What is Transport in India?

Transport in India refers to the system of moving people, goods, and services from one place to
another within the country. India, with its vast geography and diverse population, relies on
various modes of transportation to meet the transportation needs of its citizens and support
economic activities. These modes include road transport, railways, airways, waterways, and
pipelines.

Quick Facts on Transport in India

1. India has one of the largest road networks in the world, spanning over millions of
kilometres and connecting even remote areas.
2. The Indian Railways is one of the largest railway networks globally, playing a significant
role in passenger and freight transportation.
3. The aviation sector in India has witnessed rapid growth, with several domestic and
international airports facilitating air travel across the country.
4. Waterways, including rivers, canals, and coastal areas, are utilized for both inland and
coastal navigation, supporting trade and transportation.
5. Pipelines are used for the transportation of petroleum products, natural gas, and other
liquid or gaseous substances.

History of Transport in India

The history of transportation in India dates back thousands of years. Ancient civilizations in the
Indus Valley and the Gangetic plains had well-established trade routes and transportation
systems. The Maurya and Gupta empires constructed roads and maintained postal systems for
efficient governance and trade.

During the medieval period, the Delhi Sultanate and the Mughal Empire expanded transportation
infrastructure, including roads, bridges, and caravanserais, to facilitate trade and pilgrimage
routes.

The British colonial era saw significant advancements in transportation. The British introduced
modern transportation systems such as railways, road networks, and ports, primarily for their
administrative and trade purposes. The construction of the Great Indian Peninsular Railway (now
Indian Railways) in 1853 marked a significant milestone in India's transportation history.

Post-independence, the Indian government focused on developing and expanding transportation

infrastructure to connect remote regions, promote trade, and support economic growth.
Numerous road projects, the expansion of railways, and the modernization of airports and
seaports have been undertaken to enhance India's transportation network.

Importance or Significance of Transport in India

Transportation holds immense significance for India's development and connectivity:
 1. Economic Growth: An efficient transport system facilitates the movement of goods,
services, and people, supporting trade, industry, and economic growth.
2. Accessibility and Connectivity: A well-developed transportation network connects remote
areas, facilitates access to essential services, promotes tourism, and fosters social
integration.
3. Employment Generation: The transport sector creates numerous direct and indirect
employment opportunities, contributing to job creation and livelihoods.
4. Trade and Commerce: A robust transportation infrastructure enables the smooth
movement of goods, encouraging trade, and promoting domestic and international
commerce.
5. Regional Development: Improved connectivity through transport infrastructure
development helps bridge regional disparities, promoting balanced regional
development.

Points to Remember about Transport in India

Here are some key points to remember about transport in India:

o India has a vast and diverse transportation system comprising roadways, railways, airways,
waterways, and pipelines.
o The Indian Railways is one of the largest railway networks globally, providing both
passenger and freight services.
o National highways and state highways form the backbone of the road transport network,
connecting major cities, towns, and rural areas.
o The aviation sector has experienced significant growth, with several domestic and
international airports serving various destinations.
o Inland waterways, including rivers and canals, facilitate transportation, particularly for
cargo movement.
o Pipelines play a crucial role in the transportation of petroleum products, natural gas, and
other liquid or gaseous substances
 ROAD
Roads in India are an important mode of transport in India. India has a network of over
6,331,791 kilometres (3,934,393 mi) of roads (as of 31 December 2022). This is the second-
largest road network in the world, after the United States.[2] At (1.94 km, 1.21 mi) of roads per
square kilometre of land, the quantitative density of India's road network is equal to that of Hong
Kong, and substantially higher than the United States (0.71 km, 0.44 mi), China (0.54 km,
0.34 mi), Brazil (0.23 km, 0.14 mi) and Russia (0.09 km, 0.056 mi).[3] Adjusted for its large
population, India has approximately 5.13 kilometres (3.19 mi) of roads per 1,000 people, which is
much lower than United States 20.5 kilometres (12.7 mi) but higher than that of China 3.6
kilometres (2.2 mi). India's road network carries over 71% of its freight and about 85%
of passenger traffic.[4]

Since the 1990s, major efforts have been underway to modernize the country's road
infrastructure.[5] As of 31 March 2020, 70.00% of Indian roads were paved. As of 31 December
2023, India had completed and placed into use over 35,000 kilometres (22,000 mi) of four or
more lane highways connecting many of its major manufacturing, commercial and cultural
centres.[3] According to the Ministry of Road Transport and Highways, as of March 2021, India
had about 151,019 kilometres (93,839 mi) of national highways and expressways, plus another
186,528 kilometres (115,903 mi) of state highways. Major projects are being implemented under
the Bharatmala, a Government of India initiative. Private builders and highway operators are also
implementing major projects.[6][7]

Organization[edit]
The Indian road network is administered by various government authorities, given India's federal
form of government. The following table shows the total length of India's road network by type of
road and administering authority as of 31 March 2020.[3]

Length Length
Category Managing Authority
(km) percentages

National
Ministry of Road Transport and Highways 151,000[3] 2.19%
highways

State
Public works department of state/union territory 186,528 3.00%
highways

District
Public works department of state/union territory 632,154 10.17%
Roads

Rural roads Panchayats and PMGSY 4,535,511 72.97%

 Urban roads Municipal corporations and municipalities 544,683 8.76%

Various government departments of

Project
states/union territories, 354,921 5.70%
roads
and SAIL, NMDC and BRO

Total Total roadways 1 km 100%

The first evidence of road development in the Indian subcontinent can be traced back to
approximately around 2800 BC in the ancient cities of Harrapa and Mohenjodaro of the Indus
Valley civilization. Ruling emperors and monarchs of ancient and medieval India continued to
construct roads to connect the cities. The existing Grand Trunk Road was re-built by
the Mauryan Empire, and further rebuilt by subsequent entities such as the Sur Empire,
the Mughal Empire and the British Empire.[8]
In the 1830s, the British East India Company started a programme of metalled road construction
(a.k.a. gravel road), for both commercial and administrative purposes. The Grand Trunk Road –
from Calcutta, through Delhi to Peshawar – was rebuilt at a cost of £1,000 per mile; roads
from Bombay to Pune, Bombay to Agra and Bombay to Madras were constructed; and a Public
Works Department and the Indian Institute of Technology Roorkee were founded, to train and
employ local surveyors, engineers and overseers, to perform the work, and to maintain the
roads. This programme resulted in an estimated 2,500 kilometres (1,600 mi) of metalled roads
being constructed by the 1850s.[9][10]
In December 1934, the Indian Roads Congress (IRC) was formed, on the recommendations of
the Indian Road Development Committee (Jayakar Committee) of the Government of India. In
1943, they proposed a twenty-year plan to increase the road network from 350,000 kilometres
(220,000 mi) to 532,700 kilometres (331,000 mi) by 1963, to achieve a road density of 16 km per
100 km2 of land. The construction was to be paid in part through the duty imposed, since 1939,
on petrol sales. This became known as the Nagpur Plan. The construction target was achieved in
the late 1950s.[11] In 1956, a Highways Act was passed, and a second twenty-year plan proposed
for the period 1961–1981, with the ambition of doubling road density to 32 km per 100 km2. This
second plan became known as the Bombay Road Plan.[11]
In 1988, an autonomous entity called the National Highways Authority of India (NHAI) was
established by an Act of Parliament and came into existence on 15 June 1989. The Act
empowered NHAI to develop, maintain and manage India's road network through National
Highways. However, little happened until India introduced widespread economic liberalization in
the early 1990s. Since 1995, NHAI has increasingly privatized road network development in
India.[12]
In 1998, National Highways Development Project (NHDP) was started by the then Prime
Minister Atal Bihari Vajpayee. The flagship project of the NHDP is the Golden Quadrilateral, a
total of 5,846 kilometres (3,633 mi) of four-to-six-lane highways connecting the four major cities
of Delhi, Mumbai, Chennai and Kolkata. The total cost of the project is ₹300
billion (US$3.8 billion), funded largely by the government's special petroleum product tax
revenues and government borrowing. In January 2012, India announced that the four-lane GQ
highway network was complete.[13][14]
Another important road project of the NHDP is the 7,142-kilometre (4,438 mi) four-to-six-
lane North–South and East–West Corridor, comprising national highways connecting four
extreme points of the country. The project aims to connect Srinagar in the north
to Kanyakumari in the south (including a spur from Salem to Kanyakumari,
via Coimbatore and Kochi), and Silchar in the east to Porbandar in the west. As of 31 October
2016, 90.99% of the project had been completed, 5.47% of the project work is under
implementation and 3.52% of the total length is remaining.[15]
As of May 2017, under NHDP, about 28,915 kilometres (17,967 mi) of four-to-six-lane highways
have been constructed (including the GQ and N–S/E–W Corridor), while a total of 48,793
kilometres (30,319 mi) of road has been planned to have four-to-six lanes under the NHDP.[16]
The National Highways and Infrastructure Development Corporation Limited (NHIDCL) is a
Public Sector Enterprise(PSE) created by the Ministry of Road Transport and
Highways (MoRTH), Government of India in the year 2014 to build highways in technical
challenging and high altitude regions of the Northeast India, Uttarakhand, Jammu and
Kashmir, Ladakh and the Andaman & Nicobar Islands. It has the task to implement the Special
Accelerated Road Development Programme for North Eastern Region (SARDP-NE) in National
Highways portion. The SARDP-NE is under implementation in Phases.

 Phase-A: Approved in 2005, it included about 4,099 km length of roads (3,014 km of

NH and 1,085 km of State roads). The SARDP-NE Phase ‘A’ is expected to be
completed by 2023–24.[17]
 Phase-B: It covers 3,723 km (2,210 km NHs and 1,513 km of State roads) of road.
Phase ‘B’ of SARDP-NE shall be taken up after completion of Phase ‘A’.[17]
Bharatmala is a centrally-sponsored and funded road and highways project of the Government of
India,[18] started in 2017, with a target of constructing 83,677 km (51,994 mi)[19] of new highways at
an estimated cost of ₹5.35 trillion (US$67 billion). Bharatmala Phase I plans to construct 34,800
kilometres (21,600 mi) of highways (including the remaining projects that were under NHDP) by
2021–22, at an estimated cost of ₹535,000 crore (US$67 billion).[20] In 2021, Asia's longest high
speed track, National Automotive Test Track was inaugurated in Indore, which would be used to
measure the maximum speed capabilities of high-end cars and other categories of vehicles.[21]
India's rate of road building has accelerated since 2010s. It averaged about 12 kilometres
(7.5 mi) per day in 2014–15 and 30 kilometres (19 mi) per day in 2018–19.[22] The country's target
is to build 40 kilometres (25 mi) of highways per day.[23]
On July 21, 2021, the Minister of Road Transport and Highways Nitin Gadkari said that India has
created a world record of constructing 2.5 kilometres (1.6 mi) of four-lane concrete road in 24
hours and 26 kilometres (16 mi) of single lane bitumen road in just 21 hours as per the highest
IRC norms and specifications of the MoRTH to ensure quality control. Also, an average of 36.5
kilometres (22.7 mi) of highways have been constructed every day during 2020–21.[24] As of 2021,
64.5% of all goods in India are moved through the country's road network, 90% of India's total
passenger traffic uses the road network to commute and the road network contributes 4.8% to
the country's gross domestic product.[25]
In 2023, India's road network became the world's second largest, after the United States.[26] From
2013 to 2014 to 2022 to 2023, the country's road network grew by approximately 59%.[26] In
August 2023, the Border Roads Organisation, a statutory body under the Ministry of Defence,
began construction on the Likaru-Mig La-Fukch road in Ladakh, which on its completion will be
the world's highest motorable road.[27][2

Growth of Road Network by Categories (km)[3]

Road
1950- 1960- 1970- 1980- 1990- 2000- 2010- 2015- 2020-
Catego
51 61 71 81 91 01 11 16 21
ry

Nation 19,811 23,798 23,838 31,671 33,650 57,737 70,934 101,01 151,00
al 1 0
(4.95 (4.54 (2.61 (2.13% (1.45% (1.71% (1.52%
Highwa (1.80% (2.51%
%) %) %) ) ) ) )
ys ) )

127,31 132,10 163,89 176,16 186,52

State 56,765 94,359
1 0 8 6 8
highwa ^ ^ (6.20 (6.35%
(5.47% (3.92% (3.50% (3.14% (3.00%
ys %) )
) ) ) ) )

173,72 257,12 276,83 421,89 509,43 736,00 998,89 561,94 632,15

District 3 5 3 5 5 1 5 0 4
roads (43.44 (49.02 (30.26 (28.40 (21.89 (21.82 (21.36 (10.03 (10.17
%) %) %) %) %) %) %) %) %)

206,40 197,19 354,53 628,86 1,260,4 1,972,0 2,749,8 3,935,3 4,535,5

Rural 8 4 0 5 30 16 04 37 11
roads (51.61 (37.60 (38.75 (42.34 (54.16 (58.46 (58.80 (70.23 (72.97
%) %) %) %) %) %) %) %) %)

123,12 186,79 252,00 411,67 509,73 544,68

46,361 72,120
Urban 0 9 1 9 0 3
0 (8.84 (7.88
roads (8.29% (8.03% (7.47% (8.80% (9.10% (8.76%
%) %)
) ) ) ) ) )

130,89 185,51 209,73 223,66 281,62 319,10 354,92

Project 3 1 7 5 8 9 1
0 0
roads (14.31 (12.49 (9.01% (6.63% (6.02% (5.70% (5.71%
%) %) ) ) ) ) )

399,94 524,47 914,97 1,485,4 2,327,3 3,373,5 4,676,8 5,603,2 6,215,7

Total
2 8 9 21 62 20 38 93 97

Figures in parentheses indicate the percentage of total road length for that fiscal year.

Types of roads[edit]
Expressways[edit]

Bengaluru Mysuru ExpresswayDuration: 34 seconds.0:34Atal

Setu, the 21.8 km elevated road is the longest sea bridge in India
Main article: Expressways of India

Expressways are high-speed roads that are four- or more lanes, and are access controlled where
entrance and exit is controlled by the use of ramps that are incorporated into the design of the
expressway. Most of the existing expressways in India are toll roads.[29] Expressways make up
approximately 5,342 km (3,319 mi) of India's road network, as of 2024.[30][29]
National Expressways Authority of India (NEAI) operating under the Ministry of Road Transport
and Highways will be in-charge of the construction and maintenance of expressways.
[31]
The NHAI by Government of India aims to expand the expressway network and plans to add
an additional 18,637 km (11,580 mi) of expressways by 2022 apart from existing national
highways.[32]
India's first 8-lane wide access-controlled expressway, the Delhi Noida Direct Flyway (DND
Flyway), operational in January 2001, is an expressway connecting Delhi and Noida in the states
of Delhi and Uttar Pradesh. The Mumbai Pune Expressway,
connecting Mumbai and Pune in Maharashtra fully operational in 2002, is India's first 6-lane wide
access-controlled tolled expressway.[33][34] The Yamuna Expressway is a 165 km (103 mi) six-lane
controlled-access expressway opened on 9 August 2012.[35] On 21 November 2016, the 302 km
(188 mi) six-lane Agra Lucknow Expressway was opened.[36][37] Under construction as of 2019,
the Mumbai–Nagpur Expressway is expected to become the largest expressway in the country.
Several expressway projects, such as the Delhi–Mumbai Expressway, Amritsar–Jamnagar
Expressway, Surat–Chennai Expressway, Delhi-Jaipur Expressway, Lucknow-Kanpur
Expressway are planned/under-construction. Ganga Expressway is approved and expected to be
under-construction by end of 2021.[38]
The Trans Harbour bridge is the longest bridge in India and it will be opened on 12 January
2024, after Prime Minister Narendra Modi inaugurates the bridge. It connects Bombay with Navi
Mumbai.[39][40]
National highways[edit]
Main article: National highways of India
 North-South East-West Corridors

connects Srinagar to Kanyakumari and Porbandar to Silchar Nort

h-South East-West Corridors connects Srinagar to Kanyakumari and Porbandar to Silchar

NH75: Part of India's NS and EW Corridor highway network

National highways are highways connecting major cities throughout the country with premium
quality and are at-grade roads. National Highways are designated with NH, followed by the
highway number. Indian national highways are further classified based on the width of the
carriageway of the highway. India has around 150,000 km (93,000 mi) of National Highways as
of April 2021 and is expected to reach 200,000 km By 2024 consisting of Top Notch Highways
And Expressways.[41] National Highways constituted 2.7% of India's total road network, but
carried about 40% of road traffic, as of 2013.[42] In 2016, the government vowed to double the
highway length from 96,000 to 2,00,000 km.[43]
The National Highways Authority of India (NHAI) and the National Highways and Infrastructure
Development Corporation Limited (NHIDCL) are the authorities responsible for the development,
maintenance and management of the National Highways in India. The NHAI has been
undertaking developmental activities under the National Highways Development Project (NHDP)
in five phases. From 2018, the pending projects under NHDP are expected to be subsumed
under Bharatmala. The NHAI is also responsible for implementing other projects on National
Highways, primarily road connectivity to major ports in India.
The Golden Quadrilateral and North–South and East–West Corridor were major ongoing
highway development projects in India.

National Highway classification (as of 31 March 2020)[3]

Lanes Length (km) Length share

Single-lane/intermediate
29,693 20.49%
lane

Double-lane 72,281 55.05%

Four-lane/six-lane/eight-lane 37,058 24.46%

Total 1,39,032 100%

State highways[edit]

Gujarat State Highway 41

Main article: State highways in India

State highways are highways connecting major cities throughout a state and are also at-grade
roads. They also connect with National Highways or state highways of neighboring states. State
Highways are designated with SH, followed by the highway number and preceded by state code.
As of 31 March 2020, the total length of state highways was 186,528 kilometres (115,903 mi).
[3]
As of 31 March 2020, Maharashtra has the largest share of state highways among all states
(22.14%), followed by Karnataka (11.11%), Gujarat (9.76%), Rajasthan (8.62%) and Tamil
Nadu (6.67%).[3]
State governments have the authority and responsibility to build state highways. Most of the state
highways are developed by state public works departments. Independently of
the Bharatmala program, state governments have been implementing a number of state highway
projects since 2000. By 2010, state highway projects worth US$1.7 billion had been completed,
and projects worth an additional US$11.4 billion were under implementation.[44]
District roads[edit]

A district road in Thiruvananthapuram

District Roads in India are approximately 632,154 kilometres (392,802 mi), of which 14.80% of
the total length was surfaced.[3] Zila Parishads also have the authority and responsibility to build
district roads.
Rural roads[edit]

A rural road in Jharkhand A

rural road in Chhattisgarh
Rural roads form a substantial portion of the country's road network, forming 72.97% of the total
of roads, as of March 2020. As of the same date, the percentage of unsurfaced roads to the total
road length was 31%.[3]
For the development of these rural roads, Pradhan Mantri Gram Sadak Yojana (Prime Minister's
Rural Roads Scheme) was launched in December 2000 by the Indian government to provide
connectivity to isolated rural habitations. The scheme envisions that these roads will be
constructed and maintained by the village panchayats. In some parts of India, the government
has attempted to manage the programme directly as a local social spending program.[45]
In other parts of India, the Pradhan Mantri Gram Sadak Yojana and a sister program
named Bharat Nirman (Build India) have privatized the rural road construction projects and
deployed contractors. The effort has aimed to build all-season single-lane asphalted roads to
connect India's rural and remote areas. A significant portion of funding for these projects has
come from the World Bank and the Asian Development Bank.[46]

Growth of Rural Road Network (km)[47]

Length Length Length

2001 2011 2021

Total rural roads 2.7 million 3.1 million 4.5 million

 Paved unmaintained rural
0.5 million
roads

Unpaved rural roads 2.2 million 1.9 million

Paved maintained rural roads 728,871

New rural roads 322,900 82,743 1,500,000

Border roads[edit]
Border Roads are the roads constructed along the northern and northeastern borders of the
country. These roads are constructed and maintained by Border Roads Organisation (BRO)
which was set up in 1960 by the government of India. BRO is regarded as a symbol of nation
building, national integration and an inseparable component in maintaining the security of the
country.
See also: India-China Border Roads and Northeast connectivity projects

Congestion[edit]
India's intra-city vehicle speed is among the lowest in the world. As per a study by Ola Cabs, in
2017, the average traffic speed in Delhi was 25 km/h (16 mph).[48] Amongst other major cities, the
average traffic speed in Chennai was 18.9 km/h (11.7 mph), in Mumbai was 20.7 km/h
(12.9 mph), in Kolkata was 19.2 km/h (11.9 mph), in Hyderabad was 18.5 km/h (11.5 mph), and
in Bengaluru was 17.2 km/h (10.7 mph).[48]

Fatalities[edit]
The World Health Organization's compilation of road network safety data for major economies
found India to have the highest number of road fatalities in the world, with 299,091 deaths
caused by road accidents in 2016. Also, fatalities per 100,000 population stay among the
highest, at 22.6.[49] Of total fatalities, 40% were of riders of 2 or 3 wheelers, 18% were of drivers
and passengers of 4-wheeled cars and light vehicles, 18% were of drivers and passengers of
buses and heavy trucks, 10% of pedestrians, 2% of cyclists and 13% of other.[49]
 Rail transport in India
Rail transport in India consists of primarily of passenger and freight shipments along an
integrated rail network. Indian Railways (IR), a statutory body under the ownership of the Ministry
of Railways of the Government of India, operates India's national railway system. It is the primary
owner and operator of rail operations throughout the country including suburban rail in major
metros.
Majority of the metro urban rail networks are operated by independent bodies constituted for the
purpose of the respective operations. Private owned rails exist in few places, mostly used to
connect freight to the integrated rail network. Inter-city rail services are operated primarily by
Indian Railways though efforts have been made to introduce privately operated trains as recently
as 2022.
The national rail network comprised total route length of 68,907 km (42,817 mi), with more than
129,000 km (80,000 mi) of track and 8,000+ stations and is the fourth-largest in the world. It is
one of the busiest networks in the world, transporting more than 11 billion passengers and
1.416 billion tonnes of freight annually. As of October 2023, more than 60,813 km (37,787 mi) of
all the routes have been electrified with 25 KV AC electric traction. The rolling stock consisted of
318,196 freight wagons, 84,863 passenger coaches, 14,781 locomotives and other multiple
units owned by Indian Railways apart from rail-sets operated by metro rail corporations.

History[edit]
1832–1852: Industrial railways[edit]
In 1832, the proposal to construct the first railway line in India at Madras was made.[6][7] In 1835,
a railway track was constructed between Red Hills and Chintadripet in Madras and became
operational in 1837. It was hauled by a rotary steam engine imported from England and was
used for ferrying granite.[8]
The Madras Railway was established in 1845.[7] Temporary railway lines were built such as the
Godavari Dam Construction Railway at Dowleswaram by Arthur Cotton to supply stone for the
construction of a dam over the Godavari River in 1845 and the Solani aqueduct railway, built
by Proby Cautley in Roorkee to transport construction materials for an aqueduct over the Solani
river in 1851.[7] ON 1 August 1949, the Great Indian Peninsular Railway was incorporated in 1849
with a guarantee system providing free land and guaranteeing five-percent rates of return to
private English companies building railways was finalized on 17 August 1849.[7] In 1852, a steam
locomotive imported from England was tried at Byculla.[9]
1853–1924: Passenger railways and expansion[edit]

The railway viaduct near Thane in 1855

Railway map of India in 1871

In 1853, the first passenger train on 1,676 mm (5 ft 6 in) broad gauge ran for 34 kilometres
(21 mi) between Bombay and Thane which had 14-carriages carrying 400 people, hauled by
three steam locomotives: the Sahib, Sindh and Sultan.[10][11] The Great Southern of India Railway
Company was established with its headquarters in England in 1853.[12] The Thane viaducts, the
first railway bridges, were built over the Thane creek when the Mumbai-Thane line was extended
to Kalyan in May 1854. Eastern India's first passenger train ran 39 km (24 mi) from Howrah,
near Kolkata, to Hoogly on 15 August 1854.[7] The construction of 97 km (60 mi) line in the South
between Royapuram in Madras and Arcot started in 1853, which became operational on 1 July
1856.[13] The first workshops were established by GIPR at Byculla in 1854 and Madras Railway
at Perambur in 1856. The Bombay, Baroda, and Central India Railway (BB&CI) was incorporated
in 1855 and Eastern Bengal Railway in 1858.[14][15] The Carnatic Railway was founded in 1869.
[12]
On 24 February 1873, a horse-drawn 3.8 km (2.4 mi) tram opened
in Calcutta between Sealdah and Armenian Ghat street.[16] On 9 May 1874, a horse-drawn
tramway began operation in Bombay between Colaba and Parel.[17] The Great Southern of India
Railway and the Carnatic Railway merged in 1874 to form the South Indian Railway.[18] In 1879,
the Nizam's Guaranteed State Railway was established which built railway lines across the
then Hyderabad State.[19] In 1877, an Ajmer built F-1/734 Steam Locomotive became the first
indigenously built locomotive in India.[20] East Coast State Railway was established in 1890.[21] In
1897, lighting in passenger coaches was introduced with Jodhpur Railway, the first to introduce
electric lighting as standard fixtures.[7] In 1908, Madras Railway merged with Southern Mahratta
Railway to form the Madras and Southern Mahratta Railway.[22] Pamban bridge, the first sea
bridge was opened on 24 February 1914.[23] In 1920, electric lighting of signals was introduced
between Dadar and Currey Road in Bombay.[24]
1925–1946: Electrification and further expansion[edit]

Railway map of India in 1909

The first railway budget was presented in 1924.[7] The Oudh and Rohilkhand Railway was merged
with the East Indian Railway Company (EIR) in the same year.[25] On 3 February 1925, the
first electric train ran between Victoria Terminus (VT) and Kurla, hauled by a SLM electric
locomotive on 1500 V DC traction.[26] Later, the VT–Bandra section was electrified and the
first Electric Multiple Units (EMU) were introduced in with 1.5KV DC units imported were
from Cammell Laird and Uerdingenwagonfabrik.[27] On 1 April 1929, Grand Trunk
Express commenced operations between Peshawar in the North Western
Railway and Mangalore with two coaches detached and connected to Madras further.[28]
[29]
The Frontier Mail made its inaugural run between Bombay and Peshawar in 1928.[30] Technical
advancements led to automatic colour light signals become operational between Bombay and
Byculla in 1928.[31] In the subsequent years, the route from Bombay to Poona was electrified and
in June 1930, the first deluxe train, Deccan Queen began running, hauled by a WCP-1
locomotives with seven coaches along the route.[32] The Grand Trunk express commenced
operating as a dedicated daily train between Madras and Delhi from 1 September 1930.
[33]
Chennai suburban railway started operating in 1931 with a single metre gauge line
from Chennai Beach to Tambaram.[34] In 1944, all the railway companies were taken over by the
Government.[35]
1947–1983: Zonal re-organisation and further developments[edit]
The first locomotive manufacturing unit at Chittaranjan was commissioned in 1950.[36] In
December 1950, the Central Advisory Committee for Railways approved the plan for re-
organising Indian Railways into six regional zones with the Southern (14 April 1951), Central (5
November 1951), and Western (5 November 1951) zones being the first to be created.[37] On 14
April 1952, the Northern Railway, the Eastern Railway and the North Eastern Railway were
created.[37] In 1952, fans and lights were mandated for all compartments in passenger trains and
sleeping accommodations were introduced in coaches.[7] The first diesel locomotive used in India
was fabricated by North British Locomotive Company in 1954.[38] On 1 August 1955 the South-
Eastern Railway was split from the Eastern Railway, and, the following year, divisional systems
of administration were set up for the various regional zones. The first rail coaches were
manufactured in India from 1956 when the Integral Coach Factory was established at Madras.
[39]
In 1956, the first air-conditioned train plied between Howrah and New Delhi.[40] In 1958, the
North-Eastern Railway split to form a new Northeast Frontier Railway.[37]
 WAP-1 electric locomotives reached a speed of 130 km/h
(81 mph) in 1980
In 1957, Indian Railways adopted 25 kV AC traction with the first trial runs operating with
the WAM-1 locomotives in 1959 and commercial services beginning in August 1960.[27] In 1960,
the Railway Board of India commissioned a study to increase the speed of passenger trains to
160 km/h (99 mph) with an intermediate stage of 120 km/h (75 mph).[41] Research Design and
Standards Organisation (RDSO) started work on the same in 1962 with field trials commencing in
1967 with coaches manufactured by the Integral Coach Factory at Madras and hauled by diesel
locomotives.[41] The first containerized freight rail transport began between Bombay
and Ahmedabad in 1966.[7] In 1966, electrification of several suburban tracks around Delhi,
Madras and Calcutta were completed with the 25 kV AC system. In 1969, the Government of
India announced the introduction of a new express train capable of reaching speeds of up to
120 km/h (75 mph) in the railway budget and the first Rajdhani Express was flagged off from
New Delhi to Howrah in March 1969.[42][43] In 1974, Indian Railways endured a 20-day strike.[44][45] In
1979, the Main Line Electrification Project was reconstituted into the Central Organisation for
Railway Electrification (CORE).[46] In 1980, the WAP-1 electric locomotives reached a speed of
130 km/h (81 mph).[47]
1984–present: Rapid transit and later developments[edit]

A typical red-colored ICF coach used by the Indian Railways till

the late 1990s
The first metro rail was introduced in Calcutta on 24 October 1984 with the line
between Esplanade and Bhowanipore.[48] In 1986, computerized ticketing and reservations were
introduced by Indian Railways.[49] In 1988, the first Shatabdi Express was introduced between
New Delhi and Jhansi.[7] Two years later, the first self-printing ticket machine (SPTM) was
introduced in Delhi.[50] In 1993, air-conditioned three-tier and sleeper were introduced.[7] In
1995, Chennai MRTS became the first operational elevated railway line in India.[51] In 1995, Delhi
Metro Rail Corporation, a joint venture between Government of India and Government of
Delhi was established.[52] Centralized computer reservation system was deployed in Delhi,
Mumbai and Chennai in September 1996, coupon validating machines (CVMs) were introduced
at Mumbai CSMT in 1998 and the nationwide concierge system began operation on 18 April
1999.[7] In 1999, the South East Central Railway zone was established and on 6 July 2002,
the East Coast, South Western, South East Central, North Central, and West Central zones were
created.[53][37]
The Indian Railways website went online in February 2000. Indian Railways Catering and
Tourism Corporation (IRCTC) was incorporated in 1999 and online ticketing was introduced on 3
August 2002 through IRCTC.[54] The first line of the Delhi Metro was inaugurated on 24 December
2002.[55] In 2012, Western Railway switched completely to AC traction with Central Railway
following it in 2016.[56][57] On 1 February 2014, Mumbai Monorail became the first
operational monorail system in India.[58] In 2015, the first Compressed Natural Gas (CNG)
powered trains were rolled out.[59] On 5 April 2016, Gatimaan Express, then India's fastest train
with a maximum speed of 160 km/h (99 mph), made its first run from New Delhi to Agra.[60]
The central government approved the merger of the Rail and General budgets from 2017.[61] On
31 March 2017, Indian Railways announced a target of electrifying the entire rail network would
be electrified by 2023.[62] In March 2020, Indian Railways announced a nationwide shutdown of
passenger service to combat the COVID-19 pandemic in India with the freight operations
continuing to transport essential goods.[63][64][65] The railways resumed passenger services in a
phased manner in May 2020.[66]

Introduced in 2019, Vande Bharat Express operating on a train-

set built by ICF, is the fastest train in India
Starting in the 2010s, various infrastructure modernization projects have been undertaken
including high-speed rail,[67][68] redevelopment of 400 stations,[69] doubling tracks to reduce
congestion,[70] refurbishing of coaches,[71][72] Global Positioning System (GPS)-enabled tracking of
trains[73] and modernization of locomotives.[74][75] In 2018, a semi-high speed self-propelled train-
set capable of reaching speeds of over 160 km/h (99 mph) was rolled out from ICF and
the Vande Bharat Express was launched in 2019.[76][77] Indian Railways announced plans to
become a net-zero carbon emission railway by 2030 and has implemented rainwater
harvesting at stations,[78] reforestation along the tracks,[79] introduction of solar-powered trains,
[80]
installation of solar and wind power generation facilities,[81] and sustainable LED lighting at all
the stations.[82] Indian railways removed all unstaffed level crossings by 2019 with staffed level
crossings being replaced by bridges.[83] Other safety projects include the extension of an
automated fire alarm system to all air-conditioned coaches and GPS-enabled Fog Pilot
Assistance System railway signalling devices.[84] In 2020, Indian Railways allowed the operation
of private passenger trains for the first time with the first train flagged off from Coimbatore in June
2022.[85][86]
Route length[edit]

Historical railway route length[1][2][87]

Year 1951 1961 1971 1981 1991 2001 2011 2022

53,59 63,02
Route (km) 56,247 59,790 61,240 62,367 64,296 68,907
6 8

Freight trains[edit]
Rolling stock[edit]

A covered wagon (left) and a WDG-4G diesel locomotive used to haul freight

Indian Railways hauls variety of cargo to cater to various requirements and have specialized
rolling stock corresponding to the cargo hauled. There are 243 types of rolling stock used for
cargo operations.[88] These include covered wagons, boxcars, flat wagons, flatbeds, open
wagons, hoppers, containers, automobile carriers, defense vehicle carriers and tankers.[89] The
freight cars can often carry loads from 10 to 80 tonnes per car depending on the configuration.
[89]
A new wagon numbering system was adopted in Indian Railways in 2003.[90] The requirement
of wagons was previously met by Bharat wagon and engineering with the procurement and
manufacturing now done by both in public and private sector.[1] The earliest goods trains in the
1800s were hauled by imported steam locomotives.[7] Locomotives are classified by various
parameters including function (passenger/goods/mixed).[91] Indian Railways uses dedicated
electric locomotives such as WAG series (Wide AC Goods), dedicated diesel locomotives such
as WDG series and diesel locomotives of mixed usage such as WDM series to haul freight trains.
[92][93]

Network and infrastructure[edit]

Indian railways operates a 65,093 km (40,447 mi) 1,676 mm (5 ft 6 in) broad gauge network
which is equipped with long-welded, high-tensile 52kg/60kg 90 UTS rails with pre-stressed
concrete (PSC) sleepers and elastic fastenings.[1] These tracks are shared by both freight and
passenger trains with passenger trains often priortized on the network. The Dedicated Freight
Corridor Corporation of India was established in 2006 to construct dedicated freight corridors to
reduce congestion, increase speed and reliability and proposed upgradation of existing goods
sheds, attracting private capital to build dedicated logistics terminals.[94]
Services[edit]

A hybrid coach with provision to carry small cargo and mail,

often attached to passenger trains
The first freight rail was operated between Bombay and Ahmedabad in 1966.[7] Indian Railways
ferries various commodities and cargo to cater to various industrial, consumer, and agricultural
segments. Apart from dedicated freight trains, parcels, mail and small cargo are carried on
specialized carriages attached to passenger trains.[95] In 2022–23, Indian Railways operated
8,479 trains on average daily and transported 1418.1 million tonnes of freight.[1] Indian Railways
has historically subsidized the passenger segment with income from the freight business and
hence, freight services were unable to complete other modes of transport on both cost and
speed of delivery, leading to continuous erosion of market share till the early 2000s.[96] To counter
this, Indian Railways aimed to increase speed and reliability through various means including
operating time-tabled freight trains and tweaking with the freight pricing/product mix.[97] End-to-
end integrated transport solutions such as roll-on, roll-off (RORO) service, a road-rail
system pioneered by Konkan Railway in 1999 to carry trucks on flatbed trailers has been
extended to other routes.[98]

Freight loads[1]

Year 1951 1961 1971 1981 1991 2001 2011 2021 2023

Freight loading (million 167. 473.

73.2 119.8 195.9 318.4 921.73 1233 1512
tonnes) 9 5

Express and passenger trains[edit]

Rolling stock[edit]
Main article: Indian Railways coaching stock

ICF coach

LHB coach

The early rail coaches were based on a prototype by a Swiss company and were termed as ICF
coaches after Integral coach factory (ICF), the first coach manufacturing unit in India.[39] These
coaches, manufactured from 1955 to 2018, were largely in use till the early 2010s.[99] From the
late 1990s, the ICF coaches were replaced by safer and newer LHB coaches designed by Linke-
Hofmann-Busch of Germany.[100][101] In the late 2010s, Indian railways started upgrading the
coaches of select trains from LHB to new Tejas coaches with enhanced features.[102][103] As of
March 2022, Indian Railways' had 84,863 passenger coaches.[1] Coaches are manufactured by
five manufacturing units of the Indian Railways and public sector companies BEML and BHEL.
[104]
The coaching stock have unique five or six digit identifiers. Till 2018, the first two digits
indicating the year of manufacture and the last three digits indicating the class.[105] In 2018, the
numbering system was changed with the first two digits indicating the year of manufacture and
the last four digits indicating the sequence number.[106]
Network and infrastructure[edit]

Different gauges in use in India

Track
As of 31 March 2022, Indian railway network spans 128,305 km (79,725 mi) of track length,
102,831 km (63,896 mi) of running track length and 68,043 km (42,280 mi) of route length.
[1]
Track sections are rated for speeds ranging from 80 to 200 km/h (50 to 124 mph), though the
maximum speed attained by passenger trains is 160 km/h (99 mph). Spanning 65,093 km
(40,447 mi) 1,676 mm (5 ft 6 in) broad gauge is the most
used gauge with 1,000 mm (3 ft 3+3⁄8 in) metre gauge metre gauge and 762 mm (2 ft 6 in) narrow
gauge and 610 mm (2 ft) narrower gauge tracks limited to certain routes.[1] Indian Railways uses
a range of signalling technologies and methods to manage its train operations based on traffic
density and safety requirements.[1] It primarily uses coloured signal lights, which replaced the
earlier semaphores and disc-based signalling.[107][108]
Stations
See also: Categorization of Indian Railway stations by commercial importance
As of March 2022, Indian Railways manages and operates 7,308 stations.[1] Prior to 2017, the
stations were classified based on of its earnings into seven categories.[109] Since 2017, Indian
Railways categorizes the stations by commercial importance into three different categories
namely Non Suburban Group (NSG), Suburban Group (SG) and Halt Group (HG). These are
further subdivided into subcategories based on their commercial importance (NSG 1–6, SG 1-3
and from HG 1–3).[110][109] The commercial importance of a station is determined by taking into
account its passenger footfall, earnings and strategic importance and these categories are used
to determine the minimum essential amenities required by each station.[111][110]
Services[edit]
Travel classes
Further information: Indian Railways coaching stock
Indian Railways offers various travel classes on its coaches.[112] For the purpose of identification
in passenger trains, coaches in a train-set are assigned an alpha-numeric code. The first letter
identifies the coach class and the second letter identifies the coach number.[113] The berths and
seats are numbered by an alphanumeric code with the letter(s) identifying the berth/seat type
and numbers identifying the position. In standard coaches, the berths and seats are classified as
follows:[114]

Coach code (First digit)[113]

Class Code Image Description

 It is the most luxurious and expensive class in most express
trains.[115][116] They have separate air-conditioned compartments
First AC H
with private lockable doors, bedding, dedicated attendants and
meals served at seat.[117]

First class is similar to first AC coaches with a combination of

cabins and berths but are non air-conditioned and do not have
all the facilities of first AC coaches.[117] They were started to be
First Class F phased out of normal express trains starting in the 2000s and
the last coach being de-commissioned in 2015.[118][119] The First
class is still in use in toy trains where the coaches consist of
seats similar to chair cars.[120]

Executive Anubhuti is the premium class of air-conditioned chair

car equipped with retractable, large cushioned seats in 2x2
configuration. The class is equipped with an entertainment
Executive system, large luggage compartments, passenger information
EA
Anubhuti system, dedicated reading lights, power sockets and call
buttons, modular bio toilets with automated taps. Meals often
provided as a part of the journey ticket.[121] The class is available
only in select trains.[121][122]

AC Executive Class is often the top most class of air-conditioned

chair car in express trains. It is equipped with large retractable
seats in 2x2 configuration.[115][123] The class is equipped with
AC dedicated reading lights and power sockets, modular bio toilets
Executive E with automated taps. Meals are often provided as a part of the
Class journey ticket.[117] In Vande Bharat Express trains, the class is
equipped with more features including rotating seats, CCTVs,
passenger information system, larger toilets, USB
ports and automated doors.[124][125]

AC Tourist cars have vistadome coaches with glass roofs and

extra wide windows. The interiors are similar to AC chair car
Executive
EV coaches. Select trains operating mostly on tourist circuits are
Vistadome
equipped with such coaches.[126] Indian Railways plans to
introduce these coaches in all mountain railways.[127]

Second AC or AC 2-tier is an air-conditioned sleeping car with

wide sealed windows.[115] There are four berths arranged in two-
tiers facing each other in a single bay with two-tiered berths
Second AC
B arranged on the sides lengthwise across the corridor.
or AC 2-tier [116]
Individual berths are equipped with curtains, simple bedding,
reading lights and charging sockets.[128][129] Food is available on
order or as a part of the ticket depending on the train.[117]
 Third AC or AC 3-tier is an air-conditioned sleeping car.[115] There
are six berths arranged in three-tiers facing each other in a
single bay with foldable middle berths and two-tiered berths
Third AC or arranged on the sides lengthwise across the corridor.[116] There
C
AC 3-tier are common charging sockets and lights in each compartment
with simple bedding provided.[129] Food is available on order or as
a part of the ticket depending on the train with the same menu
shared with AC 2-tier.[117]

AC 3-tier economy coaches are air-conditioned sleeping cars

similar to AC 3-tier.[115] Compared to 3-tier coaches, they have an
extra middle berth along the aisle.[117] The coaches were first
AC 3-tier
G introduced in Garib Rath trains and only a few trains operate
economy
with such coaches.[130] Bedding is available for rent and the
coaches have facilities like charging sockets and lights similar to
AC 3-tier coaches.[130]

AC chair car are air-conditioned coaches equipped with

retractable seats in 3x2 configuration.[115] The class has
cushioned seats with tray tables and are equipped with LED
AC Chair reading lights, power sockets along the window side. Meals are
C
Car provided as a part of the journey ticket in select trains.[117] In
Vande Bharat Express trains, the class is equipped with more
features including passenger information system, CCTVs, larger
toilets and automated doors.[131][132]

Sleeper class is the most common sleeping car coach in Indian

Railways.[115] There are six berths arranged in three-tiers facing
each other in a single bay with foldable middle berths and two-
tiered berths arranged on the sides lengthwise across the
Sleeper S
corridor.[116] The coaches are not air-conditioned and have open-
able windows. There are common charging sockets, ceiling
mounted fans and lights in each compartment. Food is available
on order or can be purchased from vendors.[117]

Second sitting is the most common chair car coach and the
cheapest in the Indian Railways.[115] It is common in most day-
time running trains with six seats arranged in 3x3 configuration.
Second The seats may face each other or towards the same side.[116] The
D/J
sitting coaches are not air-conditioned and have open-able windows.
There are common charging sockets, ceiling mounted fans and
lights in each compartment. Food is available on order or can be
purchased from vendors.[117]

Unreserved or general coaches are second seating coaches

which are not available for reservation and seats are taken on
Unreserved available basis.[115] One or more of these coaches are attached to
UR/GS
or General express trains while dedicated passenger trains might also have
all unreserved coaches. Tickets are valid on any train on a route
only for within 24 hours of purchase.[133]
Saloon coaches are also available for chartering which are equipped with a bedroom and kitchen
and can be attached to normal trains.[134]
Trains
Express trains of India

Rajdhani Express

Shatabdi Express

Further information: Express trains in India and Slow and fast passenger trains in India
Indian Railways operates various classes of passenger and express trains. The trains are
classified basis average speed and facilities with express trains having fewer halts, priority on rail
network and faster average speed. The trains are identified by five digit numbers with train-pairs
traveling in opposite directions usually labelled with consecutive numbers.[135] Express trains often
have specific unique names for easy identification.[136] In 2018–19, Indian Railways operated
13,523 passenger trains on average daily and carried 8.44 billion passengers.[137] India Railways
operates various categories of express trains including Rajdhani Express, Shatabdi
Express, Garib Rath Express, Double Decker Express, Tejas Express, Gatimaan
Express, Humsafar Express, Duronto Express, Yuva Express, Uday Express, Jan Shatabdi
Express, Sampark Kranti Express, Vivek Express, Rajya Rani Express, Mahamana
Express, Antyodaya Express, Jan Sadharan Express, Suvidha Express and Intercity Express.[136]
Ticketing and fares[edit]

A standard printed Indian Railway ticket

In 1986, computerized ticketing and reservations were introduced before which ticketing was
done manually.[49] Self-printing ticket machines (SPTM) were introduced in 1988.[50] Centralized
computer reservation system was deployed in September 1996.[7] The ticketing network at
stations is computerized with the exception of few stations. The Indian Railways website went
online in February 2000 and online ticketing was introduced on 3 August 2002 through IRCTC.
[54]
Indian Railways now provides multiple channels for passengers to book tickets
through website, smartphone apps, SMS, rail reservation counters at train stations, or through
private ticket booking counters. Reserved tickets may be booked up to 120 days in advance and
confirmed reservation tickets will show the passenger and fare details along with berth or seat
number(s) allocated to them on the ticket.
In case of no confirmed reservation, a wait-list number is assigned and wait-listed tickets get
confirmed if there are cancellations of already reserved tickets. Reservation against cancellation
tickets is an intermediate category between the waiting and confirmed lists in sleeper classes
which allows a ticket holder to board the train and share a berth.[138] Reserved tickets can be
booked by passengers who want to travel at short notice at higher fares through the Tatkal train
ticket, where no refund is applicable on cancellation.[139] A valid proof for the purchase of ticket
along with photo identification is required to board the train.[140] Unreserved tickets for short
distance or unplanned travels may be purchased at stations or through UTS mobile app at any
time before departure.[141] Holders of such tickets may only board the general or unreserved
coaches. India has some of the lowest train fares in the world, and lower class passenger fares
are subsidised.[142] Discounted fares are applicable for railway employees, senior citizens (over
age 60), the differently-abled, students, athletes, patients and those taking competitive
examinations. Seats of lower class of accommodation are reserved for women or senior citizens
in some trains.[143]

Higher-speed rail[edit]
Main article: High speed rail in India

A WAP-5 electric locomotive reached a speed of 184 km/h

(114 mph) and is the fastest operational locomotive

Rolling stock[edit]
In 1980, the WAP-1 electric locomotives reached a speed of 130 km/h (81 mph).[144] WAP-5 class
locomotives, initially imported from ABB in 1995 and later manufactured at Chittaranjan
Locomotive Works in India, reached 184 km/h (114 mph) in trials. The locomotive later set an
Indian speed record by hauling a train between Delhi and Agra at a speed of 160 km/h (99 mph)
in 2014.[145] In 2018, a modified WAP-5A locomotive reached speeds of 200 km/h (124 mph) in
trials.[146] In 2018, Integral Coach Factory in Chennai, rolled out a semi-high-speed EMU train-set,
capable of reaching 180 km/h (110 mph).[76][77] These trains have eight or sixteen coaches with
driver cabins on both ends, which eliminates the time needed for turnaround at the terminal
station with faster acceleration and deceleration, enabling the train to travel at a top speed for
longer distance.[147][148] For high-speed rail, the Indian railways will construct bullet train assembly
facilities on a public-private participation (PPP) model with Japanese companies setting up
manufacturing facilities in India to build the parts for bullet train sets.[149]
Network and infrastructure[edit]

Proposed high speed rail network

In 2009, Indian Railways envisioned a plan to increase the speed of passenger trains to 160–
200 km/h (99–124 mph) on dedicated conventional tracks and improve the existing conventional
lines on 1,676 mm (5 ft 6 in) Broad gauge to handle speeds of up to 160 km/h (99 mph).[150] On 25
July 2013, Government of India established the High Speed Rail Corporation under Rail Vikas
Nigam (RVNL) for the implemetation of high-speed rail corridor projects.[150][151] In 2014, the
Diamond Quadrilateral high-speed rail network project was launched by Government of India and
is envisioned to connect the four major metro cities of India namely: Chennai, Delhi, Kolkata and
Mumbai.[152][153] As of 2023, India does not have any operational high-speed tracks with the 174 km
(108 mi) segment of track in the Tughlakabad–Agra Cantonment section supporting semi-high
speeds of up to 160 km/h (99 mph).[154] By 2026, Ministry of Railways envisaged to have top
speeds of 300–350 km/h (190–220 mph) with trains running on elevated corridors to isolate high-
speed train tracks to prevent trespassing.[155] Multiple feasibility studies have been done and
probable routes have been identified.[156][157] In 2017, a 508 km (316 mi) standard gauge line
between Mumbai and Ahmedabad was approved for construction and is expected to be
operational by 2028.[158][159] RapidX system operating on 1,435 mm (4 ft 8+1⁄2 in) Standard
gauge tracks with Namo Bharat train-sets capable of supporting speeds of up to 180 km/h
(110 mph), became operational with the partial opening of Delhi–Meerut line in 2023.[160]
Services[edit]

Introduced in 2019, Vande Bharat train-set built by ICF, is the

fastest in operation
Rajdhani Express, introduced in 1969 with a maximum speed of 120 km/h (75 mph) was the
fastest train service in the country in the 1970s.[42] Shatabdi Express introduced in 1988, were
capable of running at a maximum speed of 130 km/h (81 mph).[161][162] In April 2016, WAP-5
hauled Gatimaan Express became the fastest commercial train in India, with a maximum
operational speed of 160 km/h (99 mph).[163] In 2019, the first Vande Bharat Express entered
commercial service with a maximum operational speed of 160 km/h (99 mph). The actual
operating speed was much lower due to track restrictions and congestion with top speeds
restricted to 130 km/h (81 mph) for most trains.[164] In October 2023, Namo Bharat, built
for RapidX by Alstom was launched and is capable of reaching speeds of up to 180 km/h
(110 mph).[165] In December 2023, two modified WAP-5 locomotives were used to haul the Amrit
Bharat Express in a push-pull configuration, capable of reaching speeds of up to 160 km/h
(99 mph).[166][167]
Mountain railways[edit]
Main article: Mountain Railways of India
Mountain Railways of India

Darjeeling

Kalka-Shimla

Nilgiri

Mountain Railways of India refer to three rail lines operated by Indian Railways in hilly
terrain. Darjeeling Himalayan Railway, a 610 mm (2 ft) narrow-gauge railway in the Lesser
Himalayas of West Bengal was opened in 1881. [168] The mountain railways were designated
as World Heritage Sites in 1999.[168] The Kalka-Shimla Railway, a 762 mm (2 ft 6 in) narrow-
gauge railway in the Siwalik Hills of Himachal Pradesh started operating in 1903. The Nilgiri
Mountain Railway, a 1,000 mm (3 ft 3+3⁄8 in) metre gauge rack railway in the Nilgiri Hills of Tamil
Nadu was opened in 1908 and is the only operational rack railway in India.[169][168] These railways
operate with its own dedicated fleet of locomotives and coaches.[170]

Tourist trains[edit]
Indian Railways operates tourist trains and coach services on popular tourist circuits in different
regions of the country. It operates luxury tourist trains such as Maharajas' Express, Palace on
Wheels, Golden Chariot and Deccan Odyssey, deluxe tourist trains such as Mahaparinirvan
Express.[1][171] It also operates heritage and exhibition trains on special circumstances.[172]

Cross-border services[edit]
Main article: Cross-border railway lines in India

India shares land border with multiple countries and have rail-links with some of
them. Bangladesh is connected to West Bengal with a construction of new rail link
connecting Tripura with Akhaura.[173][174] Two rail links to Nepal exist as of 2021, with a third under
construction.[175] There is an existing railink with Pakistan through Attari–Wagah border.[176]

Private railways[edit]
The state-owned Indian Railways has an almost monopoly over rail operations. There are a few
private railway lines used exclusively for transporting freight and to connect with the wider
network. Private railways are operated by various ports such
as Mumbai, Kolkata, Chennai, Visakhapatnam, Pipavav and the Bhilai Steel Plant. The Tata
Group operates a few funicular railways.[177] In 2020, Indian Railways allowed the operation of
private passenger trains for the first time with the first train flagged off from Coimbatore in June
2022.[85]

Suburban[edit]
Rolling stock[edit]
In the 1960s, Electric multiple units (EMU) were developed for short-haul and suburban rail
transit.[178][179] On short-distance routes, Mainline electrical multiple unit (MEMU) and Diesel
electrical multiple unit (DEMU) trains are also run. These train sets run in formation of 6, 9, 12 or
15 coaches and a three-car set is typified by a motor coaches and two passenger coaches.[180]
[181]
These train-sets are self-propelled with capability for faster acceleration or deceleration.[182]
Network[edit]
Suburban lines were built starting with Bombay in 1853, followed by Calcutta and Madras in the
later years. The first 1.5kV DC electrified tracks became operational in the late 1920s and early
1930s.[180] In 1957, 25 kV AC traction was adopted for suburban lines.[27]

Line Station Opene

System City State Image Length
s s d

Mumbai Maharashtr 427.5 km

Suburban[183 Mumbai 7 150 1853
]
a (265.6 mi)

Kolkata West 1,501 km

Suburban[184 Kolkata 1 458 1854
]
Bengal (933 mi)

Chennai 212 km
Suburban[185 Chennai Tamil Nadu 3 53 1928[51]
]
(132 mi)

Delhi National
85 km
Suburban[186 Delhi Capital 1 46 1975
(53 mi)
]
Region
 Line Station Opene
System City State Image Length
s s d

19.715 km
Chennai
Chennai Tamil Nadu 1 17 (12.250 mi 1995
MRTS[187][51]
)

Hyderabad Hyderaba 90 km
Telangana 2 44 2003
MMTS[188][189] d (56 mi)

Services[edit]
The first suburban electric trains were introduced in Bombay in 1925.[180] Chennai suburban
started operating in 1931 and Kolkata in 1957.[190][191] Opened in November 1995, Chennai MRTS
became the first operational elevated railway line in India.[34] Indian Railways operates suburban
railway systems across the cities of Mumbai (suburban), Chennai (suburban and MRTS), Kolkata
(suburban) and Secunderabad (MMTS) covering six railway zones.[180] Suburban networks issue
unreserved tickets valid for a limited time or season passes with unlimited travel between two
stops for a period of time.[192][193]

Metro[edit]
Main article: Urban rail transit in India

Rolling stock[edit]
Metro trains use electric multiple unit train-sets manufactured by various state-owned and private
companies.[194][195] The trains operate on 25 KV AC through an overhead catenary system with a
maximum speed of 120 kilometres per hour (75 mph).[196]
Network[edit]
The urban rail transit in India consists of systems such as rapid transit (Metro), suburban
rail (operated by Indian railways), light rail (Metrolite), tram, regional rail and monorail. As of
2023, India has the fourth longest length of metro lines with 895 kilometres (556 miles).[197] Urban
rail transit systems in India mostly use standard gauge tracks except a single line of Kolkata
Metro and three lines of Delhi Metro which use the same broad gauge tracks as main-line
railways.[4] These systems are operated by rail corporations independent of Indian Railways.[198] All
metro routes are electrified with DC or 25 kV AC traction with many metro routes employing
the third rail method for electric traction.[199]
Services[edit]
Metro trains operate
in Kolkata, Delhi, Bengaluru, Chennai, Mumbai, Pune, Hyderabad, Jaipur, Kochi, Nagpur, Ahmed
abad and Lucknow. Gurgaon has a Metro system operated by a private organisation. Metro
tracks are being constructed or planned in all million-plus cities in the country.[200]
 Line Station Lengt Opene
System City State Image
s s h d

National
Delhi 348 km
Delhi Capital 9 255 2002
Metro[201] (216 mi)
Region

Namma 69.6 km
Bengaluru Karnataka 2 63 2011
Metro[202] (43.2 mi)

Rapid 12.85 km
Gurgaon Haryana 1 11 2013
Metro[203] (7.98 mi)

Mumbai Maharashtr 19.5 km

Mumbai 1 27 2014
Monorail[204] a (12.1 mi)

Mumbai Maharashtr 46.4 km

Mumbai 3 43 2014
Metro[204] a (28.8 mi)

Chennai 54.1 km
Chennai Tamil Nadu 2 41 2015
Metro[205] (33.6 mi)

Jaipur 12 km
Jaipur Rajasthan 1 21 2015
Metro[206] (7.5 mi)

Kochi 25.6 km
Kochi Kerala 1 22 2017
Metro[207] (15.9 mi)
 Line Station Lengt Opene
System City State Image
s s h d

Lucknow Uttar 22.9 km

Lucknow 1 21 2017
Metro[208] Pradesh (14.2 mi)

Hyderabad 69.2 km
Hyderabad Telangana 3 57 2017
Metro[209] (43.0 mi)

Ahmedaba Ahmedaba 38.6 km

Gujarat 2 29 2019
d Metro[210] d (24.0 mi)

Noida Uttar 29.7 km

Noida 1 21 2019
Metro[211] Pradesh (18.5 mi)

Kanpur Uttar 9 km
Kanpur 1 9 2021
Metro[212] Pradesh (5.6 mi)

Pune Maharashtr 19.5 km

Pune 1 27 2022
Metro[213] a (12.1 mi)

Navi
Maharashtr 11 km
Mumbai Mumbai 1 11 2023
a (6.8 mi)
Metro[204]

Others[edit]
Apart from standard passenger and freight services, the Indian Railways operates other
specialized coaches with various functions.[116] These include accident relief medical vans,[214]
[215]
military cars,[214] inspection carriages,[216] and parcel vans.[95] Various coaches such as pantry
car,[217] generator cars,[218] and brake vans are attached to train-sets.[219][220]
Manufacturing and maintenance[edit]
Indian Railways operates various manufacturing units. Chittaranjan Locomotive Works (CLW),
commissioned in 1950, was the first locomotive manufacturing unit in India.[36] The first rail coache
manufacturing unit, the Integral Coach Factory (ICF) was established at Madras in 1956.
[39]
Banaras Locomotive Works (BLW), commissioned in 1961, is the second locomotive
manufacturing unit operated by Indian Railways.[221] Bharat Heavy Electricals
Limited (BHEL), Patiala Locomotive Works, Diesel Locomotive Factory, Marhowrah and Electric
Locomotive Factory, Madhepura also manufacture locomotives in India.[104] Railway coaches are
also manufactured at coach factories at Karputhala, Raebareli, Sonipat and Latur.[104] Indian
Railways also operates two rail wheel manufacturing factories at Bangalore and Chhpra.[104] The
locomotives are operated and maintained by 44 locomotive sheds.[93][92] Indian Railways also
maintains 37 sheds for the maintenance of multiple unit train-sets. The repair and maintenance
of the fleet of other rolling stock is carried out at 212 carriage & wagon repair units and 45
periodic overhaul workshops across various zones of IR.[1] Metro coaches are manufactured by
various companies including state-owned ICF, BEML and private companies
like Alstom, Mitsubishi, Hyundai Rotem, Bombardier, Siemens, CRRC, Titagarh
Firema and CAF with the respective metro systems maintaining their own maintenance depots.
[194][195]

Accidents and incidents[edit]

Main article: List of railway accidents and incidents in India

According to the India's National Crime Records Bureau, in 2021, more than 16,000 people were
killed in almost 18,000 railway accidents across India. Almost 68 percent of the railway accidents
were due to falls from trains and collisions between trains and people on the track. In the same
year, almost 2000 people were killed in around 1500 rail-road crossing accidents across India.[222]
 Water
Water transport in India has played a significant role in the country's economy and is
indispensable to foreign trade. India is endowed with an extensive network of waterways in the
form of rivers, canals, backwaters, creeks and a long coastline accessible through the seas and
oceans. It has the largest carrying capacity of any form of transport and is most suitable for
carrying bulky goods over long distances.
It is one of the cheapest modes of transport in India, as it takes advantage of natural track and
does not require huge capital investment in construction and maintenance except in the case of
canals. Its fuel efficiency contributes to lower operating costs and reduced environmental
impact due to carbon. India has 14,500 kilometres or 9,000 miles of inland waterways, out of
which 5,685 kilometres or 3,530 miles are navigable by mechanized vessels.
Since 1947, India has made great progress in shipping and gradually became the second largest
shipping country in Asia and sixth largest in the world. Indian ships ply on most of the shipping
route of the world. India has a 6,100 kilometres (3,790 mi)-long coastline with only twelve major
ports: Mumbai, Kandla, Jawaharlal Nehru Port (at Nehru Seve), Marmagaon, New Mangalore
and Kochi on the west coast, alongside Kolkata, Chennai, Haldia, Paradeep, Vishakhapatnam
and Tuticorin on the east coast.
Jawaharlal Nehru Port of Mumbai has been developed as one of the major ports. It is the only
fully mechanized port of India. The biggest port is Mumbai which handles largest number of ships
as well as trade. Kandla port in Gujarat compensates the loss of the Port of Karachi to Pakistan.
Vishakhapatnam is the third largest port of India. Kolkata is the largest inland port of Asia.
Inland Waterways Authority of India has a vision to raise India's 111 national waterway's current
cargo handling capacity from 55 MT in 2017–18 and 72 MT in 2018–19 to 100 MT by 2021–22.[1]

Benefits of waterways transport[edit]

 Major rivers of India

Buckingham Canal in Andhra Pradesh A passenger ferry

at Kollam Ferry Terminal in Kerala An electric boat of Kochi

Water Metro
The cost of water transport in India is roughly 50 paise (0.63¢ US) a kilometre, as compared
to ₹1 (1.3¢ US) by railways and ₹1.5 (1.9¢ US) by roads.[2] Water transport has received
significant attention in recent times[timeframe?] as logistical costs in India are some of the highest
among major countries[definition needed]—18 percent in India versus 8-10 percent in China and 10-12
percent in the European Union.[3] To increase the share of waterways in inland transport,
the National Waterways Act, 2016 was passed which proposed 106 additional National
Waterways.[4] This has the potential to greatly reduce the cost of transportation and lower the
nation's carbon footprint by moving traffic from surface roads and railroads to waterways.[5] Prime
Minister Narendra Modi launched the first Ro-Ro ferry service in Gujarat in October 2017.[6]
Freight transport by waterways is highly under-utilized in India compared to other large countries
and geographic areas such as the United States, China and the European Union. The total cargo
moved (in tonne kilometres) by inland waterways was 0.1 percent of the total inland traffic in
India, compared to the 21 percent figure for the United States.

Inland Canals and Inland Waterways[edit]

India has an extensive network of inland waterways in the form
of rivers, canals, backwaters and creeks. The total navigable length is 14,500 km (9,000 mi), out
of which about 5,200 km (3,200 mi) of river and 4,000 km (2,500 mi) of canal can be used by
mechanized crafts. About 44 million tonnes (49,000,000 short tons) of cargo are moved annually
through these waterways using mechanized vessels and country boats.[7]
 A villager using a wooden boat to travel through
the backwaters of Allapuzha, Kerala.
Cargo transported in an organized manner is confined to a few waterways in Goa, West
Bengal, Assam and Kerala. Inland waterways consist of the Ganges-Bhagirathi-Hooghly rivers,
the Brahmaputra, the Barak river, the rivers in Goa, the backwaters in Kerala, inland waters
in Mumbai and the deltaic regions of the Godavari-Krishna rivers.

Participation of Government Agencies, Public & Private Sector Enterprises in IWT/NW

development

Construction, Private
Vessels / Government Public Sector
Operation & Sector
Terminals Agencies Enterprises
Maintenance Enterprises

Constructing of
Waterway IWAI[a] CIWTC[b] in Sundarbans -
waterway

Maintenance of Subcontracted
Waterway IWAI Subcontracted Dredging
Waterway Dredging

Ports, near port areas

Navigational
Waterway IWAI GPS suppliers (KPT, Port -
Support
of Panaji)

CIWTC,[b] Hooghly
Carriers Vessel Docks, Garden Reach
– Several
(Vessels) Manufacturing Shipbuilders & Engineers
(GRSE)

Carriers CIWTC[b]/KSINCL[c] and

Vessel ownership IWAI Several
(Vessels) others

Carriers Vessel CIWTC[b]/KSINCL[c] and

– Several
(Vessels) maintenance/repair others

Carriers CIWTC[b]/KSINCL[c] and

Vessel Operation – Several
(Vessels) others
 IWAI[a] and
Terminals Terminal Mormugao Port Trust,
State Several
(Jetties) construction CIWTC[b]
Government

Terminals
Terminal operation – Mormugao Port Trust Several
(Jetties)

Notes[edit]
1. ^ Jump up to:a b Inland Waterways Authority of India
2. ^ Jump up to:a b c d e f Central Inland Water Transport Corporation
3. ^ Jump up to:a b c Kerala State Inland Navigation Company Limited

Coastal Waterways or Coastline Waterways[edit]

Visakhapatnam seaport is one of the busiest ports on the east

coast of India
Transport facilities available by ship along India's vast coastline are part of the coastal shipping
system. Coastal shipping is one of the most important aspects of Indian Transport system. The
country has a coastline of nearly 7,517 kilometres or 4,671 miles including the coastline
of Andaman & Nicobar Islands and Lakshadweep Island. India has the largest merchant shipping
fleet among developing countries and ranks 19th worldwide. Past decades saw a sharp decline
in the country's coastal shipping operation. In 1961, there were 97 ships and in 1980 the number
was down to 56.[8] The shipping policy committee has recommended that Indian ships secure
100% of the country's coastal trade.

See also[edit]

 India portal

 Transport portal

 Roads portal

 Railways portal

 Bharatmala, Road transport in India

 Expressways of India
 Setu Bharatam, river road bridge development in India
 List of National Waterways in India
 Rail transport in India
 Sagar Mala project, national water port development connectivity scheme
 Transport in India
 UDAN, national airport development connectivity scheme
 Air
Airways
 Airways play a vital role as modern means of transportation. It is very
important for the growth of trade and commerce.
 Rapid speed is the most peculiar feature of Air Transport. The
aircrafts can fly at a speed of 500 km/h without any difficulty. Some
planes can fly at a supersonic speed. No other means of transport
can move at such speed
 Indian holds 9th position in the world in civil aviation market.
 The supreme advantage of air transport is its high speed. It is the
fastest mode of transport and thus it is the most suitable mean where
time is an important factor.
 The significance of aviation sector also increases because of size of
India which makes aviation sector indispensible for faster
communication.
 Aircrafts are capable of making their access everywhere. It has no
physical barriers as in the case of other mode of transport. No roads,
no railways, no Ships can cross the world’s great mountain ranges.
The inaccessible, remote locations can be easily accessed through
airways. E.g. deserts of Rajasthan, high altitude regions of Leh,
forested regions of North East India.
 Aviation plays an important role in international travel and transport.
 The significance of airways multiplies during war time situation and
disaster management, natural calamities.
 The cargo (freight) services are based mainly on aviation sector.
 Airway is the index of modernity of a region.
 Air ways are free gift of nature and no capital is spent in their
construction or maintenance
 Aviation sector provides employment to 7 million people directly and
indirectly.
 Air services promote tourism and to cater to the needs of tourists,
basic infrastructure i.e. roads, transportation also gets the boost.
Factors for development of air transport in India
 The weather conditions in India are also quite congenial to air
transport. Poor visibility due to clouds, fog and mist hinders air
transport but India is lucky to have clear weather for most part of the
year except for a short duration in rainy season.
 The central location of India which has Europe West Asia on the
western side and South East Asia and East Asia on the Eastern side.
  India has extensive plains which provide suitable landing sites in
India.
 The need of airways is high due to the larger size of India.

Growth and development of aviation sector in India

 The humble beginning of the aviation sector started in 1911 when air
mail operation started between Allahabad and Naini.
 British, French, and Dutch carried forward the aviation set up of India
between 1920 and 1930.
 Indian National Airways was formed in 1933. By the end of World
War II the major cities were connected with air services.
 After independence lot of companies came into the field of aviation
and changes the face of whole aviation sector.
 In 1953 Indian Airlines Corporation was formed was domestic
aviation services. Air India International was formed in the same year
for international services.
 Vayudoot was set up in 1981 to augment the air transport in the
country.
 Pawan Hans Limited was established in 1985. It provides helicopter
services to the petroleum sector including ONGC, Oil India Ltd. and
Enron Oil and Gas, Mumbai High and connects remote and
inaccessible areas.
 International Airports Authority of India and National Airports Authority
were merged on 1 April, 1995 to form Airports Authority of India (AAI).
This authority is responsible for providing safe an efficient air traffic
services and aeronautical communication services for effective
control of air traffic in the Indian air space.
 Today lot of private players like Spice Jet, Indigo, Jet Airways have
entered into the aviation sector providing quality services to
passengers.
 The Ministry of Civil Aviation is the nodal ministry that oversees the
aviation sector in India.

Role in regional development

 According to ICAO if we invest one dollar in the aviation sector then
we will get the return of three dollars in the regional economy.
  Aviation sector acts as a hub of various activities. Airports function as
a growth pole, which propels the growth in the region by way of
spillover effect and trickledown effect.
 The Air services promote tourism and to cater to the needs of
tourists, basic infrastructure i.e. roads, transportation also gets the
boost.
 To cater to the demands of tourist’s market places, shops,
restaurants, hotels, and other amenities also get developed.
 In addition to these, the local skills get thrust, the diffusion of
information by way of exchange of views between tourists & locals,
further create new avenues.
 Local handicraft is promoted so giving economic benefit along with
preserving cultural heritage.
 There will be diffusion of local ideas and innovation with the increase
in tourism.
 Increased contact of the outsider with locals also help’s in
highlighting the local issues/problems and these issues get proper
notice of national govt. thus extreme regionalism can be prevented.

Challenges of aviation sector

 The rates and fare charged by airlines are substantially higher than
that of Railways/Roadways. It is a class transport rather than mass
transport.
 There is the problem of last-mile connectivity with airways. It can only
be provided by Railways/Roadways.
 Air transport is not fit for carrying heavyweight cargo, which can only
be transported by Railways/Roadways/Shipping.
 Bad weather caused by storms, rains, fog restricts the flight of an
aircraft.
 Most accidents are fatal, where chances of survival are less.
 Airports cannot be made everywhere, the geography of a place plays
important role in the construction of the airport.
 India specific challenges:

 India imports carrier aircrafts had has not the domestic base.

 The taxes related to Air Turbine Fuel are very high in India.
  The maintenance, Repair, and Overhaul (MRO) industry is not
well developed in India.

 Less people prefer air transport than other means of transport.

 Aviation sector is highly capital intensive. Expansion of Airports

is also very difficult.

 Competition: The arrivals of LCCs (Low-cost carriers) lead to

wearing down the market share of the premium airlines. To
moderate the decline in market share, the premium airlines
were forced to reduce their fares and this, in the long run, lead
to a pricing war amongst the airlines with potentially affecting
the financial viability of the carriers.

 Financial Health: Though India is among the fastest-growing

aviation markets in the world, its airlines have been gripped in
losses. The Centre for Asia Pacific Aviation predicts expects
India’s consolidated airline industry to post a loss of $1.65
billion to

Prospects in Indian Aviation sector

 There is a need for the increase in Air Traffic Density
 Rising GDP and Per Capita Income which has led to the expansion
of the middle class is heading towards increasing the customer base
in the aviation sector
 Rising urban population is also increasing the prospects of growth of
the aviation sector.
 Government’s efforts by launching various schemes are also set to
provide Phillip to the aviation sector in India.
 Flights have become low-cost, as compared to luxury classes in
railways.
 Modernization activities of airports by private companies through
PPP model (GMR for Delhi Airport) have added to the prospects of
the aviation sector in India.
 Greenfield air projects of Hyderabad, Bangalore are increasing the
world-class airport infrastructure in India.
 5/20 Requirement for International Operations: NCAP has allowed all
domestic airline operators to fly international routes provided that
they deploy 20 aircrafts or 20% of their total capacity (determined in
 terms of the average number of seats on all departures), whichever is
higher for domestic operations.

Aviation sector under make in India

 Aviation sector is one of the 25 sectors which has been there under
the Make in India scheme. Some of the highlights for the aviation
sector under make in India scheme is as under:

 Freight traffic on Indian airports is expected to cross 11.4 MT

by 2032. India is the fastest-growing aviation market and as per
IATA, the Country is expected to cater to 520 mn passengers
by 2037.

 100% FDI allowed under automatic route for both greenfields

as well as brownfield projects.

 As per Boeing, Indian Carriers plan to increase their fleet size

by 2020 to around 1,200 aircraft.

 For the development of the aviation industry in the North-East

States, AAI plans to develop Guwahati as an inter-regional hub.
It also plans to develop Agartala, Imphal, and Dibrugarh as
intra-regional hubs.

 Indian airports are emulating the Special Economic Zone (SEZ)

Aerotropolis model to enhance revenues. The model focuses
on revenues from retail, advertising, vehicle parking, security
equipment, and services.

Current Schemes related to aviation sector

GPS-Aided Geo Augmented Navigation (GAGAN)

 GPS-Aided Geo Augmented Navigation (GAGAN) is India’s first

Satellite-based Augmentation System.
 It provides additional accuracy for safety in civil aviation and has
expansion capability for seamless navigation services across
geographies.
No Objection Certificate Application System (NOCAS)

 No Objection Certificate Application System (NOCAS) streamlines

the online process of timely NOC for height clearances of buildings
around airports.
eGCA

 The function & process of the Directorate General of Civil Aviation

(DGCA) is being moved to an online platform to provide faster
delivery of services & regulation oversight.
 The e-GCA was initiated on 14th May 2019. The first module on pilot
licensing shall be launched in November 2019.
DigiSky

 DigiSky online portal has been launched to meet the requirement laid
down by the CAR for flying Civil Drones.
 The Beta version of DigiSky is available and captures the entire
gamut of activities relating to drones viz. registration of drones and
pilots, approval of flight path, post flight analysis, etc. based on the
distinctive features of No Permission No Takeoff (NPNT).
e-sahaj

 100% of security clearances pertaining to the Ministry have been

made online on e-sahaj online portal launched by the Ministry of Civil
Aviation.
 The portal is operational for granting clearances in respect of 24
categories.
Regional Connectivity Scheme – UDAN

 Under RCS plans are to connect underserved airports to key airports

through flights that will cost Rs 2,500 for per hour flight. RCS
envisages providing subsidies to airlines to offer these fares.
 The regional connectivity scheme will be applicable on route length
between 200 to 800 km with no lower limit set for the hilly, remote,
island, and security sensitive regions.
 Viability gap funding (VGF) will be provided to the selected airline
operators from RCF, and state governments will be required to
reimburse the applicable share. VGF will be provided for three years
from the date of commencement of operations of such RCS flights.
 The Central government will provide concessions to the tune of 2
percent excise on Value Added Tax (VAT) and service tax at 1/10th
the rate and liberal code sharing for regional connectivity scheme
airports.
 A Regional Connectivity Fund (RCF) will be created to fund the
scheme via a levy on certain flights. States are expected to contribute
20 percent to the fund
 For balanced regional growth, allocations will be spread equitably
across 5 regions – North, West, South, East, and North East with a
cap of 25 percent.
 Market-based reverse bidding mechanism to determine least VGF to
select the airline operator with the right to match to the initial
proposer. The government said VGF will be reduced if the passenger
load factor remains high and will be discontinued after 3 years when
the route becomes self sustainable.
Integrated National Civil Aviation Policy 2016
Vision

 To create an ecosystem to make flying affordable for the masses and

to enable 30 crore domestic ticketing by 2022 and 50 crore by 2027,
and international ticketing to increase to 20 crore by 2027.
 Similarly, cargo volumes should increase to 10 million tonnes by
2027.
Mission

 Provide safe, secure, affordable and sustainable air travel for

passengers and air transportation of cargo with access to various
parts of India and the world.
Objectives

1. Establish an integrated ecosystem which will lead to significant

growth of civil aviation sector, which in turn would promote tourism,
increase employment and lead to a balanced regional growth.
2. Ensure safety, security and sustainability of aviation sector through
the use of technology and effective monitoring.
3. Enhance regional connectivity through fiscal support and
infrastructure development.
4. Enhance ease of doing business through deregulation, simplified
procedures and e-governance.
5. Promote the entire aviation sector chain in a harmonised manner
covering cargo, MRO, general aviation, aerospace manufacturing
and skill development.
National Civil Aviation Policy Highlights
1) Bilateral traffic rights

1. According to the civil aviation policy, the Government of India will

enter into an ‘Open Sky’ ASA (Air services agreement) on a
reciprocal basis with SAARC countries and countries with territory
located entirely beyond a 5000 km radius from New Delhi.
2. Unlimited flights above the existing bilateral rights will be allowed
directly to and from major international airports within the country as
notified by MoCA from time to time.
3. Under the present policy, India signs bilateral air services
agreements (ASAs) with other countries. These agreements specify
where all carriers from a particular country land in India, how many
seats they can offer each week and some other similar specifications.
2) Regional Connectivity

1. The centerpiece of the policy is regional connectivity, and the

objective of the Narendra Modi Government is to connect the
unconnected- so under this new policy, the Govt. is saying that for 1
hour flights to Tier 2, Tier 3 cities, or from Tier 2/Tier 3 cities to Metro
cities, there is a fare cap of Rs. 2500/- per hour of flying. This is an
effort to make these sectors affordable. The Govt. also plans to
develop 50 airports in the next 3 years- these airports are existing
airports that will be revived at the cost of 50-100 crores. These plans
were also announced by the Finance Minister during his budget
presentation. The Govt’s objective is to raise the domestic ticketing
levels from 8 Crores in 2015 to 30 Crores, annually.
2. Now, if the airlines are plying to Tier 1 and Tier 2 cities, then they may
be suffering some losses, so to cover that the Government has made
it clear that it would provide these airlines a host of tax benefits.
These benefits range from lower VAT, lower excise duty and Viability
Gap Funding (VGF).
3) Safety

The focus will be on pre-empting and preventing accidents/ incidents.

Safety violations will be treated with zero-tolerance.

Steps to be taken:

1. DGCA will be given administrative and financial autonomy for an

effective aviation safety oversight system.
 2. DGCA will strive to create a single-window system for all aviation-
related transactions, queries and complaints.
3. DGCA will ensure real-time safety tracking and prompt incident
reporting.
4. The Aircraft Accident and Incident Investigation Bureau (AAIIB) will
be further strengthened with manpower on contract basis, if
necessary, in order to undertake speedy, independent, professional
and effective investigations.
5. A consultative group of industry experts will be created at DGCA level
to meet once every quarter and identify areas of improvement in
various aspects of Civil Aviation.
4) Airports Developed by State Governments, Private sector or in PPP
mode

1. Ministry of Civil Aviation (MoCA) will continue to encourage the

development of airports by the State Governments or the private
sector or in PPP mode.
2. MoCA will also encourage the State Governments to develop new
airports in their State by forming SPV with Airport Authority of India or
with other interested Public Sector Undertakings/ Industry in order to
create stake and ownership.
3. MoCA will endeavour that the future airport projects in India, both
greenfield and brownfield, have cost-efficient functionality with no
compromise on safety, security and efficiency.
5) Aviation Security, Immigration and Customs

1. Government will develop performance norms for these agencies in

terms of speed of passenger processing and grievance handling.
2. Global best practices in IT, passenger check-in, baggage handling,
mobile phone-based boarding passes, security checking procedures,
immigration and customs etc will be introduced.
3. The Government will encourage the use of private security agencies
at airports for non-core security functions which will be decided in
consultation with MHA.
6) Air Navigation Services (ANS)

Upgradation and modernisation of ANS in India are in line with global

trends. With the launch of GAGAN, India has become the fourth country in
the world to use satellite-based navigation system.
 1. AAI will provide a fully harmonised Air Navigation System considering
ICAO’s Global Air Navigation Plan.
2. ANS’ training institute – CATC Allahabad – will be developed into a
world-class training centre for ANS professionals for the Indian and
global market.
3. All aircraft being registered in India from 1st Jan 2019 will
mandatorily have to be GAGAN enabled.
7) Helicopters

Helicopters play a key role in remote area connectivity, intra-city

movement, tourism, law enforcement, disaster relief, search and rescue,
emergency medical evacuation, etc. India currently has less than 300
civilian helicopters which is very low as compared to other developing
nations. Promoting Helicopter usage will be done in the following way:

1. The government will facilitate the development of at least four heli-

hubs initially, across the country to promote regional connectivity.
2. DGCA will bring out regulations exclusively for Helicopter Emergency
Medical Services (HEMS). This will stipulate that helicopters under
HEMS operations shall not be used for any other purpose.
8) Maintenance, Repair and Overhaul (MRO)

The MRO business of Indian carriers is around Rs 5000 crore, 90% of

which is currently spent outside India – in Sri Lanka, Singapore, Malaysia,
UAE etc. Given our technology and skill base, the government is keen to
develop India as an MRO hub in Asia, attracting business from foreign
airlines.

The Civil Aviation Policy 2016 aims to give this sector a much-needed fillip.
Initiatives to be taken range from

1. exempting customs duty on the tools and tool-kits used by the MRO,
2. allowing foreign aircraft brought to India for MRO work to be allowed
to stay for the entire period of maintenance or up to 6 months,
whichever is lesser (provided it takes no commercial flights during the
stay period),
3. Prompt issue of visas to foreign MRO/OEM experts, etc.
4. Provision for adequate land for MRO service providers will be made
in all future airport/heliport projects where the potential for such MRO
services exists.
 5. MoCA will persuade State Governments to make VAT zero-rated on
MRO activities.
9) Ground handling

Existing Ground Handling Policy Regulations will be replaced by a new

framework which aims at directing

1. airport operators to ensure that there will be three Ground Handling

Agencies (GHA), including Air India’s subsidiary/JV at all major
airports
2. Non-major airports to be exempted from a minimum number of
ground handlers
3. All domestic scheduled airline operators including helicopter
operators will be free to carry out self-handling at all airports. Self-
handling includes the ground handling services of its own aircraft
operations, using equipment owned or taken on lease.
4. Hiring of employees through manpower suppliers will not be
permitted.
10) Air Cargo

The promotion of both domestic and international Air cargo and express
delivery services is a key objective of the government, given its importance
from a ‘Make in India’, e-Commerce and exports perspective. Domestic Air
cargo has a high employment potential, especially for semi-skilled workers.

The below framework is to be taken to ensure the growth of the air cargo
business:

1. Ensuring that Cargo facilities co-located at an airport are covered

under the ‘Harmonised List of Infrastructure and will get the benefit of
‘infrastructure’ sector.
2. The government will streamline and simplify Customs procedures
and ensure a shift to paper-less air-cargo processing through the use
of digital signatures for transmission of messages.
3. Advance Cargo Information (ACI) system will be implemented in a
phased manner.
4. The government will endeavour that all relevant central government
authorities are available through a single window at the cargo
terminals. These include Customs, wildlife clearance, Drug
Controller, Plant and Animal Quarantine, FSSAI, Archaeological
 Survey of India, DGCI etc. Clearances will be given promptly and
online after necessary checks through a Single Window System.
5. MoCA will encourage the development of cargo-villages near
airports.
6. The Air Cargo Logistics Promotion Board (ACLPB) will propose
specific action steps to promote trans-shipment at Indian airports and
the same will be monitored by MoCA. Free Trade and Warehousing
Zones will be set up to facilitate transhipment cargo.
7. ACLPB will promote global good practices like Free-Trade
Warehousing Zones (FTWZ), Air Freight Stations, Bonded trucking,
dedicated cargo airports etc.
11) Aviation education and skill-building

1. The Government will create the necessary ecosystem and

architecture for ensuring full utilisation of the skill development
capacities of institutes providing aviation education and training,
which will attempt to bring down the cost of skill development on a
self-sustaining basis without converting these institutes into
commercial centres with a profit motive.
2. MoCA will develop a scheme for providing financial support for Type-
rating of Pilots.
12) Miscellaneous Initiatives

1. The Government will promote the use of seaplanes for the growth of
tourism and regional connectivity along India’s 7,500 km coastline.
2. MOCA will promote the growth of General Aviation and Aero-sports
activities.
3. The Government will issue suitable guidelines for the operation of
Remotely Piloted Aircraft Systems (RPAS) and their use for civil
operations.