Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Postby ramana » 28 Jun 2018 03:08

vsunder wrote:Third Railway bridge across River Godavari at Mancherial commissioned as part of Balharshah-Kazipet third line (Delhi-Chennai line tripling). The first bridge is a masonry bridge built in 1929.
Here is the 1929 bridge when the line was built connecting Delhi to Chennai for the first time.

https://www.youtube.com/watch?v=Kgn9m6h3xOM

Made out of bricks. Now that you have seen it, next time you go over it you will have the heebeejeebies. This is a trunk route, carrying all Delhi-Chennai traffic.
70 km of Balharshah-Kazipet third line will be commissioned by Feb 2019. This new bridge across the Godavari is the major project on this third line, so good it is completed. Here is a report from last year in Telugu about the new third bridge and the impact of the current dispensation:

https://www.youtube.com/watch?v=Vkp5hiSIrvk

Motorbiking across the complete bridge, Bridge 142 a year ago

https://www.youtube.com/watch?v=2B3PJ_Aem1g

Even the "newer" middle bridge has a permanent caution of 75kmph.

PS: Gus Thanks.


Guys as a favor can some one give a synopsis of the description in Telugu in the middle YouTube video?

Thanks, ramana

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Re: Indian Railways Thread (Dec 2015)

Postby ramana » 28 Jun 2018 03:28

Singha wrote:Kazipet - brings back memories being a alumni of nit warangal, whose campus is adjacent to kazipet and about 10km from proper warangal town, with a smaller place called hanamkonda in between. the kazipet-vijaywada electrified double track runs right behind the campus - a place called "fatima village" and all hostels visible except girls hostel.

there used to be a homely "punjab bar" there for parathas, curd and narth food.

day and night vast numbers of trains plied toward the north to MP and another route to Hyd being a junction. east coast express, TN express, GT express....and our favourite the golconda express chair cars for getting to vijaywada and catching one of the perpetually late kochi/triv/blr -> GHY trains.

vijaywada was and perhaps remains the busiest long haul junction in our fair land. its platforms were awe inspiringly CLEAN and WIDE and HUGE even then 91-95. it was the first large govt run setup I saw that was run so well. the tiffin rooms upstairs were good for meals and chicken fry. once when train was really late like 12 hrs we dumped all luggage in a lodge and roamed around ..... saw a french crime film in a AC hall to hide from the heat. the town is super hot and surrounded by rocky hills.

the slow traverse over the old bridge at rajamundry and the wide placid godavari.... the piers seemed to be british era work with just box girders on it.

the farakka bridge in north bengal is another huge one.

da,m it was a lifestyl;e and we were tigers then....

I whole heartedly second that. In my days it was called REC Warangal. Walked many a time with friends to Kazipet station. There was a very good espresso stand. A nice temple where my friends used to offer prasad after getting good marks.
I thought the cafe was called Radio Punjab. Very tasty food.
I was in 1-3-4 aka Ist block 3rd floor Room 4 overlooking the railway track. Many bored nights were spent counting the rail cars as they were towed to their destinations. We went for a field trip to the steam locomotive shed where an Enginner officer showed us the whole locomotive and rhe huge turnstile.

RECW was funded by UNESCO and all the hostels had geysers for hot water. Nehruji came in 1960 to inaugurate and ordered the geysers to be sealed off. He didn't want students to get used to luxury of heated water. Net result was every student had his own immersion heater from store bought to bare nichrome wire. The current draw was too much for the switchboard and fuzes used to blow. Some electrical engineering students used copper wire instead of fuse wire. This resulted in switchboard catching fire. The guy retired as a Chief Engineer of AP State Electricity Board!

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Re: Indian Railways Thread (Dec 2015)

Postby RCase » 28 Jun 2018 04:06

OT
ramana wrote:RECW was funded by UNESCO and all the hostels had geysers for hot water. Nehruji came in 1960 to inaugurate and ordered the geysers to be sealed off. He didn't want students to get used to luxury of heated water. Net result was every student had his own immersion heater from store bought to bare nichrome wire. The current draw was too much for the switchboard and fuzes used to blow. Some electrical engineering students used copper wire instead of fuse wire. This resulted in switchboard catching fire. The guy retired as a Chief Engineer of AP State Electricity Board!

Thanks for adding one more story to 'Banditji's Follies' that kept the nation backward. The Nehruvian socialist model helped spread poverty.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 30 Jun 2018 02:45

New EMU's flagged off today at ICF, Perambur. LP and ALP get to sit on comfortable seats finally and not on bar stools and possibly an air-conditioned cab:

https://scontent.fmaa1-2.fna.fbcdn.net/ ... e=5BDEE731

https://scontent.fmaa1-2.fna.fbcdn.net/ ... e=5BAFC0E0



https://scontent.fmaa1-2.fna.fbcdn.net/ ... e=5B9DD0A5

Body is made out of anti-graffiti stainless steel.

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Re: Indian Railways Thread (Dec 2015)

Postby vasu raya » 30 Jun 2018 04:49

ramana wrote:
vsunder wrote:Third Railway bridge across River Godavari at Mancherial commissioned as part of Balharshah-Kazipet third line (Delhi-Chennai line tripling).
70 km of Balharshah-Kazipet third line will be commissioned by Feb 2019. This new bridge across the Godavari is the major project on this third line, so good it is completed. Here is a report from last year in Telugu about the new third bridge and the impact of the current dispensation:

https://www.youtube.com/watch?v=Vkp5hiSIrvk

PS: Gus Thanks.


Guys as a favor can some one give a synopsis of the description in Telugu in the middle YouTube video?

Thanks, ramana


They say that the while bridge was started in the UPA era in 2011 and 130 crores were allocated in budget, only 90 crores were released, and never made progress, during BJP tenure started around 2014-15 they allocated 224 crores, and actually released the funds to rapidly finish the project by around June 2017, the length of the bridge is around 1500 meters with 44 pillars. Having a third line on the Kazipet-Ballarshah section allows local trains to be on time, as they do not have to yield to other express trains all the time.

Thanks vsunder for posting the videos, the pillars seemed too closely spaced, however having seen Godavari in floods, maybe its a safety factor.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 30 Jun 2018 05:36

^^^ Many thanks. DRM Secunderabad tweeted on March 20 with pics of CRS inspection of that bridge. By now it must be commissioned. You can check his TL. Balharshah-Kazipet is very important to third line. There is Singareni colliery traffic and numerous other collieries. One of the oldest super thermal plants under NTPC at Ramagundam. In addition Chennai-Delhi traffic goes through here. After narrow gauge conversion Jabalpur-Gondia which is scheduled for completion Jan 2019, more traffic from Varanasi, Gorakhpur etc will come down this line, via Jabalpur-Gondia-Balharshah. There is also a paper factory at Sirpur Kagaznagar and Ballarpur industries. Both Nagpur-Balharshah and Balharshah-Kazipet is being third lined and also Kazipet-Vijayawada. Press and most people simply have no idea of the scale of projects sanctioned by this Govt. and all these projects are monitored at very high levels and GM of various zones are pulled up. Kazipet-Balharshah is 202 km and doubled, this year April 2018-April 2019, 40km is scheduled to be tripled. In the Andhra/Telangana region, some important projects are

Guntur-Tenali doubling 24 km this finishes it as it is the distance between the towns.

Vijayawada-Kazipet (219 km) only 20 km of third line(2018-19).

Vijayawada-Narsapur , 25 km of doubling(2018-19)

Guntur-Guntakal doubling, 26km will be done(2018-19).

Host of new lines to Parbhani, Nedikudi-Srikalahasti etc etc, in all 578 km of doubling and new lines in SCR jurisdiction for 2018-2019. That is a lot more than many railway zones which go through BJP states like Chattisgarh, etc. Why is this Naidu fellow crying then? All this is documented with excellent videos of construction work, by Baker street irregulars. Some days I fear one of them is going to go for a toss filming.
Latest videos on Guntur-Tenali doubling May 2018. Scheduled for completion Jan 2019.

https://www.youtube.com/watch?v=nrRHue9_s7w

https://www.youtube.com/watch?v=UBGtN3SRZcI

https://www.youtube.com/watch?v=VhF9Uiy2wxs

They seem to be doing RE at the same time for Guntur-Tenali, you can see the traction poles for Overhead Equipment(OHE) in their foundation. This is smart, same strategy they have adopted for Pune-Miraj-Londa. Today one Ashok Chavan of Congress has announced that if they come back to power they will cancel Mumbai-Ahmedabad HSR.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 01 Jul 2018 03:12

@Vasu Raya: The Godavari bridge at Mancherial in fact has 22 spans and so 22 piers for the spans to rest on. Each pier consists of two pillars with a pier cap on top of the two pillars. So the count of 44 pillars. You can count the spans on Google Earth. So when the person says there are 44 pillars in that TV report, it is misleading, in the sense one may get the impression there are 44 spans---Not True. The distance between the piers on this Godavari bridge or the length of a span is about 80m ( bridge is about 1.5 -1.6 km long) which is average for most bridges in India. For example the video I linked on how the Ghazipur road and rail bridge is being constructed, the narrator says the spans are 85m across to facilitate barge movement on National Waterway-1 from Haldia to Varanasi. In the future if and when the Godavari is used for barge movement, the bridge should not be an impediment to such barge traffic. In fact design of bridges from now on should factor in river traffic by barges. Barge traffic accounts for only 3% of traffic in India, it is substantially higher in China for example, about 20%. I have seen this traffic on trips on the Yangtze upto Chonqing from Wuhan and it is very substantial. I spent substantial time in a large ship in the lock of the 3 Gorges dam in 2004 awaiting clearance. You simply are there with large ships, country craft etc almost dying with the exhaust of massive marine diesels in the confined space of the lock. They start pumping water in only when the lock is packed tight with vessels. The lock at Farakka on NW-1 is going to be replaced and enlarged to permit such large scale movements.

There has been substantial progress on WDFC between Abu Road to Marwar. Earthworks seem to be complete in large sections with extra layers of blanketing seen in the video linked below to take on heavy loads. DFC is designed for 32 ton axle loads(industry standard in most countries US, Russia etc.) though initially it will operate at 25 ton axle loads which is above the 22 ton axle loads on IR. Freight rakes will be 13,000 tons as opposed to 5,000 tons now on IR. The video I link shows all this earthwork done, minor bridges also done. A major bridge is seen with its piers almost ready in the distance over the Jawai river at 9:52. Amusingly on the left of the video one sees doubling work between Delhi-Ahmedabad, so construction going on on both sides. Nearing Marwar 40km from it at Somesar one catches a glimpse of the massive NTC automated track laying machines and finished track. It is about 222 km from Marwar to Abu Road and the NTC machine can lay 1.5 km of track a day. There are two DFC lines so 444 track km plus tracks in yards of specialized DFC stations that are about 40km apart on average.

Another feature of the video is the large number of colourful double stacked container freight from Kandla and JNPT ports. So the OHE on the DFC will be suitably higher. EDFC traffic will be bulk goods, coal, stones, minerals etc so there is less need of containers and so everything is single stack containers for the eastern line.

https://www.youtube.com/watch?v=Ie6Gjgjdm14

There are videos of work going on near Palanpur, Gujarat. There will be a rail flyover here moving the DFC over the Delhi-Ahmedabad tracks, with a spur connecting to the Samiyakhali track and towards Mundhra and Kandla ports, with the main DFC line heads for a wide circle west of Ahmedabad with an important DFC station at Sanand on the Ahmedabad-Viramgam tracks. Doubling of the existing Delhi-Ahmedabad line is also going on here.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 01 Jul 2018 06:05

OT- but since I mentioned Tenali-Guntur doubling. Guntur has a place in the discovery of the Noble gases, 8th column of your periodic table. In the total solar eclipse of Aug 18, 1868, the French astronomer Pierre Jansen in his observations of the sun's corona/ chromosphere from Guntur, observed a new spectral line close to the twin Sodium D lines in the yellow zone of the spectrum. He observed that this line did not correspond to the spectrum of any known terrestrial element. Soon after, this was noted to be the noble gas Helium(from Helios, the Greek word for the sun)

https://en.wikipedia.org/wiki/Pierre_Janssen

The terrestrial isolation of Helium was done by Sir William Ramsay and Rayleigh for which they got the Nobel prize and the liquefaction by the Dutch Kammerlingh-Onnes who also got the Nobel prize for this achievement in the 1920's. Guntur besides this place in the annals of Chemistry is also the chilli capital of India if not the world.

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 01 Jul 2018 07:15

As always, a pleasure to read your posts vsunderji.

With the capacity augmentation and removal of bottlenecks we should expect significant savings in terms of travel time.

In the video that your posted above it appears that large stretches of Pune-Jodhpur route are yet to be electrified. Are there any historical or technical reasons for some routes on the IR network still not being electrified.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 01 Jul 2018 07:28

Kashi wrote:As always, a pleasure to read your posts vsunderji.

With the capacity augmentation and removal of bottlenecks we should expect significant savings in terms of travel time.

In the video that your posted above it appears that large stretches of Pune-Jodhpur route are yet to be electrified. Are there any historical or technical reasons for some routes on the IR network still not being electrified.


Thanks. Pune to Ahmedabad is electrified. Ahmedabad to Delhi is not electrified and this is going on. Jodhpur is a branch line from Marwar Jn and not electrified. The video I linked has other parts. Part 2, Ahmedabad to Abu Road. You can see humongous traction poles :rotfl: so that double stacked container traffic can pass through. Arshyam had written earlier and posted a link that trials of such extended pantographs electrics were successful. So the natural corollary is to go ahead and build these extended height OHE on the regular line and the DFC. Some zones like SCR have announced a policy of fully converting to electric on all routes. Gone then will be the day of hearing an ALCO chug. Okay here is Part 2 of the video and you can catch the electrification work between Ahmedabad and Abu Rd. The video person forgot to catch the doubling between Ahmedabad and Mahesana which is being accomplished by ripping up a meter gauge line that runs parallel to the Broad gauge track, so gauge conversion miraculously yields doubling, true jugaad:
See 22:20 double stacked container clearing the OHE equipment comfortably

https://www.youtube.com/watch?v=ZXsVwZNic2s

One can see how busy this route is with double stacked container freight to all the Gujarat ports and JNPT and also to the petrochemical complexes, Fat boy's, Hazira, Ankleswar etc etc. lot of tanker cars and also a milk tanker train, land of Amul.

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Re: Indian Railways Thread (Dec 2015)

Postby Austin » 05 Jul 2018 10:13

Bullet trains only for elite class, India needs safe rail system: Sreedharan

"Bullet trains will cater only to the elite community. It is highly expensive and beyond the reach of ordinary people. What India needs is a modern, clean, safe and fast rail system," said Sreedharan.
Citing it as an expensive mode of travel, retired civil engineer Elattuvapil Sreedharan, popularly known as the Metro Man of India, said bullet trains are beyond the reach of common man and that it will cater only to the elite community. Stating that the Indian Railways is 20 years behind those of advanced nations, he said what India needs is a modern, clean, safe and fast railway system.

In an interview with the Hindustan Times, Sreedharan said, “Bullet trains will cater only to the elite community. It is highly expensive and beyond the reach of ordinary people. What India needs is a modern, clean, safe and fast rail system.”


The retired officer of the Indian Engineering Service and advisor to several Metro projects in India also denied claims that the Indian Railways has made progress with bio-toilets, speed and cleanliness. “Apart from bio-toilets, there is no technical upgradation. Speed has not increased. In fact, the average speed of most prestigious trains has come down. Punctuality is worst – officially 70%, actually less than 50%,” he said.

Speaking on the railway accidents and deaths, he said, “Accident record has not improved. Many also die on tracks, at level-crossings, in suburban sections. Almost 20,000 lives are lost on tracks yearly. I feel Indian Railways is 20 years behind those of advanced nations.


Sreedharan will head a newly constituted high-level committee to lay down indigenous technical standards for all metro rail systems across the country. Prime Minister Narendra Modi cleared Sreedharan’s appointment last month.


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Re: Indian Railways Thread (Dec 2015)

Postby Austin » 05 Jul 2018 10:15

Full Interview here https://www.hindustantimes.com/india-ne ... N9B3J.html

Having revolutionised the way urban people commute, Elattuvalappil Sreedharan, 86, a retired civil engineer, has taken up the challenge of laying down standards for the metro rail system. In an interview with Ramesh Babu, the ‘Metro Man’ said what the country needs right now is modern, safe and fast rail system, and not bullet trains which will cater only to the elites. Edited excerpts:

You have been given a new assignment to standardise the metro service in the country. Recently, you said among the metros, Delhi Metro is very close to your heart. Why?


I have been pushing for standardisation and indigenisation of metro service for long. It is a welcome move. With standardisation, efficiency will go up and reduce cost considerably. We can manufacture coaches and other parts indigenously. I feel we can convert metro into a ‘Make in India project’.

Delhi Metro has set a standard and triggered a metro revolution in the country. Results are there to see. Today there are 13 metros under construction. Within 20 years, Delhi Metro has reached a size of 260km and is the fastest growing metro in the world. I also feel really proud of the work culture of Delhi Metro Rail Corporation (DMRC).

Indian Railways also made rapid progress with bio-toilets, speed, cleanliness. How can it improve further?


I do not agree that the Indian Railways has made rapid progress. Apart from bio-toilets, there is no technical upgradation. Speed has not increased. In fact, the average speed of most prestigious trains has come down. Punctuality is worst – officially 70%, actually less than 50%. Accident record has not improved. Many also die on tracks, at level-crossings, in suburban sections. Almost 20,000 lives are lost on tracks yearly. I feel Indian Railways is 20 years behind those of advanced nations.

Bullet train is the new craze. Will it improve travel woes?


Bullet trains will cater only to the elite community. It is highly expensive and beyond the reach of ordinary people. What India needs is a modern, clean, safe and fast rail system.

One of the architects of modern India, what future do you foresee for the country?


I am really impatient at the pace with which the country is progressing. Even after 70 years of independence, one third of our population lives below the poverty line. Apart from material progress, what I am disappointed is the steep decline in ethics, values and principles in the country. Political ambitions lead our leaders today and not values and righteousness. A thorough course correction is necessary for the nation.

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Re: Indian Railways Thread (Dec 2015)

Postby uddu » 05 Jul 2018 16:24

Bullet train is one such safe and fast system. i don't know how he ignored the news about Train 18 and 20
http://railanalysis.in/rail-news/indian ... i-express/

This is what he is mentioning. For a nation like India, everything is required, it's not either that or this. We need Bullet trains, We need Train 18, 20, whatever, we need passanger trains and we need hyperloop and even Maglev. As time passes and Maglev becomes economical even that's required in India. The commie mindset of debating either that or this while sitting next to a bullock cart is not going to work anymore.

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Re: Indian Railways Thread (Dec 2015)

Postby nash » 05 Jul 2018 17:18

Bullet trains will cater only to the elite community. It is highly expensive and beyond the reach of ordinary people. What India needs is a modern, clean, safe and fast rail system.


This statement is such a oxymoron, India need modern,clean,safe and fast rail system, which are basically the features come up with HSR but it is for elite. Every thing start on small scale and if we increase the scale it will be available to larger section of society.

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Re: Indian Railways Thread (Dec 2015)

Postby jaysimha » 05 Jul 2018 17:41

nash wrote:
Bullet trains will cater only to the elite community. It is highly expensive and beyond the reach of ordinary people. What India needs is a modern, clean, safe and fast rail system.


This statement is such a oxymoron, India need modern,clean,safe and fast rail system, which are basically the features come up with HSR but it is for elite. Every thing start on small scale and if we increase the scale it will be available to larger section of society.


May be BRF can arrange to have a opinion Poll to check how many people want and how many people dont want.
May be GoI should do that before going ahead with the bullet train.
If there is one, I will vote against it.
My feeling is we have to communicate more than commute.
People who need clean, safe, fast mode transport can use air.
India should stop imports as much as possible and rely and nourish Indian industry.

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Re: Indian Railways Thread (Dec 2015)

Postby JTull » 05 Jul 2018 17:47

uddu wrote:For a nation like India, everything is required, it's not either that or this. We need Bullet trains, We need Train 18, 20, whatever, we need passanger trains and we need hyperloop and even Maglev. As time passes and Maglev becomes economical even that's required in India.

The commie mindset of debating either that or this while sitting next to a bullock cart is not going to work anymore.


I couldn't have said it any better myself.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 05 Jul 2018 22:06

the kind of civil, electrical and mechanical engineering (aerospace grade) needed for HSR will be the seed and anchor by which rest of system will be hauled up from 110kmph to 200kmph speed limit.

its a quantum leap in standards and not easy to make unaided. china imported umpteen number of trainsets and tech for ten years (100b usd on hsr network) before starting to compete with own designs. I am sure their rest of railway system benefitted from foreign tech but domestic make in china and IP theft projects

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 05 Jul 2018 22:17

Sreedharan should have known better. Similar things were said when he started the Delhi metro.

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Re: Indian Railways Thread (Dec 2015)

Postby Suraj » 05 Jul 2018 22:55

Considering it's DDM we are talking about here, I'm not sure the interview has been printed verbatim.

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Re: Indian Railways Thread (Dec 2015)

Postby Rahul M » 05 Jul 2018 23:35

sreedharan also has a (legitimate IMHO) angst when it comes to IR. this is apparent from his interviews over the years, he loathes slow babucratic decision making of IR and made it a point to keep DMRC chart its own way, away from IR's management. also, HSR etc, are not his baby, unlike DMRC. that kind of thought process builds up over the years to create a subtle bias.

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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 06 Jul 2018 01:47

RCase wrote:OT
ramana wrote:RECW was funded by UNESCO and all the hostels had geysers for hot water. Nehruji came in 1960 to inaugurate and ordered the geysers to be sealed off. He didn't want students to get used to luxury of heated water. Net result was every student had his own immersion heater from store bought to bare nichrome wire. The current draw was too much for the switchboard and fuzes used to blow. Some electrical engineering students used copper wire instead of fuse wire. This resulted in switchboard catching fire. The guy retired as a Chief Engineer of AP State Electricity Board!

Thanks for adding one more story to 'Banditji's Follies' that kept the nation backward. The Nehruvian socialist model helped spread poverty.


poor banditji.

after edwina's departure, cold showers must have been the order of the day for him.

He was just spreading his misery, cashmere style.

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Re: Indian Railways Thread (Dec 2015)

Postby Vips » 06 Jul 2018 22:10

Train 18: Made-in-India 160 kmph train to run from September.

India's much-awaited indigenously manufactured semi high-speed train, code-named Train 18, is expected to be rolled out in September. The train, built by Integral Coach Factory (ICF) of Chennai to promote Make in India, is capable of running at a speed of 160 km per hour. The luxury train was earlier scheduled for roll-out in July. When asked about the reason for the delay, ICF Chennai General Manager Sudhanshu Mani said there was no delay but only change in anticipated turnout time.

"There is no delay. The train has been built in record time of 16 months while it takes 2 to 3 years to manufacture such trains anywhere in the world. Earlier, the anticipated turnout time was July. We now expect to roll it out in September," said Mani.

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Re: Indian Railways Thread (Dec 2015)

Postby nash » 06 Jul 2018 22:24

Vips wrote:Train 18: Made-in-India 160 kmph train to run from September.

India's much-awaited indigenously manufactured semi high-speed train, code-named Train 18, is expected to be rolled out in September. The train, built by Integral Coach Factory (ICF) of Chennai to promote Make in India, is capable of running at a speed of 160 km per hour. The luxury train was earlier scheduled for roll-out in July. When asked about the reason for the delay, ICF Chennai General Manager Sudhanshu Mani said there was no delay but only change in anticipated turnout time.

"There is no delay. The train has been built in record time of 16 months while it takes 2 to 3 years to manufacture such trains anywhere in the world. Earlier, the anticipated turnout time was July. We now expect to roll it out in September," said Mani.


What is turnout time and how it affects the rollout ?

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Re: Indian Railways Thread (Dec 2015)

Postby Vips » 09 Jul 2018 22:14

New dwarf size to enable double stack container movement on Indian Railways.

This weekend, the country's first double stack dwarf container train was flagged off at Rajkot railway station. It was a big achievement for the freight train network as these containers, being smaller in height could now be used to transport more goods in one go.

This is an important breakthrough as it will help the railways generate more revenue and become a viable option for manufacturers to transport goods that are usually sent by roadways.

“There are a few clearances that we need but we are definitely planning to use these containers across all divisions, including Mumbai Division,” said Ravinder Bhakar, Chief Public Relations Officer, Western Railway.

Despite being smaller in size, the dwarf containers have a capacity of 30,500 kg. Presently, due to height constraints, the regular double stack containers can run only on a few chosen routes. However, that issue is resolved with the new dwarf containers as they can be run on most tracks very easily.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 09 Jul 2018 23:16

is train-18 and 20 going to be have a separate loco or have powered bogies like EMU?

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Re: Indian Railways Thread (Dec 2015)

Postby Suraj » 10 Jul 2018 00:21

Singha wrote:is train-18 and 20 going to be have a separate loco or have powered bogies like EMU?

All public articles so far indicate they - at least Train 18 that's due to roll out by September - will be EMU designs.

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Re: Indian Railways Thread (Dec 2015)

Postby A_Gupta » 11 Jul 2018 17:47

https://timesofindia.indiatimes.com/ind ... 945214.cms
Nepal, India to expedite Raxaul-Kathmandu rail project

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Re: Indian Railways Thread (Dec 2015)

Postby arvin » 11 Jul 2018 21:27

https://m.timesofindia.com/india/godrej ... cms#social

Bullet train hits another land acquisition hurdle. Godrej is refusing to part with a piece of land in mumbai and asking to shift the alignment by a few hundred meters.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 11 Jul 2018 21:42

Just use LA act to acquire land from Godrej. Tomorrow they will ask to bypass their cow shed.

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Re: Indian Railways Thread (Dec 2015)

Postby arvin » 11 Jul 2018 22:04

They should have agreed to the current alignment. The land is not even developed. L&T allowed JVLR flyover to pass thru its Powai campus for a few hundred meters.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 18 Jul 2018 22:05

New upgraded Tejas express. Looks good.

https://www.youtube.com/watch?v=WyhWf3E80c0

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Re: Indian Railways Thread (Dec 2015)

Postby Prem » 18 Jul 2018 22:45


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Re: Indian Railways Thread (Dec 2015)

Postby Suraj » 19 Jul 2018 23:26

These two freight corridors will change the way India transports goods
India is all set to get its first publicly owned freight corridors on August 15. According to the Make-in-India report of 2017, three million tonnes of freight is transported through rail tracks daily. Moving freight by rail is cheaper and more eco-friendly than sending it by road. If you are wondering what are freight corridors and how Indian Railways is working on it, here is all you need to know.

The dedicated freight-only lines are being built along the four key transportation routes – known as the Golden Quadrilateral and connecting Delhi, Mumbai, Chennai, Howrah and its two diagonals (Delhi – Chennai and Mumbai – Howrah). Covering a total of 10,122 km, these corridors carry the heaviest traffic and are highly congested. The route carries 52 per cent of passenger traffic and 58 per cent of freight traffic, according to the Make-in-India report of 2017.

The two above-mentioned routes are highly saturated, with line capacity utilisation reaching as high as 150 per cent. Considering increased transport demands, overtly congested routes and greenhouse gas (GHG) emissions associated with road transport, the government had proposed this initiative.

Freight corridor will permit the trains to carry higher loads, in a more reliable manner. These lines are also being built to maximise speeds to 100 km an hour, up from the current average freight speed of 20 km an hour.

Freight corridor envisages long-haul operations with trailing loads to increase from 5,000 to 15,000 tonnes and container capacity will go up to 400 per train. The DFCs will allow much shorter transit times from freight source to destination which means it will reduce the time by up to 50 per cent in some cases.

The cost for these Dedicated Freight Corridors along the Eastern and Western routes, spanning 3,360 route km, has been estimated at $ 12 billion.

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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 26 Jul 2018 05:19

Uday Express from Bengaluru to Coimbatore is a treat for passengers


11th June 2018

Image

BENGALURU: Rail passengers who took the Uday Utkrisht Double-decker air-conditioned Yatri Express train on its maiden journey from Bengaluru to Coimbatore at 2.15 pm on Saturday were a delighted lot with the conveniences on offer. The train reached its destination at 9pm the same day.

For the first time, they had on offer a train equipped with hygienic toilets, WiFi connectivity, GPS, automated food vending machines that were placed in individual coaches, and semi sleeper seats that provided more comfort. The train also has LCD screens in each compartment that display passenger details and information about upcoming railway stations. All this for a fare of Rs 610.

Most passengers onboard were impressed by the cleanliness, a boon for those tired of unhygienic conditions in most Indian trains.Raghunath M, a 35-year-old post office employee from Coimbatore, said, “The toilets in the train are spotless and each compartment has a dustbin unlike any other train.”Ramu R, a 45-year-old private finance company employee travelling to Coimbatore, said, “It is well-designed and spacious unlike other trains operating from the state.”

However, some passengers were not too happy, especially senior citizens. A 60-year-old woman said, “Sleeper coaches should be introduced so that older people can sleep as it takes almost seven hours to reach Coimbatore.”

Her fellow passenger, a lecturer at an engineering college in Bengaluru, said, “There is insufficient space between the luggage rack and the seats below and this becomes a problem for tall people who might hit their head when they stand on the top deck.”

The express runs at a speed of 160 km/hour and completes the 378km in seven hours. Except Mondays, the train will operate on all the other days with stops at Tirupur, Erode and Salem.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 27 Jul 2018 06:00

chetak wrote:Uday Express from Bengaluru to Coimbatore is a treat for passengers

The express runs at a speed of 160 km/hour and completes the 378km in seven hours. Except Mondays, the train will operate on all the other days with stops at Tirupur, Erode and Salem.

Do these media idiots even read what they type? If the train ran at 160kmph, how will it take 7 hours for 378 km? This is assuming there are tracks capable of running at 160 on this route - a quick chat with anyone from IR will have given this info to the reporter - but that means the fellow has to do some leg work. Considering that simple info available online like the distance between CBE-SBC (432km, not 378 as mentioned in the article) also seems beyond the reach of the reporter, I suppose we should not expect more accuracy.

Anyway, this DD express seems to be doing well w.r.t. patronage, considering it is only a month old.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 27 Jul 2018 17:17


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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 30 Jul 2018 13:04

see the video in the twitter link.


twitter



Piyush Goyal Verified account @PiyushGoyal
Jul 26

Inducted 5 new track maintenance machines which will completely mechanise the monitoring, relaying & maintenance of tracks for the safety of commuters.
http://www.pib.nic.in/Pressreleaseshare ... ID=1540380


https://twitter.com/PiyushGoyal/status/1022536250602004481

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 03 Aug 2018 11:21

Indian Railways to introduce over 200 new lines across country

New Delhi: The Indian Railways will introduce several new railway lines which are now in different stages of execution. The information about the number of railway lines in each state was given by Minister of State of Railways, Rajen Gohain, in a written reply to a question in Lok Sabha on Thursday.

Assam & North Eastern Region: 15
Andhra Pradesh: 18
Bihar: 34
Chhattisgarh: 8
Delhi: 1
Gujarat: 4
Haryana: 7
Himachal Pradesh: 4
Jammu & Kashmir: 1
Jharkhand: 14
Karnataka: 16
Kerala: 2
Madhya Pradesh: 8
Maharashtra: 12
Odisha: 10
Punjab: 6
Rajasthan: 10
Telangana: 9
Tamil Nadu: 8
Uttar Pradesh: 15
Uttarakhand: 3
West Bengal: 18

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 03 Aug 2018 11:26

IR’s Production Plants are now 100% LHB Coach Manufacturing Units; all Railway Workshops modernized

Indian Railways, so as to better the safety standards in rail travel, have decided to fully go with Linke Hofmann Busch (LHB) design coaches and stopped production of the old ICF design coaches with effect from April 2018. This decision will mark the distinction among all other major policy decisions taken by Ministry of Railways in the recent past to revamp the Indian Railways.
...
Meanwhile, in Union Budget for 2017-18, Minister of Finance Arun Jaitley announced a fund called ‘Rashtriya Rail Sanraksha Kosh’ (RRSK). The fund has been created with a corpus of Rs 1 lakh crore, which is to be utilized over a period of five years for replacement, renewal as well as for upgradation of critical safety assets. Also, in 2018-19, a provision of Rs 20,000 crore has been made out of RRSK to fund essential works for ensuring safety.

The coaches are designed for an operating speed up to 160 km/h and could go up to 200 km/h. However, they have been tested up to 180 km/h. Their length of 23.54 m and a width of 3.24 m means a higher passenger capacity, compared to conventional rakes (US: consists). The tare weight of the AC chair car was weighed as 39.5 tonnes. They are considered to be “anti-telescopic”, which means they do not get turned over or flip in case of a collision (chiefly head-on).

These coaches are made of stainless steel and the interiors are made of aluminium which make them lighter as compared to conventional rakes. Each coach also has an “advanced pneumatic disc brake system” for efficient braking at higher speeds, “modular interiors” that integrate lighting into ceiling and luggage racks with wider windows. The improved suspension system of LHB coaches ensures more riding comfort for the passengers compared to conventional rakes.

The air conditioning system of the LHB coaches is of higher capacity compared to the older rakes and is controlled by a microprocessor which is said to give passengers better comfort than the older coaches during summer and winter seasons. They are relatively quieter as each coach produces a maximum noise level of 60 decibels while conventional coaches can produce 100 decibels.

Each LHB coach costs between ₹ 15 million to 20 million, whereas the power car which houses a generator costs about 30 million. In 2016, IR declared that all ICF coaches will be replaced by LHB coaches to provide more safety and comfort.

LHB Coach advantages over ICF Coaches:

The LHB coaches can travel at a higher speed. The maximum permissible speed for LHB coaches in 160 kmph. These coaches have been tested at speeds ranging 200 kmph. While the ICF coach is permitted to travel at a maximum speed of 110 kmph.
The LHB coaches are anti-telescopic. These coaches do not penetrate into the adjacent coaches in case of accidents.
During collision or derailment, the LHB coaches do not climb on the adjacent coaches, due to the use of Center Buffer Couling(CBC), instead of the dual buffer system.
The LHB coaches are 1.7 meters longer than the conventional ICF coaches. This enhances the seating capacity of the LHB coaches.
The coaches are equipped with FIAT bogie, which has lesser moving parts than the ICF bogie. This results in high durability of the bogie and requires less maintenance. FIAT bogie facilitates higher speeds.
The weight per meter of this coach is less than the ICF coach and is easier to haul.
As the coach is newly designed, the materials used for manufacturing the coach are of superior quality and require less maintenance.
Ride Index of the LHB coaches is 2.5–2.75, less than the ICF ride index of 3.25.
These coaches are equipped with “controlled discharge toilet system” (CDTS) and Bio-toilets, which are environmental friendly.
The LHB coaches use “advanced pneumatic disc brake system” for efficient braking at higher speeds.
The coaches have Modular interiors.
Noise generated by these coaches is 40% less than the ICF coaches.
The Air Conditioning in theses coaches is of higher capacity and is controlled by a micro-processor.
These coaches are of lower cost when compared to the ICF coaches.
The ICF coaches require Periodic Overhaul(POH) once in 18 months. While the LHB coaches requires POH once in 24 months. Even the maintenance cost is less than that of ICF coaches.

Demerits:

Due to CBC coupling, the LHB coaches experience more jerks.
The LHB coaches are not self generating like ICF coaches. A separate generator car has to be used for its power usage purpose.

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 03 Aug 2018 11:32

Eastern Freight corridor Bhadan-Khurja stretch (credit SSC)

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