ಮೈಸೂರು - ವಾರಣಾಸಿ ಎಕ್ಸ್‌ಪ್ರೆಸ್: ಕಾವೇರಿ ಮತ್ತು ಗಂಗಾ ನದಿಗಳ ಸಂಪರ್ಕ ಸೇತುವೆ - Vishwanath Joshi

In 2004,
Fare in sleeper class of Grand Trunk Express from New Delhi to Agra Cant was 140 INR . At that time per person income of India was around 78 INR per day.

Today per person daily income in India is around 380 INR and fare of same train in sleeper class is 165 INR but in 3rd AC is 510....
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My simple question is -

If Indian Railway is reducing subsidized sleeper coaches and increasing profitable 3rd AC coach then what wrong in it. If it can be called as limiting the options from poor peoples then how they used to manage in 2004 when they need to pay around twice amount of average daily salary of per person in India for travelling in sleeper class?

If you are not having any earning source and you need to ask money from others for bread and butter and take debt for your bread and butter then will you donate that debt money to others? If no then how can you expect that railway should keep herself in loss but not stop the subsidy to poor peoples.

I am not against with rights of poor peoples because i can also be poor some day but what can we do? If it is really a big problem then government can provide additional subsidy in train fare to poor people(Not by ministry of railway).

I request you all that please don't call me fascist. I will be agree with you in case you will be able to satisfy me that how poor peoples manage to travel in 2004.

Sources of above information-
1. click here
2. click here
3. click here

"METROLITE"
LIGHT URBAN RAIL TRANSIT SYSTEM
The metro rail system being developed at present is of high capacity which is required for
, bigger cities with very high ridership and Peak Hour Peak Direction Traffic (PHPDT). Seeing
the...
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success of metro rail in the country, several other cities with lower projection of ridership are also aspiring for rail based mass rapid transit system, which could be fulfilled by Light Urban Rail Transit System named "Metrolite" with lesser capacity at much less cost. 'Metrolite' would also act as feeder system to high capacity Metro. In addition to less capital cost, the operation and maintenance cost of Metrolite would also be less making the system more viable.

FEATURES
a) As far as possible, At-Grade alignment need to be planned to bring down the
civil construction cost and time.
b) AFC gates, Platform screen doors, X-ray baggage scanner and DFMD are not
suggested in the Metrolite shelter. This will remove any signalling and PSD
equipment rooms in the Metrolite shelter platform making it un-attended shelter.
c) Zebra crossings shall be provided on either side of the platforms for passenger
movement from the side foot paths
d) Ticket validators could be installed inside the Metrolite train and shelter with
NCMC / other ticketing systems. With random checking, heavy penalty shall be levied on the passengers without a
valid ticket in the system.
e) Elevated Metrolite system shall be planned only when At-Grade system is not
possible. Concept of Concourse shall be avoided and only Platforms shall be used for
passenger area. Station will be at single level platform with an under bridge
(FOB) below the rail level
f) Ballast-less track proposed in elevated sections and embedded track on road for
At-grade sections
g) The train configuration will he of 3 car unit. Number of additional coaches of
train may be decided by the Metrolite authority based on PHPDT in the
initial design stage itself.
h) Maximum operational speed is 60 KMPH, Up-to 300 number of Passenger loading for 3-coach train unit. @ AW31
loading conditions.
i) The road width occupied by the system "AT GRADE" for single line is
minimum 3.5 m outside shelter location and minimum 5.5 m inside Metrolite
shelter.
j) In case the road width does not permit, one line only can be provided on a
particular road and the other line can be provided on a parallel road also.