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Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 02 Jul 2017 08:11

SCR sets a new record in Electrification of Rail network. 397 Kms of Railway Line electrified during last three months.

The initiative of Shri Vinod Kumar Yadav, General Manager, South Central Railway towards enhancing the pace of completion of projects o­n the Zone has yielded significant results. The Zone has attained a new achievement of completing electrification of railway lines o­n its network to the extent of 397 Kms during the first quarter of the current fiscal i.e. April - June 2017 three month period. This record completion of 397 Kms electrification comes in comparison to 93 Kms commissioned during the last fiscal of 2016-17 and sets a high benchmark, reached for the first time.
The sections completed during April - June 2017 are:
ØGuntakal - Chiksugur for a distance of 135.58 Route Kms
ØNallapadu - Cumbum for a distance of 164.48 Route Kms
ØGuntakal - Dhone for a distance of 69 Route Kms
ØGooty - Pendekallu for a distance of 28 Route Kms
Electric traction continues to play a dominant role in the Railway since it is a clean technology and energy efficient mode of transport. Electric traction is best suited for massand rapid transport, it reduce running time of passenger trains and makes possible to run longer train. Being energy efficient system it is also preferred for long and heavy freight trains to ensure quicker transportation of goods.

In South Central Railway electrification has been under progress o­n large scale. In current financial year, in addition to the 397 Route Kms electrified, it is planned to complete electrification in several other stretches too.

The Guntakal - Wadi section which includes the newly electrified Guntakal - Chiksugur section has already been commissioned for rail services with electric loco motives hauling the trains. This has made seamless operation of trains o­n electric traction without any change of locomotive from New Delhi to Bengaluru via Secunderabad. The Bengaluru-Hazrat Nizamuddin Rajdhani Express via Secunderabad will be running o­n electric traction entirely between the two destinations. Commissioning of electrification o­n this section has speeded up the coal transportation to Raichur thermal power plant.

In Nallapadu - Cumbum section, inspection of Commissioner of Railway Safety is completed and clearance has been received. It is planned to run passenger train o­n electric traction from Tenali - Markapur shortly. Freight train has already started running by electric locomotives from Nallapadu - Cumbum.

In Guntakal - Dhone and Gooty - Pendekallu section the inspection of CRS has been completed and clearance obtained. Electrification of these two sections increases the capacity of train movements and speeding of rail services, o­n the Guntakal - Gooty - Pendekallu triangle, thereby significantly improving the rail services to Bengaluru and Chennai, Vijayawada and Secunderabad.

The stress of General Manager towards speedier electrification of Railway lines is in tune with the objective of strengthening of rail infra to run more services and also reduce carbon footprints o­n account of running diesel traction which results in pollution.


http://www.scr.indianrailways.gov.in/vi ... C296.web91

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 07 Jul 2017 12:10

NEW DELHI: With the 2019 Lok Sabha elections weighing high on the Narendra Modi-led government, the Centre has sought commissioning of India’s first Bullet train between Ahmedabad-Mumbai a year before scheduled 2023 target with an aim to allow expenditure on over Rs one lakh crore showpiece project trickle down to spur economy, besides creating feel good factor about leadership of Prime Minister.

“The High-Speed Rail Corporation (HSRC), which is the special purpose vehicle for the execution of the Japanese-funded Bullet train project, to advance the commissioning of the ambitious project a year ahead of the target. The Prime Minister is keen that India’s first Bullet train should begin operation in 2022. Accordingly, the HSRC has to fast-track its operations to meet the deadline,” sources in the government said.

Incidentally, a team of high-ranking officials, who will lead the execution of the high-speed corridor between Ahmedabad and Mumbai, is currently in Tokyo for a rigorous training. “By October, the HSRC has been asked to commission training centre at Gandhinagar, which will impart technical and management skill to execute and operate the high speed rail system. This Centre is being developed in association with Japan to train the future leaders,” sources added.

In an apparent indication for the project gaining full-steam, designs of the entire length of the high speed corridor have been prepared and shared with the Gujarat and Maharashtra government to help them begin acquisition of land at the earliest. “The HSRC has also completed extensive study of the critical seven km long tunnel under the reef sea bed, which will be built with the Japanese assistance, which will also be sought for the highly congested short Sabarmati and Ahmedabad section. But the rest part of the 508 km long high speed corridor will be built by Indian companies, without the conditionality of tying up with an Japanese firms. Almost Rs 30,000 crore of the civil works will go to the Indian companies,” sources said.

Senior officials in the government said that with designs and alignments ready for the high speed corridor, the exercise to acquire land will soon begin for which a consultant has been engaged who has been asked to follow the “Right to fair compensation and transparency in land acquisition, rehabilitation and resettlement Act, 2013 in letter and spirit”. “All affected persons, including labourers eking out livelihoods from land to be acquired will be issued entitlement cards with specifically mentioned entitlements, which will be guaranteed by the HSRC. Even the enabling modes of receiving the entitlements, including the Aadhar cards and bank accounts will be opened for those not having them by the agencies of the HSRC,” sources said, adding that the high speed rail corridor has to be established as a model for others on the lines of Delhi Metro.


http://www.newindianexpress.com/nation/ ... 25182.html

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Re: Indian Railways Thread (Dec 2015)

Postby jayasimha » 07 Jul 2017 13:25

http://pib.nic.in/newsite/PrintRelease. ... lid=167209
Print ReleasePrintXClose
Press Information Bureau
Government of India
Ministry of Railways
07-July-2017 12:44 IST
Ministry of Railways reforms recruitment process through induction of digital technology

Ministry of Railways reformed its recruitment process through induction of digital technology in a big way. This has brought transparency & efficiency.

Railway Recruitment Boards (RRBs) have conducted the world’s largest computer based test for about 92 lakh candidates. This examination was conducted in 351 cities across India, including remote areas like North East, Kashmir Valley, Lakshadweep & Andaman Islands.

Pursuing PM’s vision of Digital India, 2nd stage written test and 3rd stage Aptitude (Psycho) test for Assistant Station Masters and Typing Skill Test for Ministerial posts have also been conducted in Computer based manner for 45,989 candidates across India.

Computer based Test for Aptitude (Psycho) Test and Typing Skill Test is another major initiative as it has been attempted for the first time in history. Due to this land mark digital transformation, both these tests could be completed in one day each, whereas in conventional mode these would have taken about 2 months time. This has resulted in substantial saving of time and resources.

…………………..


AKS/MKV/ENS

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 07 Jul 2017 19:27

A video of new GE loco ES43ACMi undergoing testing on US rail tracks


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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 07 Jul 2017 19:42

Was going through GE Loco product catalogue and it lists that both 4500 HP & 6000 HP locomotives for India are intended for freight operations and max speed of locomotives are 100 Kph! Means until DLW/RDSO along with GE work in developing a passenger variant suitable for 160 Kph ops, existing EMD WDP4x series locos aren't going no where and probably GE Rails are meant for DFC operations.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 09 Jul 2017 15:07

it looks small and efficient vs the other 3 locos its hauling.

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 10 Jul 2017 18:28

Apart from GE,

Alstom to set up Rs 20k-cr Bihar unit to make 800 high-power locomotives

http://www.business-standard.com/articl ... 145_1.html
"The factory is under construction and phase one is expected to be ready by September of the current year. We should be rolling out the first locomotive from the plant by early next year," he said. The first train will be put through a rigorous test for thousands of kilometres and the second and third locomotives will also be prototypes, which will undergo a lot of tests. The facility is being set up under a joint-venture between Alstom and Indian Railway.

"Starting from locomotive number four, they will be inducted into operations. We will be manufacturing about 100 locomotives a year at the peak of manufacturing. We will start with one locomotive in the first year, four in the second and, from the fifth year onward, we will be making 100 locomotives," he elaborated. The locomotives have 12,000 horsepower, the highest in the country. GE ones are 4500 and 6000hp rated.

The first locomotive will be more of an assembly and the factory will continue to grow and expand till it can produce a hundred of them. The last year of completion of the manufacturing contract is 2035-36, but the company will continue with service maintenance for several years. The Madhepura project is worth Rs 20,000 crore and the foreign direct investment component in the project is about Rs 1,200 crore.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 13 Jul 2017 07:45

Srirangapatna stretch is ready for CRS inspection for doubling July 15th(after shifting Tipu's armoury). With this entire Mysore-Bangalore line is doubled. Electrification of this section will be finished by mid August. But commissioning has to await commissioning of a substation at Yeliyur. After that Bangalore-Mysore becomes FEDL, Fully electrified and double lined.

http://www.thehindu.com/news/national/k ... 246066.ece

A series of 4 videos taken by someone smart, covering the entire portion between Gulbarga-Akkalkot road on doubling progress on Chennai-Mumbai route. One can see that Akkalkot-Nagansur-Boroti is close to being doubled , but substantial work needs to be done on the rest. It may take another 2 years for doubling and electrification. Beyond Akkalkot road doubling is done past Hotgi-Solapur upto Wadsinge, and then doubling is in progress between Wadsinge-Kurduwadi-Bhigwan. Beyond Bhigwan all doubled till Pune.

Gulbarga to Sawalgi (there is a scissors crossing in this section at Bablad) Part 1

https://www.youtube.com/watch?v=75V4pWXNmow

Sawalgi to Ganagapur Rd. Part 2 ( note the scissors crossing at Hunsi Hadgil this will be work to fix when doubling takes place, they might want to shift the station as they did at Tilati between Akkalkot and Solapur, saves a lot of earthmoving)

https://www.youtube.com/watch?v=zAWV5iR8twc

Ganagapur Rd. to Dudhani Part 3

https://www.youtube.com/watch?v=davBcgTtxIg&t=21s

Dudhani to Akkalkot Rd. Part 4, most progress seen here

https://www.youtube.com/watch?v=yDq6tYElWU0&t=359s

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 13 Jul 2017 08:12

Training centre for high-speed rail to come up in Gujarat

The country is set to get its first high-speed rail training centre at Gandhinagar.

“The centre will provide for advanced training modules on cutting edge technologies. The construction will begin shortly after the foundation-laying ceremony is held in September,” said Achal Khare, managing director, National High Speed Rail Corporation (NHSRC).

Being constructed over railway land measuring 4,400 metres at an estimated cost of Rs 600 crore, the training centre will have a sample track fitted with the overhead electrical systems to enable testing of bullet trains that will run on the Mumbai-Ahmedabad route.

While India’s first bullet train is proposed to hit the track in 2023, the training centre is supposed to start operating by 2020, Khare told HT.

The training of 4,000 rail engineers has been envisaged before 2020. Approximately 300 of these will be trained in Japan, while the rest will undergo courses at the Gandhinagar centre.

A maintenance depot for high speed rolling stock is also proposed to be set up at the existing railway facility at Sabarmati. “The existing utilities at the centre are currently being shifted,” Khare said.

Civil work on the ambitious project – which has the NHRSC, the Japan International Consultants for Transportation (JIC), Nippon Koei Co and the Oriental Consultants Global Company Limited as general consultants – is expected to start in 2018.

The process of acquiring 800 hectares required for the project will also begin next year. Two third of the land required for the project comes within Gujarat territory, while one-third falls in Maharashtra. Latest project cost is estimated at ?1,10,000 crore.

Alignments and designs on the 508km corridor have been finalised, while a social impact assessment study has been awarded to a Mumbai-firm called Arcades. The firm will submit its first report by September-end.


http://www.hindustantimes.com/india-new ... uoHLM.html

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 14 Jul 2017 04:42

Eastern DFC work in Punjab. This will be single line from Sahnewal(Ludhiana) to Khurja Jn. This video is between Ambala and Rajpura:

https://www.youtube.com/watch?v=0uevgkmkSC8

Beyond Rajpura, DFC will cross IR tracks via a rail over rail flyover and make a huge semi-circle/detour around Sirhind( Head of India) and again after Sirhind via a rail flyover cross IR tracks again and then remain on that alignment to the end to Sahnewal were DFC ends. There is a junction with IR at Sirhind near Fategarh Sahib.


Drone video from a year ago 2016, on Eastern DFC between Khurja and Kanpur, you can see Firozabad bypass.
Though I do not know what that water body is at the end of the video, it looks large, Narmada maybe on western DFC. Clueless?

https://www.youtube.com/watch?v=smnCo5UQmJk

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 15 Jul 2017 08:16

Delhi to Varanasi in less than 3hrs?
NEW DELHI: A bullet train in the future would cut down travel time between Delhi and Varanasi - a distance of 720 km - from the present 12 hours, to just 2 hours and 37 minutes.
The project connecting the holy city - Lok Sabha constituency of Prime Minister Modi - with national capital is a priority for the ruling BJP dispensation.
When operational, travel from Delhi to Lucknow (440 km) will take just one hour and 38 minutes.
A Spanish firm M/s INECO-TYPSA-ICT which was doing feasibility study of the project, which is part of Delhi-Kolkata high-speed corridor (1474.5 km) has submitted the draft final report to high-speed rail corporation and railway board on Thursday.
According to the report, the fare of Rs 4.5/km was considered as base fare which means travel between Delhi to Lucknow will cost at least Rs 1,980 and Delhi to Varanasi will cost around Rs 3,240.
The project will be the third high-speed project at different stages of conception and execution.
The construction on Mumbai-Ahmedabad corridor will start in September this year while the Mumbai-Nagpur stretch is on advance stage of getting approvals.
As per the report, if the project starts in 2021, the Delhi-Lucknow stretch will be operational by 2029 while Delhi-Varanasi stretch will be functional by 2031.
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The Delhi-Varanasi stretch will pass through Greater Noida, Aligarh, Lucknow, Sultanpur and Jaunpur. The station at Jaunpur was not part of earlier plan, but was added after lobbying by the area MP Krishna Pratap Singh who argued that the stoppage will ensure development of the backward region of eastern UP.
Top Comment

Seems like our govt only wants gujarat to be connected to big cities of india. Mohd tuglaq part 2
raj kanwar
SEE ALL COMMENTSADD COMMENT
The report has proposed the main terminal in Delhi near Akshardham Temple. The preliminary cost, without rolling stock, being worked out is estimated to be about Rs 52,680 crore for the Delhi-Varanasi stretch of 720km and around Rs 1.21 lakh crore for the entire Delhi-Kolkata corridor of 1474.5km.
A railway official said the report was discussed by the railway board on Thursday and changes which were suggested will be incorporated. He added that the alignment has been designed for maximum operational speed of 300 km/h, in order to meet a commercial speed of 250 km/h.


http://timesofindia.indiatimes.com/indi ... 603304.cms

3 things:
1) 2021 start date is far away from now, if the feasibility study is done, it shouldn't take too long.
2) 10 years for entire stretch of 720 is ridiculous, considering most of the stretch is on the gangetic plains. So not much tunneling work.
3) All this for a commercial speed of 250 km/h is not worth it, it should be 320km/h, same as that of Mumbai Ah'bad line.

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Re: Indian Railways Thread (Dec 2015)

Postby ritesh » 15 Jul 2017 09:27

What would be commercial implication of such plan?

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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 15 Jul 2017 10:39

Meanwhile the Chenab Bridge continues with its hopefully 2019 target:

http://www.financialexpress.com/photos/ ... ilways/17/

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Re: Indian Railways Thread (Dec 2015)

Postby jayasimha » 15 Jul 2017 15:19

http://pib.nic.in/newsite/PrintRelease. ... lid=167436
14-July-2017 18:25 IST
Minister of Railways Shri Suresh Prabhakar Prabhu Inaugurates Various Passenger & Freight Initiatives

New Integrated Mobile App- “Rail Saarthi” launched.
Indian Railways launches Quota of 2 Berths for Divyangjans in AC 3 Class. This is in addition to existing quota of 4 berths in SL Class.

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Re: Indian Railways Thread (Dec 2015)

Postby SaiK » 18 Jul 2017 00:10


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Re: Indian Railways Thread (Dec 2015)

Postby asgkhan » 18 Jul 2017 09:02

Rather than elevators, I hope the railways can get escalators working in SBC @ the earliest. It is a pain getting the luggage and rushing to the distant platforms.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 18 Jul 2017 13:45

SaiK wrote:http://economictimes.indiatimes.com/industry/transportation/railways/modis-bullet-train-gaining-momentum-is-your-city-in-the-list/on-the-right-track/slideshow/59635197.cms

HSR


Have you seen the timelines, don't know if I'll live long enough to catch those trains.

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Re: Indian Railways Thread (Dec 2015)

Postby SaiK » 22 Jul 2017 02:26

http://economictimes.indiatimes.com/ind ... 704934.cms

This is not something we want to experience, hear or read, yesterday, today and tomorrow

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 24 Jul 2017 08:09

i have discovered a prominent but seldom used huge loop line around BLR.

north of BLR, the main line to hyderabad goes via makali durga ghat. follow that line south to near yelehanka and you will see a single line forking away east. for a while it is parallel to the BIAL road, and then keeps going north....it then curves east , and finally south before ending on the main chennai line at bangarpet . there is also a cul se sac line from bangarpet which ends in a huge railway colony with areas named robertsonpet and anderson pet (anglos and anglo indians were big into railway driver and engineering cadre) ..this cul de sac line goes through the kolar gold fields so its purpose is clear
note also the marikuppam telugu colony
https://www.google.co.in/maps/place/Ban ... 78.1787597

this is where it turns south in the north near telangana border
https://www.google.co.in/maps/place/Ban ... 78.1787597

railway archeologists+detail hawks like vsunder saar might find it interesting

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 24 Jul 2017 08:11

if developed properly as a dual track suburban railway line there are vast areas for the city to expand 100km to north to state border in areas which are rolling terrain. a subhchintak govt would build a network of wide roads and rails in this region upto kolar and let industrial clusters and townships (like the jindal steel city in hospete) flourish which will in time form the nucleus of new satellite cities. all our steel cities have formed the nucleas of what are now more diverse towns. barc anchors trombay. hal and drdo anchored the growth of east blr.

the lazy approach is keep beating the dead milch cow which is ORR-whitefield

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Re: Indian Railways Thread (Dec 2015)

Postby jayasimha » 24 Jul 2017 11:17

Ministry of Railways undertakes various Initiatives to improve Catering Services

http://pib.nic.in/newsite/PrintRelease. ... lid=168860
☻ New Catering Policy, 2017
☻ E-Catering
☻ Water Vending Machines
☻ Ready to Eat (RTE) Meals:
☻ Janani Sewa &Children’s menu
☻ Self Help Groups (SHGs)
☻ Optional On Board Catering
☻ Third Party Audit
☻ Menu and Tariff Committee
☻ Proliferation of Train side vending
☻ CENTRALIZED CATERING GRIEVANCE AND COMPLAINT MONITORING CELL
▬▬▬A Centralized Catering Services Monitoring Cell (CSMC) has been set up in Board’s office having a toll free number 1800-111-321 for prompt redressal of the passenger grievances related to the catering activities for real time assistance to travelling public. Further, on the same pattern Catering Monitoring Cells have been set up at Zonal and Divisional level for daily monitoring of the catering activities.

▬▬▬Operation of all India helpline number 138 for rail users in the moving train. A twitter handle with the address of @IRCATERING has also been established to cater to the complaints/Suggestions. Indian Railway has been providing assistance to passengers on real time basis and prompt disposal of their grievance through social media is being taken.


☻ Zero tolerance Policy

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Re: Indian Railways Thread (Dec 2015)

Postby nandakumar » 24 Jul 2017 11:20

Singha wrote:i have discovered a prominent but seldom used huge loop line around BLR.

north of BLR, the main line to hyderabad goes via makali durga ghat. follow that line south to near yelehanka and you will see a single line forking away east. for a while it is parallel to the BIAL road, and then keeps going north....it then curves east , and finally south before ending on the main chennai line at bangarpet . there is also a cul se sac line from bangarpet which ends in a huge railway colony with areas named robertsonpet and anderson pet (anglos and anglo indians were big into railway driver and engineering cadre) ..this cul de sac line goes through the kolar gold fields so its purpose is clear
note also the marikuppam telugu colony
https://www.google.co.in/maps/place/Ban ... 78.1787597

this is where it turns south in the north near telangana border
https://www.google.co.in/maps/place/Ban ... 78.1787597

railway archeologists+detail hawks like vsunder saar might find it interesting

Isn't that line used for trains from Yeswantpur to destinations such as Patna (Pataliputra Express) Guwahati (Kamakhya Express) etc? From Yeswantpur the trains get to Hebbal Station and Banaswadi to join Krishnarajapuram on the Bengaluru Chennai line.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 24 Jul 2017 16:53

no this loop is much farther out. the one you mentioned is the main line to chennai via KR puram and whitefield.

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Re: Indian Railways Thread (Dec 2015)

Postby arshyam » 24 Jul 2017 20:19

This is the Kolar bypass line that branches off from Yelahanka. It actually goes through Devanahalli, to the right of NH-7, skirting the airport on its western boundary, then on to the base of Nandi hills and goes as far north as Chikkaballapura before a sharp east turn. A double line from Yeswantpur to this point would have removed the need for an airport metro and probably helped tourist traffic bound for the hills, but a slothful IR bureacracy, tactically thinking KA govt, and the taxi lobby ensured that this will never see the light of the day. Despite being an operational line and in BG.

The main northbound line toward HYB goes west of this line. From YNK, it goes through Dodaballapura, and through the Makali ghat where it descends steeply to the average Deccan elevation of 200 odd metres.

The other line towards KGF and Marikuppam is more patronized. It branches off from Bangarapet junction and is an electrified line to boot. Multiple services on this line daily stands testament to the patronage here. Not much freight traffic though, AFAIK.

I still maintain, BLR has as good if not better network of rail lines criss-crossing the city when compared to HYB and MAS. But has failed to capitalize on it and building a suburban rail n/w during the nineties itself, when project unigauge was on, and KA MPs like Jaffer Sharief were running the rail ministry. For a state that has had a good share of its representatives running the rail ministry over the decades, KA surely has punched well below its weight.

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Re: Indian Railways Thread (Dec 2015)

Postby Sachin » 24 Jul 2017 22:15

Singha wrote:north of BLR, the main line to hyderabad goes via makali durga ghat. follow that line south to near yelehanka and you will see a single line forking away east. for a while it is parallel to the BIAL road, and then keeps going north....it then curves east

nandakumar wrote:Isn't that line used for trains from Yeswantpur to destinations such as Patna (Pataliputra Express) Guwahati (Kamakhya Express) etc? From Yeswantpur the trains get to Hebbal Station and Banaswadi to join Krishnarajapuram on the Bengaluru Chennai line

This route existed as a metre guage line for ages. It was kind of an abandoned railway line. But finally, a guage conversion project was started and this line was given a new life. It is a single line on broadguage which covers areas like Dodballappur, Siddlaghatta and goes through the old Kolar mine fields to finally join up at Bangarapet. A couple of DEMUs ply on this route.
Video of the inaugural run of the BG train (YouTube).

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 25 Jul 2017 11:34

Need for speed: Railway board looks at 2 more bullet train corridors

Need for speed: Railway board looks at 2 more bullet train corridors
KOLKATA: Following Rail Vikash Nigam Limited's submission of the final feasibility report of a bullet train in the Delhi-Kolkata corridor, the Railway Board has now entrusted it with the feasibility study of two more alignments from Kolkata.

The Kolkata-Mumbai (1,968km) and Kolkata-Chennai (2,182km) corridors will be part of the high-speed railway network called Diamond Quadrilateral.

In fact, the Mumbai-Nagpur alignment will be the first phase of the proposed Mumbai-Kolkata corridor. The feasibility study is being done under government-to-government cooperation with Spain by Adif-Ineco.

Similarly, the feasibility study for Kolkata-Chennai corridor is to be decided by the ministry of railways. According to officials, this is quite similar to the Golden Quadrilateral highway project of the NDA government under Atal Bihari Vajpayee.

At present, the travel time by train from Kolkata to Mumbai varies from 26 to 40 hours. Duranta takes 26 hours to reach Chhatrapati Shivaji Terminus while Jnaneswari Express takes 30 hours to reach Lomanyatilak Terminus (Kurla). The high-speed bullet train can reduce the travel time to less than 10 hours, said a Railways official.

However, the biggest challenges to these projects are land acquisition and capital investment. Like in Bengal, acquiring land will be a major issue all along these corridors. Land requirement for these is, however, smaller compared to a six-lane highway. A wide double-line high-speed corridor requires land that is 15-m wide while a six-lane high-speed road requires land that is 35-m wide. But a high-speed railway corridor allows more passengers per hour, said an RVNL officer.


High-speed railway (HSR) involves high capital cost and high demand risk due to higher tariff as compared to conventional rail. This is why the tracks will be dedicated and mostly elevated. The emphasis will be on alternative revenue sources like real estate, carbon credits and cross-subsidy from road/air travellers.

But there is hardly any alternative to high-speed rail. A double-track train is equivalent to a three-lane motorway. Twelve trains per hour per direction can only be replaced by 4,000 cars per hour per direction. While HSR can carry 14,400 passengers per hour, a motorway can carry only 8,000 passengers per hour. So, HSR facilitates decongestion to a great extent, explained Railways officials.


Each HSR corridor will have a long gestation period and will be highly capital intensive. The project will require seamless coordination among central government ministries, government agencies and state governments, as well as strategic thinking.


http://timesofindia.indiatimes.com/city ... 746546.cms

Good govt is showing interest. But IMO, the govt should seriously consider the south triangle, Chennai-Bang-Hyd. Chennai Bang feasibility study is going on, rest should follow soon.


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