Indian Railways Thread

Rahul M · Post by **Rahul M** » 11 Sep 2009 19:43

why not simply sell off stakes of the existing loco plants to pvt players ?
how many govt owned loco plants are there in all ? do they think there will be enough orders for all of them and the new PPP ones ?

kmkraoind · Post by **kmkraoind** » 11 Sep 2009 21:09

Rahul M wrote:why not simply sell off stakes of the existing loco plants to pvt players ?
how many govt owned loco plants are there in all ? do they think there will be enough orders for all of them and the new PPP ones ?

Its called semi-privatization. If Mamata Benarjee decides to privatize any of existing plants, there will be a huge cry from communists, which she wants to wipe out from Bengal. By going through PPP model, she will create some sort of competition between PPP-based units versus govt-based units, ultimately in this game with better management capabilities PPP-based units will won more contracts.

Once CPM has been finished in Bengal, down the lane Govt will close or privatize all govt-based units and move all the employees to regular railways. This way she is cleverly delivering.

Vipul · Post by **Vipul** » 11 Sep 2009 23:23

BEML delivers India's 1st standard gauge metro car.

BANGALORE: Bharat Earth Movers Limited on Friday achieved a milestone with the manufacture and delivery of India's first standard gauge metro car
and the nation's first aluminium 80-tonne wagon.

The Broad Gauge Metro train is a four car formation, comprising two driving trailer cars and two motor cars with a capacity to carry 1,506 passengers.

The air-conditioned cars have been designed and manufactured to meet global standards with regard to passenger comfort and safety, are corrosion resistant and have an aesthetic exterior with a stainless steel car body and fire retardant GFRP interior panels, BEML said.

The cars have electrically automated passenger doors to ensure passenger safety.

BEML has bagged a Bangalore Metro Rail Corporation Limited (BMRCL) order worth Rs 1,672.5 crore for the supply of 150 metro cars. The first set is expected to be delivered by October 2010 for test purposes.

The aluminium wagon of 80 tonne capacity with bottom discharge are durable, capable of carrying larger loads and require less maintenance.

Chief Minister B S Yeddyurappa symbolically handed over the Metro Car to the Delhi Metro Rail Corporation Limited (DMRC) Managing Director E Sreedharan at a function here. The 80 ton aluminium wagon was handed over by the Minister of State for Railways K H Muniyappa to NALCO CMD C R Pradhan.

Sriman · Post by **Sriman** » 11 Sep 2009 23:36

Is Delhi Metro Phase II on standard gauge?

Vipul · Post by **Vipul** » 12 Sep 2009 05:41

As is the Airport connector being bulit by ADAG.

Sridhar · Post by **Sridhar** » 12 Sep 2009 07:16

Other than extensions of existing lines, all new metro lines currently being built (or being planned) in India are on standard gauge.

Muppalla · Post by **Muppalla** » 12 Sep 2009 07:45

Is Standard gauge different from metre gauge? Why did they bring this standard guage when there were plans in 1990 to have a uniform guage in entire India?

Gagan · Post by **Gagan** » 12 Sep 2009 09:45

Indian railways gauging system

Gagan · Post by **Gagan** » 12 Sep 2009 09:51

The problem for DMRC (Delhi Metro Rail Corporation) was that the railcars were made in standard gauge at the company where they were built and imported from. Changing the gauge meant an expensive re-engineering and re-design in parts of the wheel assembly, drive, shock absorbing system.

This is why this shift to standard gauge.

Muppalla · Post by **Muppalla** » 12 Sep 2009 09:54

Other tahn DMRC, where else Standard guage is being proposed and built? Are all Metros going to be SG?

Verma · Post by **Verma** » 12 Sep 2009 10:07

British colonists choosed the widest rail gauge for India, they wanted to build Indian Raiway as the best railway network in the World. But the fact is that Indian Railway is the worst raiway network in the World.

In Europe and China, trains are light and fast, axle load is 22 tons in Europe and 23 or 25 tons in China, passenger trains are running at the speed of 160~230km/h in conventional lines, goods trains are running at the speed of 120km/h.
In America, trains are heavy and slow, axle load is 32 tons, making rail condition very poor, trains speed is 30~80km/h normally.

India Raiway make their train lighter than Europe and slower than America.

KarthikSan · Post by **KarthikSan** » 12 Sep 2009 10:10

^^^Yes . China is TFTA, taller than mountain etc. But they also don't brush their teeth and $hit in a bucket. So what?

Verma · Post by **Verma** » 12 Sep 2009 10:14

Deleted. Next attempt at trolling gets you a warning.

Sriman · Post by **Sriman** » 13 Sep 2009 10:46

Muppalla wrote:Other tahn DMRC, where else Standard guage is being proposed and built? Are all Metros going to be SG?

Bangalore,Mumbai and Hyderabad metro are all on Standard Gauge. DMRC phase I was on broad gauge.

Rahul M · Post by **Rahul M** » 13 Sep 2009 11:00

same with kolkata metro old NS was BG, new EW will be SG.

http://timesofindia.indiatimes.com/arti ... 832057.cms

According to sources, the Kolkata Metro Railway Corporation adopted plans submitted by the Delhi Railway Metro Corporation (DMRC). The latter insisted on standard gauge for Kolkata though a large part of its own network runs on broad gauge. Only three stretches in Phase-II of the Delhi Metro Inderlok-Mundka, Central Secretariat-Badarpur and the Airport Express Line are standard gauge. The first standard gauge rake for DMRC arrived from South Korea only this May.

SSridhar · Post by **SSridhar** » 22 Sep 2009 17:44

Riding Rough: Slideshow on Chennai's pathetic Suburban Railway System

A Sharma · Post by **A Sharma** » 03 Oct 2009 06:34

10-Sep-2009

BHEL bags single-largest order in Transportation business for 150 Mainline Electric Locomotives

Bharat Heavy Electricals Limited (BHEL) has achieved a major landmark by securing the largest-ever contract in the transportation business segment. The order for the manufacture and supply of 150 electric locomotives has been placed on BHEL by Indian Railways.

Valued at Rs.9,900 Million, the order for 150 numbers 5000 HP 25 kV AC mainline electric locomotives (type WAG -7) is also the highest value single order received by BHEL from Indian Railways, till date. With this, Indian Railways have reposed their confidence in BHEL’s capabilities and technological excellence.

BHEL is already executing an order for 50 numbers of similar rating locomotives for Indian Railways and the present order is in addition to the ongoing order. The company will manufacture and supply these locos at the rate of 50 per year from its Jhansi unit.

Significantly, these locomotives will have many firsts like ergonomically designed AC cabins for the comfort of drivers; tri-plate console for brake system resulting in compact and clean layout; state-of-the art cable management system with EPDM modules, etc.

In the area of transportation, BHEL is the leading supplier of traction equipment and electric locomotives to Indian Railways. The company is gearing up to meet the emerging demand in the transportation segment, which is expected to grow exponentially due to Indian Railways’ plans for capacity enhancements both in rolling stocks as well as Rail network

As part of this, BHEL is infusing new investments at its Jhansi plant to meet the requirement of Indian Railways for Electric Locos. The company has also geared up to supply 3 phase IGBT based propulsion electrics for locos and EMUs/DEMUs.

BHEL has been committed to the nation’s infrastructure development programme and has reaffirmed its commitment to the Indian infrastructure sector by equipping itself for the future, by way of technology, facilities and trained manpower. The company is one of the leading engineering and manufacturing organisations in the world, supplying products and systems to core sectors viz. power generation, transmission and distribution, transportation, defence and industries like metallurgical, petrochemicals, refineries, fertilisers, paper, cement, etc., besides oil exploration and production.

As a result of increased customer focus and renewed efforts for entry into new business areas, BHEL’s Industry Sector business segment recorded an all-time high order inflow of Rs.102,540 Million during the last fiscal (2008-09) – an increase of 30% over the previous year in Captive Power, Transportation, Power Transmission, Oil & Gas and other industrial segments.

manish · Post by **manish** » 03 Oct 2009 19:25

A Sharma wrote:10-Sep-2009

BHEL bags single-largest order in Transportation business for 150 Mainline Electric Locomotives

Bharat Heavy Electricals Limited (BHEL) has achieved a major landmark by securing the largest-ever contract in the transportation business segment. The order for the manufacture and supply of 150 electric locomotives has been placed on BHEL by Indian Railways.
....
SNIP
..
Significantly, these locomotives will have many firsts like ergonomically designed AC cabins for the comfort of drivers; tri-plate console for brake system resulting in compact and clean layout; state-of-the art cable management system with EPDM modules, etc.
...
SNIP
....

About darn time! I find it ridiculous that so many of us keep bleating about safety and keep forgetting that driver comfort would go a long way in aiding safety by helping them to manage the journey better and allowing them to concentrate on driving.

In fact I remember reading somewhere that on some of the earlier locos which were imported the ACs were removed in order to ensure a 'level playing field' for all train drivers. Apparently the railways was worried that having a few 'luxury' AC locos would result in everybody scrambling to get a driving slot on those coaches, so they decided to remove the ones on the new locos instead of trying to have ACs installed on old locos. Now the reasons fed to me might be bullc*ap

but the fact remains that IR had ACs removed from successive designs citing one reason or the other. May be rahulm or someone can throw more light on this.

Thank God for the new BHEL locos and sorry for the rant.

Sachin · Post by **Sachin** » 03 Oct 2009 21:21

manish wrote:I find it ridiculous that so many of us keep bleating about safety and keep forgetting that driver comfort would go a long way in aiding safety by helping them to manage the journey better and allowing them to concentrate on driving.

I don't know if these things have changed:-
1. The seating arrangement in a diesel loco is a kind of a bar-stool. No backrest, hand rests etc. The reasons given were that the drivers may sleep off if given too comfortable seatings, and the bar stool (since it does not have a back rest etc.) can be used when the loco runs both ways (short hood first, or long hood first). The idea of a revolving chair did not seem to click

.

2. The caboose of a goods guard is still not lighted up. He is to sit there in the dark, with the lantern/torch given to him (and off late a walkie talkie).

SSridhar · Post by **SSridhar** » 10 Oct 2009 14:46

Longest Rail Bridge in India, Vallarpadam, to be operational in December

The last pre-stressed concrete girder for the longest rail bridge in the country was fixed on Friday at Vaduthala near here, marking the completion of the 4.62-km-long rail bridge connecting the International Container Trans-shipment Terminal at Vallarpadam to the mainland.

Work on the 4.62-km bridge began in October 2007. About 80 per cent of it is over the backwaters.

An official release stated that the bridge is constructed over pile foundations at 133 locations. The height of the bridge is about 7.5 metres above ground after the entry and exit points, and this allows for water channel movement and road crossings under it at Mulavukad and Chittoor. The bridge has 132 spans — 33 spans of 20 metres and 99 spans of 40 metres — made of PSC girders and catering to electric traction.

A total of 231 girders, each weighing 220 tonnes, were cast at Vallarpadam, transported to the site on motorised trolleys and placed in position by the completely automatic machinery imported from China. Concrete sleepers in the latest design, modern rail fastenings and head hardened rails are being used to build the track over the bridge.

Singha · Post by **Singha** » 10 Oct 2009 15:35

the goods train guard wagon looks dated from 1857

John Snow · Post by **John Snow** » 11 Oct 2009 02:03

What happened to bozos at Chittaranjan Locomotive Works

Gagan · Post by **Gagan** » 11 Oct 2009 02:23

In the train engines, the current tech that the Indian Railways has, the driver has to constantly unbreak the engine to keep it running. There is a lever that has to be pulled at constant intervals other wise the breaks will come on and the engine will stop.
This was the traditional practice of yesteryears to prevent the driver from falling asleep at the helm.

Rahul M · Post by **Rahul M** » 11 Oct 2009 02:42

John Snow wrote:What happened to bozos at Chittaranjan Locomotive Works

the 'bozos' manufacture the electric locos for rajdhani, shatabdi express along with other types of electric locos.

incidentally, I've ridden the WAP-4 loco used in the rajdhani express.

Gagan · Post by **Gagan** » 11 Oct 2009 02:48

If I'm not mistaken these WAP-4 locos had Mitsubishi or Matsushita written on their serial number plates not too long ago. These are not present in current day engines. Perhaps the tech came from Japan.

Rishirishi · Post by **Rishirishi** » 11 Oct 2009 02:58

manish wrote:
A Sharma wrote:10-Sep-2009

BHEL bags single-largest order in Transportation business for 150 Mainline Electric Locomotives

Bharat Heavy Electricals Limited (BHEL) has achieved a major landmark by securing the largest-ever contract in the transportation business segment. The order for the manufacture and supply of 150 electric locomotives has been placed on BHEL by Indian Railways.
....
SNIP
..
Significantly, these locomotives will have many firsts like ergonomically designed AC cabins for the comfort of drivers; tri-plate console for brake system resulting in compact and clean layout; state-of-the art cable management system with EPDM modules, etc.
...
SNIP
....
About darn time! I find it ridiculous that so many of us keep bleating about safety and keep forgetting that driver comfort would go a long way in aiding safety by helping them to manage the journey better and allowing them to concentrate on driving.

In fact I remember reading somewhere that on some of the earlier locos which were imported the ACs were removed in order to ensure a 'level playing field' for all train drivers. Apparently the railways was worried that having a few 'luxury' AC locos would result in everybody scrambling to get a driving slot on those coaches, so they decided to remove the ones on the new locos instead of trying to have ACs installed on old locos. Now the reasons fed to me might be bullc*ap but the fact remains that IR had ACs removed from successive designs citing one reason or the other. May be rahulm or someone can throw more light on this.

Thank God for the new BHEL locos and sorry for the rant.

Why only the other drivers, maybe the babus at rail mantraly could not bear it.

Rahul M · Post by **Rahul M** » 11 Oct 2009 03:03

btw, are you sure you saw mitsubishi on the WAP4 and not on the more prevalent WAM series ?
http://www.irfca.org/faq/faq-loco2e.html
look up the WAP4 here.
http://en.wikipedia.org/wiki/Indian_loc ... c_traction

Passenger locomotives

* WAP 1 (Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi Rajdhani Express. A very successful class. 3900 hp)
* WAP 2 (Not in use)
* WAP 3 (Not in use)
* WAP 4 (Upgraded from WAP 1 for higher loads by Chittaranjan locomotive works in 1994. One of the most successful locomotives in India. Very powerful class. 5350 hp)
* WAP 5 (Imported in 1995 from Switzerland and used on premier express trains. 5450 hp)
* WAP 6 (Not in use)
* WAP 7 (Same design as WAG 9 with modified gear ratio. Highly powerful class. 6250 hp)

well, I can confirm that at least in 1994 CLW was manufacturing WAP4's from scratch.

speaking of driver comfort, the space available for the driver in the WAP4 is pitiful.

rahulm · Post by **rahulm** » 11 Oct 2009 12:35

The WAP 4 is a good indigenous effort except for the Hitachi traction motors which are highly regarded by IR over the French Alstom motors.

The WAP 4 is a work horse IR AC electric loco and its lineage is:

WAM - 1 (Imported and with Siemens motors) -> WAM 4 (Indigenous design and build but with Alstom motors) -> WAP 1 (regeared WAM4's ) -> WAP 4 (modified WAP1's but with Hitachi motors).

There are conflicting reports on the reasons for AC removal. Some say its was done to maintain parity with other loco drivers and others cite jealously from middle management who thought it insulting that motor men could have AC's but not them.

Any which way, IR could have chosen a more progressive stance and kept the AC's on the newer loco's while retrofitting older locos. There would off course be a small penalty to the tractive effort due to the compressor but I suspect it would not be material.

The caboose ergonomics and comfort are from the stone age. Its a pity. I know many guards and they accept their fate stoically with the hope that one day things will improve.

But IR has some progressive achievements in the client service area, SMS query of PNR number was revolutionary, is a god send and not available in many "developed" countries.

But then, their website interface, oh well! They should consider appointing some human interface specialists and perhaps NID could be a choice. I make a distinction between a GUI and a human interface specialist but for starters even a GUI specialist would do a better job on their website.

Rishirishi · Post by **Rishirishi** » 11 Oct 2009 16:51

rahulm wrote:The WAP 4 is a good indigenous effort except for the Hitachi traction motors which are highly regarded by IR over the French Alstom motors.

The WAP 4 is a work horse IR AC electric loco and its lineage is:

WAM - 1 (Imported and with Siemens motors) -> WAM 4 (Indigenous design and build but with Alstom motors) -> WAP 1 (regeared WAM4's ) -> WAP 4 (modified WAP1's but with Hitachi motors).

There are conflicting reports on the reasons for AC removal. Some say its was done to maintain parity with other loco drivers and others cite jealously from middle management who thought it insulting that motor men could have AC's but not them.

Any which way, IR could have chosen a more progressive stance and kept the AC's on the newer loco's while retrofitting older locos. There would off course be a small penalty to the tractive effort due to the compressor but I suspect it would not be material.

The caboose ergonomics and comfort are from the stone age. Its a pity. I know many guards and they accept their fate stoically with the hope that one day things will improve.

But IR has some progressive achievements in the client service area, SMS query of PNR number was revolutionary, is a god send and not available in many "developed" countries.

But then, their website interface, oh well! They should consider appointing some human interface specialists and perhaps NID could be a choice. I make a distinction between a GUI and a human interface specialist but for starters even a GUI specialist would do a better job on their website.

I have often wondered, what ti sthe extra cost for having AC in the entire train. Both in terms of invetment (as % of total investment) and the cost per km/hour?
How much would impact the ticket?

John Snow · Post by **John Snow** » 11 Oct 2009 19:52

http://www.bhelbpl.co.in/traction/traction_scope.htm

BHEL capabilities in Loco

http://www.clwindia.com/wap7.htm

Chittaranjan cpabilities

http://en.wikipedia.org/wiki/EMD_GT46MAC

DLW varanasi capabilities.

In case of BHEL it is forward integration (of Products)
In case of Chittarajan it is jut their product line
In case of of DLW it is lateral integration ( as they are in Diesel ELectric loco)

Its like Mazagon making Diesel boats then going into Nuke boats where are Vizag boats is like DLW making (Disel electric locos) If and when Vizag also makes DIsel electric boats.

Anyways the Bozos (context was that) lost order to BHEL, because BHEL cannabilized the Chittranjan product line (instead of being supplier of motors and controls)

HEC weighs options in electric locos

2 Jul 2009, 2218 hrs IST, Navtan Kumar, ET Bureau

Print EMail Discuss Share Save Comment Text:

RANCHI: Heavy Engineering Corporation (HEC) will approach the railway ministry to explore business opportunities in the locomotive sector.

The Ranchi-based PSU, which is already in diversification mode, is toying with the idea of tapping the vast potential of the electric locomotive sector.

HEC CMD GK Pillai said he will meet Union railway minister Mamata Banerjee soon after the budget "to explain what HEC can offer in terms of manufacturing certain equipment which are required by the sector".

"We have already formed a core team of our engineers, who are already assessing what equipment HEC can manufacture. I am seeking an appointment with the minister soon after the rail budget. By that time we will have fair idea of our potential," Mr Pillai said.

He said: "Though the railway budget will be more about fares, freight charges and passenger amenities, we certainly hope the minister will encourage local industries to support their developmental plans." Mr Pillai added the railways imports wheels and a few other parts from China and other countries, but these things can be manufactured by HEC also.

The company, he said, is exploring all options for entering into the locomotive sector. Mr Pillai said the company may go in for joint venture or some type of collaboration with other companies. "Everything will be clear once our engineering assessment exercise is over," he added.

The company, having expertise in making equipment for steel plants, is already exploring possibilities in strategic sectors like space, nuclear energy and defence. It has signed an MoU with the department of heavy industries for a sales target Rs 550 crore and a net profit target of Rs 25 crore for FY 2009-10.

The PSU has signed an MoU with BHEL for a joint venture company. It is also negotiating with NTPC for building coal and ash handling plants.

The company’s gross sales during 2008-09 was Rs 451 crore, as against last year's Rs 412 crore. Similarly, net sales were Rs 420 crore as against last year’s Rs 372 crore. HEC earned an estimated net profit of Rs 16 crore in fiscal 2008-09, the highest in its 50-year history. The fresh move is aimed at increasing turnover and also bring about consistency in business.

I wish these guys also give run for the money to Bozos in Ordinance factory Boards but then Import Lobby headed by Mr. Q is now aquitted ( yes is he is well aquainted with commissions and Omossions)

Gagan · Post by **Gagan** » 11 Oct 2009 19:54

Rahul M Saar,
I am positive I saw it on the WAP-1 or 4 engine, and I saw it in HWH several moons ago. It was a oval brass plate or a board riveted on the body. It said Mitsubishi or matushita, and got me thinking that this is a Japanese design or some components supplied by japan.

Very positive I saw this.

John Snow · Post by **John Snow** » 11 Oct 2009 20:03

The A/C not alternating Current which is on top of the driver head but air condition remember the the banks of thyrestors have to have cooling themselves (in addition to fins) the heat in the cabin is ambient + heat of the equipment, so its better ergonomics and not cost prohibhitive or resourse intensive you have a compressor already for air brakes etc...

Also the drivers in WDM2 series on WAM series have a botton not lever (in a hood so that you have to do it consciously) push to keep the rolling stock rolling else brakes automatically will apply to stop the train ( in the advent of driver sleeping).

This safety is there since the days of track circuit implementation.

Sachin · Post by **Sachin** » 11 Oct 2009 20:05

rahulm wrote:The caboose ergonomics and comfort are from the stone age. Its a pity. I know many guards and they accept their fate stoically with the hope that one day things will improve.

Also the post of a "Goods Guard" if I am not mistaken is an entry level post, and with due promotions the guards become "Passenger/Mail/Express Guards" etc. Perhaps this is still taken a tough posting given to a new recruit

. The guard's cabin in express/mail/passenger trains seems to be quite comfortable.

Rahul M · Post by **Rahul M** » 11 Oct 2009 20:15

gagan ji, that's really strange for nothing I've read about the WAP4 suggests a mitsubishi connection. it has a hitachi traction motor as rahulm says but the rest is desi made.

do have a look at the genesis of the locos at http://www.irfca.org/faq/faq-loco2e.html

but then who can tell about the shadowy IR !

Gagan · Post by **Gagan** » 11 Oct 2009 21:46

Rahul-ji
I might be mistaken then, between Hitachi and Mitsubishi.

Although Mitsubishi seems to be present in WAM-2, 3 and YAM series.

kmkraoind · Post by **kmkraoind** » 19 Oct 2009 11:58

Voith in talks with Tatas to set up engine unit

Voith Turbo, a unit of German engineering giant Voith AG, is in talks with Tata Motors for setting up a diesel locomotive manufacturing unit in India.

“We are looking for a partner in India for developing an alternative source for diesel engines and for that, we are in talks with the Tata Motors to set up a manufacturing unit in the country,” Voith Turbo Lokomotivetechnik Managing Director Hinrich Krey told PTI.

The company has already completed one round of negotiation with the Tata Group last year and is going to initiate the next round of talks by the end of the current year, Krey said, adding, “If every thing goes according to the schedule, the company might start working on plant in India by the 2011.”

He, however, declined to divulge details regarding the company’s proposed plant in India, citing confidentiality, but said, “The proposed plant would also cater to the need of Indian Railways besides supplying engines to the German parent company”.

On choosing Tata as a potential partner in India, he said Voith locomotive engines generate power up to 4,500 horsepower. Tata Motors has the capacity to produce engines up to 800 horsepower, which can be increased with the help of Voith’s expertise to suit requirements.

Besides this, the company is also looking for partners in other geographical locations such as China and Russia to expand its locomotive operations there.

The company’s locomotive business is controlled by the rail division of Voith Turbo and it has the capacity to manufacture around 80 units per annum.

German engineering firm Voith AG, have around 43,000 employees and has reported sales of over ¤4.9 billion in the last financial year.

Voith is one of the world’s leading family-owned companies and operates under four verticals, Paper, Hydro, Industrial Services and Turbo.

Hope one day Tatas will produce 1500-2000 HP engines to our MBTs.

manish · Post by **manish** » 19 Oct 2009 17:07

Saw this posted at SSC Forums:
Manmohan keen on revamping railways

Among the options is one for giving the railways a corporate look with various businesses organised into profit centres. The idea is to turn the railways into a holding company of sorts with over a dozen subsidiaries in specific business areas under the Companies Act of 1956.

Another option is to give Railways a board of directors and run the organisation as a “social enterprise” so that the “social and economic development role” is served.

Sounds like a daring idea. So, would a 'Bharat Rail Nigam Ltd (BRNL) be feasible? Would Mamta di and the unions agree?

Not without a fight I guess.

Rahul M · Post by **Rahul M** » 21 Oct 2009 09:02

http://sify.com/news/8203-10-killed-in- ... hhjch.html

10 killed in Mathura train accident
2009-10-21 08:09:59
Last Updated: 2009-10-21 08:52:48

Agra: At least 10 people were reportedly killed and over a dozen injured when two passenger trains collided early on Wednesday morning in Uttar Pradesh's Mathura city, officials said.

The accident occurred at about 5:00 a.m. when the Goa Express rammed into the stationary Mewar Express from behind at an outer signal, about 55 km from here. Both the trains were headed for Delhi.

About 50 people are believed to be still trapped in a mangled carriage of the Mewar Express, an official said.

SSridhar · Post by **SSridhar** » 21 Oct 2009 09:13

The installation of the Anti Collission Device has not made much of a progress.

manish · Post by **manish** » 21 Oct 2009 16:02

SSridhar wrote:The installation of the Anti Collission Device has not made much of a progress.

SSridhar saar, even I was thinking along the same lines. Is the IR network fully covered?

On a recent train journey on the Goa Sampark Kranti from Delhi to Goa, I noticed ACD installations on KR tracks, so that part of the network is definitely covered. One can see solar powered ACD repeaters and ground based metal 'boxes' containing related eqpt (resembling DoT junction boxes) alongside the KR track at regular intervals. Not surprising considering it was developed and patented by KRCL itself.

Unfortunately I wasn't paying attention to this aspect before, so never bothered to check this on other major IR lines. Any info on this? Were the pilot installations and trials successful on IR lines?