East Indian Railway: 1906 History of the EIR - Chapter XX
Note: This is a sub-section of the East Indian Railway
The History of the East Indian Railway by George Huddleston. Published 1906 by Tracker, Spins and Co
CHAPTER XX. THIRD CLASS PASSENGERS.
THIRD class passengers constitute a very large proportion of the coaching traffic of the East Indian Railway; they provide nineteen-twentieths of the total passenger traffic and account for four-fifths of the coaching receipts. Recognising that the prosperity of the coaching traffic mainly depends upon its lowest class passengers, the attention of the Board of Directors and of the staff in India has always been directed towards measures for the development and convenience of this class.
In the year 1882, the third class fare had been reduced under the directions of the Board from 3 to 2.5 pies, or to, say, one-fifth of a penny per mile, but the question of making a further reduction in the charge was, from the time of his appointment as Chairman, constantly in the mind of General Sir Richard Strachey; unfortunately there were considerations that necessitated delay in carrying out his views; nothing could be done before the railway was prepared with additional rolling-stock, and it was on this account alone that concessions had to be given cautiously.
Addressing the shareholders in June 1894, General Sir Richard Strachey remarked: "The measures now being taken for providing a substantial increase to the passenger vehicles will, I hope, soon admit of some modifications of the fares of the lowest class, that will extend the facilities for travelling to a larger proportion of the population, for no proposal for any reduction of these fares could be practically entertained until the available rolling-stock was sufficient in quantity to meet a considerable increase of numbers, which at present is far from being the case."
And again in December 1897: "That there is still a very large field for the profitable development of the third class traffic is beyond question, but it could not be fully realized without a further reduction of rates, which the Board would not hesitate to introduce under suitable arrangements, one essential preliminary step being the construction of a large additional number of vehicles, without which it would be impossible to cope with the increased traffic that must be anticipated. The Board continue to keep this subject in view, and generally are increasing the facilities for travelling."
In 1900 proposals for reducing the passenger fares were still under consideration, and in 1901 the first step was taken.
In his Address to the shareholders in 1901, General Strachey said: "The Board have still been unable to carry out any general reduction of the passenger fares such as they would desire to adopt, from their inability to provide the additional carriages, without which this could not be undertaken, but a small advance in this direction has been made by reducing the rates for long distances."
In his Address in December 1904, General Strachey remarked in regard to the third class: "With a view to stimulating the chief branch of the traffic, the Board have taken steps for a further reduction of third class fares for distances above 100 miles, and are prepared to carry out further reductions when proper provision is made for the addition to the carriage stock, which, it may be presumed, will be necessary to meet the requirements of the increased traffic likely to follow the reduction of fares."
The reduction in third class fares referred to was, like the coal rates, based on a sliding scale, according to the length of journey made.
For the first 100 miles the fare of 2.5 pies per mile remained as at present, the scale for longer distances being, on the additional length travelled
- 101 to 300 miles, 2 pies per mile,
- over 300 miles, 1.5 pies per mile
Further reductions will probably be made on the same basis of a sliding scale, and may be looked for as soon as the railway is better equipped with coaching stock. Up to the present additions to the rolling stock have barely kept pace with the normal growth of the traffic. The East Indian Railway has never been ahead of requirements, it has never had a margin to meet any large accession of passengers, and during times of pressure third class carriages have to be supplemented by goods wagons; this state of affairs is most undesirable, but it is obvious that, unless large additions are made to the coaching stock, it must either continue or passengers be turned away.
Apart from the consideration of the question in England, in India also the third class passenger has had constant attention. As far back as 1893 there was much controversy on a proposal made by the late Mr. Horace Bell, then Consulting Engineer to the Government of India, that a very sweeping reduction in the fare of the lowest class should be made. Mr. Bell proposed a fare of 1.5 pie per mile, but his proposal met with little or no acceptance; it was rejected by the Director-General of Railways, by the President of the Railway Conference, and by several managements, who all considered it not only Utopian but impossible. Beyond this was the fact that the third class passenger traffic was rapidly growing under the tariff introduced in 1882, and that a 1.5 pie rate tried on the Madras Railway had proved a failure.
It must never be forgotten, however, that India is a country of poor people and that when the average wage of the population is considered, in relation to the fares now charged, it means that only about 21 miles can be travelled for an average day's earnings. In America the third class passenger can travel about 60 miles for a day's wage, and in England about 40 miles. Therefore the fares in India should be as low as they can possibly be made, and in time it is hoped that material reduction will be possible.
Taking periods of 5 years from 1882, the following figures shew the number of third class passengers carried and the earnings therefrom on the East Indian Railway system:—
No. / Rs.
- 1882 ... 9,066,953 / 99,99,999 E. I. Proper.
- 1887 ... 12,118,381 / 107,85,077 E. I. Proper.
- 1892 ... 14,662,138 / 124,40,358 E. I. Ry. System.
- 1897 ... 15,776,104 / 132,46,810 E. I. Ry. System.
- 1902 ... 19,845,498 / 155,61,674 E. I. Ry. System.
- 1905 ... 22,126,477 / 172,45,816 E. I. Ry. System.
Besides reductions in fares charged, other steps have from time to time been taken towards improving the facilities for travelling in the third class. In 1897, under the direct orders of the Chairman, the mail trains were thrown open to third class passengers; previous to this the main line mail trains below Allahabad only carried higher class passengers, and their servants.
Then again the type of carriage has been greatly improved, separate vehicles have been provided for women, and lavatories are a feature of present day stock. Beyond this, the train service has been greatly added to and accelerated, but still it is quite admitted that a good deal remains to be done.
In 1904 the Government of India invited railway servants to write essays, suggesting measures likely to ameliorate the conditions of travel, and to deal generally with the wants of third class passengers, showing how they could best be met. These essays gave food for thought to many railway employers, and several valuable suggestions were made which it is hoped will in time bear fruit. On the East Indian Railway an express train for lower class passengers has recently been introduced and is now one of the most popular and remunerative long distance trains run over the line, and it is now being considered whether a second similar train cannot be run.
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