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India’s rail safety apparatus is under renewed scrutiny after Parliament’s Public Accounts Committee (PAC) flagged persistent gaps in inspection, maintenance, and accountability systems, even as the government claims near-total compliance with earlier recommendations aimed at reducing derailments.
In its latest Action Taken Report on derailments in Indian Railways, tabled in Parliament this week, the PAC paints a mixed picture: measurable progress in areas such as track recording, mechanization, and fire safety — but troubling silences and incomplete responses on critical safety reforms that go to the heart of accident prevention.
At stake is the safety of one of the world’s largest rail networks, which runs over 67,000 route kilometers and carries more than 22 million passengers daily.
Inspection gaps persist despite near-100% claims
The Railways has reported that track inspections using Track Recording Cars (TRCs) — specialized systems designed to detect structural defects — have nearly hit 100% targets in recent years. Officials say 99.74% of the targeted track length was recorded in 2023–24, with similar overachievement claimed in 2024–25.
Yet, the PAC is not convinced.
The committee noted that the ministry failed to respond adequately to key recommendations, including the introduction of time-bound utilisation certificates for TRCs — a mechanism intended to ensure accountability in inspections. It also flagged inconsistencies between Railway Board data and zonal audit findings, suggesting discrepancies in reported performance.
More critically, the committee underlined that earlier shortfalls in inspections — ranging from 30% to 100% in some stretches — had already contributed to safety risks, including derailments that might have been prevented with timely monitoring.
Mechanization push meets operational bottlenecks
Efforts to modernize track maintenance through mechanization have gained momentum, with the Railways introducing automated track machines, rolling block plans, and pilot projects such as Ground Penetrating Radar (GPR) for ballast assessment.
However, the PAC found that systemic inefficiencies — including machines lying idle for extended periods due to staff shortages, poor planning, or lack of operational clearances — continue to undermine these gains. In some cases, machines remained unused for over 1,800 days.
While the ministry has introduced a 26-week rolling block planning system and claims better monitoring through digital platforms, the committee has demanded clearer timelines and implementation details, particularly on scaling new technologies like GPR across the network.
Safety oversight: routine replies, deeper concerns
On inspections by senior railway officials, the ministry maintained that regular monitoring mechanisms are in place and that compliance tracking has improved through digital systems.
The PAC, however, described these responses as “routine” and lacking depth, raising concerns that large stretches of track could still go uninspected for extended periods. It has reiterated the need for a structured, target-based inspection regime — including independent safety audits by the Commission of Railway Safety.
Notably, the Railways did not provide a substantive response to the committee’s proposal for involving the independent safety regulator more directly in periodic audits.
Derailments: familiar causes, incremental fixes
The report reiterates a pattern that has persisted over years: derailments are still largely driven by engineering failures — especially poor track maintenance and deviations in track parameters — followed by operational lapses such as over speeding.
The ministry highlighted a range of corrective measures, including large-scale track renewal, deployment of heavier rails, and expansion of signaling systems. It also pointed to a sharp decline in consequential train accidents — from 473 in 2000–01 to 40 in 2023–24.
But the PAC’s concern lies less in intent and more in execution.
A key recommendation — a time-bound rollout of the indigenous KAVACH automatic train protection system across all routes — remains without a clear deadline. Similarly, the Railways has not clarified whether it has adopted the “Swiss Cheese” safety model, a layered risk-prevention framework the committee had urged it to integrate into training and operations.
Fire safety: progress claimed, oversight questioned
On fire safety, the Railways reported full compliance, stating that fire extinguishers have now been installed in 100% of coaches, alongside smoke detection systems and suppression technologies.
This marks a significant improvement from earlier findings where over 60% of coaches lacked basic firefighting equipment.
Even so, the PAC has sought further clarity on whether comprehensive fire risk assessments have been conducted by independent agencies — and whether regular safety audits are being carried out across zones.
The ministry’s response, focusing instead on accident inquiry timelines, did little to address these concerns, prompting the committee to seek detailed follow-up.
A system improving — but not yet reassuring
Taken together, the report suggests that Indian Railways is moving in the right direction on safety — but unevenly, and without the institutional rigor required to prevent future accidents.
The PAC’s central message is clear: technological upgrades and policy announcements must be matched by transparent implementation, measurable accountability, and independent oversight.
Until then, the gap between reported progress and on-ground reality may continue to leave critical vulnerabilities unaddressed — on a network where even minor lapses can have catastrophic consequences.
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