: Central Railways Harbour: Central Railways 9/12/15 coaches Technical

Train length

System length Track gauge Electrification Average speed Top speed

427.5 kilometres (265.6 mi) 1676 mm (5 ft 6 in) Broad Gauge Overhead catenary 50 km/h (31 mph) 100 km/h (62 mph)

The Mumbai Suburban Railway is a mass transit system serving the Mumbai Metropolitan Region.

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Facilities
Spread over 465 route kilometres, The Suburban Railway system operates on 1500 V DC / 25000 V AC power supply from overhead catenary lines. The suburban services are run by electric multiple units (EMUs). 191 rakes (train sets) of 9-car, 12-car & 15 car (on Western Line) composition are utilised to run 2342 train services, carrying 6.94 million passengers per day.

Network
Two zonal railways, the Western Railway (WR) and the Central Railway (CR), operate the Mumbai Suburban Railway system. At present, the fast corridors on Central Railway as well as Western Railway are shared for long distance and freight trains. The Western Railway operates the Western Line and the Central Railway operates the Central and Harbour Lines. These 'lines' are not actually a single line but multiple lines consisting of several routes and multiple termini.

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3key Players in Local

Western Line

EMU Trains

New trains on the Western Railway Two corridors (one local and the other through) on Western Railway run northwards from Churchgate parallel to the west coast up to Dahanu Road (120 km). These corridors are popularly referred to as 'Western Line' by the locals mainly because it is operated and owned by the Western Railways. Electric Multiple Units (EMUs) ply between Churchgate and Virar (64 km), while Mainline Electrical Multiple Units (MEMUs) service the section beyond Virar till Dahanu Road (60 km). MEMUs also operate between Dahanu Road and Panvel via a branch line from Vasai Road. There are EMU carsheds at Mumbai Central and Kandivali. An EMU car shed is under construction between Nala Sopara and Virar which will be the largest car shed in Asia. A repair shop for EMUs is situated at Mahalaxmi.
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Western Railway's EMU fleet consists of EMUs running on AC (25 kV) power. EMUs are 9 car, 12 car or 15 car formations and are differentiated as slow and fast locals. Slow trains halt at all stations, while fast ones halt at important stations only and are preferable over longer distances.

Central Line
The Central Line in Mumbai consists of 3 major corridors, which bifurcate as they run into suburban satellite towns. Two corridors (one local and other through) on Central Railway run from Chhatrapati Shivaji Terminus (CST) to Kalyan (54 km), from where it bifurcates into two lines one running up to Kasara (67 km) in the north-east and the other running up to Khopoli (61 km) in the south-east. These two corridors constitute the 'Main' Line. The Central main line shares two stations with the Western line at Parel and Dadar. They consist of a fleet of DC as well as dual-powered EMUs. The major car sheds on this line are at Kurla and Kalwa. There are fast and slow locals here for suburban service. Slow locals halt at every station, while fast locals halts vary between Byculla, Dadar, Kurla, Ghatkopar, Vikhroli, Bhandup, Mulund, Thane, Dombivali and Kalyan. All services plying beyond Kalyan run slow.

Automatic Ticket Vending Machine

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The Central Line also includes a line connecting Vasai Road, Diva and Panvel. There is also a line from Nerul/CBD Belapur to Uran currently under construction. It is expected to be operational in 2015.

Harbour Line
The Harbour line is part of the Central Railway, and runs a train corridor from Chhatrapati Shivaji Terminus (CST) to Andheri, Thane and Panvel. All harbour line services operate as slow services. The line operates from two separate platforms at Chhatrapati Shivaji Terminus (CST), and the tracks cross over the main line at Sandhurst Road, to head towards stations along Mumbai's eastern dock area. A branch line from Wadala Road joins the Western Railway Line at Mahim and continues towards Andheri. The harbour line shares a common station at Kurla with the main line, where it turns east towards Navi Mumbai. The Harbour line further bifurcates at Vashi into two lines one rejoins the main lines at Thane, while the other continues to Panvel. A large section of the harbour line is elevated.

Future Expansion
Navi Mumbai is expected to get approximately 180 km of railway tracks in the near future. Surveys by the MMRDA showed that passenger density in the satellite city was growing at a faster rate than both Western Railway and Central Railways main line. Navi Mumbai is expected to have a population of 48 lakh by 2021 and about 80% of the population will travel by train. The State Government, Mumbai Railway Vikas Corporation and World Bank officials estimate that railway projects in Navi Mumbai and neighbouring areas of Raigad district will cost around 14,000-crore. The routes proposed under the 14,000-crore project are:

CST - Panvel fast track corridor (60 km) Panvel - Jite - Thal (60.9 km) Rewas Port (10.6 km) Panvel - Karjat (27.6 km) Panvel - Uran (26.9 km) Kharkopar - Jite (22.9 km) Ranjanapada - Seawood (13.9 km) Thal - Alibaug (5.4 km) Thane - Bhiwandi (12.5 km)

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Mumbai Rail Vikas Corporation (MRVC) under the Mumbai Urban Transport Project-II plans to extend the Harbour Line up to Goregaon. The work is expected to be completed by March 2014.[3] Under the Mumbai Urban Transport Project-III, the Harbour Line will be further extended up to Borivali.

Computation of Local Train:The main compotators is local Bus, Taxi, Auto & personal & public transport vehicles.

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Product/Train (Anatomy)
The suburban trains consists of 9 and 12 coaches. To alleviate the problems of overcrowding, the 9 coach trains are being phased out replacing them with 12 coaches. 15 coach trains were introduced in 2010 however, these are few in number. Broadly the train contains the general compartments, ladies compartments, general first class and ladies first class. Men are not allowed to travel in the ladies compartment. The first class is more expensive, and thereby tends to be less crowded. The first class should not be boarded without a valid ticket, since the penalty is high if caught. Each train contains special coaches to cater to different needs. These are normally referred to as 'Compartments'

The General compartment: Also commonly called 'Gent's second class', as the majority population in these compartments is men. The compartment is open to women and children as well. The General First Class compartment: Again commonly known as 'Gent's first class' since majority population is men. Women and children can also board this compartment. The coach is designated by red and yellow slant stripes. The location of the same is designated by coloring the platform walls with similar stripes. The Ladies compartment: Commonly known as 'Ladies second class'. This compartment is reserved solely for females, however male children up to the age of 13 can travel in this compartment. Men are not allowed to travel, and may face a penalty. Some of the coaches of ladies compartments are open to general public between 11:15pm 6:30am. These are indicated by a note near the doors of the compartments. The coach is designated by green and yellow slant stripes. The location of the same is designated by coloring the platform walls with similar stripes. The Ladies First Class compartment: Commonly known as 'Ladies first class'. This compartment is reserved solely for females, however male children up to the age of 13 can travel in this compartment. Men are not allowed to travel, and may face a penalty. Some of the coaches of ladies compartments are open to general public between 11:15pm 6:30am. These are indicated by a note near the doors of the compartments. The coach is designated by red and yellow slant stripes.
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The location of the same is designated by coloring the platform walls with similar stripes. This compartment is adjacent to the ladies compartment on the western line. For Handicap and Cancer Patients: For the physically challenged and cancer patients, separate coaches are reserved in each train. On a platform, one can locate these by signs or by following a 'Beep- Beep- Beep' sound indicator for the visually impaired. These coaches are open to all the genders. One needs a valid certificate of disability(in case it is not apparent) to board the compartment. Failure to do so may result in a penalty. For Senior Citizens: A special coach is reserved for passengers above the age of 60. These coaches are open to all the genders. For goods and heavy luggage: Heavy goods and luggages can be transported via the suburban trains using the compartments specially designed and reserved for this purpose.

Locating the position of compartments can be difficult for newbies and tourists. You can ask the seasoned passengers or always approach the vendors on the food stalls on the platform.

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Prices (Ticketing)
Tickets for the suburban trains can be purchased at every train station. Travelling without a valid ticket is an offence and if caught can result into penalty. The penalty is steeper for passengers travelling in first class without a valid ticket. Tickets can be bought for single journey (one way) or a return journey. A return ticket is valid till the next day on weekdays and till Monday if purchased on a Friday. The ticket counters usually have long queues. To save time, a Coupon Booklet can be purchased and the coupons can be punched for the designated fare at the Coupon Validating Machines(CVMs) at every station. The ticket fares matrix is pasted above the CVM. There are also Smart Cards available that can be topped up (recharged with some amount) and one can use it to print tickets for themselves from an Automatic Ticket Vending Machine (ATVMs). A Season Ticket can be purchased if one is commuting regularly. One can choose the validity of these tickets from 1 month, 3 months to a year. Season Tickets are the most cost effective and time efficient option for regular commuters. CVMs will be phased out from Central and Western railway stations in March 2013 in order to popularize ATVMs. The move was prompted by fears that fraudulent coupons can be pushed into circulation as the CVM network is not linked to the Centre for Railway Information Systems (CRIS) operated unreserved ticketing system that accounts for all the transactions done through booking windows and ATVMs. Tourists can avail the option of 'Tourist ticket'. With it, one can travel in First Class compartments of all the three suburban lines (Western, Central and Harbour) for a unlimited journeys for an entire day.

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Places (Network)
Two zonal railways, the Western Railway (WR) and the Central Railway (CR), operate the Mumbai Suburban Railway system. At present, the fast corridors on Central Railway as well as Western Railway are shared for long distance and freight trains. The Western Railway operates the Western Line and the Central Railway operates the Central and Harbour Lines. These 'lines' are not actually a single line but multiple lines consisting of several routes and multiple termini.

Promotion (Facilities)
Spread over 465 route kilometres, The Suburban Railway system operates on 1500 V DC / 25000 V AC power supply from overhead catenary lines. The suburban services are run by electric multiple units (EMUs). 191 rakes (train sets) of 9-car, 12-car & 15 car (on Western Line) composition are utilised to run 2342 train services, carrying 6.94 million passengers per day.

Timetables
Mobile-based local train timetables with comprehensive route and search features are available The best time to buy tickets are from 11am to 4pm which is not within the rush hours. The physically challenged will find the Mumbai or any other Indian train stations as very unfriendly as there are no ramps or lifts for assistance but they have a coach dedicated to these folks. One wonders how the very challenged will get there in the first place. If you do not appear to be in the challenged category, you might be baton whipped/chased by the Railway cops who do a good job.

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People Mumbai Railway Vikas Corporation (MRVC)

To enable the Mumbai Suburban Railway to meet the demands of the evergrowing passenger traffic, the federal Government of India's Ministry of Railways and the state Government of Maharashtra have jointly envisioned the constitution of a separate corporate entity to operate the system. The Mumbai Railway Vikas Corporation Ltd (MRVC), a public sector unit of the Government of India under the Ministry of Railways, was incorporated under the (Indian) Companies Act, 1956 on July 12, 1999, with an equity capital of 25 crore (US$5.5 million) to implement the rail component of an integrated rail-cum-road urban transport project, called Mumbai Urban Transport Project (MUTP). The cost of the rail component of the project is to be shared equally by Ministry of Railways and Government of Maharashtra.

Process Overcrowding
Due to its extensive reach across the Mumbai Metropolitan Region, and its intensive use by the local urban population, the Mumbai Suburban Railway suffers from some of the most severe overcrowding in the world. Over 4,500 passengers are packed into a 9-car rake during peak hours, as against the rated carrying capacity of 1,700. This has resulted in what is known as Super-Dense Crush Load of 14 to 16 standing passengers per square meter of floor space. Trains on the suburban line are on average more than 4 minutes apart, contributing to the problem of overcrowding. The impending introduction of new higher speed rakes may help address the issue.

Tourists
It has been advised for safety concerns for tourists to avoid the trains during weekdays, or at least during the morning and evening peak hours. Avoid travelling from north to south between 8 am and 11 am and from south to north between 6 pm and 9 pm. The best way to enjoy the trains is on Sundays when they are relatively empty. However, watch out for Sundays when work is done on the tracks, as it could mean that trains are still crowded on a Sunday.
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During the work day, beware of getting on the express trains or 'fast trains' as they are called denoted on stations by 'F', especially the trains to Virar.

Fatalities
More than 3,500 people died on the Mumbai suburban railway tracks annually due to unsafe riding on trains or trespassing on railway tracks or as a result of suicide attempts. This is believed to be the highest number of fatalities per year on any urban or suburban railway system. Most of the deaths are of passengers crossing the tracks on foot, instead of using the footbridges provided for going from one platform to another, and are hit by passing trains. Some passengers die when they sit on train roofs to avoid the crowds and are electrocuted by the overhead electric wires, or hang from doors and window bars. These figures are from past, however the rate has declined recently. To reduce the risk of such fatalities, automatic doors will be installed on all rakes by 2016 along with longer platforms and more frequent trains. Central and Western Railway was forced to release under the Right to Information Act that at least 20,706 people have died in the last five years; an average of 10 each day. The request was filed by Mumbai activist Chetan Kothari. According to The Times of UK, Mumbai's local railway network was one of the deadliest in the world: a record 17 people died every weekday on the city's suburban railway network in 2008. Most deaths were people being run over while trespassing on the tracks. However, recently Central Railways has resorted to some innovative methods to manage trespassing. Central Railways, in association with Final Mile, a behaviour architecture firm deployed neuroscience based interventions at the Wadala station. For the last year or so, the death rates have reduced by about 75%. Boston Globe carried a news item on this. Times of India carried a news item regarding the success of this experiment. The next biggest cause of death was of passengers who fell (or were pushed) from carriages that travel at 64 km/h (40 mph), are often dangerously full. Another 41 people perished after being bludgeoned by trackside poles while hanging out of overcrowded trains. Twenty-one were electrocuted by power cables when they sat on the roof. Western Railway has pledged that its trains will stop running if "even a single person" is seen travelling on the roof.

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We know that halting a train during peak hours will result in a lot of chaos. However, we cannot let people travel this way as they will surely lose their lives, a railway spokesman told The Times of India. The Western and Central Railways have been using the Auxiliary Warning System (AWS), an old version of Train Protection & Warning System (TPWS), since 1996.

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Physical Evidences (Rakes)

The interior of new rakes A bulk of the current fleet of both the Western and Central railways features old rakes which are capable of a maximum speed of 85 km/h in regular service. Most of these rakes are built by Jessop (Kolkata) and ICF (Perambur). The recently introduced AC/DC rakes (more modern motors in the existing carriage designs) are capable of 100 km/h under low traffic conditions. The actual average speed of the rakes on the slow lines is about 35 km/h, while rakes on fast lines average about 4550 km/h on a typical run.

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On November 12, 2007, 1st rake of 129 new 12-coach rakes with upgraded facilities was inducted into the fleet of the Western Railways under the MUTP project. The coaches are built of stainless steel, and have non-cushioned seats, emergency fluorescent lights, bigger windows with polycarbonate lookout glass, better suspension systems and a novel roof mounted forced ventilation system, station indicators in all coaches, GPS based Public information system in all coaches. These rakes have been procured under the project at a total cost of Rs 1,900 crore (Rs 19 billion) (USD 431.0 million). Brand new rakes will replace the ageing fleet of suburban trains As on Sep 2010, 102 out of 129 new trains have been delivered to Mumbai Suburban Railway. Total cost of this project is 5,300 crore (US$1.17 billion) A nine-car train has a seating capacity of 876 and 1,752 standees a total of 2,628. A 12-car train can seat 1,168 and accommodate 2,336 standees that is a total of 3,504 passengers and a 33% rise in carrying capacity compared to a nine-car train.

Air Conditioned Rakes

In 2007, the railways had planned to run air conditioned trains as a pilot between Churchgate and Borivli on a public-private partnership, but scrapped it following opposition. In the 2008 rail budget, the then railway minister Lalu Prasad had stated the possibility of introducing AC suburban trains for the city in the 11th Five Year plan by 2012. The Research Design and Standards Organization (RDSO) in Lucknow is currently working on the design for AC trains for Mumbai. The Western Railway had also internally prepared one such coach at its Mahalaxmi workshop and taken trials a few years ago. The plan for Mumbai had been earlier rejected as air-conditioned trains required closed doors, which was not possible in the dense crush load that the citys trains ferry. One of the ideas proposed comprised air-curtains to separate the cold air from the warm, but that too did not click. An air-curtain is a ventilation device used for separating two spaces from each other, a downward-facing fan with a powerful jet to help keep outside air out. As local trains could not be fitted with air-conditioners, it was then decided to install forced ventilation blowers in trains. The forced ventilation technique was to aid in decrease of carbon dioxide levels in packed trains.

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The proposed CST-Panvel fast corridor is likely to have the distinction of becoming the first route to run fully air-conditioned trains. Currently there are no AC rakes in the Mumbai Suburban Railway. However, all coaches are fitted with fans.

Terrorist attacks
The Mumbai Suburban Railway has suffered 8 blasts and around 368 people are believed to have died as a result.

12 March 1993- bomb blast at Rey road station 13 March 2003 - A bomb went off in a train in Mulund killing 20 11 July 2006 - A series of seven bombs went off in trains killing 257 26 November 2008 - Chhatrapati Shivaji Terminus was also attacked during the 2008 Mumbai Attacks killing at least 60 people.

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Gap Models

INTRODUCTION In 1985, Parasuram, Ziethmal and Berry. Also known as PZB model. Consumer evaluates service quality experience as the outcome of the gap between expected & perceived service quality. 5 Gaps-can cause unsuccessful service delivery. Model positions the key concepts, strategies & decision in service marketing.

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Five Gaps
Customer gap I) Customer gap Provider Gap II) Not knowing what customer expects III) Not selecting the right service designs & standards IV) Not delivering to service designs and standards V) Not matching performance to promises

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Gap Models

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First Gap:-Customer gap

A) Consumer Problem: Time deficiency B) Search: Attributes that a consumer can determine before purchasing a product/services. Experience: Attributes that can be discerned only after purchase or during consumption. Credence: includes characteristics that the consumer may find impossible to evaluate even after purchase and consumption. Most of the time the consumer wants more things than the capacity of services providers.

Second Gap
Not knowing about customer what exactly want. In local they want safe journey.

Gap three
The local train selects the wrong design of train most of the on grounds. Most of the time delayed & cancellation of train.

Fourth Gap
The local train selects the wrong design of services. Most of the time delayed & cancellation of train. The local train changed the rout without giving Information.

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Fifth Gap
The local rail not matching what they promise. Not providing the high security at in train & station.

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