Indian Railways is broke. A large number of their plans, particularly those relating to increase in capacity, are not moving forward because of lack of funds. Their operating ratio is over 90. That is, for each 100 rupees that they earn, more than 90 rupees are spent on the operating expenses alone. Obviously, no money is left for development work.
If you do not increase the passenger fares for 8 long years, and you have limited flexibility on the freight side of business, you are bound to land in the situation that Railways is in today.
With some increase in infrastructure, improvement in technology, higher efficiency, some more new trains can be introduced every year, but to really solve the problem of demand and supply, they would have to build infrastructure at a very fast pace. But for which they have no money.
In the last one month, the Minister and the officials have been talking about a middle-of-the-year increase in fares, which is good. The Minister has reportedly said that they don't want to get into the situation that Air India is in. They have already increase the freight rates, but given that they have a strong competition from trucks, they can't cover all their passenger traffic losses from freight. But I am sure no politician would want to increase the fares substantially in one go. And there is no doubt that the situation is so bad that a small tinkering with fares would not be of much help.
This is where dynamic pricing could help. And the good news is that the Minister is talking about it. (Read an article in Economic Times.) The Minister only needs to announce an increase in the normal fare, a fare that would be paid by only some of the passengers. Others pay the fare determined to a large extent by demand and supply. Just to give an example, if in the first 10 minutes of the reservation opening 90 days in advance, 10 percent of the train capacity is booked, the pricing engine would increase the fares. On the other hand 10 percent of the train capacity is not booked even 10 days after the reservation opens, the fare remains the same till an upsurge in booking is seen closer to the travel date.
The last minute tickets could be priced substantially higher than the minimum fare for the same on peak rush days.
Dynamic pricing has been completely accepted by public at large as applied by airline industry, except when the fares have become ultra-high, as it happened during Diwali time in 2010. Even in trains, the Tatkal rules of Laloo's times, when one had to pay the fare of end-to-end journey, and a premium on top of that with no cancellation refund, was accepted by public without much protest, though it would often be more than 2-3 times the normal fare, if one had to undertake the journey for only a part of the train route.
Dynamic pricing has lots of advantages, both for railways as well as passengers. Railways is able to get more funds, which can now be used for expanding the services. Passengers don't have to resort to bribing, finding loopholes, standing for several hours from early morning, 90 days in advance, so that they can get reservation on the day of opening, and so on. The VIP quota business can be thrown out, as with the new system, it would be possible to have some tickets available till the last day. Railways lose a lot of revenue, particularly in AC-1st and AC-2T because many people traveling on business do not want to book waiting list tickets. So for these classes waiting list is not long enough to take care of additional seats available when these VIP quotas are released for general public.
A system which allows some tickets at a relatively low fare on first come first served basis, and other tickets to be sold on the basis of market conditions, is also a fair and practical system. Selling all tickets at low fares 90 days in advance does not seem fair to those who cannot plan so much in advance. Selling all tickets through a lottery a few days before the date of journey is not fair to people who want to plan their vacations much in advance. Auctioning all tickets discriminate against economically weaker sections. But dynamic pricing takes care of all these concerns.
If one still has "fear of the unknown," it may be first introduced in upper classes, see the experience, and then take a decision to introduce it in non-AC classes.
Indian Railways could also introduce differential pricing for different seats in the same class. The pricing of lower inside berths could be higher than side upper berths.
Another pricing differentiation could be that the price of a short journey on a long distance train could be higher than the price of the same journey on a short-distance train. For example, Delhi-Kanpur ticket would be cheapest on Delhi-Kanpur trains, slightly costlier on Delhi-Allahabad trains, more costly on Delhi-Howrah trains, etc. Basically, encourage more long distance passengers on a long-distance trains, and you will find out that the long distance trains do not have many passengers from small stations, and therefore, those halts can be removed, and trains can be speeded up.
Another advantage of dynamic pricing (and the resultant availability of tickets closer to the day of journey) is that one can provide better service on super-fast trains. It may be worthwhile to recall that about a couple of decades ago, there were no unreserved compartments in many of the prestigious super-fast trains. They were added later on to enable those passengers to travel by these trains who have to reach their destination urgently because of some emergency, and they could not get reservation done in time. But now, if reservations are available closer to the date of journey, we could remove all unreserved coaches, replace them by reserved coaches, and make journey more comfortable for more people.
There are other ways in which Railways can get more revenue without having to increase the base fares by much. Currently, Indian Railways has a mechanism to book a ticket from a station different from the station where the passenger will board. This is, however, discouraged by Railways. If I want to go from Station 'B' to Station 'C', and if I try to book the ticket from Station 'A' to Station 'C', with boarding at Station 'B', the reservation engine will book me only against the quota of Station 'B', and therefore, it would be foolish to pay from Station 'A'. But if Railways allowed passengers to use quota of Station 'A', it is essentially increasing the fare of those passengers, while keeping the option to sell those seats between Station 'A' and Station 'B' and make additional money.
We need Railways for the economic growth of the country, and not just a defunct railways, but a vibrant railways, which is expanding to meet the growing needs of the nation. It has to be financially strong to invest in the future.
PS: On an unrelated note, I found this news item on Economic Times very interesting. It talks about a problem similar to Y2K problem in the context of railway reservation system.
If you do not increase the passenger fares for 8 long years, and you have limited flexibility on the freight side of business, you are bound to land in the situation that Railways is in today.
With some increase in infrastructure, improvement in technology, higher efficiency, some more new trains can be introduced every year, but to really solve the problem of demand and supply, they would have to build infrastructure at a very fast pace. But for which they have no money.
In the last one month, the Minister and the officials have been talking about a middle-of-the-year increase in fares, which is good. The Minister has reportedly said that they don't want to get into the situation that Air India is in. They have already increase the freight rates, but given that they have a strong competition from trucks, they can't cover all their passenger traffic losses from freight. But I am sure no politician would want to increase the fares substantially in one go. And there is no doubt that the situation is so bad that a small tinkering with fares would not be of much help.
This is where dynamic pricing could help. And the good news is that the Minister is talking about it. (Read an article in Economic Times.) The Minister only needs to announce an increase in the normal fare, a fare that would be paid by only some of the passengers. Others pay the fare determined to a large extent by demand and supply. Just to give an example, if in the first 10 minutes of the reservation opening 90 days in advance, 10 percent of the train capacity is booked, the pricing engine would increase the fares. On the other hand 10 percent of the train capacity is not booked even 10 days after the reservation opens, the fare remains the same till an upsurge in booking is seen closer to the travel date.
The last minute tickets could be priced substantially higher than the minimum fare for the same on peak rush days.
Dynamic pricing has been completely accepted by public at large as applied by airline industry, except when the fares have become ultra-high, as it happened during Diwali time in 2010. Even in trains, the Tatkal rules of Laloo's times, when one had to pay the fare of end-to-end journey, and a premium on top of that with no cancellation refund, was accepted by public without much protest, though it would often be more than 2-3 times the normal fare, if one had to undertake the journey for only a part of the train route.
Dynamic pricing has lots of advantages, both for railways as well as passengers. Railways is able to get more funds, which can now be used for expanding the services. Passengers don't have to resort to bribing, finding loopholes, standing for several hours from early morning, 90 days in advance, so that they can get reservation on the day of opening, and so on. The VIP quota business can be thrown out, as with the new system, it would be possible to have some tickets available till the last day. Railways lose a lot of revenue, particularly in AC-1st and AC-2T because many people traveling on business do not want to book waiting list tickets. So for these classes waiting list is not long enough to take care of additional seats available when these VIP quotas are released for general public.
A system which allows some tickets at a relatively low fare on first come first served basis, and other tickets to be sold on the basis of market conditions, is also a fair and practical system. Selling all tickets at low fares 90 days in advance does not seem fair to those who cannot plan so much in advance. Selling all tickets through a lottery a few days before the date of journey is not fair to people who want to plan their vacations much in advance. Auctioning all tickets discriminate against economically weaker sections. But dynamic pricing takes care of all these concerns.
If one still has "fear of the unknown," it may be first introduced in upper classes, see the experience, and then take a decision to introduce it in non-AC classes.
Indian Railways could also introduce differential pricing for different seats in the same class. The pricing of lower inside berths could be higher than side upper berths.
Another pricing differentiation could be that the price of a short journey on a long distance train could be higher than the price of the same journey on a short-distance train. For example, Delhi-Kanpur ticket would be cheapest on Delhi-Kanpur trains, slightly costlier on Delhi-Allahabad trains, more costly on Delhi-Howrah trains, etc. Basically, encourage more long distance passengers on a long-distance trains, and you will find out that the long distance trains do not have many passengers from small stations, and therefore, those halts can be removed, and trains can be speeded up.
Another advantage of dynamic pricing (and the resultant availability of tickets closer to the day of journey) is that one can provide better service on super-fast trains. It may be worthwhile to recall that about a couple of decades ago, there were no unreserved compartments in many of the prestigious super-fast trains. They were added later on to enable those passengers to travel by these trains who have to reach their destination urgently because of some emergency, and they could not get reservation done in time. But now, if reservations are available closer to the date of journey, we could remove all unreserved coaches, replace them by reserved coaches, and make journey more comfortable for more people.
There are other ways in which Railways can get more revenue without having to increase the base fares by much. Currently, Indian Railways has a mechanism to book a ticket from a station different from the station where the passenger will board. This is, however, discouraged by Railways. If I want to go from Station 'B' to Station 'C', and if I try to book the ticket from Station 'A' to Station 'C', with boarding at Station 'B', the reservation engine will book me only against the quota of Station 'B', and therefore, it would be foolish to pay from Station 'A'. But if Railways allowed passengers to use quota of Station 'A', it is essentially increasing the fare of those passengers, while keeping the option to sell those seats between Station 'A' and Station 'B' and make additional money.
We need Railways for the economic growth of the country, and not just a defunct railways, but a vibrant railways, which is expanding to meet the growing needs of the nation. It has to be financially strong to invest in the future.
PS: On an unrelated note, I found this news item on Economic Times very interesting. It talks about a problem similar to Y2K problem in the context of railway reservation system.