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Rail Budget 2013: Stop hallucinating about Anubhuti | Firstpost

Rail Budget 2013: Stop hallucinating about Anubhuti | Firstpost
One of the most absurd things that the Indian Railways announces in its annual ritual of budget presentation is its claim of introducing luxury instead of universalising basic amenities and safety for its passengers.
This year’s offer of luxury is what looks like a swank coach with a brand-name – Anubhuti- that will first be run on short distance trains such as Shatabdi and then to Rajdhani and finally to long haul trains.
Anubhuti, which translates into something like sensual experience, perhaps bordering on the erotic, has quite few a few plug-in offers that ordinary passengers cannot see – “plush upholstery, designer toilets, diffused lighting, LCD screens, better ergonomics and personalised pantry.”
For passengers seeking luxury at a hefty premium, Anbhuti will soon turn out to be a dream that has gone horribly wrong because you cannot erect an Antilla on the foundation of a slum tenement. The so-called club-class Anubhuti coaches will soon get dirty, rat and cockroach infested, stinking and ultimately a possible health-hazard. Because that is how the rest of the Railway coaches are. And that is what past attempts at luxury have taught us.
The last luxury offering from the Railways was a non-stop, point-to-point super-fast train called “Duranto” when Mamata Banerjee was at the helm of affairs. One of the Duranto trains in the south was to Thiruvananthapuram from Chennai, which never took off till recently and when it finally chugged out, it turned out to be a horror for its passengers who paid quite a premium for the extra speed (a saving of only 2-3 hours though).
Representational Image. AFP
People who walked in expecting at least basic amenities were greeted by compartments that were old, grimy, and infested with cockroaches and rats. For extra speed, many of them had to trade their sleep besides paying more. Ironically, Duranto turned out to be a “durantham” (disaster in Malayalam) for almost all.
Does this happen only in luxury compartments?
No, according to regular travellers, it is the norm in second class, second class AC and even first class compartments; but they don’t care because they know what is in it for them. They choose trains because they are cheaper than flights and the latter do not connect all cities. A few unwanted pests and rodents are not a big problem for them.
But when it happens in luxury compartments, announced with enormous hype and hoopla, they are outraged because it is not what they have paid for.
But can the Railways help?
No, because that is what makes Indian Railways what it is. Everything is the same except the looks. Looks do not change the character. Can you build a spa in a cesspool of human excreta?
Recently a south Indian actress wrote about the horror she went through while travelling in an AC first class compartment in an overnight train: the same story – rodents, cockroaches and stinking blankets. She hadn’t travelled in trains for a decade and had hoped, perhaps misinformed by the budget speeches, that things would have improved.
She said, things had in fact worsened. Apparently, there were rats everywhere, at times even crawling over her.
The reason is fundamental – the scant attention that the ministry and officials pay to the upkeep of the trains that mostly serve the cattle-class. Even a simple visit to a station such as Chennai is a huge health hazard – what greets one at the station is a shocking pool of human excreta on the tracks which the manual labourers walk through barefoot. For people who are unexposed to this ghastly scene, it is a horror of a lifetime.
Similarly there is hardly any attention to the cleaning of the compartments – the cleaning yards are in abandoned places infested with pets and reptiles. And the water they use is from sources that are filled with sewage.
This is the infrastructure on which they attempt luxuries such as Duranto and Anubhuti. Will they create a new line of cleaning and sanitation systems for Anubhuti? Is it even possible? Do they have separate safety standards for these coaches? If not, doesn’t the attempted plushness also come with the inherent safety-hazards arising out of negligence and poor infrastructure?
Why struggle with such gimmicks in an era when the ticket prices for such bogus luxury is no different from the air-fares of no-frill carriers?
Is there an alternative for Bansal and his Babus?
Of course, yes. They should stop dressing up the dirty Indian trains and fooling people. Instead, they should make all the trains at least good enough for basic travel – adequate water, reasonable toilets, cleaner berths and linen, and most importantly, freedom from pests and rodents.
And they should certainly forget indulgences that offer sensual experience such as Anubhuti unless they are looking for some lucrative contracts.
Does it make any sense at all to suffer 14 hours of Anubhuti if one could make it in one hour at say, an extra Rs. 500-1000?


Riding India’s railways | Photographers Blog

Riding India’s railways | Photographers Blog

By Navesh Chitrakar
My journey on the great railways of India began on October 23, 2012. The trip not only marked my first visit to India, it was also the first time that I had ever travelled on real trains because my home country, Nepal, does not have a proper rail network.

Everything about the trains was new to me, which made it really exciting. I started out from Hazrat Nizamuddin railway station in Delhi and headed towards Agra with the help of a railway atlas, a train map and a fixer. I had been provided with the fixer’s assistance for a couple of days thanks to my chief photographer Ahmad Masood, one of the generous people who gave me a lot of help to complete this story. It didn’t take me long to get used to train travel; I understand and speak Hindi, and most of the people on the trains were very friendly and helpful. Most of the time I was doing what I was there to do: observing and trying to capture the most significant and fascinating aspects of India’s railways.

In a country that is the seventh largest in the world by area and the second largest in the world by population, the Indian railway network reaches almost everywhere and carries commuters from one end of the country to the other. The network is a lifeline for India and for the Indians who use it. And why not take advantage of it? People prefer trains because they are a cheaper and faster way to travel. When you travel India by rail, everything is going on around you; it seems like the railway has created its own world and the running of that world depends on the running train.
Every time a train arrives at a platform with its horns blasting, everything suddenly gets going. It feels like the train brings life to the station and when it leaves it carries that life elsewhere; the station falls back to sleep and waits for another train to come along and wake it up again.

I had great hopes when I reached Mumbai, but it was not an easy place to shoot pictures, especially in a train station. I had to get authorisation to shoot and that would have been impossible without the hard work of my two good colleagues, Vivek Prakash and Danish Siddiqui.
We failed to get the go ahead the first time I went to Mumbai, and things didn’t work out as we planned so I had to go back after a couple of weeks and do it all over again. It was a good lesson for us to learn as we grew and explored how to handle challenges and make things happen the way we planned and wanted them to.

The shoot I remember best in Mumbai was when I was photographing the “Ladies Special” train, which is supposed to be for women only. I had a letter of permission with me, but it was still a really tough task to take pictures. As soon as I tried to enter the train, most of the women started shouting at me, telling me that this was a Ladies Special and I was not allowed in. I was surrounded by a group of angry women who were not happy with a male photographer walking in with a camera. It was hard work for me to show my permission letter and press ID and explain to them what I was doing. I spent most of my time trying to calm the women, but managed to stay in one piece and get a couple of shots.

In my three months of travelling thousands of miles by train, I learned about and saw almost all the aspects of India’s railways – both good and bad. I traveled in local trains, passenger trains, general compartments, sleeper trains, 3rd class, 2nd class, 1st class and even in the luxury train known as the “Palace on Wheels”.

The most difficult journeys were on the local, passenger and general compartments, where there are usually no seats to sit down over long distances and the train is overcrowded. It is a common site to see people smoking in these compartments, even though this is strictly forbidden.

The fans don’t work, and forget about air conditioning! The windows don’t even have any glass. People were forced to hang onto the door as the train moved because the compartment was too crowded. These were the conditions that people who didn’t have enough money for a comfortable journey had to suffer through. On the other hand, there were also trains that were luxury itself, with all the facilities of a good hotel.

I am glad that I had the opportunity to experience India’s great railways and to learn a lot from my journey. The running of the network is truly amazing; it is almost unimaginable how services are managed on such a large scale. I think everyone should travel at least once on the trains to feel the real excitement and adventure of India’s great railways, which probably don’t have an equivalent anywhere else in the world. What’s more, every day, new tracks are being laid. The Great Indian Railway is getting greater by the day.

What would Bollywood be without the Indian Railways? | Firstpost

For many years trains have lend a quaint romantic charm to many Bollywood films. The rhythmic sounds of the train, with its shrill whistle punctuating its motion have fascinated many a filmmaker, so much so, that Indian railways, which an integral part of life for common man, has been immortalised in many films over the decades.
A screengrab from the film Parineeta. Courtesy: Youtube
A screengrab from the film Parineeta. Courtesy: Youtube
Just imagine how pretty Sharmila Tagore looked at the window of a toy train, deepening her dimples and smiling coyly at an irresistible Rajesh Khanna as he sang ‘Mere Sapno Ki Rani Kab Ayegi Tu‘ , ‘Chaiyya Chaiyya’ would not have been so much fun if Shah Rukh and Malaika were dancing at just any beautiful hill station and Kareena’s nagging bad dreams about missing a train would not have made sense in Jab We Met. And what would have Kajol done, in the climax of Dilwale Dulhaniya Le Jayenge had their been no train to run after?
Trains have featured prominently in many a song as well. Just before the railway budget,  here is our pick of the top five song film songs which would have been incomplete without the trains:

Aashirwaad (Ashok Kumar’s railway rap)

Solva Saal (Dev Anand’s classic)

Aradhana (One of the most memorable songs filmed with Rajesh Khanna)

Dil Se (SRK and Malaika Arora show you can dance even if you don’t have a reserved ticket)

Parineeta (Saif Ali Khan taps into some old world charm)


In the rail budget, reservation likely for MNREGA - India - DNA

In the rail budget, reservation likely for MNREGA - India - DNA

Railway minister Pawan Kumar Bansal is running on the poll track and rural development minister Jairam Ramesh is chugging along.
Ramesh recently okayed Bansal’s proposal to include the railways in the MNREGA (Mahatma Gandhi Rural Employment Guarantee Act) — a moved aimed at using the transport behemoth for populist measures in view of the 2014 Lok Sabha elections. Bansal is likely to make an announcement in the upcoming railway budget.
This means that MNREGA, the world’s biggest employment guarantee scheme and the UPA’s most successful flagship scheme, will have a wider scope, thereby benefiting more people.
Earlier this month, Bansal suggested to Ramesh that railway work should be brought under the MNREGA.
Ramesh accepted the offer and identified the areas where the Act could be put to use for the railways. “I would suggest that the works which are consistent with the objectives of MNREGA could be taken up first... Developing waterways/trenches, afforestation, construction of kuccha approach roads could be one of them,” Ramesh said in a letter to Bansal, dated February 12. DNA has a copy of the letter.
In effect, MNREGA’s scope will be expanded and more people will gain from the scheme. Now consider this. According to the finance ministry, up to September 2012, more than 35 million households have been provided with employment under the scheme.
The share of scheduled castes is 23% and that of scheduled tribes is 15%. Additionally, 54% of beneficiaries are women. So, reasons abound for politicos to be excited about it in the election year.
Ramesh has already stepped on the gas. “Arrangements will have to be put in place for identifying suitable works by the Indian railways and submit them to the district programme coordinators for passing them on to the gram panchayats,” he said in the letter.
It is a win-win situation for both the ministers. While Bansal gets the job done at no extra cost for the railways, which is stretched on finances, Ramesh gets a chance to broad-base the scheme and make his report card more appealing before facing the public.


रेलवे शुरू कर सकता है 100 नई ट्रेनें

रेलवे शुरू कर सकता है 100 नई ट्रेनें

रेलवे 2013-14 के बजट में विभिन्न राज्यों की मांग को पूरा करने के लिए एसी डबल डेकर समेत करीब 100 ट्रेनें शुरू कर सकता है। इसके अलावा कुछ ट्रेनों की सेवाओं का विस्तार भी किया जा सकता है। जहां तक इंजन, रेल डिब्बे तथा वैगन विनिर्माण कार्यक्रम का सवाल है, बजट में 600 एलएचबी डिब्बों समेत 4200 नए डिब्बों के विनिर्माण की घोषणा की जा सकती है। साथ ही 20 एलएनजी इंजन समेत 670 नए इंजन बनाए जाने की घोषणा के साथ करीब 16,000 नए वैगन के विनिर्माण का एलान किया जा सकता है। रेल मंत्रालय के सूत्रों ने बताया, 'इस साल रेल बजट में यात्रियों को अधिक सुविधाएं उपलब्ध कराने पर ध्यान दिया जा सकता है। ऐसे प्रयास किए जा रहे हैं जिससे पूर्वोत्तर समेत सभी क्षेत्रों की मांग को पूरा किया जाए क्योंकि विभिन्न राज्यों से नए ट्रेनों के लिए अनुरोध किए गए हैं।' सूत्रों ने कहा, 'बजट में करीब 100 नई ट्रेनों की घोषणा की जाएगी।' लोगों की मांग को देखते हुए कुछ एक्सप्रेस ट्रेनों का विस्तार तथा कुछ लोकप्रिय ट्रेनों के फेरे भी बढ़ाए जा सकते हैं। पिछले साल रेलवे ने 175 ट्रेनों को शुरू किए जाने की घोषणा की थी। रेल मंत्री पवन कुमार बंसल 26 फरवरी को पेश किए जाने वाले अपने पहले रेल बजट में ट्रेनों में साफ-सफाई, अग्निशमन व्यवस्था को दुरूस्त करने तथा सभी यात्रियों के लिए बेहतर सुविधाएं जैसी चीजों पर जोर दे सकते हैं। बंसल नेत्रहीन यात्रियों के लिए डिब्बों के अंदर ब्रेल स्टीकर उपलब्ध कराए जाने के प्रस्ताव को भी बजट में हरी झंडी दे सकते हैं। कुल 543 ट्रेनों में शौचालय तथा डिब्बों के साफ-सफाई के लिए 'ऑन बोर्ड हाउस कीपिंग' योजना शुरू की जा सकती है। इसके तहत चलती ट्रेन में साफ-सफाई की व्यवस्था होगी। रेलवे ने 10 मशीनयुक्त लांड्री स्थापित करने का प्रस्ताव किया है ताकि ज्यादा साफ-सुथरा चादर, कंबल और अन्य सामानों की आपूर्ति की जा सके। एसी डिब्बों तथा पैंट्री कारों में अग्निशमन के लिए विशेष उपाय किए जा सकते हैं क्योंकि आग लगने की आशंका सबसे ज्यादा इन्हीं जगहों पर होती है। नकदी संकट से जूझ रहे रेलवे को सामान्य बजटीय समर्थन के रूप में अगले वित्त वर्ष के लिए 28,000 करोड़ रुपये मिल सकते हैं। जबकि उसकी मांग 38,000 करोड़ रुपये की है। पिछले साल उसे बजटीय समर्थन के रूप में 24,000 करोड़ रुपये मिले थे।
Maintaining cleanliness and hygiene in trains and stations, providing quality linen, upgradation of fire-fighting arrangements and new facilities for differently-abled persons are some of the measures likely to be announced by railway minister Pawan Kumar Bansal in his budget speech
The Indian Railways is drawn up plans to introduce about 100 new trains, including AC double deckers, new passenger services and extension of services to cater to the demands of various states in the Rail Budget 2013-14.

As far as rolling stock programme is concerned, the announcement will be made for manufacturing of 4,200 new coaches including 600 LHB coaches in the Rail Budget.

While provision for manufacturing of 670 new locomotives including 20 LNG locos will be made, the budget will also account for manufacturing of about 16,000 new wagons.

“The focus of the Rail Budget this year is on providing more amenities to passengers. Attempts have been made to cater to the demands of all regions including Northeast as there were representations for new trains from various states,” sources in the railway ministry said.

While services of some express trains have been extended, frequencies of certain popular trains have also been increased keeping the demand of people's representatives in mind.

“About 100 new trains will be announced in the budget,” the sources said.

Last year, the Railways had announced launching of 175 trains including passenger services.

Maintaining cleanliness and hygiene in trains and stations, providing quality linen, upgradation of fire-fighting arrangements and new facilities for differently-abled persons are some of the measures likely to be announced by railway minister Pawan Kumar Bansal in his maiden budget speech on 26th February.

The proposal to provide Braille stickers inside coaches for assisting visually impaired passengers are among the measures likely to be announced by Mr Bansal



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AIRF’s proposal for Railway Budget 2013-14.



Dated: January 30, 2013

Respected Shri Bansal Ji,

Sub: Proposals for the Rail Budget 2013-14

All India Railwaymen’s  Federation, the oldest and largest organization of the Railwaymen in India, takes this privilege to  put-forth the following important proposals with the hope that the same would receive due consideration in the Rail Budget 2013-14, which not only help moral boosting of  the Railwaymen, but also improve upon the Railway Industry as a whole:

1. Educational Facilities for the children of Railwaymen 
Educational Institutions in majority are being run by the private  entrepreneurs, with the result that,not only higher education but also education up to Intermediate level is day-by-day becoming beyond the reach of common Railwayman in general and were particularly the low paid  Railway Staff. Taking this aspect into consideration, the then Hon’ble Minister for Railways had made proposals in the Rail Budget to open Central School, Technical Education Institutions and Medical Institutions on railway land to provide better educational facilities to Railwaymen’s  children on the persuasion of AIRF.

These proposals could not be materialized due to financial crunch, as such there is glaring need to provide adequate funds for this purpose.

2. Medical Facilities 
The existing medical facilities are quite inadequate, particularly because of shortage of Railway doctors and paramedical staff, besides inadequacy of infrastructure facility of Mobile Medical Vans was, therefore, thought of to provide medical facilities for the staff and their family members posted on roadside stations and remote areas. Again, due to financial crunch, this proposal has not been implemented as yet. Adequate budget allotment for provision of at least 6-7 Mobile Medical Vans in each division may, therefore be done in the Rail Budget 2013-14.2

3. Extension of LARSGESS Scheme 
The safety of Rail operation  is  supreme for all of us. The safety related Voluntary Retirement Scheme was, therefore, introduced for the staff of Safety categories, initially for Trackman and Loco Pilots after though consideration of all the related aspects. The scope of this scheme with modified  nomenclature of LARSGESS was subsequently extended covering all the safety staff in Grade Pay Rs. 1800 and Rs 1900 sustained  persuasion of AIRF. This scheme further needs extension of scope covering all the staff working up to Grade Pay of Rs 4200 and Rs 4600 and the appointment of the wards under this scheme be made on the basis of  compassionate  ground  appointment, appointment of medically de-categorized staff and the children of land losers, so that young blood are inducted in the safety categories for safe operation of trains.

4. Staff Benefit Fund 
The fund allotted under this head is used for several welfare activities of Railwaymen including Women Empowerment, Education assistance to girl- child of low paid staff etc. The per capita allotment is still inadequate as such needs to be enhanced to Rs. 800/- in the ensuing Rail Budget.

5. Maintenance of Railway Quarters and Colonies 
During the last few years a conation of Railway Quarters and Colonies has destroyed rustically because of non availability of adequate fund, as a result of which,  the residence of Railway employees and his family members continue to face adequate hardship on this account. With this view, to provide some relief to them, adequate fund allotment may be ensured during the current Budget so that maintenance and up keep of Railway quarters and colonies is possible. Here it is worth mentioning that in CPWD, per quarter maintenance cost has been provided Rs.35,000(Thirty Five  Thousand) in  comparison  to  the Railways of Rs.10,000(Rupees Ten Thousand ) which also does not use to be spent. Our demand for  Maintenance  Allowance to cover minor repairs/white washing/painting of quarters should also be considered.

6. Absorption of Quasi-Administrative Staff in the Railways 
The issue of absorption of quasi-administrative offices staff in the Railways was raised by the AIRF several times in various Negotiating Fora, but unfortunately, up-till now, nothing has been done in this regard. We also brought their apathies before your goof-self. Absorption of quasi-administrative offices staff in the Railways will not only help their regularization in the Railways but also Railways will get a trained manpower.

7. Appointment of substitutes at DRM’s/CWM’s level to fill up the large number of vacancies 
There continued to remain large numbers of vacancies unfilled, particularly in Safety  Category,which we are of opinion,    is safety hazards. The present system of recruitment through RRC in erstwhile in Group ‘D’ category does not fulfill requirement. As such, the time tested process of engaging substitutes at DRM’s/CWM’s level is to be revised, wherein preference should be given to the wards of Railway employees. This would not only provide employment to the ward of Railway employees but also will help in smooth Rail operations.

8. Improvement in Training Facilities 
Indian Railways are progressing towards modernization for providing World  Class service to rail users, for which  technical advancement is  inevitable. Staff are, therefore, required to impart adequate training to educate them. With latest technology, the training facility therefore, needs to be upgraded and modernized to make them capable of imparting adequate training for staff, for which sufficient fund allocation needs to be done in the Rail Budget.

9. Privilege passes for Parents 
In almost all the organization, viz. Defense, Airways etc., the parents of the staff  avail the facility of free travel on par with staff, i.e. both father and mother are entitle for free travel to the serving wards. Unfortunately, in Indian Railways, a mother can only avail this facility after death of his husband,which is highly unfair. The Railways should therefore, have gesture to provide privilege passes to father and mother of Railway employees also.

10. Creation of posts 
As creation of post is required for maintenance and commercial activities of Railways. Posts  are created on matching saving basis, on account of which, the required number of posts are not created commensurate with the requirement. Due to inadequate Ticket Checking staff, there is remarkable Financial loss because a number of coaches remain unmanned,  providing scope for irregular traveling of the passengers. Similarly, shortage of the maintenance staff does result in a proper maintenance of rolling stock, track and signaling etc., which endangers the safety of train operations.Therefore, there is urgent need of create adequate posts for the above purpose, for which funds allotment would be necessary.

11. Non-Introduction of new trains 
It has been observed in all the Rail Budgets that more than 100 new trains use to be introduced and numbers of services use to increase in weekly or by weekly trains without creation of posts and provision of staff and infrastructure which leads stress on staff and safety also use to be endanger. Therefore, it is requested that no new trains should be introduced without creation of staff and  provision of infrastructure. AIRF is confident that the Hon’ble Railway Minister for Railways would give serious consideration to our above proposals to make announcement through the Rail Budget 2013-14.

Source : AIRF

रेलवे विभाग ने हटाए नाजायज कब्जे 10128302

रेलवे विभाग ने हटाए नाजायज कब्जे 10128302

Indian Railways to miss revenue target by 10% this FY - 301508

Special Trains between Lokmanya Tilak Terminus and Allahabad - Bookings open for 04121 from 14.2.2013

Central Railway
Press Release


Indian Railway has decided to run Two More Special trains between Lokmanya Tilak Terminus and Allahabad to clear the extra rush of Passengers o­n account Kumbh Mela. The details of special trains are:

Train No. 04121 Special will leave Lokmanya Tilak Terminus at 13.20 hrs o­n Sunday 17.2.2013 and will arrive Allahabad at 12.55 hrs next day.
Train No. 04122 Special will leave Allahabad at 22.30 hrs o­n Friday 15.2.2013 and will arrive Lokmanya Tilak Terminus at midnight 00.20 hrs third day.

Halts: Kalyan, Igatpuri, Manmad, Jalgaon, Bhusawal, Khandwa, Itarsi, Pipariya, Narsinghpur, Jabalpur, Katni, Maihar, Satna and Manikpur

Composition: 14 Sleeper Class, 4 General Second Class and 2 General Second Class cum guard’s brake vans.

Reservation: Bookings for 04121 open from 14.2.2013.
--- --- --- --- ---
Date: February 13, 2013
This news comes to you from the Public Relations Department, Central Railway, Chhatrapati Shivaji Terminus Mumbai. 

7th Pay Commission Projected Pay Scale

Posted: 11 Feb 2013 07:45 AM PST
7th Pay Commission Projected Pay Scale

People may think that the babus again started to make voice over pay revision and next pay commission or 7th Pay commission. There is a saying that “The crying baby gets the milk”. The need makes the man to act.

One should try to understand the fact that being a government servant one can witness a considerable pay hike at least twice or thrice of his/her entire service period. Because, other than promotion, only the pay commission recommendation will give them considerable pay hike. But it takes place once in ten years. Now a days a government employee can render service 20 or 30 years only due to non availability of employment opportunity in government service below the age of 25. So there is no need to be get annoyed by hearing the voice for seventh pay commission from central government employees. Because constituting next pay commission is for nothing but to review the salary of the govt. servants with the current economical condition of the country.

How the pay of a govt. employee had been fixed at the beginning of the Independence India.

Till now there are six pay commission had been constituted to review and recommend pay structure of central government employees.

All the six pay commissions have taken many aspects into consideration to prescribe the pay structure for government servants.

In the first pay commission the concept of ‘living wage’ was adopted.

In second pay commission it had been reiterated that the pay structure and working condition to be crafted in a way so as to ensure the effective functioning of government mechanism.

The third pay commission adopted the concept of ‘need based wage’

The Fourth CPC had recommended the government to constitute permanent machinery to undertake periodical review of pay and allowances of Central Government employees, but which got never implemented.

In Fifth pay commission all federations demanded that the pay scale should be at par with the public sector. But the pay commission didn’t accept this and told that the demand for parity with the Public Sector was however difficult to concede as it felt that the Job content and condition of service in the government and pulic sector not necessarily the same. There were essential differences between the two sectors.

The Sixth Central Pay Commission, claimed that it had not only tried to evolve a proper pay package for the Government employees but also to make recommendations rationalizing the governmental structure with a view to improve the delivery mechanisms for providing better services to the common man

What about seventh pay commission?

Generally every pay commission, before recommending a pay structure, it used to analyze all the aspects including the economic situation of the country, financial resources of the government, comparison with the public sector, private sector and state government pay structure etc. So it is very much clear that Pay Determination is very complicated and sensitive task. Without any doubt every one accepts that this is very challenging task too. In order to determine the new pay structure the pay commission has to go through voluminous data consisting current economic condition, strength of the work force and working condition etc. In the meantime, if one tries to suggest or comment about 7thy pay commission pay scale or about what the seventh pay commission pay scale would be, it will not get much importance.

But when we come across all the recommendations of six pay commissions, we observed an interesting factor which is common to all the pay commission recommendations, particularly in the matter of percentage of increase in the pay. Average 3 times increase in the pay was recommended by each pay commission and it was accepted by government and implemented. We have posted three articles about six pay commissions before this post.

Click the link given below to see those articles and average increase was worked out in the table.

Obviously it is simple thing, we can say it a mathematical coincidence that we have in common in all previous pay commission, but we cannot neglect this. Because it was there, every time it is noticed that the revised pay was approximately three times higher than its pre revised pay. Apart from all the factors which has been used to determine the pay revision, we can use this simple formula ‘common multiplying factor’ to know the 7th pay commission pay scale . If next pay commission prefer to continue the same running pay band and grade pay system for seventh pay commission also, the pay structure may be like the following projected figures given below, using common multiplying factor ‘3’. The Following is only the projected figure using common multiplying factor ‘3’...

Name of Pay Band/ ScaleCorresponding Pay BandsCorresponding Grade Pay Entry Grade +band pay
Projected entry level pay using uniform multiplying factor` 3’
Band Pay Grade PayEntry Pay
PB-1 5200-20200 1800 7000 15600-60600 5400 21000
PB-1 5200-20200 1900 7730 15600-60600 5700 23190
PB-1 5200-20200 2000 8460 15600-60600 6000 25380
PB-1 5200-20200 2400 9910 15600-60600 7200 29730
PB-1 5200-20200 2800 11360 15600-60600 8400 34080
PB-2 9300-34800 4200 13500 29900-104400 12600 40500
PB-2 9300-34800 4600 17140 29900-104400 13800 51420
PB-2 9300-34800 4800 18150 29900-104400 14400 54450
PB-3 15600-39100 5400 21000 29900-104400 16200 63000
PB-3 15600-39100 6600 25530 46800-117300 19800 76590
PB-3 15600-39100 7600 29500 46800-117300 22800 88500
PB-4 37400-67000 8700 46100 112200-20100 26100 138300
PB-4 37400-67000 8900 49100 112200-20100 26700 147300
PB-4 37400-67000 10000 53000 112200-20100 30000 159000
HAG 67000- (ann increment @ 3%) -79000 Nil 201000
HAG+ Scale 75500- (ann increment @ 3%) -80000 Nil 226500
Apex Scale 80000 (Fixed) Nil 240000
Cab. Sec. 90000 (Fixed) Nil 270000

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Posted: 11 Feb 2013 07:40 AM PST
VII CPC : Short Description about Sixth Pay Commission

Before discuss about the VII pay commission let us see about sixth pay commission…

Initially the then government refused to set up sixth pay commission to review the pay and allowances of central government employees. The then finance minister told that there was no need to constitute next pay commission since 50 % dearness allowance was already merged with the basic pay. The employees had threatened to go on a nationwide strike if the government failed to set up 6th pay commission. In July 2006, the Cabinet approved setting up of the sixth pay commission. This commission has been set up under the Chairmanship of Justice B.N.Srikrishna with a timeframe of 18 months to submit the report. The cost of hikes in salaries is anticipated to be about Rs. 20,000 crore for a total of 3.5 million government employees. The commission submitted the Report to the Government on March, 24, 2008.

The Sixth Pay Commission mainly focused on removing ambiguity in respect of various pay scales and mainly focused on reducing number of pay scales .It recommended for removal of Group-D cadre.

The Fifth CPC had compressed many scales. The number of pay scales was reduced from 51 pay scales as on 31.12.1995 to 34 pay scales by the Fifth CPC. In many cases, this led to the promotion and feeder cadres being placed in an identical pay scale. Although Department of Expenditure issued orders that existence of the feeder and promotion posts in the same pay scale will not constitute an anomaly, however, these orders have consistently been rejected by the various courts of this country. The sixth pay Commission, therefore, decided to evolve a new system of pay scales that would effectively address most of the existing anomalies.

To remove stagnation, introduction of running pay bands for all posts in the Government presently existing in scales below that of Rs.26,000 (fixed).

The total number of grades reduced to 20 spread across four distinct running pay bands; one Apex Scale and another grade for the post of Cabinet Secretary/equivalent as against 35 standard pay scales existing earlier.

Four distinct running pay bands being recommended – one running band each for all categories of employees in groups ‘B ’and ‘C ’with 2 running pay bands for Group A posts.

Annual increments to be paid in form of three percent of the total of pay in the Pay Band and the corresponding grade pay. The date of annual increments, in all cases, is first of July. Employees completing six months and above in the scale as on July 1 will be eligible.

The revised pay bands have been implemented retrospectively from 1.1.2006. The Fifth CPC also had recommended implementation of the next Pay Commission’s revised pay scales from 1.1.2006. This was also in consonance with demands of a majority of the Associations of Government employees that had sought implementation of Sixth CPC revised pay scales from 1.1.2006.

 Minimum salary at the entry level of PB-1 pay band is Rs.7000 (Rs.5200 as pay in the pay band plus Rs.1800 as grade pay). Maximum salary at the level of Secretary/equivalent is Rs.80000. The minimum: maximum ratio 1:12. The increase from V CPC to VI CPC in all grades starts from 2.4 times to 3.7 times. The increase ratio between 5th pay commission and 6th pay commission is 1:3.

V CPC Pay Scale
Sixth CPC Pay Structure
Sl.No. Post/Grade Scale of PayName of Pay Band/ScaleCorresponding Pay BandsCorresponding Grade PayEntry Grade +band pay
1 S-1 2550-55-2660-60-3200 -1S 4440-7440 1300
2 S-2 2610-60-3150-65-3540 -1S 4440-7440 1400
3 S-2A 2610-60-2910-65-3300-70-4000 -1S 4440-7440 1600
4 S-3 2650-65-3300-70-4000 -1S 4440-7440 1650
5 S-4 2750-70-3800-75-4400 PB-1 5200-20200 1800 7000 2.54
6 S-5 3050-75-3950-80-4590 PB-1 5200-20200 1900 7730 2.53
7 S-6 3200-85-4900 PB-1 5200-20200 2000 8460 2.64
8 S-7 4000-100-6000 PB-1 5200-20200 2400 9910 2.47
9 S-8 4500-125-7000 PB-1 5200-20200 2800 11360 2.52
10 S-9 5000-150-8000 PB-2 9300-34800 4200 13500 2.7
11 S-10 5500-175-9000 PB-2 9300-34800 4200
12 S-11 6500-200-6900 PB-2 9300-34800 4200
13 S-12 6500-200-10500 PB-2 9300-34800 4600 17140 2.63
14 S-13 7450-225-11500 PB-2 9300-34800 4600
15 S-14 7500-250-12000 PB-2 9300-34800 4800 18150 2.42
16 S-15 8000-275-13500 PB-2 9300-34800 5400 21000 2.62
17 New Scale 8000-275-13500(Group A Entry) PB-3 15600-39100 5400
18 S-16 9000 PB-3 15600-39100 5400
19 S-17 9000-275-9550 PB-3 15600-39100 5400
20 S-18 10325-325-10975 PB-3 15600-39100 6600 25530 2.47
21 S-19 10000-325-15200 PB-3 15600-39100 6600
22 S-20 10650-325-15850 PB-3 15600-39100 6600
23 S-21 12000-375-16500 PB-3 15600-39100 7600 29500 2.45
24 S-22 12750-375-16500 PB-3 15600-39100 7600
25 S-23 12000-375-18000 PB-3 15600-39100 7600
26 S-24 14300-400-18300 PB-4 37400-67000 8700 46100 3.23
27 S-25 15100-400-18300 PB-4 37400-67000 8700
28 S-26 16400-450-20000 PB-4 37400-67000 8900 49100 2.99
29 S-27 16400-450-20900 PB-4 37400-67000 8900
30 S-28 14300-450-22400 PB-4 37400-67000 10000 53000 3.7
31 S-29 18400-500-22400 PB-4 37400-67000 10000
32 S-30 22400-525-24500 PB-4 37400-67000 12000 59100 2.63
33 S-31 22400-600-26000 HAG+ Scale 75500- (ann increment @ 3%) -80000 Nil 3.13
34 S-32 24050-650-26000 HAG+ Scale 75500- (annual increment @ 3%) -80000 Nil 3.13
35 S-33 26000 (Fixed) Apex Scale 80000 (Fixed) Nil 3.07
36 S-34 30000 (Fixed) Cab. Sec. 90000 (Fixed) Nil 3

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Posted: 11 Feb 2013 07:11 AM PST
7th Pay Commission : Fourth CPC pay scale and Fifth Pay commission

It will be very use full to know all the pay commissions recommendations before getting into VII pay commission

The Fourth Pay Commission was constituted in June 1983 and its Chairman was Shri. P N Singhal. But the report of 4th CPC was submitted to government in three phases within the period of four years. There from it was started maintaining huge gap between lowest grade and highest grade as for as pay is concerned.

There was a huge difference in basic pay between lowest grade and highest grade in IV pay commission pay scales. The basic pay of lowest grade was Rs.750, where as highest grade was Rs.9000. The pay of top most grade was 12 times higher than the pay of Group D employee. The Fourth CPC had recommended the government to constitute permanent machinery to undertake periodical review of pay and allowances of Central Government employees, but which got never implemented.

The Fifth Pay Commission was set up in 1994. The chairman of fifth pay commission was Justice S. Ratnavel Pandian. The commission gave its report in January 1997. Government accepted most of the recommendations and issued appropriate order in July 1997. The recommendations were implemented with effect from 1-1-1996. It recommended to reduce the number of pay scale from 51 to 34. It is noted that about 93% of the employees were in Group 3 and Group 4

The minimum Starting Pay has been revised from Rs. 750/ to Rs. 2550/-. In this, the pay of 5th CPC scale were about 3 times higher than the pay of IV CPC pay Scale. The pay scale starts from Rs.2550 and ends up with Rs.30000. The hike of 12 times between low level and top level was also maintained in V pay commission.

The pay scale of IV pay commission and V pay commission are given below. we need all this reference for working out to reach a formula to infer what would be the increase in VII pay commission.

1 750-12-870-14-940 S-1 2550-55-2660-60-3200 3.4
2 775-12-871-14-1025 S-2 2610-60-3150-65-3540 3.3
3 800-15-1010-20-1150 S-3 2650-65-3300-70-4000 3.3
4 825-15-900-20-1200 S-4 2750-70-3800-75-4400 3.3
5 950-20-1150-25-1400 950-20-1150-25-15001150-25-1500 S-5 3050-75-3950-80-4590 3.2
6 975-25-1150-30-1540 975-25-1150-30-1660 S-6 3200-85-4900 3.3
7 1200-30-1440-30-18001200-30-1560-40-20401320-30-1560-40-2040 S-7 4000-100-6000 3.3
8 1350-30-1440-40-1800-50-2200 1400-40-1800-50-2300 S-8 4500-125-7000 3.3
9 1400-40-1600-50-2300-60-2600 1600-50-2300-60-2660 S-9 5000-150-8000 3.5
10 1640-60-2600-75-2900 S-10 5500-175-9000 3.35
11 2000-60-2120 S-11 6500-200-6900 3.25
12 2000-60-2300-75-3200 2000-60-2300-75-3200-3500 S-12 6500-200-10500 3.25
13 2375-75-3200-100-3500 2375-75-3200-100-3500-125-3750 S-13 7450-225-11500 3.13
14 2500-4000 (proposed new pre-revised scale) S-14 7500-250-12000 3
15 2200-75-2800-100-4000 2300-100-2800 S-15 8000-275-13500 3.5
16 2630/- FIXED S-16 9000/- FIXED 3.42
17 2630-75-2780 S-17 9000-275-9550 3.42
18 3150-100-3350 S-18 10325-325-10975 3.2
19 3000-125-3625 3000-100-3500-125-4500 3000-100-3500-125-5000 S-19 10000-325-15200 3.3
20 3200-100-3700-125-4700 S-20 10650-325-15850 3.32
21 3700-150-4450 3700-125-4700-150-5000 S-21 12000-375-16500 3.24
22 3950-125-4700-150-5000 S-22 12750-375-16500 3.22
23 3700-125-4950-150-5700 S-23 12000-375-18000 3.24
24 4100-125-4850-150-5300 4500-150-5700 S-24 14300-400-18300 3.4
25 4800-150-5700 S-25 15100-400-18300 3.1
26 5100-150-5700 5100-150-6150 5100-150-5700-200-6300 S-26 16400-450-20000 3.2
27 5100-150-6300-200-6700 S-27 16400-450-20900 3.2
28 4500-150-5700-200-7300 S-28 14300-450-22400 3.1
29 5900-200-6700 5900-200-7300 S-29 18400-500-22400 3.1
30 7300-100-7600 S-30 22400-525-24500 3
31 7300-200-7500-250-8000 S-31 22400-600-26000 3
32 7600/- FIXED7600-100-8000 S-32 24050-650-26000 3.1
33 8000/- FIXED S-33 26000/- FIXED 3.2
34 9000/- FIXED S-34 30000/- FIXED 3.3

Source :
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Posted: 11 Feb 2013 07:05 AM PST

VII Pay Commission : First CPC to Third CPC Pay Scales

Now all the central government employees federations are demanding the govt. to set up seventh pay commission soon. So far six pay Commissions have been set up till date from 1946 by Government of India to review and recommend wage structure for all the central government employees including postal, railway, defence civilian employees and armed forces. All the matters pertaining to the government servants like Pay and Allowances ,promotion policy, retirement benefits, service condition also been thoroughly reviewed by these Pay commissions after every ten years and they submit recommendations to the government for the approval.

At the advent of First Pay Commission, there was 1934 th year pay Scales were remained in effect. The pay scales prescribed by first pay commission replaced the 1934 pay Scales.

First Pay Commission
The first pay commission was constituted in 1946 and the government appointed Srinivasa Varadacharia as Chairman of this commission. The first pay commission was based upon the idea of “living wages” to the employees, this idea was taken from the Islington Commission and the commission observed that “the test formulated by the Islington Commission is only to be liberally interpreted to suit the conditions of the present day and to be qualified by the condition that in no case should be a man’s pay be less than a living wage.
The minimum basic pay for Class IV staff has been raised from Rs. 10/- to Rs. 30/- and for Class III from Rs. 35/- to Rs. 60/- per month.
The Commission had fixed Rs. 55/- as minimum wage (Rs. 30 plus Rs. 25 as Dearness Allowance). The recommendations were accepted and implemented in 1946.

The Second Pay Commission
10 years after independence, the second pay commission was set up in August 1957. Shri Jaganath Das was appointed as Chairman of this Commission. The second pay commission finished its report within two years and submitted it to the Government. The recommendations of the second pay commission had a financial impact of Rs 396 million.The second pay commission reiterated the principle on which the salaries have to be determined. It stated that the pay structure and the working conditions of the government employee should be crafted in a way so as to ensure efficient functioning of the system by recruiting persons with a minimum qualification. The Commission revised the pay scales by merging 50% of the Dearness Allowance with basic Pay and it recommended Rs. 80 as the minimum remuneration(Basic Pay Rs. 70plus DA Rs.10/-) payable to a Government employee.

Third Pay Commission
Shri. Raghubir Dayal was appointed as Chairman of the third pay commission. It was set up in April 1970 and gave its report in March 1973. The commission took almost 3 years to submit the report,. The main demand of employees for a need based minimum wage as per the norms of 15th Indian Labour Conference was accepted in principle even though Commission evolved its own concept of need based wage.

The Third Pay Commission recommended Minimum remuneration of Rs. 185 per month.

By taking into the consideration  of employee’s views Government modified some of the recommendations of the Commission and minimum wage was raised from Rs. 185 per month to Rs. 196/- per month.

The pay scales of group ‘D’, ‘C’ and ‘B’ of Third Pay commission and IV pay commission given below. In the case of minimum basic pay of each scale of Pay in the two pay commissions recommended scales given below , it is to be kept in mind that 4th CPC pay was increased by 2.8 to 3.8 times from 3rd CPC.




1a) 196-3-220-EB-3-232750-12-870-EB-14- 9403.8
b) 200-3-212-4-232-EB-4-240(SG)
2 a) 200-3-212-4-232-EB-4-240 775-12-955-EB-14-1025 3.8
b) 200-3-206-4-234-EB-4-250
3 a).210-4-250-EB-5-270 800-15-1010-EB-20-1150 3.8
b) 210-4-226-EB-4-250-EB-5290
6a) 290-6-326-EB-8-350950-20-1150-EB-25-15003.4
b) 260-6-290-EB-6-326-8-366-EB-8-390-10-400
7 260-8-300-EB-8-340-10-380-EB-10-430 975-25-1150–EB-30-1540 3.7
8 330-8-370-10-400-EB-10-480 1200-30-1440–EB-30-180 3.6
9 a) 330-10-380-EB-12-500-EB-15-560 1200-30-1560-EB-40-2040 3.6
10 a) 380-12-500-15-530 1320-30-1560-EB-40-2040 3.5
b) 380-12-500-EB-15-560
11 a)380-12-440-EB-14-560-EB-20-640 1350-30-1440-40-1800-EB-50-2200 3.5
b) 425-15-530-EB-15-560-20-600
12 a) 425-15-560–EB-20-640 1400-40-1800-EB-50-2300 3.3
b) 425-15-500-EB-15-560-20-700
c) 455-15-560-20-700
13 a) 425-15-500-EB-15-560-20-640-EB-20-700-25-750 1400-40-1600-50-2300-EB-60-2600 3.3
b) 425-15-500-EB-15-560-20-700-EB-25-800
c)  470-15-530-EB-20650-EB-25-750
14 a)  550-20-650-25750 1600-50-2300-EB-60-2660 2.9
b) 550-20-650-25-800
15 a) 500-20-700-EB-25-900 1640-60-2600-EB-75-2900 3.1
b) 550-25-750-EB-30-900
16 a) 650-30-74035-800-EB-40-960 2000-60-2300-EB-75-3200 2.8
b) 650-30-740-35-880-EB-40-1040
c) 700-30-760-35-900
d) 775-35-880-40-1000
17 650-30-740-35-810-EB-880-40-1000-EB-40-1200 2000-60-2300-EB-75-3200-100-3500 3
18a) 840-40-10402375-75-3200-EB-100-35002.8
b) 840-40-1000-EB-40-1200
19a) 650-30-740-35-880-EB-40-10402000-60-2300-EB-3200-100-3500 3
b) 650-30-740-35-810-EB-35-880-40-1000-EB-40-1200


Withdrawal of erroneous contribution received into NPS instead of GPF


Subject: Withdrawal of erroneous contribution received into NPS instead of GPF

There have been various queries and requests from the subscribers and the PAOs/DDOs/DTOs on refund of  contribution received into NPS erroneously, due to wrongly classifying subscriber as falling under NPS instead of GPF.

After examining the matter, it has been  the decided that  such cases will be treated as erroneous transfer by the concerned department and do not fall under the exit/withdrawal from NPS.  In all such cases, 100% withdrawal of accrued pension wealth is allowed subject to the condition that such proceeds should mandatory transferred back to the concerned PAO/DDO from whom the request for withdrawal has arisen.

The concerned subscriber can approach through his PAO/DTO/DDO to our NPS claims cell at CRA for processing of such requests.


Processing of withdrawal requests of Non IRA Compliant subscribers


Cir no: PFRDA/ 2013/2/ PDEX / 2                                                                

Subject:  Processing of withdrawal requests of Non IRA Compliant subscribers

PFRDA has issued necessary instructions to CRA with respect to the withdrawal guidelines for Non IRA Compliant subscribers in case of government servants who have died or resigned. The said information is being re-iterated hereunder for the information of all stakeholders for a better appreciation of the matter.

The following are the details of the process to be followed:

Exit from NPS arising out of death
Exit from NPS before the age of normal superannuation & arising out of resignation
Non-IRA Compliant SubscribersCertification from the concerned PAO/DTO/DDO (attached as annexure I)

Affidavit from the claimant (attached as Annexure II.) 

Filling of respective death claim form along with relevant details

Subscriber has to:

Submit duly filled S1 form for enabling the complete data capture in CRA system. No PRAN generation activity will be undertaken.

Submit duly filled Withdrawal form along with all relevant details and documents.

2.  In case of death where PPAN was assigned but corresponding PRAN was not generated and the respective contribution is held with the concerned employer/department, then, the respective employer / department may take appropriate decision at their end.


Exit from National Pension System (NPS)



PFRDA/ 2013/2/ PDEX / 2                                                                  

January 22, 2013

All POP’s, Aggregators, CRA, Central and State Governments,

Dear Sir/ Madam,

Sub: Master Circular on Product design and Exit from National Pension System (NPS)

For effective regulation of the exits from National Pension System (NPS) Pension Fund Regulatory and Development Authority (PFRDA) has been issuing various circulars from time to time.  In order to enable all the stakeholders and other users to have an access to all the applicable circulars at one place,  this Master Circular  has been prepared.

This Master Circular is a compilation of all the circulars issued by PFRDA on the above subject issued up to December 31, 2012 and which are operational as on date of this circular.

Yours faithfully,
Venkateswarlu Peri
General Manager

Indian Railways looks at toilets as a way of making money! - Moneylife

Indian Railways looks at toilets as a way of making money! - Moneylife

The Indian Railways thinks it can exploit every possible way to earn money. So, instead of providing clean and hygienic toilets to passengers, it is earning revenues from contractors who run these facilities on platforms
Normally, we all expect any public service provider, like the Indian Railways, to spend money to provide amenities and facilities to users or passengers. However, the Railways thinks otherwise. According to a reply received by Gaurang Damani under the Right to Information (RTI) Act, the Railways earned money from contractors as license fee for maintaining toilets on platforms in good condition.

“Actual expenses incurred for the work of maintaining of toilets on platforms are incurred by contractors/non-governmental organisation (NGOs) who have awarded the contract for operating and maintaining of toilets on platforms through tender process,” the reply from Central Railway (CR) states.

It further says, during 2010-11 and 2011-12 Central Railway earned Rs47.41 lakh and Rs65.80 lakh, respectively as license fee from contractors for maintaining existing toilets on platforms.

This explains why noted NGOs like Sulabh International never gets to manage toilets on railway platforms. Most of the times, one would find a family residing with every toilet. The family, appointed by the contractor is expected to maintain the toilet, but again, they are too interested only in collecting entrance fees for toilets leaving urinals stinking.

Cleanliness of the premises, inside coaches, availability of water in toilets is basic responsibility of the Railways. But it does not seem to happen. Almost all toilets on all Railway platforms stink and that too when instead of spending on maintenance of toilets, the Railways is earning money through contracts.

Last year, the CR formulated its public toilet facility that paved way for inviting proposals for maintaining these facilities. The policy mentions specific guidelines, including hiring of uniformed staff, cleanliness norms and toiletries to be used inside by the contractor.

The policy also proposed uniformed toilet attendants with proper badges posted round-the-clock. A board would display contractor’s name, phone numbers and rate-list, including large readable tariff cards for the public, at prominent site. The policy also stated that the sanitary fittings, drainage fittings or sumps shall be cleaned and kept free from choking.

But ask any rail commuter and s/he would give you 10 reasons for avoiding the toilet facility on platforms. One of the major reasons is the unbearable stink that originates due to non-cleanliness of the toilets. Contractors or attendants (if you could find one) often cite non-availability of water as reason for not cleaning toilets. But then they should have considered all the factors before taking over the contract from the Railways.

Based on a survey at 108 local train platforms through Observer Research Foundation in 2010, Damani through advocate MP Vashi had filed a public interest litigation (PIL) against Western Railway and CR for improving toilets. The case is pending before the Bombay High Court.

According to the survey report, in 2010, there were just 355 toilet seats and 673 urinals for the 63 lakh strong commuter population on the entire Central, Harbour and Western routes of the suburban railway network. Women face a lot more problems than men; most of the ladies’ toilets at smaller stations are locked. The ORF survey said that 93% of the toilets that were found to be ‘closed’ or “out of use” were those meant for women