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Public Accounts Committee (1 975-76)

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Public Accounts Committee (1 975-76) PUBLIC ACCOUNTS COMMITTEE (1 975-76) (FIFTH LOK SABHA) HUNDRED AND NINETY-FIFTH REPORT RAJDHANI EXPRESS MINISTRY OF RAILWAYS (RAILWAY BOARD) [pa&+ lo of the Report of the Comptroller and Auditor General of India for the year 1973-74, Union Government (Railways)] LOK SABHA SECRETAR1,4T NEW DELHI LIST OP AUTFIORISED AGENTS FOR THE SALE OF LOK SABHA SECRETARIAT PUI3L.ICATIONS -- - - - S1 No Name uf Agent Si No Name uf Agent - -- -- - - - -- - -- - ANL)Hl:rZ PHADESM .\lAHARASHTRA I ~2iidh11a University Ckucral Co- In. oprrativt. Storcs Ltd., Wii!ta11' ( Visakhapatnanl). Thc New 0dr1 Book Con>panq. XIYSORE Elli~Brldge. 17 People Book House, .4hrn~dabad-6 Opp Jaganrnoharl Paiwc. Mvsorc I3 fiRYAIL'A R AJASTHA?; IS Inf+xrnatlo, Centre 8 M s Pmbhu Book Service, Nai Subzl Mandl. Government of Rajasthan. Gurgaon Tr~pol~Jaipur City 19 M/s Usb,~ Book Depot, 585 A MADHYA PRADESd Chltt a Razar, Tr~polia Jnipur UTTAR PRADESH 9 Modern Rook HOIIC~., 20 Law Book Company, Shiv Vllas Palarc., Sardar Patel Marg, Indore City Aliahabad-I - -. - - - - - -.- CONTENTS (iii) (v) I 1. Statement showing the Chartered line capacity and the actual utiliss- tion on Howrah-New Delhi route as on 3x-3-68 .. I[. Statement showing the details of the costs of operating the Rajdhani Express ......... 111. Brief reasons fornon-acceptance of ecmomic evaluation (May. 1974) of Raidhani Express-New Delhi-Howrah by RDSO . IV. Note on the steps taken to relieve congestion at major terminals in the country ......... V. Summary of main conclusions/recommendations of the Committee . PART II* Mmutes of the sittings of the Public Accounts Committee held on- 20-6-75 ...... 15-1-75 ...... *Not printed. OIC cyclostyled copy laid on the Table of the How and Pw copies placed in the Pui irraent Library). 1028 LS-1. PUBLIC ACCOUNTS COMMITTEE (1975-76) Shri H. N. Mukerjee 2. Shri T. Balakrishnjah 3. Shri Chandulal Chandrakar 4. Shri Chandrika Prasad 5. Shri Darbara Singh 6. Shri C. C. Gohain 7. Shri Pampan Gowda 8. Shrj Raja Kulkarni 9. Shrj Shyam Sunder Mohapatra 10. Shri Priya Ranjan Das Munshi 11.. Shri Narendra Singh 12. Shri Noorul Huda 13. Shri Shihbanlal Saksena 14. Shri N. K. Sanghi 15. Shri Somchand Solanki 16. Shri Mohammed Usman Arjf 17. Smt. Pratibha Singh 18. Shri V. B. Raju 19. Shri Gulabrao Patil 20. Shri T. K. Skinivasan 21. nr K. Mathcw Kurian 22. Shri Rabi Ray. Shri Avtar Singh Rikhy-Additional Secretary. Sh~iH. G. Paranjpe--Chief Financial Committee ofier. - Shri N. Sunder Rajan-Senio,r Financial Committee Ow. INTRODUCTION I, the Chairman of the Public Accounts Committee, as authorised by the Committee, do present on their behalf this Hundred and Ninety-fifth Report of the Public Accounts Committee on para- graph 10 of the Report of the Comptroller and Auditor General of India for the year 1973-74, Union Government (Railways) relating to Rajdhani Express. 2. The Report of the Comptroller & Auditor General of lndia for the year 1973-74--Union Government (Railways) was laid on the Table of the House on 8-5-1975. The Committee examined this Audit Paragraph at their sitting held on the 20th June, 1975. The Committee considered and finalised this Report at their sitting held on 15-1-76. Minutes of the sittings form Part 11* of the Report. 3. A statement showing the main conclusions~recommendatichnsof the Committee is appended to the Report (Appendix V). For facility of reference these have been printed in thick type in the body of the Report. 4. The Committee place on record their apprec.iatron of the assist- ance rendered to them in the examination of the Audit Report by the Comptroller & Auditor General of India. 5. The Committee would like to express their thanks to the cfficers of the Ministry of Railways for the cooperation extended by them in giving information to thc Committee. NEW DELHI; H. N. MUKERJEE, January 15, 1976. Chairman, PG25,1897 (Saka). Public Accounts Committee. - - - - - *Not printed. (One c~closrylcd copy laid on the Tahle of the House and five copies placed in the Parliament Library.) RAJDHANI EXPRESS Audit Paragmph 1.1. In pursuance of a decision taken in 1967 by the Railway Wrd, in March 1WRajdhani Express was introduced as a biweekly super-fast train between New Delhi and Howrah covering the dis- tarice of 1,441 kms in 17 hours. The train consists of six air-condi- tioned passenger coaches (one first class coach and five second class chair cars) and three service coaches (two generator cars and one pantry car). The coaches were specially designed and manufactured at the Integral Coach Factory, Perambur, at a cost of Rs. 1.28 crores. The train is hauled throughout, even on the electrified section of 1,237 kms (i.e., about 85 per cent of the distance), by a diesel loco- motive modified at a cost of Rs. 45,000 for attaining high speed. The maximum permissible speed of the train is 130 kms per hour while the booked speed is 120 kms. per hour. The special fares charged f~ompassengers travelling by this train cover catering dur- ing the journey. 1.2. The next fastest train between Delhi and Howrah, running on the same route as Rajdhani Express (except 25 kms. between Ghaziabad and New Delhi), is Kalka-Delhi-Howrah Mail which has a normal load of 16 passenger coaches, one postal van and a pantry car (on the Northern Railway portion) and covers the distance in 24 hours. This train is hauled by an electric locomotive except over a distance of 204 kms (between Delhi and Tundla), which is not yet electrified. Other fast mail and express trains on this trunk route are also mostly hauled by electric locomotives on the electrified sec- tions. Electric traction is cheaper than diesel traction, but addi- tional cost of haulage of Rajdhani Express by diesel locomotive on electrified sections has not yet (March 1975) been worked out. 1.3. The route of Rajdhani Express has the heaviest trafac density ranging from 10,000 to over 60,000 net tonne kilometres per day. To deal with such heavy traffic and also to cater to the high speed running of Rajdhani Express, tracks on this route have been impmved by laying 52 kg rails, increasing the sleeper density and ballast cushion and better signalling system at a cost of Rs. 2.19 crores (upto 31st March, 1973). Except the special signalling works uoanpleted cost of Rs. 4 lakhs, it is not possible to identify other elements of expenditure incurred solely hr running of thRiljdW Express. Look-wt men are posted at level crossings of restric- visibility on the days this train runs. The expenditure on these ma during 1971-72 and 1972-73 in Eastern Railway was Rs. 98,630. The corresponding expenditure in Northern Railway is not available separately. 1.4. It is estimated that on the days this train runs, there is a loss of nearly three paths of goods trains on an average and also increase in detention of goods trains (including the super expresq goods trains) and other passenger trains on the route, with conse- quent loss of earnings not susceptible of precise quantificatim. 1.5. During 1971-72 the average occupancy and punctuality of this train was over 90 per cent. A study by the Research, Designs and Standards Organisation of the Railways has shown that during 1971-72 the total cost of running this train was Rs. 84.07 lakhs while the gross earnings (including mt of meals) were Rs. 76.08 lakhs; and that taking into account only direct costs the profit was Rs. 15.21 lakhs during 1971-72 or about Rs. 7 thousand per trip. The cm- clusions of this study, which was submitted to the Railway Bcard in June 1974, have not been accepted by the Railway Board because, amongst others, in the study the already available unit costs (in- direct) for goods operations have been adopted in the absence of corresponding data for passenger services which are not worked out. 1.6. Apart from Rajdhani Express and Kalka-Delhi-Howrah Mail,' another air-conditioned (Deluxe) train, with ordinary first class and second class coaches as well, runs thrice a week between New Delhi and Howrah on the same route (except between Allahabad and Mughalsarai). It takes almost the same time as Kalka-Delhi-Howrah Mgil. During 1971-72, the occupancy ratio was about 90 per cent and above in all these three trains. Taking into account only the direct costs of running the trains, the net earnings per trip (in 1971-72) were computed as Rs. 27,373 for Kalka-Delhi-Howrah Mail. It has been stated (March 1975) that no study of economics of the air- cmditioned (Deluxe) train has been undertaken so far. 1.7. A similar biweekly Rajdhani Express train has been intro- duced between New Delhi and Bombay Central from 17th May, 1972. [Paragraph 10 of the Report of the Comptroller ,& Auditor General of Jndia for the year 1973-74, Union Government " (Railwap)la 3: Introduction of the Rajdhi Expm 1.8 me Conmittee desired to know the considerations on which the Rajdhani Express was introduced and whether it was meant to serve as a prestige symbol or as an effjcient and fast service which would give a return at least as much as the other fast trains like the Kalka-Howrah-Mail. The Chairman, Railway Board stated in evidence : "It was intended to be a break-through of the barrier of the maximum speed to the maximum extent possible with the very minimum of expenditure and services that would meet it direct cost in operation and in a way also indicate a kind of alternative service that may be available bet- ween the capital city and Calcutta or Bombay vis-a-vis air service.
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