Third class trains have been abandoned for a new system featuring improved security measures and much higher prices. Rania Khallaf reports Egypt's worst-ever railway accident -- which killed 373 people on 20 February 2002 -- catalysed major calls for improvements to be made to the rail system, and especially its second and third class carriages. More than a year later, not much has changed, despite millions being allocated for the purpose, and an abundance of official statements and media commentaries on the subject. Last month, however, the Egyptian Railways Authority (ERA) announced a rather radical move: the elimination of the second and third class monikers altogether, combined with the establishment of an overall new pricing and carriage system. Most of those who died in last year's disaster were trapped in carriages packed with up to two times their capacity. The doomed Aswan-bound train 832 -- crammed with an estimated 3,000 third class passengers travelling to the countryside to spend the feast with their families -- burst into flames just after the train left Cairo. Unaware of what was going on, the driver kept going for at least seven kilometres, before stopping near Al-Ayyat, some 50km south of Cairo, where he disconnected the seven carriages that were engulfed in flames, and drove on with the 10 remaining carriages towards the next station. The carriages were not equipped with fire alarms, fire extinguishers or emergency brakes, and had no emergency exits. Many of those who survived did so by jumping out of the windows. The ERA's new plan is an attempt to ameliorate the conditions that led to the catastrophe. According to Sabri Abul-Ma'ati, director of general planning at the ERA, deteriorating second and third class carriages are being upgraded, while simultaneously being transformed into two new ticket categories dubbed "super" and "developed". The "super" and "developed" carriages feature improved benches, toilets, and fire alarm systems. One hundred such carriages have already been developed via a joint venture between the Arab Organisation for Industrialisation and Timonza, a Spanish rail industrial company. The process is expected to be complete by the end of the year. By 2007, an additional 1000 carriages will be upgraded in collaboration with Semaf and Ginco, both private sector companies. According to Abul-Ma'ati, "the termination of the old system will be completed by the end of this year on both Cairo-Alexandria and Cairo--Upper Egypt bound trains." An improved communications network is also being put into place to help ensure passenger safety. Around 1000 wireless phones have recently been imported at a cost of LE5 million. Train drivers will be connected with the technical staff inside the cars via these phones. Carriages are being equipped with everything from modern speed control systems to special handles that can stop the entire train in case of an emergency. Industrial security teams will also become an essential part of every train's technical staff. LE17 million worth of passenger insurance contracts have also been signed. When Al-Ahram Weekly paid a visit to the main Cairo train station in Ramsis Square, however, little evidence of such drastic change could be found. One of the "developed" trains, called Horus, did not look that much different from the older trains. Worse, it was still quite crammed with passengers. Inside, there still appeared to be very little space between the rows of benches, and a foul stench originated from what was clearly a meagerly equipped and poorly ventilated toilet. According to passenger Ihab Saad, "the 'developed' carriages are better than the old third class carriages, but still suffer from a lack of order. The carriages are over-crowded with passengers most of the time, making it very difficult to find space to even stand or breathe." In one of the new "super" carriages, the situation was slightly better, with more comfortable seats, visible fire alarm systems, convenient toilets, as well as special emergency handles. Passengers' primary concerns, however, in light of the changes, are more focussed on the ticket price increases that have accompanied them. Gharib Said, who was heading to Berket-Al-Sab' in Al-Gharbiya governorate, said he was satisfied with the new service, but highly annoyed by the higher prices. "I used to pay an annual subscription of LE87 for ordinary second class. Now I pay LE120 for the 'developed' train, or LE180 for the 'super'". Another man said that, "poor people like myself cannot afford the price of tickets. If officials are planning to raise the prices again, I would prefer to stay at home." Unfortunately for him, just such a price increase is in the works. According to Abul-Ma'ati, "an affordable rise in ticket prices is expected by the end of this year. It is estimated at a 10 per cent increase in current prices. The increase will be justified by the upgrading of services and security systems." A passenger named Hassan seemed to speak for many other passengers when he said he was "totally against any increase in ticket prices", even if they were accompanied by a real development of services. "Most passengers travelling to Upper Egypt are poor workers," he said, "who are desperately trying to save money to feed their families." The anticipated price increase is actually quite significant. Whereas a Cairo-Sohag ticket used to cost LE33 for first class, LE18 for second-class, and LE5 for third class, the new prices will be closer to LE48 for first, LE28 for second, LE18.5 for "super", and LE10 for "developed". "Ticket prices do not match services," Hassan said. He is of the opinion that only the higher class carriages have been upgraded, while the lower class trains remain crammed with passengers. "This is inhuman," he said. "How can passengers who spend more than nine hours to reach Upper Egypt sit on the ground or stand beside the door? To avoid this, the railway authority should provide more carriages to deal with the ever-increasing number of passengers on this line." According to Abul-Ma'ati, maximum capacity rules on all trains will be better enforced. Asked why the number of upgraded carriages was not commiserate to the number of people using trains on a daily basis, Abul-Ma'ati defended the deficiency by arguing that the cost of a single car amounts to LE2.2 million, which he considers "a huge figure". The development plan also includes the improvement of railway stations, with around 716 stations throughout the country targeted by the scheme. The first stage includes 41 stations at a total cost of LE186 million. When the Weekly visited the main station in Giza, however, not much had changed. Just outside the entrance, a group of men were sitting on the ground having a meal. Inside the station the trains were, again, totally crammed with passengers. Abul-Ma'ati placed the blame on the passengers themselves, whom he said were reluctant to abandon their bad attitudes, carrying risky materials along with their excessive baggage, for instance. "These attitudes will never go away," Abul-Ma'ati said. An ERA employee, waiting at the station for his train to arrive, seemed to agree. "Only God can solve the Egyptian railways' problems," he said. The authority, nonetheless, is trying. Abul-Ma'ati spoke of developing the authority's human resources. "Training courses for the technical staff will take place in cooperation with Spain and France. This will help us become more efficient in case similar catastrophes occur in the future." Some passengers see some hope. Al- Minya-bound Fawzy Wannas, who prefers to use the train rather than his own car, said he thinks "railway development is actually taking place, but the government cannot be expected to do the entire job in a couple of years. This kind of plan takes time, and we should not be hasty." Ali Hassan, also from Al-Minya, believes that improvements are long overdue. "Smoking is still not banned in the carriages, and passengers still cook their own meals." Others complained about the "shattered windows and broken seats inside the carriages".
