The Indian railways’ network is one of the largest in the world and the second largest in Asia, next only to China. To put things into perspective, India is the seventh largest country in the world, a third the physical size of its neighbour, China. The Indian Railways is entirely owned by the Government of India and is operated by the Ministry of Railways. It operates several hundred Express,
Superfast & Passenger trains on a daily basis. It also has the responsibility of operating a number of local and urban trains. Over 22 million people utilize the Indian Railways every-day to commute to their destinations. The Indian Railways network is a mix & Mash of Broad, meter and narrow gauges. At the same time, diesel engines ply alongside electric engines all the while steam powered engines are still being phased out. The world’s eighth largest employer, over 1.4 million Indians get their paychecks from the Indian Railways, which employs more personnel than the Indian Army. In spite of corruption, nepotism, red-tape bureaucracy and political wrangling, the Indian Railways is the link that joins the entire nation. It is the very chain that binds us as a nation, a glue that keeps us together and a welcome sight for the sore eyes of the millions of the improvised folks who have gone to distant places to earn a two-time meal. The railway in India evokes the warm memories of home. All commuters of the Indian Railways are witness to the very thought of unity in diversity, the good old virtues of sharing and caring, the idea of a healthy debate, the nostalgia of cold air hitting the face and the cacophony of the million myriad small worlds that home in a gigantic canvas of our nation. The railways in India evoke the essence of being an Indian.
However, in the recent past, the Indian Railways has started hogging in the news for some very serious accidents. Train derailments, a rarity in the past has become commonplace. Every day, some or the other train is found to derailed or overturned, causing a great loss of time, revenue and sometimes, human lives too. A Railway Minister offered his resignation on successive fatal train derailments. His resignation was rejected but he was transferred to another Ministry in the recent Ministry shuffles. While official investigations are ongoing, sections in the media and common populace have placed the blame on a plethora of factors ranging from a lack of communication between various stakeholders, worn out tracks to even hooligans cutting tracks to instil terror. Not only train derailments, the Indian Railways is plagued by various issues ranging from quality control in food provided on board its trains, the overcharging for standard products by attendant staff to whole scale server crashes while ticket booking. It is often said that booking a Tatkal ticket( an emergency ticket booked in the 24 hours before the train’s departure) has become the 3rd most difficult thing to do in India, the first two obviously being marrying your love and getting yourself selected in the prestigious 3Is (IIT-IIM-IAS).
There is a lot of noise being generated that railways is over-charging or even outright, fleecing its customers. Prima facie, it appears to be the case. Tatkal tickets routinely charge 2-4 times the amount of the conventional fare and dynamic pricing has made some train tickets as expensive as flight tickets. But who is to blame for this? Why are the Railways forced to charge absurd rates for even small routes? Why is there not a rational pricing mechanism in place for the railways?
The blame rests squarely upon successive governments and railway ministers who used the Indian railways as a vote fetching tool and nothing more. Projects and trains were always sanctioned to the home states and districts of the executive and factories set up in constituencies of the crème-la-crème of the administration to sway public opinion, without any consideration being given to profitability or revenue rationalization. The Rail Coach Factories sanctioned at Lalganj in Uttar Pradesh and in Bihar are a testament to this politicking. Successive governments withheld or withdrew increasing passenger rates (due to public outcry and cement their pro-poor positioning) and increased freight rates (why cares about Industries anyway?). In a way, this was justified. The Indian Railways is a government undertaking meant for the benefit of the Indian Citizens. The passenger fares had to remain low and sustainable so that entire India could rely on the railways for transport. But in a demonstration of very poor political economics, successive governments did not hike the railway passenger fares even when circumstances could have dictated otherwise. In one famous incident, a railway minister was sacked by his party chief who was in a coalition with the ruling dispensation for daring to effect a modest hike in the passenger fares. Yes, even today Indian Railways charges pennies for distances and on most routes, its conventional fares are a fraction of the Roadways and the railways. For examples, on the Lucknow-Delhi route, for the roadways, the fares vary from Rs 550/- (for a general purpose bus) to Rs 1450/- (Applicable for Scania like High-end buses). The conventional railway fare is Rs 185/- (for a second seater- akin to a General purpose bus), Rs 350/- (for a sleeper’s berth where you can comfortably sleep and stretch your legs) to Rs 1300/- (for a cozy 2nd AC coach seat) for the same 640 km stretch. Over and above this, Railways also provides concessions for children and senior citizens. A flight ticket on the same stretch costs around Rs. 1500/- and much more, depending on the demand and the date. Even a Tatkal ticket for the same route costs in the neighbourhood of Rs 2000/- which is comparatively well-priced if you compare the comfort and speed of the railway service. Furthermore, the railways lose a substantial sum on every conventional fare ticket booked. This, along with the massive ticket-less travelling and corruption, forces the Indian Railways to ask for subsidies and dole-outs from the Indian exchequer. Hence, as evident from the above numbers, there is an urgent need to increase the passenger fares or the railways has to come up with alternative ways to increase revenue. Tatkal tickets, dynamic pricing, increasing revenue from advertising are some of the ways the railways can improve the cash flow.
The freight operations, once the cash cow, of the Indian Railways, has now been sucked dry and freight rates, which were earlier competitive with the road transport is now reeling under multiple blows of successive hikes and has been highly uncompetitive. In the fiscal year 2015-2016, Indian Railways posted the lowest revenue growth since 2010-11. The Revenue growth in 2015-16 was just 4.6%, much lower than the 10-19% growth the national carrier registered in the previous four fiscal years and hoped to replicate. These facts will be a dampener for hopes that the railways will buttress the government’s capital expenditure plans and its future expansion plans.
The freight volumes are falling. This is a major cause of concern as the railways generate three-fifths of its revenues from freight. This is undermining revenue growth. The weak revenue trends reflect the subdued economic activity. Cement, Coal and container traffic, in particular, fell. The slump in revenue growth is also partly due to the uncompetitive position and impractical mess the railways has got itself into. Successive tariff hikes (courtesy, the earlier budgets) and the rapid & sustained fall in diesel prices has helped the roadways to become competitive, especially in the lucrative short-haul freight traffic. Experts point out that Rail-road freight tariff variation has reached a tipping point now as the fall in diesel prices and improvement in road infrastructure has made rail freight transportation a far less attractive proposition.
While we may find it very convenient to vent out our ire on the Railways for what we believe is the arbitrariness of the pricing mechanisms but the truth remains, the Indian Railways is under-funded, over-staffed and highly essential for our country. Let us not forget that for every Tatkal ticket which we claim is over-priced, many more underpriced tickets are also sold and several more, travel without a ticket, causing a loss of revenue and a dent in the finances of the Indian exchequer. This is the sad story of the often-abused Indian Railways.
Remapping Indian Occupied Kashmir: A Multipronged Travesty
The second Presidential Order on the Reorganization of Jammu & Kashmir by India in 2019 is yet another outlandish decision to challenge the objectives of a peaceful coexistence. It is a call for altering an International Order more conversant to breach the democratic political norms, history and fundamental rights. Kashmiris are once again rebuffed of their demand for self-determination while being locked in an unprecedented brutal curfew entering into more than one hundred days. The desecration is obviously offensive.
Including the areas of Gilgit, Gilgit Wazarat, Chilhas and Tribal Territory of 1947, a part from the remaining areas of Leh and Ladakh districts of 1947 into the Indian Union is a violation of several United Nations Security Council resolutions passed decades ago. The Kargil District was already carved out.
Historically, there were 14 Districts of Jammu & Kashmir at the time of partition, which included Kathua. Jammu. Udhanpur, Reasi, Anantnag, Baramullah, Poonch, Mirpur, Muzaffarabad, Leh and Ladakh, Gigit, GilgitWazarat, Chilas and Tribal Territory. The new districts included were Kupwara, Bandipur, Ganderbal, Srinagar, Budgam, Pulwama, Shupian, Kulgam, Rajori, Ramban, Doda, Kishtiwar, Samba and Kargil. The illustrative declaration of Muzaffarabad and MirpurKhas areas of Azad Kashmir which are under the administrative rule of Pakistan is an untenable denial of the history of the region.
To refresh their memories India needs to remember that at the time when Maharaja Hari Singh signed the controversial Instrument of Accession with India in October 1947, Gilgit was already inflamed with the passions of rebellion against Hindus and Sikhs living in Gilgit. While representing the will of his people, Muzzaffar, the raja orderly in Chilas said:
“The whole of Gilgit Agency is pro-Pakistan … we could never swear allegiance to Hindustan. Apart from religion, the Gilgit Agency is really a part of the NWFP and is therefore a part of Pakistan. If Kashmir remains independent, well and good … .But if the Maharaja through pig headedness and bad advice, political pressure or attractive remunerations accedes to Hindustan, then there will be trouble here!”
This was sensed by the British Administrator William Brown as well and decided to overthrow the then Governor Ghansara Singh in a bloodless coup d’etat in November 1947 and a provisional government was established by the locals of Gilgit. Raja Shah Rais was appointed as the president and Mirza Hassan Khan as the Commander-in-Chief. Pakistani political agent took over the region, once Khan Abdul Qayyum received a telegraph from Brown on November 16, 1947.
By May1948, the Gilgit Scouts had already taken over Baltistan, Ladakh and Skardu as well. Indian reinforcements were blocked at Dras and Kargil which helped them cut off Indian communications to Leh in Ladakh. However, Kargil was recaptured by them in autumn 1948 but Baltistan remained in control of Pakistan, after which India itself took the issue to the UN.
The current remapping of the region of Jammu & Kashmir is nonetheless not only a snubof facts but also adding into already destabilising factors in the region.The Pakistani parts of Kashmir to the north and west of the cease-fire line established at the end of the Indo-Pakistani War of 1947, or the Line of Control as it later came to be called, were divided into the Northern Areas in the north and the Pakistani state of Azad Kashmir in the south. The name “Northern Areas” was first used by the United Nations to refer to the northern areas of Kashmir. Pakistan has declared that “no step by India could change the disputed status of Jammu and Kashmir as recognised by the United Nations”, and has pledged time and again that it will continue to support the just struggle of the Kashmiris.
In an attempt to rewind the India of antiquity or revitalize the Indian Civilization lost in the international order of nation-states in the post WWI era, Narendra Modi’s arrogant Hindutva regime is non-realistic. The current attempt is a follow up of the Geospatial Information Regulation Bill (GIRB) passed by the Indian ministry of Home Affairs on May4, 2016, during his earlier tenure of rule on India. The Bill was meant to regulate the acquisition, dissemination, publication and distribution of geospatial information of India. It restricted the addition or creation of any information related to geospatial imagery, data acquisition through space or aerial platforms such as satellites, aircrafts, airships, balloons or unmanned aerial vehicles without the permission of the government of India. The Bill also made its violation indictable in contravention of the section 4 with a fine ranging from Rs. 1 crore to 100 crores or imprisonment for a period of up to seven years. The draft resolution had also decided to set up an Apex Committee, A Security Vetting Authority and an Enforcement and Appellant authority to only allow the distribution of maps considered right by the Indian government. It was deceptively declared to ensure the security, sovereignty and integrity of the state of India with impact on all who may or may not agree with the Bill defining the geographical boundaries of India. The spokesman of the Indian External Affairs Ministry Vikas Swarup once reiterated that the state of Jammu & Kashmir was an “integral part of India” and the GIRB was an “entirely internal legislative matter of India.”
Assaulting the international political system, human dignity, basic liberties and perpetual boundary disputes by the Indian offensive posture have added to the stressed political environment of the region. In case of the failure of the domestic proceedings to address human concerns, it becomes mandatory for the world community to ensure the respect of the world peace. History records that after the WWII, there had been 14 out of 21 major inter-state wars on territorial conflicts. Global history of cartography has always been closely linked. Situating the “geobody,” along with altering the archival documents by the nationalist regime of Modi largely emboldened by the Western powers for their own strategic and economic preferences, is a teasing question on the UN partiality. The history of border violations or failed negotiations over an issue increases the likelihood of armed conflict and nonbinding management.
Kartarpur Corridor: A message of Peace and Prosperity
Kartarpur corridor was opened on 9 November 2019 (Saturday). It paved the way for the Sikh community to visit one of the most important religious shrines without a visa. There are approximately 150 million Sikhs around the world, out of which around 120 million are living in India. The other countries having the Sikh community are Afghanistan, Pakistan, UK, Canada, and USA. However, the origin of the Sikh religion in Punjab, which was divided into Indian Punjab and Pakistani Punjab in 1947 at the time of independence of the sub-continent from British rule. The partition of Punjab has divided many Sikh families between Pakistan and India. Due to political rivalry, among Pakistan and India, has adversely affected the Sikh Community. Some of the family members have never met in the last 72 years and few of them have already expired already.
While Sikh, Muslims and other religions lived together for centuries, especially in Punjab, and enjoyed complete harmony as the language and cultures are identical. But after partition, in 1947, the rivalry between Pakistan and India kept them separated for 72 years. With the opening of this Corridor, the Sikhs community in India becomes the most beneficiary and they are grateful for the gesture of goodwill by Pakistan.
The Kartarpur Corridor connects between Pakistan and India, the Sikh shrines of Dera Baba Nanak Sahib (located in Punjab, India) and GurdwaraDarbar Sahib (in Punjab, Pakistan). The corridor is intended to allow religious devotees from India to visit the Gurdwara in Kartarpur, 4.7 kilometers from the Pakistan-India border, without a visa.
The Corridor was first proposed in early 1999 by the prime ministers of India and Pakistan, Atal Bihari Vajpayee and Nawaz Sharif, respectively, as part of the Delhi–Lahore Bus diplomacy. On 26 November 2018, the foundation stone was laid down on the Indian side and after two days, on 28 November 2018, the foundation stone on the Pakistani side was laid down by Prime Minister of Pakistan, Imran Khan. The corridor along with all its allied services and amenities was completed in a record time frame. The corridor was completed for the 550th birth anniversary of Guru Nanak Dev on 12 November 2019. As a special to mark the 550th birth anniversary, the Government of Pakistan has waved the fee amounting to US Dollars 20 for three days. It has created a huge good-will.
The corridor has not only connected the Sikh community on both sides of the border but also opened a new chapter of religious tourism in Pakistan. There are many other religious sites in Pakistan, which belongs to Hindus or Sikhs religion and may attract devotees and visitors in thousands of thousands in number. Kartarpur corridor is just a beginning, if it goes smoothly, many new sites will be open to Hindus and Sikhs as well.
This will also generate an opportunity for economic activities and enhance people to people contact. Promote harmony and understanding between the two hostile nations. In fact, Kartarpur Corridor is a message of Peace and Prosperity.
Pakistan is a peace-loving nation and a very responsible state. Prime Minister of Pakistan Imran Khan is well matured, visionary leader. He said on this occasion “Pakistan believes that the road to the prosperity of the region and bright future of our coming generation lies in peace”, adding that “Pakistan is not only opening the border but also their hearts for the Sikh community”. The Prime Minister of India, Narendra Modi, compared the decision to go ahead with the corridor by the two countries to the fall of the Berlin Wall, saying that the project may help in easing tensions between the two countries.
Previously, pilgrims from India had to take a bus to Lahore to get to Kartarpur, which is 125 km journey although people on the Indian side of the border could physically see GurdwaraDarbar Sahib Kartarpur on the Pakistani side. An elevated observation platform had also been constructed on the Indian side, where people use binoculars to get a good view.
Indian Prime Minister Modi has thanked PM Imran Khan for his good-will gesture. It is hoped that India will reciprocate in the same manner and provide an opportunity to the People of Pakistan and Prime Minister of Pakistan Imran Khan to thanks Indian Prime Minister Modi.
The efficiency of German contribution in the Afghan peace process
Germany is heavily involved in the afghan affairs since 9.11.2001; the country has brought in to being the modern Afghanistan thru launching the international Bonn conference “Bonn 1” in December 2001, the said conference toke place right after the collapse of the barbaric regime of Taliban in Afghanistan. Furthermore, it paved the way to engage several rival groups to establish an interim administration under the leadership of pro-American figure “Hammed Karzai”. Albeit the conference was a turning point in the Afghan modern history, but it encompassed numerous shortcomings because Taliban, Haqani Network and Hikmatyar band, who had been the main adversaries to the acting Government, were excluded from the process, which opened Pandora’s Box. Moreover, the national interests and apprehensions of the regional countries were not taken serious, which in turn caused destabilization and gloominess in Afghanistan.
Consequently, Pakistan and Iran who have been pursuing strategic depth in Afghanistan began to regroup, fund, train and outfit the Afghan government antagonists, which unfortunately incited a proxy war in the country.
The second Bonn conference
Germany hosted the second Bonn conference in December the 5th 2011 to celebrate the 10th anniversary of the first Bonn conference, in order to renew the so-called mutual commitment to a table, democratic and prosperous future for Afghanistan.
In addition, the participants of the conference ought to shed lights on some issues such as governance, security, economic developments, regional cooperation, peace process and the way forward. The participants called for a political solution to achieve peace and security in Afghanistan, in order to ensure durable stability.
Additionally, it was discussed to promote capacity building in the country to uphold a political process, to endorse negotiation and reconciliation. Unfortunately, the conference primarily focused on economic developments and continuation of democratization in the country, so that the peace process was sidelined and the root-cause of the instability and insecurity was not identified. Which ended up with further destabilization and blood-shed in addition, sparked fears and violence in Afghanistan.
In July the 7th 2019 Germany and Qatar hosted a conference in Doha Qatar, which was labeled intra-afghan dialogue. The hosting countries endeavored to bring about a framework in order to support the peace process in Afghanistan. In accordance with the joint statement, that the country is at a central crossroad to snatch the chance to accomplish peace, so the shortest concord linking the afghan adversary groups could be one of the essential factors of any process leading to such an objective.
It was also expect, that the conference would contribute to confidence-building amid chief rivals to hold up peace and constancy in Afghanistan. Although the conference did not have a tangible agenda, but at the end a resolution was released calling for reducing violence, avoiding to assail public institution and bringing civilian causalities to “zero”. Despite the efforts of the conference hosting countries, the conference comprised inadequacies; the Afghan government, which ought to be the main party, was excluded from the direct-intra-afghan-dialogue.
Not only the ceasefire, which has been the only wish of the Afghans, was not sincerely addressed, but also no-part of the outlined resolution has been implemented. Regrettably convening of the conference did not put into practice the expectations of the Afghan people, so that the security situation fundamentally deteriorated.
The third Bonn conference
Subsequent, to the walk out of the US president from the Afghan peace deal, Germany wants to jump in exerting its leverage to bring the Afghan rivalry bodies to the negotiation table. Germany is really concerned, if the US troops withdrawal will take place Kabul government would collapse and the positive developments have so far came about would be lost. Thus Markus Potzel Germany’s special envoy for Afghanistan and Pakistan, since some times endeavors to hold meetings with the representatives of both Taliban and the Afghan government, in order to initiate another round of peace talks.
Consequently, If Germany genuinely put forth its efforts, it will help to avoid political vacuum in Kabul, let the democratization process to flourish, women rights to thrive and the economic prosperity to boom. Germany enjoys full-scale leverage in the entire region and beyond, because Germany stationed the second largest troops in Afghanistan, the country is one of the main initiator of the NATO Resolute Support Mission for Afghanistan and it is one of the top 10 contributors to the reconstruction process and humanitarian assistance in the country.
Germany has very good diplomatic relations with almost all of the surrounding countries of Afghanistan; it has influence on all of the gulf countries including Qatar, Saudi Arabia and UAE, which are supposed to be the major patrons of Taliban.
In addition, Germany leads the EU commission and it is the number one economy in Europe and number 4 economy in the world. If it will put in 2% of its GDP to the NATO annual budget, Germany would be the second leverage enjoyer within NATO following the United States of America. So Counter Narco-terrorism Alliance Germany (cnt-alliance) express the need for the initiation of the third Bonn conference, which should include all opponents to be brought to the negotiation table, in order to form a framework of lasting peace, continuation of the political process, stability, Good and lean governance, economic prosperity, revival of democratic norms and revamping of human and women rights as well as confidence building amongst regional countries.
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