Mumbling Mainstreet: Corruption Perceptions Index (CPI) is out and India is rated below global average

"...index measures perceived levels of public sector corruption...India ranked 91st out of 182 countries and territories on the Corruption Perceptions Index (CPI) for 2025, with a score of 39, according to the latest report released by Transparency International on Tuesday."

Looking at the historical trend, India’s score has hovered between 36 and 41 from 2013 to 2025. In comparison, key developed countries in the Asia-Pacific region - Singapore (84), New Zealand (81), and Australia (76) - recorded the highest scores, ranking third, fourth, and 12th globally, respectively.

India seems to be standing still, showing little progress toward the less-corrupt end of the spectrum. Public sector employees are not extraterrestrials sent to work for us - they come from the same society as the rest of us. Which means, this ranking reflects a broader societal context. If we want meaningful change, the focus cannot be limited to government machinery alone. As a society, we need to introspect and ask ourselves: what can we do to reduce corruption in our everyday interactions. 

CPI is not just a score - it’s a mirror reflecting our collective responsibility.

Sajeev

References

1. Corruption Perception Index: India ranks 91st among 182 nations; scores 39 - BS

Shiny new projects: But are we taking care of what we already have?

Howrah-Mumbai route - A highly congested mainline with IR

The 508 km Mumbai–Ahmadabad bullet train project began with an estimated cost of around ₹1 lakh crore. Today, that figure has already crossed ₹2 lakh crore, and by the time the first train runs, it may go even higher. Does this mean India should avoid investing in bullet trains? Absolutely not. High-speed rail is important and should be welcomed.

In fact, Indian Railways has already begun viability studies for new high-speed corridors across the country. Recent reports suggest proposed routes spanning nearly 4,000 km, with an estimated cost of ₹16 trillion, including corridors such as Mumbai-Pune, Pune-Hyderabad, Hyderabad-Bengaluru, Hyderabad-Chennai, and Delhi-Varanasi. Ambition is clearly not lacking.

But ambition alone is not enough.

The real question is whether we are giving the same level of attention to existing railway assets.

Railways are modernizing stations and introducing new rolling stock like the Vande Bharat(VB) trains, including upcoming sleeper versions. Yet, despite their design capability, Vande Bharat trains are not running anywhere near their full potential speeds on most routes. Only a few short sections allow them to operate faster, while across the rest of the network, time savings compared to older trains are sometimes not enough to justify their fares.

This is not a new problem. Even before Vande Bharat, India had trains capable of higher speeds. The Gatimaan Express, introduced in 2016, was rated for 160 kph, but it could sustain this speed only on the Delhi-Agra section. The Tejas Express, launched in 2017 and also rated for 160 kph, usually runs at around 130 kph and that too not across its entire route. Shatabdi trains, introduced back in 1988, can reach 150 kph only on select stretches. Rajdhani and Duronto services face similar limitations.

These examples point to a clear issue: the constraint is not trains, but infrastructure.

Upgrading existing tracks, signalling systems, fencing, and maintenance standards requires sustained investment and execution. Without this, new trains and new projects will continue to underperform.

The same pattern is visible beyond passenger services. The Dedicated Freight Corridors(DFC) were announced in 2005, yet while the Eastern DFC is operational, the Western DFC is still expected only by 2026 - nearly two decades later. Meanwhile, Vizhinjam International Seaport has already become functional, but its dedicated rail link is incomplete. Cochin Port, operational even before Independence and strategically located near international shipping lanes, has weak rail connectivity, with only about 25–27% of cargo moved by rail.

Because inland waterways and coastal shipping remain underdeveloped in India, this shortfall pushes even larger share of long-distance hinterland freight onto already congested roads. Again, the issue is not the absence of new projects, but the underutilisation of existing ones.

There is also a softer, but equally important, aspect-civic sense. Modern trains like Vande Bharat often become unclean by the end of a single journey. Infrastructure investment alone cannot solve this. Civic responsibility must be treated as seriously as technical education, starting at the school level.

India’s railways undoubtedly need new lines, faster trains, and ambitious projects. But progress cannot come only from what is new and visible. Reducing general and sleeper coaches while increasing AC coaches may improve revenue figures, but it will not automatically improve mobility or logistics efficiency.

True modernisation lies in balancing new investments with systematic upgrades of what we already have. Without that balance, even the most glamorous projects will fall short of their promise.

Sajeev

References

1. Railways begins viability assessment for 7 new bullet train corridors - BS

Siddis of India: A Cultural Evening at NGMA Bangalore

Panel Discussion at NGMA-B

When I got the invite from NGMA-B (National Gallery of Modern Art – Bangalore) for a cultural program related to Siddis, the first thing that came to my mind was whether it was on a weekday or a weekend. Many of their earlier programs had fallen on weekdays, and I was not able to attend. Fortunately, this one was on a Saturday. I made a note in my mind and closed the email invite.

Siddis are an ethnic community of African origin. They are descendants of Bantu people from East Africa, who were brought to India as slaves, soldiers, and mercenaries for the Deccan Sultanates, and as seafarers who later became settlers. Perhaps the most famous Siddi in India is Malik Ambar.

I first came across the word Siddi when I read about Malik Ambar long back. Born in 1548 in Ethiopia, Malik Ambar came to India as a slave and became a soldier in the Ahmadnagar Sultanate. He quickly rose through the ranks and became regent (administrator) of Sultanate. He is remembered for successfully resisting the expansion of Mughal Empire into the Deccan during the reign of Jehangir. Malik Ambar founded a city called Kadki, which his son Fateh Khan renamed Fatehnagar. Later, when Aurangzeb conquered the area, he renamed it Aurangabad. Since the recent governments are on a renaming spree, I checked whether there was any plan to rename Aurangabad. Looks like government already did it in 2023; new name of the city is - Chhatrapati Sambhajinagar. The city Malik Amber founded is the largest city in Marathwada region of Maharashtra.

Siddi's Dance at NGMA-B

Again, I came across Siddis again while reading about famous Murud-Janjira Fort (off the coast of Raigad district in Maharashtra). This was one of the most powerful forts in India. Siddis rebuilt the original wooden fort built by fishermen here using stone in early 1100s. They Siddis controlled it for next eight and a half centuries, withstanding repeated attacks by powerful Marathas. They retained control until India’s independence.

So, it was very exciting to attend NGMA-B program about Siddis. Unfortunately, due to notorious Bangalore traffic, we missed the first session on a film about them. Instead, we started with snacks they had prepared. Among them was a special pakoda made using a small leaf and a couple of other items. I asked about the leaf, and they told me the name, but I cannot recall it while writing this article. Online searches bring up many images and names of different leaves, but not this exact one.

After snacks came a panel discussion, where two leaders from the Siddi community, along with others involved in the Damami initiative, shared their thoughts. Damami is a women-led homestay project in Lingadabailu village, Yellapur taluka (Uttara Kannada, Karnataka), located in Western Ghats. The word Damami comes from a traditional Siddi musical instrument of same name.

The Siddis today are mostly located along the coastal areas of Western Gujarat, Karnataka (Uttara Kannada, Dharwad, and Belagavi districts), Goa, and the Konkan coast of Maharashtra. They also have a small presence in Hyderabad as well. Siddhi's religious affiliations are mixed – depending on the region, they follow Hinduism, Islam, or Christianity. In Gujarat, Karnataka, and Goa, they are recognized as Scheduled Tribes. In Karnataka, they are additionally classified as a PVTG (Particularly Vulnerable Tribal Group).

Contrary to their powerful past with Murud-Janjira, Siddis today face significant challenges. Living in rural and forested areas, they struggle with poverty, economic hardships, and social marginalization. Their population size is also declining. Even though the panel discussion was short, the passionate answers and statements by Mohan Ganapati Siddi highlighted the multiple issues faced by the community.

The program concluded with vibrant dance performances by the Siddi community. As I left the auditorium, I thought about staying in one of the homestays operated by the Siddis under the guidance of  Sanjeevani Rural Livelihood Mission. It would be an opportunity to experience life up close with an ethnic group of African origin, to see how they have assimilated into Indian culture, and to witness the traditions – dance, music, and instruments – that they still carry in their hearts from the other side of the Arabian Sea.

Sajeev

You can see recording of full program by NGMA-B here -> 'DAMMAI- Dreams, Drums & Roots | NGMA-B'

On reading

Four years ago, I took up Goodread's annual reading challenge and set a target of 36 books. I was quite confident that I would finish much more than 36 (three books per month). By the way, that confidence wasn’t backed by any past history (just my overconfidence). Twelve months came and went, but I completed only 5-6 books. Next year, I kept the same target; only to fail once more. Next year, target was reduced to 12 - and still fell short. Finally, this year, I decided not to set any target at all!!!

I’m not a voracious reader, but I do enjoy reading. If it’s a thrilling novel, an interesting work of fiction, or even biographies (that doesn’t try too hard to showcase the author’s command over language), I can finish it quickly. But when it comes to business, non-fiction, or self-improvement books - often written in dense, heavy language - turning the pages becomes a struggle. More often end up leaving those books half way and end up just another entry in my book shelf.

With the explosion of content in YouTube, Instagram, TikTok and other numerous apps; people’s attention spans reduced considerably. Reading books, however, is not about quick consumption — it requires committed, focused, quality time. The real question is, are we still willing to invest that time and find joy in it or just run after another two minute video?

At office, we have a book club. Out of nearly 900 employees, only about 25-30 show up for monthly meetings. Organizers tried different strategies to increase participation, but without any success. This may not be the case everywhere, but I seriously doubt if many book clubs see their membership grow significantly over time.

Amazon, which started as a platform to sell books, still sells plenty of them, as do many other companies. Yet, with the rise of social media, infinite scrolling, and an ever-growing number of online creators, more people are hooked to the instant gratification of videos rather than the slow, deep world of books.

I must admit, I too consume a lot of online videos on politics, travel, technology, interviews, movies, long and short clips of different kinds. But after moving to new home recently, I thought of subscribing to a few print magazines. Electronic formats save paper and environmentally friendly; but reading a magazine end to end on web is not same as reading a printed copy. Sites  like Audiable are great too, but I often find myself forgetting the beginning by the time I reach the end. This may not be the case for everyone, but it is for me.

So, I finally subscribed to Mathrubhumi daily newspaper and its weekly magazine; also India Today, Caravan, and a couple of others. Last week, Mathrubhumi Weekly arrived with its Onam supplement, and I’ve been reading both in my free time. To my own surprise, my screen time has dropped significantly, and I now find myself turning more pages under the balcony light at midnight than staring at a mobile screen.

I don’t know if this phase will pass and I’ll drift back to binge-watching Netflix, Jio Hotstar or Amazon Prime. But for now, I’m trying to be more selective about online content and hoping to increase (or at least maintain) my current level of reading printed books and magazines.

Sajeev

Railway retiring rooms - Needs better care

Indian Railways, under the Ministry of Railways, is a mammoth institution with more than 1.2 million employees. It operates over 13,000 trains, connects 7,000+ stations, and carries more than 6.9 billion passengers annually. On the freight side, nearly 12,000 trains run daily. Beyond transport, Railways manage schools, hospitals, factories, internet services, hotels, catering, metro operations, real estate, research institutes, training academies, housing colonies, and even sports facilities.

One such lesser-known service is Railway Retiring Rooms. These can be booked using a valid ticket PNR at either the source or destination station. Bookings are available in flexible slots of 4, 8, 12, or 24 hours (up to 48 hours at a stretch), making them a practical alternative to hotels with rigid check-in/out rules. They’re economical, safe, and highly convenient for passengers in transit.

On a recent trip to Uttar Pradesh, I booked two retiring rooms at Prayagraj Junction for 36 hours. The booking process was straightforward online, but at the station, the counter staff couldn’t validate it with just the PNR. Thankfully, I had the RR number from the SMS confirmation, which helped. The staff wrote the booking details on paper for the caretaker, and we finally got access to our rooms.

The rooms were well equipped – refrigerator, fan, AC, almirah, writing table, cushioned chairs, coat stand, and bed. However, the real problem lies in cleanliness and maintenance.

• Bathroom design flaws: Water doesn't quickly flow toward drain; spilling into the room if not checked.
• Poor upkeep: Tiled floors and walls were discolored, showing absence of periodic maintenance.
• Bedsheets and mattresses: The provided sheets were faded, stained, and clearly beyond their usable life. Only after insisting did the caretaker replace them, but even the new set was worn out.

Clean bathrooms and hygienic bedding are basic expectations, especially in facilities meant for passengers arriving after long train journeys.

 

Broader Cleanliness Issues in Railways

The cleanliness issue is not limited to retiring rooms. Trains themselves often suffer from poor maintenance. On one Delhi–Amritsar trip, I encountered a bogie with a floor littered with food waste and four toilets in such a state that three were unusable. Overflowing, unhygienic toilets are not just unpleasant – they can lead to health issues, particularly for women who risk urinary tract infections.

Here the problem is not just with railways, but with passengers as well. Very often, passengers leave train toilets messy, spill food on floors, or misuse the facilities without a second thought. If users respected these spaces the way they would in their own homes, then the experience for everyone would improve drastically. 

Why Retiring Rooms Matters

Despite the shortcomings, retiring rooms remain a cost-effective, safe, and practical option, especially:

• For travelers arriving at odd hours.
• For short stays without the hassle of hotel check-in timings.
• For passengers wanting to explore the city with bookings up to 72 hours (48 hours each with incoming and outgoing PNRs).

During my stay, I met a traveler who didn’t speak Hindi and was struggling because the lockers in the rooms had no locks. The caretaker brushed him off, saying - Railways doesn’t provide locks.” Luckily, I had a spare lock to lend him. It makes one wonder – if lockers are provided, why not add a basic lock and key system, charging passengers if misplaced? Such small improvements could go a long way.

 

Final Thoughts

 

In the hospitality business, cleanliness is non-negotiable. All the amenities in the world cannot compensate for unhygienic toilets or stained bedsheets. The good news is that these are not expensive fixes – they simply require consistency and cultural change, both from passengers and the Railways.

Retiring rooms have the potential to be a blessing for travelers if maintained well. They’re safe, affordable, and convenient – all they need is better care.

Sajeev

Note: 

Not all stations have retiring rooms. Please check availability before planning your journey.

Book railway retiring rooms

PS: During my stay, I also came across another issue: the lockers in dormitory did not have locks. A fellow traveler, who didn’t speak Hindi, was trying to explain this to the caretaker, but was brushed off with the reply - Railways doesn’t provide locks. This is a serious oversight. If lockers are installed, they should come with basic locks and keys. Misplaced locks could easily be charged to passengers at checkout. It’s a small step, but one that can greatly improve both security and peace of mind for travelers. I always keep two small locks and keys while travelling in railways (very useful if you use clock room facility). I gave my spare lock to him, which he returned the next morning.