Indian Railways Thread
Re: Indian Railways Thread
This news for me is the most dispointing in the railway budget, laying this railway line is a death knell for Tigers and elephants in one of the best habitats for them in the country.
Rail Budget 2013: Revival of old proposal spells trouble for more than 2,500 elephants
Rail Budget 2013: Revival of old proposal spells trouble for more than 2,500 elephants
Re: Indian Railways Thread
This link is sorely needed. As is the link through Nilambur and the Honavar link to Konkan rail. There must be a way to do this without disturbing the Elephants. Maybe put the tracks in tunnels in the most sensitive areas. If we don't do rail the existing roads will get overwhelmed with passenger traffic which is not good either.Aditya_V wrote:This news for me is the most dispointing in the railway budget, laying this railway line is a death knell for Tigers and elephants in one of the best habitats for them in the country.
Rail Budget 2013: Revival of old proposal spells trouble for more than 2,500 elephants
Re: Indian Railways Thread
Maybe one can pitch for tourism as well, here is an example of a 55km long elevated expressway if budget permits,
http://en.wikipedia.org/wiki/Bang_Na_Expressway
http://en.wikipedia.org/wiki/Bang_Na_Expressway
Re: Indian Railways Thread
The railway line through Nilambur would pretty much mess up forests in Nilambur and the Bandipur National Park area. At least in Kerala the trend I am seeing is that people are becoming so selfish that the clamour for this railway line is mainly because land acquisition etc. is not a problem. The forest and the elephants can just go to another world, the Mallus just want a railway line. The same intellectual Mallu is not very keen on extending the Guruvayur line to Tirur, because 22 of HIS houses would get destroyed in the process.Theo_Fidel wrote:As is the link through Nilambur....
The night traffic ban on Bandipur reserve forest mainly because the heavy vehicle drivers (ferrying people and goods to Kerala) had scant respect for any animal. There was one route which was still open, and here again a truck driver did not have any hesitation in hitting a baby elephant and then speeding on. The idiot was caught at the other side (Karnataka) of the border, and night traffic was banned out there too.
For Nilambur line the best way to deal with it is, is to club the Guruvayur line to Tirur along with the building of the Nilambur Road-Nanjangud line. The "intellectual Mallu brigade" would start another round of intellectual discussions (because his homes are at stake) and the decision may come after 10-15 years.
PS: The railway line to Guruvayur remains unutised most of the time. Railways had a plan to extend the line to Tirur, which would help in sending more trains towards Mangalore side, byepassing the busy Shornur Jn.
Re: Indian Railways Thread
There is no real special need for the Satyamangalam- Chamrajnagar Railway line.Let at least save the last bit of proper forest in this country. Either elevate the existing road links or dig lots of tunnels under the existing road for wildlife to cross. This tretch of forest is too important.
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Re: Indian Railways Thread
Wildlife will cross at grade level. So humans have to go underground or high above ground. elevated railway lines for elephant corridors.
Sachin, it is hyporcritcal to rally against only intellectual Mallus, if you would not be willing to give up your house and land for the greater good. Have you or will you ? Or such protests were not seen in Bengaluru, kerala either with metro and road widening. Heck, the military is sitting on prime land in the city of Bengaluru and will not give up. Why should the military be sitting in the middle of a city, unless it is a special location like in the case of Willingdon Island in Kochi for the Navy, where it makes sense.
Sachin, it is hyporcritcal to rally against only intellectual Mallus, if you would not be willing to give up your house and land for the greater good. Have you or will you ? Or such protests were not seen in Bengaluru, kerala either with metro and road widening. Heck, the military is sitting on prime land in the city of Bengaluru and will not give up. Why should the military be sitting in the middle of a city, unless it is a special location like in the case of Willingdon Island in Kochi for the Navy, where it makes sense.
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Re: Indian Railways Thread
^+1.
Elevated Railway/Road lines in Forest Areas should be considered. We are looking at a max 50-100KM stretches who cannot cost more than say 1000-3000 Crore for a stretch at the most. Perhaps they should do it under NREGA program in a structured manner (equipment, training, employment, maintenance etc.,) for the tribals.
On the military front, it is an interesting equation.
For example, the Secunderabad cantonment could have supported another Hyd size city (roughly 16 square miles (13000 ACRES) in area known as the Cantonment of Secunderabad). But the govts preferred to acquire and develop similar size area (Hi-tech city, ORR, Shamshabad etc.,) than changing the location of the cantonment.
In an ideal world, the cantonment could have been a green zone in the middle of the city helping the environment. But this area is highly occupied by people in power. Not much greenery (of course it is more than in other places), no lakes (imagine harvesting a minimum of 13000 acre feet of water into a 1sq km = 250 acres lake) or any other green project.
Elevated Railway/Road lines in Forest Areas should be considered. We are looking at a max 50-100KM stretches who cannot cost more than say 1000-3000 Crore for a stretch at the most. Perhaps they should do it under NREGA program in a structured manner (equipment, training, employment, maintenance etc.,) for the tribals.
On the military front, it is an interesting equation.
For example, the Secunderabad cantonment could have supported another Hyd size city (roughly 16 square miles (13000 ACRES) in area known as the Cantonment of Secunderabad). But the govts preferred to acquire and develop similar size area (Hi-tech city, ORR, Shamshabad etc.,) than changing the location of the cantonment.
In an ideal world, the cantonment could have been a green zone in the middle of the city helping the environment. But this area is highly occupied by people in power. Not much greenery (of course it is more than in other places), no lakes (imagine harvesting a minimum of 13000 acre feet of water into a 1sq km = 250 acres lake) or any other green project.
Re: Indian Railways Thread
The Indian Railways had done all it could do to get one line which would be of immense use for them. That is the Guruvayur-Tirur line. Atleast three surveys were done. And it was at last they came with an alingment in which only 22 houses would be effected. No, even that was not acceptable. But yes, the railways should bend over backwards, ecology should be damned and a railway line through Bandipur forest should be built. Why? Intellectual Mallu feels that it would be worth the efforts, and perhaps railways *may* also benefit. I find this no different from the Kashmiri crowd, who wants every thing under the sun & moon but have no plans to give any thing back.Bade wrote:Sachin, it is hyporcritcal to rally against only intellectual Mallus, if you would not be willing to give up your house and land for the greater good.
IR should focus on getting a win-win deal. If elevated tracks have to be built in forest land, then similar stuff can be done over the 22 houses as well. And let the state govt. also take up some share of the cost. Karnataka Govt. has been whining that even when the state agrees to bear a good size of the cost, the railways do not give them any extra benefits. So why any thing extra for the intellectuals in 100% literate state?
Re: Indian Railways Thread
Any idea why the Honaourable Rail ministry can't do this.
Something is fishy, looks some big fish are eyeing some mining rights in the forest want to remove the protected wildlife corridor status. I think under the pretext of Railway feasibility the rock contents will be tested
Locals protest rail line through forest, suggest alternative route
Something is fishy, looks some big fish are eyeing some mining rights in the forest want to remove the protected wildlife corridor status. I think under the pretext of Railway feasibility the rock contents will be tested
Locals protest rail line through forest, suggest alternative route
"It would be a sheer waste of public money to invest in a project that hinders conservation. Why can't the railway ministry initiate an alternative route that links Sathyamangalam with Erode and Mettuppalayam," asks P L Sundaram, MLA.
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Re: Indian Railways Thread
Sachin, if you think building rail tracks over houses is same as over forest land, there is nothing much to argue with you. You are taken over by your hate of intellectuals. Cant expect better arguments from you but more bile.
Try doing the same in Bangalore, Kerala for long distance lines and report the resistance if you are honest.
Try doing the same in Bangalore, Kerala for long distance lines and report the resistance if you are honest.
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Re: Indian Railways Thread
Double decker, yet very little space
By March end, most people travelling to Chennai will likely be queuing up to travel in the new AC double-decker train, but a ride on the train might make a traveller wonder if it’s worth the trouble.
After an inspection of the seats on the train, it was apparent during a trial run for journalists here, that the coaches had little room for travellers with bigger waistline. The upper and lower decks of the train have two and three seats in a row. However, the width of the double-decker coach is lesser than a conventional coach.
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Sitting becomes difficult for a person weighing around 75 kg. At 85 kg, it becomes impossible, something which led a surprised Railway official to comment: “These seats look like they are made for children. A person might have to end up booking two seats to be seated comfortably.”
Getting up from the seat and negotiating your way back into the seat is also tricky, as a tall person is likely to get a hard bump, if the passenger is not careful. This is because the ceiling and the AC vents are placed low. The coaches are also equipped with toilets which are called the controlled discharge toilet system. On this train, it means that water and waste will be stored until the train reaches a speed of 30 km/hour and then discharged into the open.
Incidentally, Railway officials expressed their surprise at the installation of this system, which has been steadily discouraged in the manufacturing of new coaches by the Railways itself. “I do not know why they have built this system. We are supporting the use of eco toilets, where the waste stored in a container is dissolved by an enzyme.
The use of controlled discharge toilets is being discouraged everywhere. Already more than 2,000 coaches have been equipped with the eco system,” Divisional Railway Manager Anil K Agarwal said.
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Re: Indian Railways Thread
I have used the double-decker coaches couple of decades back. It is not as bad as made out in the above article (unless the said person has traveled only in Shatabdis). For an aam-aadmi a cheap AC train for shortish journeys, it is perfectly usable.
Double decker train has been running on Surat-Mumbai route (4-5 hours) for many decades. Recently Ahmedabad-Mumbai double decker was introduced which is a hit (you get a reserved seat at short notice) and travel in ok condition (not luxury).
Due to lower floor level, these bogies are easier to enter/exit.
Double decker train has been running on Surat-Mumbai route (4-5 hours) for many decades. Recently Ahmedabad-Mumbai double decker was introduced which is a hit (you get a reserved seat at short notice) and travel in ok condition (not luxury).
Due to lower floor level, these bogies are easier to enter/exit.
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Re: Indian Railways Thread
Same experiece as Prahaar.
Several decades back (80's) we used to travel from Devlali (near Nasik) to Bombay in double decker train. The lower level windows at platform level were a bit unnerving, but it was not uncomfortable. That also reminds me of the fun of sitting in the front row on the upper level of the double decker buses in Bombay & Calcutta (not sure if other places had them).
Several decades back (80's) we used to travel from Devlali (near Nasik) to Bombay in double decker train. The lower level windows at platform level were a bit unnerving, but it was not uncomfortable. That also reminds me of the fun of sitting in the front row on the upper level of the double decker buses in Bombay & Calcutta (not sure if other places had them).
Re: Indian Railways Thread
But were'nt the old double decker coaches non-A/C and with openable windows? I remember reading it some where (IRFCA??) that one big problem with such coaches was dust and waste particles getting sucked into the coaches. The lower level windows were really close to the platforms. Now with A/C coaches this would also get minimised.schowdhuri wrote:The lower level windows at platform level were a bit unnerving, but it was not uncomfortable.
My first ride on the double decker was at Thiruvananthapuram. The city had around two such buses going on very specific routes. Even during the late 1980s these buses were more or less historic pieces running on historic routes. The next experience was in Mumbai. Where I had lots of chances to sit in the upper deck, first row-window seat was only in Londonistan .That also reminds me of the fun of sitting in the front row on the upper level of the double decker buses in Bombay & Calcutta (not sure if other places had them).
Re: Indian Railways Thread
Bade, we are talking about 22 Houses, much more is being moved for Bengaluru Metro or Chennai Metro. What Sachin says has a point. In Kerala things have reached an extreme stage.Bade wrote:Sachin, if you think building rail tracks over houses is same as over forest land, there is nothing much to argue with you. You are taken over by your hate of intellectuals. Cant expect better arguments from you but more bile.
Try doing the same in Bangalore, Kerala for long distance lines and report the resistance if you are honest.
Re: Indian Railways Thread
All along the BIAL airport road in Bangalore, Kerala, one can see evidence of demolished houses to widen the road. The point is not resistance but the greatest good for the greatest number.Bade wrote:Sachin, if you think building rail tracks over houses is same as over forest land, there is nothing much to argue with you. You are taken over by your hate of intellectuals. Cant expect better arguments from you but more bile.
Try doing the same in Bangalore, Kerala for long distance lines and report the resistance if you are honest.
Re: Indian Railways Thread
The brand new coach of the double decker train [Chennai-Bengaluru] is already the target of stoning by vandals. Photo: K. Bhagya Prakash - The Hindu
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Re: Indian Railways Thread
This was early to mid 80's. It was only a year later that I saw an a/c sleeper coach for the first time (a/c chair car was on on the to/from Delhi route, don't know if other routes even had them), that too not on the Devlali/Mumbai line - one needed to go to Manmad for that. Close to platform is right - that is why I said it was unnerving. Getting into a coach and stepping down instead of up feels wierd. By the time one got a bit used to it, one would reach Mumbai. It was Panchwati Express if I remember correctly.Sachin wrote:But were'nt the old double decker coaches non-A/C and with openable windows? I remember reading it some where (IRFCA??) that one big problem with such coaches was dust and waste particles getting sucked into the coaches. The lower level windows were really close to the platforms. Now with A/C coaches this would also get minimised.schowdhuri wrote:The lower level windows at platform level were a bit unnerving, but it was not uncomfortable.
Re: Indian Railways Thread
I would not give Chennai as an example just yet. Take a look at what is happening with the MRTS. About 30 houses stand in the way of the last link. And fight has been going on for about a decade now. Of course the authorities botched it including shifting the lines repeatedly. During the Chennai metro a government agency researching chicken in Nandanam went on strike for a while. Another college almost had a riot and brought construction to a halt for quite a while.
Re: Indian Railways Thread
If LA and demolitions for infrastructure are a big issue then WB will be the leader. In Kolkata you cannot even remove a hawker occupying pavements irrespective of whether dada or didi is in power. Judging from SSC, Tvm and Kochi seem to be doing a fine job with the road improvement projects through LA and demolitions.
Re: Indian Railways Thread
well, they can go underground keeping the flora and fauna alive on the surface. willing to invest? environmental issues must be respected, especially in tropical regions of the world.
re: aditya_v post
re: aditya_v post
Re: Indian Railways Thread
deleted
posted in roads thread
thanks , it was an oversight.
posted in roads thread
thanks , it was an oversight.
Last edited by chaanakya on 04 Mar 2013 14:28, edited 2 times in total.
Re: Indian Railways Thread
Wrong thread chaanakya ji...
Re: Indian Railways Thread
Hmm.. intellectuals of the 100% literate state is not going to be pleased...
Thalassery-Mysore rail line impractical :Railway
Thalassery-Mysore rail line impractical :Railway
Kochi: Railway has informed that the construction of railway line through westerns ghats from Thalassery to Mysore will cause high cost and so is impractical.
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Re: Indian Railways Thread
BHEL and Indian Railways inks MoU
Economic times reported that Bharat Heavy Electricals Limited and Indian Railways have signed a Memorandum of Understanding for setting up a greenfield Mainline Electric Multiple Unit coach factory at Bhilwara in Rajasthan to cater to the growing demand for more local and suburban trains.
The MoU was signed in the presence of Mr Praful Patel, Hon’ble Union Minister of Heavy Industries and Public Enterprises, Government of India and Mr Pawan Kumar Bansal, Hon’ble Union Minister of Railways and other dignitaries. Mr B.P Rao CMD of BHEL and Mr Kul Bhushan member electrical of Railway Board signed the MoU.
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Re: Indian Railways Thread
No solution to fog delaying trains in winter
The railways continues to have no answer to fog, with as many as 16,830 trains getting affected in three peak winter months this season. Though the railways maintains that it does not quantify losses due to delay and cancellation of trains due to fog, an independent study claims the losses to the tune of over `1,00,0000 crore in the last three years.
The railways has informed Parliament in a written answer, that over 16,830 trains were delayed in the three months from December 2012 to February 2013. A total of 26 trains were also cancelled due to fog in the three months period. The North Central zone of the railways was the worst affected, with as many as 5835 trains getting delayed along with cancellation of two trains. The Northern railways under which the Delhi zone comes was another worst affected zone by the fog, as a total of 5263 trains were delayed and 17 cancelled.
However, the railways did not quantify the losses due to the fog related delays and cancellation of trains. “The data of financial loss due to late running of trains or their cancellation is not maintained train wise or zone wise,” the railways has stated in its answer.
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Re: Indian Railways Thread
SIMRAN to save lives of railway gangmen
LUCKNOW: Every year about 400 gangmen are run over by trains while working on the rail tracks. To check these deaths, railways will use Satellite Imaging for Rail Navigation (SIMRAN). This train tracking technology has been developed by IIT-Kanpur and Research Design and Standards Organisation (RDSO).
Meanwhile, IIT-Kanpur will hand over the final report on the Gangmen Warning System (GWS) to the Railway Board on March 10. Developed at a cost of Rs 30 lakh, GWS would alert a gangman about an approaching train from a distance of 2,000 metres. The gangman will have to walk with a device which will warn him against the approaching train. "GWS is a byproduct of SIMRAN which works on GSM technology," said BM Shukla, principal software engineer, CSE department, IIT-Kanpur. While Indian Railways discontinued working with IIT-K on train tracking system, one of the most important uses of SIMRAN technology, the institute is working on two of the other byproducts of SIMRAN -- GWS and the Unmanned Level Crossing Gates Warning System (ULCGWS).
IIT-Kanpur has completed trials for GWS and only a final trial in front of RDSO is awaited, said Shukla. On ULCGWS too, the institute has made headway. It's the final report which is awaited from ULCGWS. In this, a device would be installed at level crossings, both manned and unmanned, to alert road-users about the approaching train. The signal would change colour when the train is 2,000 metres from the crossing and a hooter would blow when the train is 700 metres away from the level crossing. Once the train has crossed, signal would change colour from red to yellow. "The alarm system would be on till the last train on the track has crossed," said Shukla.
The accidents at unmanned level crossings are rampant in railways. There have been several instances where vehicles hit the boom barriers and disrupted movement of trains. The warning system at level crossings will keep a check on such incidents. SIMRAN tracks trains through GPS, GSM and/or RF tags. The technology has been developed jointly by RDSO and IIT-K. "We completed the project in 2009 and handed it over to the Railway Board," said executive director, administration, RDSO, AK Mathur. SIMRAN has been developed using about Rs 350 crore between 2004 and 2009.
In one of the most passenger-friendly moves, railway ministry opened the first phase of Real Train Information System (RTIS) to people for accurate train tracking, using SIMRAN, in 2011. IIT-Kanpur, which played the major role in research stage, has been kept away in the deployment stage of the project. In October last year, Railway Board discontinued the role of IIT-Kanpur in train tracking system.
"We had asked for Rs 5 crore for deployment of SIMRAN in trains all over the railways but the day we were called to sign the MoU, we were told that our involvement is no longer needed in the project," said sources in IIT-Kanpur. The institute was working on the project in 36 trains. But, after railways' decision, IIT-Kanpur closed down the website giving real time information to the passengers using SIMRAN. The institute, since it had the experience of operating the technology, could have helped in deployment, but now it's the Indian Railway Project Management Unit (IRPMU) which is deploying RTIS in all the trains. "We have real time train enquiry which is similar to SIMRAN," said Anil K Saxena, additional DG, PR, Railway Board.
Info:
* SIMRAN was one of the 12 projects under the Technology Mission for Railway Safety (TMRS)
* It helps in locating trains through GPS, GSM and/or RF tags without any manual interference
* It has three byproducts: Wireless Coach Display System (WCDS), Gangmen Warning System (GWS) and Unmanned Level Crossing Gates Warning System (ULCGWS)
Re: Indian Railways Thread
http://in.finance.yahoo.com/news/rail-e ... 46239.htmlThe IRCTC website is one of the largest e-commerce site globally with a sale of around 4.5 lakh e-tickets per day out of nearly 12 lakh tickets booked with Indian Railways.
Officials said they had petitioned to the railways to shift the service tax burden as the number of e-ticket buyers would go up substantially with Indian Railways planning to put in place the next-generation e-ticketing system by the end of this year.
The new system will be able to support 7,200 tickets per minute against 2,000 tickets per minute now. It will cater to 1,20,000 users simultaneously compared with the present capacity of 40,000 users.
Rail minister Pawan Kumar Bansal in his budget speech had said, "This will bring about a paradigm shift in Internet rail ticketing by significantly improving the end user experience with respect to ease of use, response time and capacity."
Re: Indian Railways Thread
Intellectuals of the 100% literate state can sigh in relief. The joint action by MPs have given a better deal to Kerala. Looks like the Railway Minister had anticipated this, and then just took the offer out of the hat .
Manorama Report
* A couple of MEMUs in South Kerala
* A new Bangalore->Mangalore express to be routed via Salem & Palakkad
* More offers on completing surveys etc.
Manorama Report
* A couple of MEMUs in South Kerala
* A new Bangalore->Mangalore express to be routed via Salem & Palakkad
* More offers on completing surveys etc.
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Re: Indian Railways Thread
WTFSachin wrote:* A new Bangalore->Mangalore express to be routed via Salem & Palakkad
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Re: PRC Economy - New Reflections : Dec 15 2011
The problem with HSR is the following
1) Ecological and physical displacement. HSR lines have to be straight. For all practical purposes ram-rod straight. This pushes the cost of construction up. There is a term for this, right-of-way. Basically when one is building a HSR, the HSR requires the first right-of-way.
2) HSR tracks are basically no go areas. So they have to be fenced off with high concrete barriers or spiked iron wires. In both the cases this increases the cost of construction and maintenance.
3) HSR tracks cannot be used by freight. The problem is that running a freight train at 250 kmph is a disaster waiting to happen. In addition the energy/electricity cost to accelerate a fully loaded 60-100 wagon train to 250 kmph is just too high. So HSR tracks have to break even with only passenger traffic. That itself is financial difficult.
4) There is too much wear and tear on the HSR rolling stock. That is one of the reasons why Maglev is considered ideal for HSR.
I am not saying that HSR is not feasible. If there are countries with population density, which can make HSR economically viable or allow HSR to truly break-even then it is the Indian subcontinent and China. But the problem is that we require a per-capita income of certain european countries or japan to make it work. We are far from there. We are still poor in relation with other countries. So alteast we should not be making the mistake which PRC is making. But there are people even in India who are using PRC's development of HSR as an excuse to build a HSR in India. First let us augment the capacity of current IR tracks then think about building a HSR corridor. Instead of spending money on HSR let us build dedicated high speed freight corridors connecting Bombay-Calcutta and Chennai-Calcutta.
1) Ecological and physical displacement. HSR lines have to be straight. For all practical purposes ram-rod straight. This pushes the cost of construction up. There is a term for this, right-of-way. Basically when one is building a HSR, the HSR requires the first right-of-way.
2) HSR tracks are basically no go areas. So they have to be fenced off with high concrete barriers or spiked iron wires. In both the cases this increases the cost of construction and maintenance.
3) HSR tracks cannot be used by freight. The problem is that running a freight train at 250 kmph is a disaster waiting to happen. In addition the energy/electricity cost to accelerate a fully loaded 60-100 wagon train to 250 kmph is just too high. So HSR tracks have to break even with only passenger traffic. That itself is financial difficult.
4) There is too much wear and tear on the HSR rolling stock. That is one of the reasons why Maglev is considered ideal for HSR.
I am not saying that HSR is not feasible. If there are countries with population density, which can make HSR economically viable or allow HSR to truly break-even then it is the Indian subcontinent and China. But the problem is that we require a per-capita income of certain european countries or japan to make it work. We are far from there. We are still poor in relation with other countries. So alteast we should not be making the mistake which PRC is making. But there are people even in India who are using PRC's development of HSR as an excuse to build a HSR in India. First let us augment the capacity of current IR tracks then think about building a HSR corridor. Instead of spending money on HSR let us build dedicated high speed freight corridors connecting Bombay-Calcutta and Chennai-Calcutta.
Re: Indian Railways Thread
^^^^^
+1 to both posts above.
Also to be mentioned another complication with HSR is the need to maintain gradient. IIRC the vertical radius limits are quite stiff depending on the loco output required.
Our passenger lines already run through most cities. We need to get the average speeds up.
BTW HSR can be used by freight, it is bulk freight that will face problems. Bulk fright is majority of freight these days but there is significant other freight category that could be captured.
But even this would need massive investment, something on the order of $200+ billion over 20-30 years. Just upgrading a station complex like MAS will cost in the Rs 50+ Billion range(5000+ crore).
One little note- Our railway lines should all be fenced of and access controlled any way. People have no business walking on the right of way.
+1 to both posts above.
Also to be mentioned another complication with HSR is the need to maintain gradient. IIRC the vertical radius limits are quite stiff depending on the loco output required.
Our passenger lines already run through most cities. We need to get the average speeds up.
BTW HSR can be used by freight, it is bulk freight that will face problems. Bulk fright is majority of freight these days but there is significant other freight category that could be captured.
But even this would need massive investment, something on the order of $200+ billion over 20-30 years. Just upgrading a station complex like MAS will cost in the Rs 50+ Billion range(5000+ crore).
One little note- Our railway lines should all be fenced of and access controlled any way. People have no business walking on the right of way.
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Re: Indian Railways Thread
Track doubling is sorely needed in many parts of the country. The tracks are saturated, and many trains need to wait for a long time at stations, with freight trains being the worst affected. Doubling is much cheaper than HSR, and will add efficiencies to the system
Re: Indian Railways Thread
Hsr huge capex and money making opportunities will find strong play among the political class. Thats the only reason they push it
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Re: Indian Railways Thread
^^^^^
+1
HSR makes sense when the sheer volume of traffic between destinations is too much to cater for by airlines.
The volume of traffic between, say, Mumbai and Delhi is very high. However, the caveat here is that the paying capacity of the majority of these passengers are low, below the threshold which would make sense to have bullet trains. The only folks travelling between, again Mumbai and Delhi, regularly via first class would be potential customers for a HSR network. Their volume would not justify a dedicated HSR network.
I think getting a high speed freight corridor up and running and upgrading existing rail infra and coaches to allow faster trains (in the region of 160-180 km) would be better utilisation of money. However, what do abduls like me know? Some neta fatcat is going to take the call on this.
We may have to end up subsidising travel on HSR to not only keep the ridership viable but also for various "social concerns" that always crop up around election time.
+1
HSR makes sense when the sheer volume of traffic between destinations is too much to cater for by airlines.
The volume of traffic between, say, Mumbai and Delhi is very high. However, the caveat here is that the paying capacity of the majority of these passengers are low, below the threshold which would make sense to have bullet trains. The only folks travelling between, again Mumbai and Delhi, regularly via first class would be potential customers for a HSR network. Their volume would not justify a dedicated HSR network.
I think getting a high speed freight corridor up and running and upgrading existing rail infra and coaches to allow faster trains (in the region of 160-180 km) would be better utilisation of money. However, what do abduls like me know? Some neta fatcat is going to take the call on this.
We may have to end up subsidising travel on HSR to not only keep the ridership viable but also for various "social concerns" that always crop up around election time.
Re: Indian Railways Thread
Hmmm! BRF appears to agree on something. I think it is time to go to the door and look for the long sought after mayan apocalypse...
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Re: Indian Railways Thread
The current problem with IR is that majority of our tracks are single laned, as putnanja, pointed out. We need to double these tracks and make them capable of carrying double/triple stacked container wagons. What double/triple wagons do is instantly boost the capacity of railways to carry 100%/150% more freight without the need to increase the amount of tracks. Also what we need is to increase the average speed of freight trains. This will have a positive spill over effect on the passenger sector too as we will be able to decrease the journey times of various passenger trains.
The beauty of broad guage, which India uses, is that allows more loading onto the tracks as compared to standard guage. To successfully run a double and triple stacked container trains on standard guage, the center of gravity has to be lowered, hence standard flat cars cannot be used to transport containers. But in case of Broad guage this is not the case. Also standard guage cannot carry double stacked containers on flat bed wagons during monsoons or windy conditions. Broad guage can. There is a reason that our trains still run in our monsoons.
Also a broad guage trains can carry more passengers as compared to standard guage for the same amount of passenger cars. To see this in real life, in Delhi Metro travel on the Yellow or Blue line, then travel on the violet line. Do this on peak traffic time, say between 6:00-7:00 PM or 8:30-9:30 AM.
The beauty of broad guage, which India uses, is that allows more loading onto the tracks as compared to standard guage. To successfully run a double and triple stacked container trains on standard guage, the center of gravity has to be lowered, hence standard flat cars cannot be used to transport containers. But in case of Broad guage this is not the case. Also standard guage cannot carry double stacked containers on flat bed wagons during monsoons or windy conditions. Broad guage can. There is a reason that our trains still run in our monsoons.
Also a broad guage trains can carry more passengers as compared to standard guage for the same amount of passenger cars. To see this in real life, in Delhi Metro travel on the Yellow or Blue line, then travel on the violet line. Do this on peak traffic time, say between 6:00-7:00 PM or 8:30-9:30 AM.
Re: Indian Railways Thread
How are you going to do that on existing trunk lines which are mostly doubled.Christopher Sidor wrote:Also what we need is to increase the average speed of freight trains.
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Re: Indian Railways Thread
Theo_Fidel wrote:Hmmm! BRF appears to agree on something. I think it is time to go to the door and look for the long sought after mayan apocalypse...
BRF agrees to another thing. And that is we are Argumentative Indians onlee!
Re: Indian Railways Thread
Wouldn't you need to increase the load bearing capacity of the tracks, sleepers, bridges etc. when you have double/triple stacked container wagons? Also, you'd have to rebuild tunnels and truss bridges to accommodate the new taller wagons.Christopher Sidor wrote:The current problem with IR is that majority of our tracks are single laned, as putnanja, pointed out. We need to double these tracks and make them capable of carrying double/triple stacked container wagons. What double/triple wagons do is instantly boost the capacity of railways to carry 100%/150% more freight without the need to increase the amount of tracks.