Indian Railways Thread (Dec 2015)

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chetak
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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 11 Oct 2019 17:25

Rahul M wrote:looks like a train b/w uzb & afg. what's the relation with IR ?


I saw it too and wondered the same but IANS is a reputed news agency onlee.

Maybe the jokers made a mistake.

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Re: Indian Railways Thread (Dec 2015)

Postby Nikhil T » 14 Oct 2019 08:02

Indian Railways is tracking its trains via ISRO’s GAGAN network

https://economictimes.indiatimes.com/in ... 557415.cms

Great work and a great article to share on Twitter when people ask why does a poor country spend millions on Space.

JTull
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Re: Indian Railways Thread (Dec 2015)

Postby JTull » 14 Oct 2019 19:01

+1

Image
Image

Rishi_Tri
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Re: Indian Railways Thread (Dec 2015)

Postby Rishi_Tri » 17 Oct 2019 21:52

Review of Vande Bharat Express running on Delhi - Katra (Vaishno Devi) route. Per this report 40 Vande Bharat sets to be running by 2022 - in chair car and sleeper configurations.


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Re: Indian Railways Thread (Dec 2015)

Postby Dumal » 18 Oct 2019 07:33

^^^ Noticed that the CCTV camera in the Vande Bharat train is from Hikvision. Isn’t this the Chinese company that has been red-flagged as security threat?

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Re: Indian Railways Thread (Dec 2015)

Postby sumsumne » 30 Oct 2019 18:50


Karthik S
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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 04 Nov 2019 21:00

Bullet train project on fast track! Pre-construction activity for Mumbai-Ahmedabad high-speed rail picks speed
Pre-construction activity like shifting of utilities and acquisition of land is underway, with work likely to start by April 2020.

With trains being run every half an hour between 6 am and 12 am, 24 bullet trains would have to be procured from Japan.
Aiming to make the Rs 1.08-trn Mumbai-Ahmedabad bullet train project operational by December 2023, the National High Speed Rail Corporation Ltd (NHSRCL) has put pre-construction work for the 508-km-long High-Speed Rail (HSR) line on the fast track. In what has come as a boost, the Gujarat High Court recently dismissed 100 odd pleas challenging the land acquisition process for the project.

NHSRCL, the implementing agency for India’s first HSR project, has decided to start construction work on the green zone (cleared land) by April 2020, with the tendering process having been initiated. Says Achal Khare, managing director of NHSRCL, a special purpose vehicle (SPV) set up by the Ministry of Railways and Gujarat and Maharashtra governments, “Pre-construction activity is in full swing. Shifting of utilities like cables, oil wells and other structures, apart from 25,000 trees, enroute the project corridor has been taken up on war-footing.”

The corridor has been divided into 27 segments across Gujarat and Maharashtra. Out of these, tenders for nine major segments worth around Rs 50,000 crore have been invited and are likely to be awarded in the next few months. Tenders for the remaining segments will be awarded by the end of the current fiscal, Khare says, adding, “massive civil works will need to be carried out since over 90% of the line between Sabarmati and Bandra-Kurla Complex (BKC) in Mumbai is elevated.”

From the BKC where it would begin, the corridor would extend 21 km underground before it reaches Thane. Of this 21-km tunnel, 7 km would be undersea, a choice made to avoid damaging vegetation in the area. The Japan International Cooperation Agency (JICA) would fund nearly 80% of the project through a 50-year loan, with the remaining cost being borne by Gujarat and Maharashtra.

In all, there would be 12 railway stations on the line including the terminuses: Sabarmati in Ahmedabad and BKC in Mumbai. Of these, Sabarmati, Kalupur (Ahmedabad station), Anand, Vadodara, Bharuch, Surat, Bilimora and Vapi are in Gujarat, while the rest—Boisar, Virar, Thane and BKC—fall in Maharashtra.

NHSRCL officials have been liaising with ONGC, Gujarat Urja Vikas Nigam Ltd (GUVNL), Gujarat Energy Transmission Company Ltd (GETCO), the municipal corporations of Ahmedabad, Surat and Vadodara and the authorities in Maharashtra to shift utilities falling enroute the proposed link. Work for the relocation of railway buildings has started and five oil wells owned by the ONGC are being shifted. More than 1,600 electrical utilities owned by the two states are also being shifted, apart from 150 extra high voltage lines.


It is government and railways-owned land that would be largely used for the project. Out of the 1,400 hectares of private land needed, 620 hectares have been acquired so far. Since the deadline for the first trial run of the bullet train between Surat and Bilimora is August 2022, the land acquisition process is being accelerated. The NHSRCL is confident of land issues being resolved amicably since
6.5 times the published Jantri rate is being offered as compensation to landowners.

With trains being run every half an hour between 6 am and 12 am, 24 bullet trains would have to be procured from Japan. As part of the ‘Make in India’ initiative, six trains would be assembled in India. As per primary estimates, an end-to-end ticket would be priced at Rs 3,000.


https://www.financialexpress.com/infras ... d/1753406/

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Re: Indian Railways Thread (Dec 2015)

Postby Aditya_V » 13 Nov 2019 14:51


A Nandy
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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 16 Nov 2019 18:58

https://urbantransportnews.com/indias-f ... -packages/

India’s First Bullet Train Project will be completed in 27 tender packages
Exclusive Q&A with Achal Khare, Managing Director, National High-Speed Rail Corporation Limited.

As a special purpose vehicle (SPV), how are you proceeding with the awarding of tenders?
Mr. Khare: We have a total of 27 packages, where two packages are for supervision. If you take out supervision, we have 25 packages. Out of this, we have already done two for the training institute and one more is being finalised. This leaves us with 23 packages for the main project, where one is again for supervision. Among 22 packages, we have already invited our biggest tender for C4, which is a 234-km viaduct plus four stations, starting from Vapi up to Vadodara, which is about 237-km. We have also invited tenders for a smaller viaduct from Vadodara to Ahmedabad. The tender for the undersea tunnel and two bridges have been invited. The tenders will be opened in November or December.

In July this year, the Parliament was informed that Indian Railways had acquired nearly 40 percent of the land for the project. Will you still be able to meet the advanced deadline for launching the first service by 2022?
Mr. Khare: Allow me to clarify that the date of 2022 is not for the full project. Since it also happens to be the 75th year of our Independence, the Prime Minister had asked if a stretch be done as a gift to the nation. So, we are trying to finish a 50-60 km section, although it’s a very ambitious target.

As for acquiring land for the project, we have completed nearly 50 percent of the task. But that varies from district to district. In certain districts such as Vadodara and Ahmedabad, the percentage is quite high, while in others it is lower.

I am sure land acquisition is a huge challenge?
Mr. Khare: In any linear project, land acquisition is a much bigger challenge. We require around 1,400 hectares of land and the difficulty level is owing to the number of people that one has to interact with, compensate and rehabilitate. We are doing land acquisition in 297 villages and the problem is that we are interacting with around 7,500 plot holders!

Relocation of Utilities
Something that hasn’t appeared on any media platform is the project involving the relocation of a lot of utilities. Tell us something about that.
Mr. Khare: To be precise, there are 1,633 overhead utilities on that stretch. So, you have low, high and extra-high tension wires. Relocating them is an onerous task in itself. Then you have to deal with different agencies. In Gujarat, you have Gujarat Energy Transmission Corporation (GETCO), while in Maharashtra you have Mahatransco. Then there are powerlines of Power Grid Corporation of India Ltd (PGCIL), Torrent, Tata Power and Essar, with each one of them having its own set of rules and procedures. Huge coordination is required. Then there are underground utilities that are not visible and pose a much bigger challenge.

A young girl at IIT Gandhinagar has developed equipment to help us to identify underground utilities. It is an equipment that can detect metal parts up to three metres below the ground. Although it has its limitations, we have been using it to the maximum extent possible. Plus, we are in touch with all service providers such as Bharat Sanchar Nigam Ltd (BSNL), Mahanagar Telephone Nigam Ltd (MTNL), municipalities and gas utilities. The last is the most critical underground utility since one can’t touch it unsupervised. In Gujarat, we have found small gas pipelines everywhere. Similarly, ONGC has a big presence in the state.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 30 Nov 2019 06:04

Video presentation as to how Catenary cable is being strung via a mechanized process on the Western DFC. OHE on Western DFC is high mast to accommodate double stack container freight to Gujarat ports and JNPT. Contact wire is at 7.57m above rail level in all of Gujarat and Rajasthan wherever double stacked container freight passes as on Delhi-Ahmedabad route or Palanpur-Viramgam and Kandla ports.

https://www.youtube.com/watch?v=1Xo7AWSaG4E

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 01 Dec 2019 04:56

Here is a OMAC-Italy tutorial of what you see above ^^^^ Recall from the wave equation the wave speed of disturbances along a wire is of the order of (T/p)^{1/2} where p is the density of the copper wire mass/length and T the tension in the wire. So the tension should be such that the disturbances move away from the contact point of the pantograph and the wire at a speed faster than that of the train. On IR this is usually,
400 kg to 665 kg depending on the pulley ratio; 5:1 or 3:1 respectively. The standard height of the contact wire to rail is 5.60m like between Delhi-Howrah. High mast is 7.57 m like above high mast on both WDFC and Delhi-Ahmedabad IR routes and IR routes to Viramgam from Palanpur(Gujarat) and Kandla port. WDFC will be high mast all the way to JNPT. Of course WR is 5.60m between Mumbai Central and Ahmedabad.

https://www.youtube.com/watch?v=ivomd8-ehKc

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 02 Dec 2019 12:34

Uddhav Thackeray puts brakes on bullet train, says will review project
Read more at:
http://timesofindia.indiatimes.com/arti ... aign=cppst


One project I was looking forward to,.

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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 03 Dec 2019 12:49

There are multiple other lines under consideration:

https://www.thehindu.com/news/national/ ... 115727.ece

In reply to a supplementary, the Railways Minister said that there are several bullet trains under consideration.

“As regards the bullet train, several projects are under consideration all across the country and at an appropriate time once the decisions are made we will let the House know,” he said.

Mr. Goyal said RTIS gives mid-section updates with a periodicity of 30 seconds and the Train Controllers can now track the location and speed of RTIS enabled locomotives/train more closely, without any manual intervention, which helps in improving the efficiency of train control.

“This real time data of RTIS is also linked with the National Train Enquiry System (NTES). Now more accurate train running information is being passed to passengers, which helps them conveniently plan their arrival at the stations.

“Further, it is extremely handy for emergency messaging from locomotive to control centre, helping in faster response in case of any breakdown or disaster,” he said in his written reply.

The Minister said originally, RTIS was planned to be installed in 2700 locomotives. Additional funds for installation of RTIS in 6000 more locomotives have been sanctioned in 2019, he told Members.

Rail network to be electrified
The entire rail network will be electrified in India which is the only country in the globe that is experimenting to convert diesel engines into electric, he said. This is being done in line with Prime Minister Narendra Modi’s commitment towards environment protection, Mr. Goyal said.

“Till now six old diesel locomotives have been converted into three twin electric locomotives at Diesel Locomotive Works, Varanasi which is a production unit of Indian Railways,” Mr. Goyal said.

These conversions being prototype and since a lot of existing material from discarded locomotives were reused, it is not possible to ascertain the exact cost at this stage, he said.

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Re: Indian Railways Thread (Dec 2015)

Postby disha » 05 Dec 2019 02:43

https://swarajyamag.com/insta/mumbai-ahmedabad-bullet-train-just-the-beginning-nhsrcl-to-prepare-dpr-for-six-more-high-speed-corridors

As I have been advocating:

NHSRCL is currently engaged in implementing the Mumbai-Ahmedabad bullet train project which is India’s maiden high-speed line. These are the six additional lines which have been proposed.

753 KM Mumbai-Nashik-Nagpur corridor
711 KM Mumbai to Hyderabad corridor via Pune
865 KM Delhi-Noida-Agra-Kanpur-Lucknow-Varanasi corridor
886 KM Delhi-Jaipur-Udaipur-Ahmedabad corridor
435 KM Chennai-Bengaluru-Mysore corridor
459 KM Delhi-Chandigarh-Ludhiana-Jalandhar-Amritsar corridor
The NHSRCL has been asked to hire a consultant to study factors like project cost, market demand and construction specifics. The DPR after completion would be sent to the railway board for review. It will be forwarded to the union cabinet after approval.


I think they should also add the following HSRs by 2025:

1. Jaipur - Agra
2. Dwarka - Jamnagar - Rajkot - Surendranagar - Ahmedabad HSR
3. Somnath - Diu - Bhavnagar - Baroda
4. Vadodra - Ratlam - Indore - Bhopal
5. Nagpur - Bhopal - Gwalior - Jhansi - Agra
6. Nashik - Pune

India should spend on the above like there is no tomorrow.


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