Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Post by Mollick.R »

Courtesy Twitter

Ministry of Railways @RailMinIndia

#BulletTrain Project (As on 28.02.23)

Overall Physical Progress: 26.33%
Gujarat
Overall:32.93%
Civil Works:54.74%
Maharashtra
Overall:13.72%
Pile work: 257.06 Km
Pier work: 155.48 Km
37.64 Km Girders launched
8003 trees transplanted
83,600 saplings planted

https://twitter.com/RailMinIndia/status ... 2676158464
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Re: Indian Railways Thread (Dec 2015)

Post by rajkumar »

Indian Railways to set up the manufacturing facility of Forged Wheel Plant with the capacity of 80,000 wheels per annum for next 20 years
Price Bid opened today, L1 is from M/s Ramakrishna Forgings Ltd., Kolkata, L2 is from M/s Bharat Forge, Pune, L3 is from SAIL.....

https://newsstation.media/news/indian-r ... -20-years/
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Kanpur bypass seems fully commissioned now. Interestingly the video clip DFC has posted shows a nice feature. Two IR rakes joined and a eloco in the center. IR rakes are usually 800m in length while DFC rakes are 1500m in length. The rakes will presumably get to some point and when they are ready to jump off the DFC, then this rake will be split in two so that each rake can conveniently fit into an IR loop and not overshoot the Fouling Point and be a hazard.


https://twitter.com/dfccil_india/status ... gr%5Etweet



Also the loco in the center is a slave loco being controlled by the lead loco using Distributed Power. The lead loco is controlling the slave by means of telemetry/ wireless. The Locotrol (proprietary trademark of GE (General Electric) Loco Systems) device in the lead sends out a signal every few seconds. The slave responds. If the communication is interrupted, brakes are automatically applied. This can happen in tunnels or deep cuts and so trackside repeaters are also installed in such dead zones like what happens in dead cell phone zones.


RDSO has issued guidelines on the frequency to be used for the telemetry devices in India. Distributed power was tried on Indian Railways in the late 1980s on MG in the Lumding division of NEFR and for BG on the freight heavy DBK Railway in Odisha on ore rakes. But they were not successful and broke down often on the WDM2 locos and YDM classes of MG diesels.

The WAG-9 and WAG-12 locos are equipped with Locotrol devices. In the US in the 2008 recession, railroad companies went in for Locotrol in a big way. They started to use longer rakes and fewer crew to save on salary, pensions and benefits to increase profit margins, Here is another Locotrol equipped rake on Indian Railways in the Trivandrum(TVC) division:


https://www.youtube.com/watch?v=RE3hOkpKHrs


A GE Locotrol device. One can use a 25 pin plug to connect two Locotrol devices esp. if the two locos are both at the head of the freight. In 2018, GE celebrated 50 years of Locotrol.

https://www.ge.com/digital/sites/defaul ... 160824.pdf


https://en.wikipedia.org/wiki/Locotrol
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Re: Indian Railways Thread (Dec 2015)

Post by Mollick.R »

Your Delhi Kolkata Train Journey Will Get Shorter Soon



https://economictimes.indiatimes.com/ne ... 685928.cms
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Re: Indian Railways Thread (Dec 2015)

Post by Sachin »

vsunder wrote:A GE Locotrol device. One can use a 25 pin plug to connect two Locotrol devices esp. if the two locos are both at the head of the freight. In 2018, GE celebrated 50 years of Locotrol.
I had seen another system for MU-ing two Diesel locos (WDM2??). This was only possible when two locos are right next to each other. A very thick cable with strong plugs on both ends were fixed to the sockets placed on the two ends of the locos. The cable gets pulled from the rear side of the front loco and connects to the front socket in the trailing loco.

In 1990s there were also the Push-Pull rakes. These two had a similar cable based system to connect the locomotive on one end and a driving cabin on the other end. The passenger coaches had special provisions to run the cable.
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Re: Indian Railways Thread (Dec 2015)

Post by Atmavik »

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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Ambala to Saharanpur EDFC


This is targeted for completion June 2023. GMR construction handles Ambala to Pilkhani and then a short stretch Pilkhani to Saharanpur is part of the Khurja to Pilkhani package which is another company L&T. It is unlikely they will complete by June 2023. Between Ambala to Yamunanagar, rather Dukheri to Yamunanagar track work is complete. However no wiring seen and loop lines at EDFC stations in progress.

EDFC does not enter Ambala, but between Dukheri and Ambala starts to swing around Ambala avoiding the city. It jumps over the GT Road(rail overbridge complete) and over the Delhi to Ambala line via a rail over rail flyover also complete, swings around and re-joins running parallel to IR tracks Ambala to Amritsar. Crosses said IR tracks shifting alignment from south to North near Shambhu via a rail over rail flyover to avoid getting into Rajpura and Sirhind city where there is no space for an extra track. So alignment shift to the other side of the main city.

All major bridges are done on Western Yamuna Canal at Yamunanagar and on Yamuna at Kalanour.


However on a 40km stretch Yamunanagar to Saharanpur earthworks are still going on and in some places no earthworks seen at all near Saharanpur. So very unlikely they can do all this in 3.5 months. Station buildings at New Kalanour etc are also very incomplete. This section seems headed for Dec 2023 completion. Video is 2 weeks old.


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

The big factory you see with EDFC running along the boundary wall just before train crosses Yamuna Nagar is Saraswati Sugar mills. This is sugarcane and sugar mills area, lots of them and you can see sugarcane fields in the video I linked. EDFC again runs past the boundary wall of a sugar factory between Saharanpur and Khurja at Mansurpur in the other video I had linked earlier.


%%%%%%%%%%%%%%%%%%%%%%%%


I had said repeatedly that there is a deep cut after Sohna tunnel all the way under the KMP expressway. That is to maintain the 1:200 ruling gradient requirement of the DFCs to handle 1500m long rakes with 13,000 tonne weight. It places tremendous force on the lead coupling on higher gradients and I had calculated the force and compared it to the safety requirements which will break the coupling by RDSO. It will lead to a runaway train. It is for that reason that EDFC uses a different alignment on the Gurpa--Gujjahandi ghat on the Grand Chord which has a 1:70 ruling gradient. They have to take the EDFC through a different alignment using 3 tunnels and this is forest land which needed clearance and some lafda went on, maybe they got clearance. This is the yet to be built PPP section Sonnagar to Dankuni WB.

Maybe all these posts of mine are from 2 years ago.


Secondly the mud from the deep cut(I thought it was cut and cover, but it is only cut, I hope the drainage is good or they will create Arabian Sea there) is not thrown away or sold. It was taken to the front of the East portal of the Sohna tunnel and was used to make those huge embankments some of the tallest in India. So mud taken west of the Sohna tunnel and placed East of the Sohna tunnel. All this activity is happening on about 4-5 km of track. As I said March 2023 deadline for this section will not be met. Possibly June 2023. Notice the twitter feed of DFCCIL a few days ago of officials inspecting the cut. Look at their feet. There is geo-stabilizing cloth on the steep slopes and weeds/grass has started to grow. They need that to stabilize the slope and prevent erosion. The seeds of these plants may have been sprayed onto the cloth and they need some water sprayed time to time for the seeds to germinate and take root. The cloth may degrade over time. The sides are too steep to put stones and rocks but that is what they are doing east of the Sohna tunnel in the viaduct abutments. Look carefully at the video of the guy who talks very very loudly. You will learn more to mute him and watch the video carefully and you will pick up insights many of them that he misses, hahahahaha


Yes aeons ago I had posted the simulation of travel on the WDFC between Rewari to Dadri. Much of it is now realized, the Y-connector at Dadri, the Bow string bridges over the Mumbai to Delhi expressway, the deep cut of the hill at New Mewat WDFC station, and the Sohna tunnels, all before the loudly talking guy had even a clue. I shall re-post that simulation video here again: 2 year old video enjoy


https://www.youtube.com/watch?v=ld5yNKZJ62Y

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%

The three EDFC tunnels to be built in the future for an alignment "along the Grand Chord" to maintain 1:200 ruling gradient as opposed to the 1:70 gradient of the Grand Chord will have lengths 150m, 475m, 300m. You heard it here first.

In these pics you can see the geo stabilizing cloth and germinating grass/plants to prevent erosion in the deep cut at the west portal of Sohna tunnel WDFC. In the distance, under the bridge you can see more of the green geo stabilizing sheets. The cut is too steep to line with stones as has been done at the abutments of the viaducts at the east portal of Sohna tunnel.

https://twitter.com/dfccil_india/status ... yxoLUtAAAA
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Khurja to Pilkhani EDFC 220km. L&T


1. Track linking and ballast and packing done from Khurja to New Khatauli EDFC station.


2. Track linking done from New Khatauli to Rohana Kalan on Muzzafarnagar--Deoband bypass detour. Ballast laying and packing left. Mansurpur---Rohana Kalan---Talheri Buzurg is a greenfield alignment detouring around Muzaffarnagar and Deoband. No land alongside IR tracks to lay EDFC tracks in those cities.


3. Left 22km from Rohana Kalan to Talheri Buzurg, track laying. Earthworks more or less complete. Station works in progress, bridges all done.


4. Tapri Jn. to New Pilkhani EDFC station 16km track laying left. About 3-5 km of earthworks left. Old railway buildings have to be demolished in Saharanpur IR yard for right of way. A drain has to be laid.


Total about 40km of tracks to be laid. All bridges complete, all rail over rail flyovers in place.


Target June 2023. Will go to at least August 2023 and most likely Dec 2023.


%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%


New Pilkhani to Sahnewal/Ludhiana GMR Construction 175km.


1. Track laying done between Yamunanagar to Dukheri outside Ambala.


2. Track laying to be done New Pilkhani to Yamunanagar. Bridges all done. Some earthworks left. 40km


3. Track laying to be done Ambala to Rajpura, 30km.


4. Track laying complete Rajpura to Sahnewal/Ludhiana.


Total 70km of track laying left. Target June 2023. Maybe will overshoot, For sure complete by Dec 2023.


Total 110km of track laying left between Khurja to Ludhiana for EDFC. Total length EDFC between Khurja and Pilkhani about 400km. This finishes EDFC from Sahnewal/Ludhiana to Son Nagar, Bihar leaving only the PPP section in Jharkhand and WB, politics has taken this Jharkhand, WB section nowhere. By Dec 2023 the 1350 km section from Ludhiana to Son Nagar will be finished and who knows when the 500km section in Jharkhand and WB will even start.




%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%

Line Tripling North-South in Andhra Pradesh and Telangana


Manobulu to Venkatachalam 30km third line has been commissioned Monday. This is the first section to be tripled between Gudur and Nellore on the Delhi to Chennai Grand Trunk route, bringing tripled sections between Gudur to Vijayawada to 135km out of 293 km. A further 10km between Gangineni to Errupalem third line will be commissioned on Friday between Vijayawada and Kazipet bringing to 40km of third line between Vijayawada to Kazipet to be operationalized.


The significance of the Manubolu to Venkatachalam section is that the line from Krishnapatnam port cuts the Grand Trunk route Vijayawada to Chennai midway of this Manubolu to Venkatachalam section.

In the Kazipet to Balharshah section with tripling commissioned in February between Wirur to Makudi, 127km/ 235km is tripled.


Tripling of the Gudur to Balharshah section was sanctioned in 2015-2016.


An article on Covid, India , Infra and what the US can do to follow India

https://thehill.com/opinion/finance/391 ... vid-model/

The Hill covers legislation on Capitol Hill and is distributed freely to Congressmen/women and Senators.

https://en.wikipedia.org/wiki/The_Hill_(newspaper)
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

So here is the good news I was claiming, though not fully good. Loco trials have taken place at DDU EDFC yard preparatory to commissioning the yard and the last remaining 40km stretch of EDFC track from DDU to New Dagmagpur/Chunar. As usual the local Hindi newspaper reports it. These small newspapers will send a person to the site, and he/she will interview the afsar there and get a report out, while the big Angrezi newspapers are too arrogant and caught up in some tamasha in Dilli to even report this, much less send a low level stringer out to Mughalsarai/DDU. Even the low level stringer of the angrezi papers behave very arrogantly.


https://www.livehindustan.com/uttar-pra ... 31427.html


Cut and connect etc in places will follow as the article says. If you remember the drone video I had posted of DDU EDFC yard a few weeks ago, this Bharat Petroleum siding mentioned in the Hindi article ^^^ is seen clearly and a line cutting and crossing EDFC DDU yard from the IR DDU yard on the right to the BPL siding on left(in fact you can see a rake of tanker wagons). Obviously they had to remove this. The video below makes the Hindi article crystal clear. See 0:21 in the linked video.


https://youtu.be/CvXWev_FD-Y


Most likely the commissioning is 2-3 weeks away of the 40km or even sooner.

With the commissioning of DDU/Mughalsarai yard in 2-3 weeks or earlier, EDFC is complete from Dadri outside Delhi to Son Nagar in Bihar, seamless connection, level crossing free and not intersecting any track of Indian Railways by a double lined electrified track, 940km. Once the Khurja to Ludhiana arm which is single lined 400km is commissioned by June 2023 of which only 110 km remains to track link see my post above, all of the 1350km of EDFC is complete except the 500km in Jharkhand and WB that has not moved due to politics.
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Re: Indian Railways Thread (Dec 2015)

Post by Ashokk »

Vande Bharat Express to run on Chenab bridge - world’s highest rail bridge
Vande Bharat Express and Vande Metro will soon run on Indian Railways’ new network in Jammu and Kashmir. Railway Minister Ashwini Vaishnaw today said that Vande Metro will connect Jammu and Srinagar once the Udhampur-Srinagar-Baramulla (USBRL) rail link is fully operational.
Addressing reporters from the Chenab river bridge construction site, Vaishnaw said that the USBRL project is likely to be ready by December 2023 or January 2024. Vaishnaw said that once the railway line is functional a Vande Bharat Express will also run on the important rail link. For the smooth functioning of the Vande Bharat Express, maintenance facilities will be set up at Badgam in Jammu & Kashmir.
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Yesterday CRS safety inspection of the new double line 20km from Saunshi to Hubbali South was concluded successfully. This doubled section will be thrown open April 1. Once thrown open 749km of doubled line Bangalore---Tumkur---Arsikere----Davangere---Haveri----Hubbali----Dharwad---Belagaum---Kudachi will be completely doubled. Once the 34km from Kudachi to Miraj doubling is complete next March 2024, about 780km of doubled track will be operational. Electrification is already over from Bangalore to Davangere and out of this 749km about 100km of electrification is left to operationalize. Work is going on real fast and the 100km of electrification should be done in 2 months. The Railway wishes to introduce a VB on the Bangalore to Hubli or Bangalore to Belagavi route asap as the tracks have been upgraded too to 130kmph speeds and curves straightened out. For sure VB will be introduced before 2024 general election.

The entire doubling was done after 2014 and sanctioned by the Modi Govt. and Suresh Prabhu. Eventually the entire route from Bangalore to Pune will be doubled and electrified. Miraj to Pune is electrified amd about half the 284km between Miraj and Pune is doubled. There is one block section in the ghats that is challenging with tall viaducts and also LA was a problem near Karad in MH, but that is all over last month. Took 8 years to get the land in MH and CR is also lethargic and not matching the pace of SWR who are close to finishing (only 34 km left) Hubli to Miraj doubling and RE, while CR still has quite a bit to go to double Miraj to Pune about 120km.

%%%%%%%%%%%%%%%%%%%%%%%%%

With the successful opening of the Melapalaiyam to Naguneri section for doubling on Saturday, a double electrified line with upgraded tracks exists from Chennai --Trichy---Madurai--Tirunelvelli all the way to near Kanniyakumari. Just 32 km of doubling left between Nagercoil and Kanniyakumari and around Nagercoil.

Aralvaimozhi----16km---> Nagercoil---- 16km ---> Kanniyakumari all that is left to finish Chennai to Kanniyakumari doubling and electrification via Madurai and Trichy.

This 32km will also be completed before the elections of 2024. Kanniyakumari station revamp with soil testing has also started. So from Jammu to Kanniyakumari one is then connected by a doubled, electrified track by 2024 with speeds at 130 kmph on the main section from Delhi to Chennai.

Milvatan to Thootukodi port doubling and electrification 10km is also progressing very fast, connecting Thootukodi port by a doubled and electrified line with the rest of the IR network by doubled and electrified tracks to Chennai. This last section is all that is left for doubling and is a bottleneck, rest is all done with project starting in 2016.

https://www.youtube.com/watch?v=gRoNyCd7n38
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Re: Indian Railways Thread (Dec 2015)

Post by CalvinH »

This would a sight we are all waiting to see. Vande Bharat running through the Chenab Bridge. A picture of real progress.
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Re: Indian Railways Thread (Dec 2015)

Post by yensoy »

CalvinH wrote:
This would a sight we are all waiting to see. Vande Bharat running through the Chenab Bridge. A picture of real progress.
While a Tejas is flying overhead blocking the sun so we can see the LVM3 floating into the sky dropping off some Indian made satellites :rotfl:
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Re: Indian Railways Thread (Dec 2015)

Post by Mollick.R »

Bhopal-Delhi Vande Bharat Express: Timings, fare, route details; 1st to run at 160 kmph
SMRITI JAIN / TIMES OF INDIA.COM / Updated: Apr 1, 2023, 16:46 IST

Delhi-Bhopal Vande Bharat Express: Prime Minister Narendra Modi on Saturday flagged off the Rani Kamlapati Bhopal - Delhi Vande Bharat Express train. This is the 11th Vande Bharat Express on the Indian Railways network.

This is the first Vande Bharat Express that will run at 160 kmph on Indian Railways. A railway official told TOI that the Vande Bharat Express on the Delhi-Bhopal route has been cleared for a maximum permissible speed of 160kmph. Gatimaan Express, another flagship train of Indian Railways, already runs at 160 kmph on the route.
Indian Railways has till date launched 10 Vande Bharat Express trains. Given the speed restrictions on most routes, Vande Bharat trains till now have only been permitted to run at 130 kmph. The semi-high speed train set has a design speed of 180 kmph and an operational speed of 160 kmph.


Read full news article from here
https://timesofindia.indiatimes.com/cit ... 99154734#6
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Re: Indian Railways Thread (Dec 2015)

Post by Atmavik »

^^^ look at the excitement of people who have come to see the VB train in Jhansi

https://youtu.be/vbpQeFVs7H8

When I was a child we would take the hyd gorakhpur train to visit grand parents in Lucknow. jhansi was the breakfast stop . Happy to see that the station is much cleaner now and hopefully will get an upgrade soon
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Re: Indian Railways Thread (Dec 2015)

Post by Vips »

Railways records highest-ever earnings from freight, passenger segments in FY23.

The Indian Railways has recorded the highest-ever earning of Rs 2.31 lakh crore from freight and passenger segment in 2022-23, which is 28% more than the previous financial year.

This is also a rare occasion when the national transporter’s revenue from these two key segments has also surpassed the revised estimate of Rs 2.29 lakh crore, sources said.

The data available on railway ministry’s dashboard “Raidrishti” till March 31 shows transportation of around 1,512 million tonnes (MTs) of freight, which is the maximum ever and also more than the revised estimate of the year ended on Friday. In 2021-22, the railways transported around 1,416 MTs of cargo by trains.

The details also show that movement of coal and coke, mainly used at thermal power plants, had the lion’s share, both in terms of tonnage and revenue during last year, though the rate of increase in percentage terms was maximum in the case of chemicals and manures.

While there has been a trend of increase in freight movement by rails in recent years, the spike in railways’ revenue was more in both reserved and unreserved passenger categories during 2022-23 as train operation was completely normalised post Covid-19 pandemic. Last year, the earning from unreserved passenger ticket segment was Rs 14,616 crore, an increase of 300% over 2021-22 and in the vase of reserved passenger category, the revenue rose by 38.6%.

As railways targets to introduce more Vande Bharat and other modern trains, the revenue from passenger segment is likely to increase further. Similarly, the increased thrust of getting more cargo to move by railways and introduction of parcel trains is also likely to push revenue from freight movement.

“We need to increase our revenue to meet operational expenses and also to invest in more projects. Addition of more wagons, electric locomotives and fixing the issues and key projects that delay freight movement will go a long way in increasing the modal share of cargo moved by rails,” said an official.
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Re: Indian Railways Thread (Dec 2015)

Post by Atmavik »

https://youtu.be/nyvBVaZAZmQ

VB train hitting 160 kmph between Agra and Delhi .watch @ 16:00 mins
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Re: Indian Railways Thread (Dec 2015)

Post by rajkumar »

First 8 Car Vande Bharat Express Trial Run | Coimbatore to Chennai

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Re: Indian Railways Thread (Dec 2015)

Post by JTull »

Atmavik wrote:^^^ look at the excitement of people who have come to see the VB train in Jhansi

https://youtu.be/vbpQeFVs7H8

When I was a child we would take the hyd gorakhpur train to visit grand parents in Lucknow. jhansi was the breakfast stop . Happy to see that the station is much cleaner now and hopefully will get an upgrade soon
This is middle India! Unlike the politically motivated fringe elements in some states, this is the aspirational population which is proud of new India. And, these will be voting next year. Not Soros funded twitterati!
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Re: Indian Railways Thread (Dec 2015)

Post by Pratyush »

https://m.economictimes.com/industry/tr ... 309175.cms

Apr 07, 2023, 06:48 AM IST6

In view of congestion caused by Pvt sector rakes, railways has stopped accepting new applications for pvt sector rakes.

Ones allready approved, or under different stages of approval will continue under process. Once infrastructure has improved, additional new rakes can be applied for.
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Re: Indian Railways Thread (Dec 2015)

Post by chetak »

JTull wrote:
Atmavik wrote:^^^ look at the excitement of people who have come to see the VB train in Jhansi

https://youtu.be/vbpQeFVs7H8

When I was a child we would take the hyd gorakhpur train to visit grand parents in Lucknow. jhansi was the breakfast stop . Happy to see that the station is much cleaner now and hopefully will get an upgrade soon
This is middle India! Unlike the politically motivated fringe elements in some states, this is the aspirational population which is proud of new India. And, these will be voting next year. Not Soros funded twitterati!
jokers are still crossing the rails to get to the next the platform.
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Re: Indian Railways Thread (Dec 2015)

Post by Cyrano »

Unless IR installs warning 1000Rs fine per head for crossing tracks, includes it as part of announcements all the time, and RPF systematically applies it, such habits wont change. But they should build more underground ramps, overhead bridges with escalators and lifts as well. Its easy to underestimate the speed of fast approaching trains and get crushed.
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Re: Indian Railways Thread (Dec 2015)

Post by Manish_P »

Cyrano wrote:Unless IR installs warning 1000Rs fine per head for crossing tracks, includes it as part of announcements all the time, and RPF systematically applies it, such habits wont change. But they should build more underground ramps, overhead bridges with escalators and lifts as well. Its easy to underestimate the speed of fast approaching trains and get crushed.

I am practically a daily railway traveler (Mumbai Urban).

Each of the following is there
- penalty for crossing tracks (fine or imprisonment or both). Earlier it was TCs who were tasked with this but there were lumpen elements who created trouble and the TCs were then aided by the RPF
- announcements (audio and visual - automated, as well as manual)

What really changed and brought down the crossings drastically were addition of multiple footover bridges and recently escalaters.

Another little known but significant factor most people are not familiar with was the extra lengthening of the platforms... both ends were elongated and instead of an incline at the ends there was a straight vertical cut (about 3 feet high). It therefore became troublesome to go to the end, cross over, then walk again to the part where the train would be .. (especially for the older folk)

I am ashamed to say i was a railway line crosser in my more youthful days, not too long ago :oops:
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Re: Indian Railways Thread (Dec 2015)

Post by Vips »

vsunder wrote:If I were a OK Tata Bye Bye engineer, what would give me sleepless nights is the Kopar rail over rail flyover. Kopar is a station on the Vaitarna to Panvel Central Railway route. The WDFC on its end run from Vaitarna to JNPT 135km travels along this section. At Kopar the WDFC is supposed to jump over 6 Central Railway lines, that carries all traffic of Central Railway between Thane and Kalyan. Mind you this means all the traffic from Bumbay to every single metro in India, Delhi, Howrah, Chennai, Bangalore, Pune, Hyderabad goes on those 6 lines and that also means all the local services of Mumbai beyond Thane and all freight leaving Bumbay from the Thane industrial zone. They have to launch two massive open web girder spans across these 6 tracks and each span will be 80m + if not longer. The OWG spans have to be sturdy to support heavily loaded DFC freight and also tall to accommodate double stacked containers from JNPT port and sturdy enough that one span can bridge 80+m. They will have to take a power and line block, cannot have cranes and machinery pulling and winching spans across with 25kV flowing, will make shish kebab there. So line and power block and that means shutting down essentially the Bumbay Central Railway out of CSMT, possibly at night. It will be the first and only time a rail flyover was launched over 6 "active" tracks for the DFC and possibly in India. It will call for careful project management and coordination with Indian Railways esp. Central Railway, Tata Bye Bye Construction, local authorities, pulis etc Possibly the work will be done at night in mega blocks and over a period of several mega blocks. It will be very interesting to see how Tata does this. Their project management skills will be severely tested. A few years ago desultory piling work was going on for this flyover. Now the twin spans are being erected in situ with some welding etc going on. The idea is to winch them across/ drag them literally using rollers and a very long launching nose for balance and lessen the load on the winches and cranes. If these spans are not launched soon then that March 2024 end of project date announced for Vaitarna to JNPT is out of the window, and we are seeing end of 2024 for completion for WDFC. Oh Tata Bye Bye and Uddhav Thackeray what a big cock up. You can see the spans being assembled and parts of the launching nose the rust colored part in place. It will taper some more Feb 2023

https://www.youtube.com/watch?v=NqJ3xTYgE8g

One of the two spans is being erected at the Kopar end and the other one is being erected across the tracks at the JNPT end.

Piling work 1 year ago

https://www.youtube.com/watch?v=udPhURrtFq4

2 months ago Bhiwandi to Kopar, no trace of any earthworks for WDFC except a few places. Now you understand why Tata Bye Bye was kicked out and used pressure to get re-instated. If fresh tenders were called 2026 to complete WDFC all for a 135km section.

https://www.youtube.com/watch?v=aBAdCvTnBXY
This work is being done on the upcoming weekend:
The Central Railway will operate special traffic and power block on 5th / 6th line and Up / Down slow and fast line for launching of its first open web girders for Dedicated Freight Corridor Corporation India Ltd on bridge no RFO-6 (paralleled to existing Central Railway bridge no 48/2 ) between Kopar and Thakurli stations on the mid-night of Saturday/Sunday.
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Re: Indian Railways Thread (Dec 2015)

Post by Atmavik »

https://youtu.be/dlw1TfAHZOg

2 VB trains crossing
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

The other news is that the OCC(Operational Control Center) for WDFC is now operational. It is the exact counterpart of the EDFC one at Prayagraj. Long, long time ago when only the concrete pillars of this building were just about there and it was barely a shell, I had located the building near Sabarmati D Cabin outside Ahmedabad and posted a picture 2 years ago. The shape of the building from the outside looks the same as the Prayagraj one and the interior with giant screens and monitors just the mirror copy of the Prayagraj one which was opened with a lot of hoopla. This one they opened very quietly.


https://www.deshgujarat.com/2023/04/02/ ... n-gujarat/

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%

Also Bengaluru to Hubli to Belagavi is fully doubled and electrified and opened a few days ago. Only 34km left to double and electrify between Ugar Khurd to Miraj and that will finish 800km of doubling and electrification between Bengaluru and Miraj. This will be done by September 2023. In fact very likely even earlier speed is very fast. Only 2/7 TSS(traction sub stations) enroute are commissioned. The OHE is charged but there must be quite a lot of line drop over 474km say to Hubli. Power is being fed from Whitefield TSS, Birur and Devaragudda, last two commissioned last week. Rest have to be commissioned. It is enough though to run VB on Bengaluru to Hubli -Dharwad route and even to Belagavi. They can do it without asking a mantri to inaugurate due to code of conduct rules of Karnataka election. Non-checked TSS is being constructed and should take 3-4 months to complete or less. There is some formality to connect to KPTCL grid.

Dodbele
Nittur
Honnavali road
Birur ✅
Ramagiri
Tolahunse
Devaragudda ✅
Savanur


%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
New sections have been opened on DFCs for trials

New Dagmagpur to Ahraura Rd 23km done leaving only 17km of Mughalsarai yard work on EDFC for June 2023. Lot of interconnections in a busy yard. This last 17km will finish 940km of double lined EDFC betwween dadri Delhi NCR and Son Nagar, Bihar.

124 km Khurja to Khatauli trials started, leaving 275 km between Khatauli and Ludhiana target June 2023. This portion 400km Khurja to Ludhiana of EDFC is single lined due to non-availability of land in Western UP, Haryana and Punjab.

108km Surat and Sanjan trials started on WDFC (Sanjan is on MH--Gujarat border) leaving 80km upto Vaitarna. This is for double stacked container.

All sorts of ballast laying etc going on and traffic blocks upto July to strengthen and upgrade speed to true 130kmph between Bengaluru to Jolarpet. MEMUs on this route are being affected due to this rail replacement and upgraded HS sleepers being laid and 60 kg/m rails.
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Tomorrow is CRS from Sohawal to Rudauli 23km on the Lucknow---Barabanki---Ayodhya----Varanasi route. This CRS is for line doubling with electrification and also improvement of MPS(Maximum Permissible speed) to 130kmph. Few days ago Darshanagar to Goshainganj about 50km went through a CRS for doubling and track improvement on the same route. GoI is rapidly implementing doubling with electrification(currently route is single lined electrified and doubled in sizeable parts) to run VB by Dec 2023 on this pilgrim route. THis will coincide with the opening of the brand new modern Ayodhya station which is 97% complete and of course with the opening of the Ram Mandir. In October Purshottam Shri Ram International Airport at Ayodhya will also open. After tomorrow, 110 km of doubling is left between Barabanki to Varanasi on this route and GoI is very eager to finish this project ASAP before 2024 elections. All the old crappy wayside stations on this route were demolished and re-built to make space for the double line. Take a look in this video for the preparations taking place for tomorrow's CRS inspection:

https://www.youtube.com/watch?v=v1H2vJZMDqk

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
IR in lieu of DFCs on East West route is line tripling and quadrupling this route. A supercritical piece 206 km is left between Jharsuguda and Bilaspur between Howrah and Nagpur. This Jharsuguda to Bilaspur is doubled and line tripling will help in moving ore and coal. Most of the remaining part Howrah to Nagpur is tripled. Nagpur on to CSMT progress has been very slow due to LA issues in MH. Jalgaon to Bhusawal is quadrupled and here is the video and Jalgaon to Manmad slowly getting tripled.

https://www.youtube.com/watch?v=PQaFdRzzQj8

Train is running at 115 kmph and that is about what an ICF rake can do. MPS here is 130kmph on this trunk route. IR is slowly doing away with unreserved coaches and sleeper coaches and will have three tier sleeper economy AC coaches as the base. There are fewer sleeper coaches non AC being attached to long distance trains. Here is a prediction, because AC coaches have sealed windows, trash along the tracks will also decrease.

Jalgaon to Manmad is 160km. Line has been tripled 48km from Jalgaon to Pachora. GoI wants to make a new container port at Palghar, this line tripling will help for port connectivity from Nagpur.
Last edited by vsunder on 09 Apr 2023 23:20, edited 2 times in total.
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Re: Indian Railways Thread (Dec 2015)

Post by Zynda »

I saw videos on Youtube where SWR has started testing speeds in excess of 130 kph on SBC-JTJ segment. Also saw video today where someone had mentioned VB (not sure which one) doing 130 kph from Basin Bridge-Arakkonam. VB did 110 kph flat through Katpadi & 70 kph @ JTJ (still not allowing MPS I guess). Hopefully in another few months, bulk of the section from SBC-MAS will be certified for 130 kph and trains like VB & Shatabdi can take advantage of the same. Hopefully, IR can start working on achieving 160 kph capability by 2030 (doubtful though)

vsunder saar, IR has recently signed order with Siemens for 9000 HP locos. Are these new locomotives or will Siemens supply upgraded traction motors (& associated paraphernalia) for WAG-9? I think CLW had plans of upgrading WAG-9/WAP-7 outputs to 9,000 HP (IIRC CLW had released tenders for the same to various OEMs including Alsthom, Siemens etc.).
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Zynda wrote:I saw videos on Youtube where SWR has started testing speeds in excess of 130 kph on SBC-JTJ segment. Also saw video today where someone had mentioned VB (not sure which one) doing 130 kph from Basin Bridge-Arakkonam. VB did 110 kph flat through Katpadi & 70 kph @ JTJ (still not allowing MPS I guess). Hopefully in another few months, bulk of the section from SBC-MAS will be certified for 130 kph and trains like VB & Shatabdi can take advantage of the same. Hopefully, IR can start working on achieving 160 kph capability by 2030 (doubtful though)

vsunder saar, IR has recently signed order with Siemens for 9000 HP locos. Are these new locomotives or will Siemens supply upgraded traction motors (& associated paraphernalia) for WAG-9? I think CLW had plans of upgrading WAG-9/WAP-7 outputs to 9,000 HP (IIRC CLW had released tenders for the same to various OEMs including Alsthom, Siemens etc.).
New locos. 1200 locos to be supplied over 11 years and 35 years of maintenance. To be built in Dahod, Gujarat. Can haul 4500 tonnes at 120 kmph. DFC freight rake is 13,000 tonnes. So need 3 of them to haul freight on DFC. I am not sure why this order was made. They have the Alstoms, the CLW WAG-9s and now this. Yes after full electrification there will be a demand for more elocos, and the old WAG-7s are long in the tooth possibly and to be retired. Really do not know the raison d'etre(raisin dieter hahaha)

It will take till July to run ballast trains between JTJ and SBC and fix track. SR had already fixed track and made it capable for 130kmph. Yes, in JTJ there was an S curve that severely restricted speed of Shatabdi through JTJ. Over the pandemic when no trains were running they converted the S to a simple curve and renovated the RRI and panel room at JTJ. Still there is a curve so there is a permanent restriction of 100 kmph higher than before but not 130 kmph. Towards SBC there is a huge horseshoe curve and there is a permanent restriction on it.
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

The first girder of WDFC rail over rail flyover over 6 CR lines at Kopar has been successfully launched in a 5 hour total power and traffic block. Another girder remains to be launched with total shutdown of the Mumbai CR network from CSMT to Kalyan and beyond to rest of India.

https://www.mid-day.com/mumbai/mumbai-n ... i-23280148

From the picture clearly it is the Down line girder that will carry freight towards JNPT from Delhi that has been launched. You can see the Up line girder poking out a bit awaiting launch in the upper right hand corner. It is lying at the Kopar end. Anyhow good work and congratulations to the team. It is a major effort as I said and the local papers are carrying the story.
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Karnataka Vande Bharat Train Trials will start tomorrow April 12th on Bengaluru to Hubli route. They want to operate VB service on this route much faster than I thought. Its barely a week since full electrification and doubling of this route. Elekshun ka chamatkar.
Last edited by vsunder on 11 Apr 2023 20:37, edited 1 time in total.
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

North to South Line Tripling

The DFCs are a long way away North to South. No DPRs yet. Instead GoI has opted to triple the Delhi to Chennai corridor.

Here is the progress

1. Delhi to Mathura is quadrupled.

2. Mathura to Agra Cantt. nothing yet, no land, most likely third line will bypass Agra entirely. 54 km total distance.

3. Agra Cantt. to Jhansi 60km tripled mostly around Gwalior. Major bridge on Chambal river for third line close to completion. Distance 217 km.

4. Jhansi to Bina 183 km, 72% line is tripled.

5. Bina to Bhopal entirely tripled, 138km.

6. Bhopal to Itarsi tripled except for 23km ghat section Barkhera to Budni in Vindhyas. This 23km is scheduled for opening May 2023 according to RVNL. 5 tunnels, 16 major bridges and plenty of animal overpasses and under passes through Ratapani Tiger reserve. This is suicide alley as many tigers have been killed by getting run over by trains. No work was allowed like tunneling at night here. Tunnels and bridges are complete. In the operational section a new bridge for third line was constructed and operationalized over Narmada at Narmadapuram(formerly Hoshangabad). Total distance 86km

7. Itarsi bypass being constructed 82% complete, supercritical project. Duronto, Rajdhani, freight that skips Itarsi and its busy and mammoth yard will be sent along this bypass and rail over rail flyover over the Itarsi--Khandwa--Bhusawal line.

8. Itarsi to Nagpur 40km tripled and this does not include tunnels and ghat portions Dharakoh to Maramjhiri where tender was only awarded Aug 2022. Total distance 298km. Ghat sections in the Satpuras.

9. Nagpur to Wardha supercritical, massive problems with CR and LA in MH, languishing since years and years. Only a measly 22km tripled out of 79km.

10. Wardha to Balharshah, do not know the problem, CR and MH govt are screwing up badly. In 6 years only 33km out of 133km tripled.

11. Balharshah to Kazipet, one of the most efficient zones in India SCR. 127km tripled out of 235 km.

12. Kazipet to Vijayawada 21km out of 219 km tripled. 184 km falls in AP, rest in Telangana. Most of the tripling is around Vijayawada.

13. Vijayawada to Gudur 136km tripled out of 288km. In particular Venkatachalam Rd falls in the tripled section with connection to Krishnapatnam Adani ports.

14. Gudur to Chennai Southern Railway now. Still sleeping, good old Southern Railway always asleep and incompetent to triple this section 134km. Though speed on this section is upped to 130kmph.

Speed is upped from Chennai to Vijayawada to 130kmph and Chennai to Guntakal at 130kmph.

%%%%%%%%%%%%%%%%%%%%%%%%%%%

Work going on for third line on Barkhera to Budni section. See 6.

https://www.youtube.com/watch?v=QpMFd3aa1rM

https://www.youtube.com/watch?v=HYnvq7FkR90

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%

In the old days in this place in the back of beyond at Budni, the Gobarmint had set up a tractor testing institute. If you were a ghas phus ka engineer(Agricultural injineer) in 1970 IIT Kharagpur you would be sent here for field training. We used to have a ceremonial funeral for such people in the dorm and give them a send off after copious amounts of Old Monk was drunk courtesy of Naval Architects who were allowed rum rations if they signed up for Indian navy. Those Sodium guys (Naval architect code on roll numbers was NA so Sodium) went on to design all your warships including my senior NCC under officer later in life Rear Admiral MK Badhwar AVSM VSM(retd) google him head of naval warship design. Aap logon ko kuch history pata nahi hoga.

There was Raghu Upadhyay one of the design heads of LCA Tejas and my long distance running partner. All dorm mates. Raghu was a very very big shot in ADA. Now retired. The entire Aero class bar one or two were all long distance runners. GC Mistry, S. K. Lahiri(retired from Boeing), Raghu, Manjit Singh Grewal, the Flying Sikh and also NCC under officer.

https://www.aassc.in/about-us/governing ... r-upadhya/

^^^^ Hard to believe we were all long distance runners. 5000m and above.
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Re: Indian Railways Thread (Dec 2015)

Post by CalvinH »

Vsunder ji,

साधुवाद

Allow me to digress a little. When we think about why India is where it is today its because of people like you and your batchmates. I wish we can match the selfless depth and passion of your generation. Your generation continue to inspire us to take India to the heights it truly deserves.
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Re: Indian Railways Thread (Dec 2015)

Post by Bart S »

Does anybody know why the MAS - CBE Vande Bharat is only an 8-car trainset vs the typical 16?
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Bart S wrote:Does anybody know why the MAS - CBE Vande Bharat is only an 8-car trainset vs the typical 16?
Easy one to answer. There are two reasons. First if you have fewer coaches in a trainset you have many more trainsets and so many more trainsets can be introduced quickly before the Elekshun in sara Eendia. Good for optics.

Secondly VB is a premium ticket and IR has done some traffic survey and realized that 16 coaches will not be filled up while 8 to 12 coach trainsets will be filled up like sardines in a can. Once lots of VBs are running and elekshun is over, then routes that have a high demand will see 16 coach trainsets.

Two days ago someone I know took VB to Kanpur and reported back lots of empty seats. Patronage from Mysuru for VB is also poor.

Lastly between Chennai and Coimbatore, there will be an initial excitement and full trains and then the traffic will settle into a true idea of the passenger load in 3-4 months. Based on that they will possibly decide to run 8 or 16 coach VBs in the future.
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Re: Indian Railways Thread (Dec 2015)

Post by Bart S »

^Thanks, explanation makes sense.

I was just a bit surprised since MAS and CBE are fairly established metros whereas trains between somewhat less populated locations got 16-car trainsets. It's probably going to be a work in progress, with GOI and IR tweaking their rollout.
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Re: Indian Railways Thread (Dec 2015)

Post by Vayutuvan »

"Two days ago someone I know took VB to Kanpur and reported back lots of empty seats. Patronage from Mysuru for VB is also poor."

Vsunder ji, this I don't understand. There is a lot of passenger traffic between Mysuru and Bengaluru. Have people shifted to driving their own vehicles to and fro?
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Re: Indian Railways Thread (Dec 2015)

Post by vsunder »

Here is the official notice of line blocks for ballast trains to upgrade Jolarpet---Bangalore speeds to 130kmph. It is a line block that stretches till July.

https://swr.indianrailways.gov.in/view_ ... 13FA5C25ED

@Vayutuvan: I doubt people will take VB to travel from Mysuru to Bangalore. Most people from Mysuru who take VB will be traveling to Chennai. Once the Expressway Chennai to Bangalore is built, VB will face competition as people will have the flexibility of choosing a time to travel. Currently VB arrives at Bangalore 14:55 and Chennai at 19:30hrs. It makes one stop at Katpadi.

Brindavan Express starts 5 minutes after VB, makes 11 stops and reaches Chennai 90 minutes later at 21:05. Obviously VB should be able to do much better. More so that the Brindavan rake is composed of really ancient ICF coaches where the speed can barely exceed 110kmph.

Another reason why they are spreading VB rakes to 8 per trainset is possibly due to what I had written earlier, non-availability of forged wheelsets in the short run. The goal is to have 75 trainsets of VB running by Aug 15th next year on the 75th anniversary of independence, at least that is the announced goal. Given the state of debate in India, a big ruckus will be created if they manage to produce 74 trainsets with Gaundy going on the warpath.
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Re: Indian Railways Thread (Dec 2015)

Post by arshyam »

Vayutuvan wrote:"Two days ago someone I know took VB to Kanpur and reported back lots of empty seats. Patronage from Mysuru for VB is also poor."

Vsunder ji, this I don't understand. There is a lot of passenger traffic between Mysuru and Bengaluru. Have people shifted to driving their own vehicles to and fro?
Typically, the people who can afford spending on VB tickets can also take their own/hired vehicle. The Bangalore-Mysore timings are not ideal either, especially the return - 10:15-12:20 onward and return at 13:05-14:50. It all boils down to the target audience's convenience. Having a fast expressway does not help, either.

I think IR will realize that the patronage of the return VB all the way to Chennai also not that good due to poor timings. Again, the return service. 14:50-19:30 does not help those going to BLR for work - they'll prefer the Shatabdi which leaves at 16:25. Ideally, the VB with its superior acceleration should have been scheduled for much later - 18:00 departure from Bangalore, with a halt at the techie hub of KR Puram, and reaching Central around 22:00. It will go full day in and out.
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