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Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Postby JayS » 30 Mar 2017 17:41

JayS wrote:
sohamn wrote:
Good thinking Vina. :idea: Aerodynamics is affected by the frontal drag and the overall drag coefficient. The frontal drag is all about how effectively an object can something slice through a fluid and the drag coefficient is all about how overall fluid movement around the body of moving objects creates resistance.

So, while the frontal drag is lower in the viper, the overall drag coefficient is significantly higher - resulting in poor aerodynamics compared to the minivan. Hence, in an locomotive mere frontal streamlining and drag reduction is not enough, at higher speeds overall drag coefficient matters even more. So, a WAG7 with WAM shell vs WAP shell will not matter much untill the entire drag coefficient is reduced.


Frontal drag is a part of total or overall drag.

And the Viper has Higher Drag coefficient which is typically expected from Sports cars which want to generate a lot of down force. In fact you know which cars have highest drag coefficients..?? The F1 cars..!! Cd >1 in some cases. That's 3-4 times higher that what typical cars have (~0.3).

I would expect Minivan would have higher drag force and much less stability than the Viper at high speeds (say >100mph)


PS: Just checked Google for Cd values - turns out Viper has Cd = 0.45 and Minivan has Cd = 0.40. Of coarse the wiki page where this is taken from does not say what speeds. So its too little to say much about the overall aerodynamic efficiency of the cars, however I can tell you that the Viper does not have poor aerodynamics. Far from it, In fact its much more aerodynamic so to speak than the minivan. While the Viper must be creating a significant down force for Cd = 0.45. minivan would be creating far less down force for almost the same i.e. Cd = 0.4.

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Re: Indian Railways Thread (Dec 2015)

Postby prasan » 30 Mar 2017 19:49

[youtube]https://youtu.be/ZiqyJc4MRmM[/youtube]

¡nside CLW

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 30 Mar 2017 20:27

going back to diesels from electric is a meh meh though. only massa has such large diesels I dont think anyone else is using those biggies now.

another F-solah kind of lock in deal.

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Re: Indian Railways Thread (Dec 2015)

Postby vina » 30 Mar 2017 20:34

JayS wrote:PS: Just checked Google for Cd values - turns out Viper has Cd = 0.45 and Minivan has Cd = 0.40. Of coarse the wiki page where this is taken from does not say what speeds.


Cd is a non dimensonalised coefficient. Total drag proportional Cd* Frontal Area * V^2 . So if Cd and V are same, the one with higher frontal area has more drag. Cd will depend on the shape and also how streamlined the flow is overall (via louvres, intakes, engine bay , etc etc)...The Viper has an open top and that doesn't help much with streamlining if the top is down.

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Re: Indian Railways Thread (Dec 2015)

Postby JayS » 30 Mar 2017 21:25

vina wrote:
JayS wrote:PS: Just checked Google for Cd values - turns out Viper has Cd = 0.45 and Minivan has Cd = 0.40. Of coarse the wiki page where this is taken from does not say what speeds.


Cd is a non dimensonalised coefficient. Total drag proportional Cd* Frontal Area * V^2 . So if Cd and V are same, the one with higher frontal area has more drag. Cd will depend on the shape and also how streamlined the flow is overall (via louvres, intakes, engine bay , etc etc)...The Viper has an open top and that doesn't help much with streamlining if the top is down.


Yes I know what Cd means. What I meant is wiki page doesn't say if these values for the two cars are at same speeds or at different speeds.

I didn't consider open top. Wouldn't be an apple to apple comparison.

Viper has higher Cd, minivan in all probability will have higher drag force under same conditions.

Everything said and done, Viper has higher Cd, but it doesn't necessarily mean its less efficient aerodynamically as compared to the minivan. Also one cannot compare aerodynamics based on absolute forces. So comparing two things based on force values unless they are quite similar, could lead to erroneous conclusions. Even though it seems logical in this case.

Sorry for the OT. No more from my side.

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Re: Indian Railways Thread (Dec 2015)

Postby Dipanker » 30 Mar 2017 21:41

Let me bring the discussion back to track by reporting this derailment:

Eight coaches of Mahakaushal Express derail near Kulpahar, 52 passengers injured

Fifty-two passengers were injured, 10 of them seriously, as eight bogies of the Jabalpur-Nizamuddin Mahakaushal Express derailed early today in neighbouring Mahoba district. Railways have ordered an inquiry into the derailment which left 400 metres of track damaged. The mishap disrupted rail traffic on the route with services of 14 trains disurpted, railway officials said.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 01 Apr 2017 00:28

Valadi-Srirangam-Trichy Jn CRS inspection went off well today. Top speed attained on new electrified double line was 121 kmph. Also Manparrai-Kalpattichattram (Trichy-Dindigul) double line and electrification inspection was carried out today and also was ok.

Here is a video of the full Bangalore-Hassan new line on the inaugural run. Enthusiastic crowds along the entire route.

https://www.youtube.com/watch?v=3M4HMb5Tf40

The new line basically begins at 13:23 with the double tracks branching to the right being the Tumakuru-Arsikere line which is being doubled towards Arsikere and Hubli after Tumkur on a priority basis. The new Bangalore-Hassan line has no level crossings beyond this point upto Hassan. Only ROB's and RUB's.

Before Kunigal station as the videographer points out, one can see the Kunigal stud farm owned by Vijay Mallya. Protracted land negotiations with him and a host of other issues delayed this new line for about 20 years.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 02 Apr 2017 03:58

Regarding rail fractures. A rough measure of when rail renewal is needed is provided by GMT, Gross Million Tonnes. So if the density of the rail is 52kg/meter, then GMT for that rail is 550, that is 550 million tonnes of freight, passenger traffic can pass over it at which point it becomes unsafe to use it anymore. There could be other factors, manufacturing defects, bubbles of hydrogen trapped in the steel during the steel making process called hydrogen embrittlement, can cause steel rails to fail as was the case in the Khanna, Punjab rail disaster,

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

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

corrosion, due to sewage effluents from open discharge toilets on trains etc. that may curb the life of the rail. For 60kg/m rails the GMT is 800. The average freight weight of an IR train is 5000 tonnes. Given the large number of trains that have been added and movement on single line tracks, rails approach their GMT limits quite fast. On the average 5000km of track/rail renewal is due every year, leave alone re-girdering of bridges and replacement of points etc. Enough downtime is also not there, as one cannot have a mega block without attendant disruption of rail traffic. Doing track renewal in a time bound manner is thus extremely important. It is a rule that a track renewal is to be completed within 2-3 years once sanctioned and it would be interesting to see if IR is lagging behind due to paucity in funds. This is not an item that attracts news, catering, food, a station makeover attracts more attention and so does the accident if track renewal and other safety is not paid attention to. In other line opening news:

Panvel-Nagothane-Roha doubling is perhaps commissioned today as there was a massive traffic block for 3 days.

http://www.dnaindia.com/mumbai/report-t ... ck-2374519

Roha is the gateway to Konkan Railway, KR starts here. Panvel-Roha is Central Railway and was massively congested as it is in the extremely busy Mumbai, CSTM area. Trains coming from Goa and Mangalore and DEMU's coming towards Chattrapati Shivaji terminal had to proceed on a single line towards Panvel on CR creating severe bottlenecks in the Mumbai area. Hopefully this will help. Now both ends of Konkan Railway are also electrified with e-locos hauling the first train out of Mangalore. I am amazed as I have seen North British Steam engines pull trains out of Mangalore since the mid 1950's, so here we are with e-locos, it will take me some time to get used to.
Once Konkan Railway is electrified, it will help with not having to waste time at Mangalore to change the diesel to an e-loco and similarly at the Mumbai end and also with conserving diesel. Of course we will see diesels running under wires for some to come on trains using Konkan Railway and going North to Delhi or South to Trivandrum.

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Re: Indian Railways Thread (Dec 2015)

Postby Sachin » 04 Apr 2017 11:45

Miscreants rob train passengers in Dharmapuri
Railway sources suspect that the sabotage was the handiwork of those who knew how the signaling system worked. The driver of the train, while moving close to Doddampatti railway station after leaving Morappur junction in Dharmapuri district, stopped it as the signal light glowed red, police sources said.

The engine driver, after waiting for about 40 minutes at the place, had called the railway staff to get clearance to move his train, when the daring mischief by the robbers to sabotage the train came to light.


Seems to be a The Great Train robbery like nefarious scheme. A signalling cables were sabotaged which made the signal to show the red aspect. This happened at Morappur RS, in Dharmapuri Dt. TN. The area is known for its forests as well as naxal presence. But don't know what prompted the driver to wait for 40 mins, because this is a very busy trunk route and very many trains use the tracks. Don't know about the terrain; but generally the stations can be contacted using VHF Walkie Talkies (which every train driver & guard have these days). The fact that a train is just not crossing a specific signal can also be detected at the "signal panel".

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 05 Apr 2017 19:21

Change or perish: World Bank expert to Indian Railways

India continues to cross subsidise passenger services with freight revenues; it condemns India to a high carbon, high logistics, cost, and high road congestion future,” says World Bank specialist.

Martha Lawrence, senior railway specialist, leader of railways community of practice, World Bank, said Indian Railways faces three major challenges. First, it is losing market share to roads, second is capacity constraints and third is finances. To end railway woes, Lawrence proposed to turn it into an enterprise with commercial independence, like in the case of Russia and China. She advocated building of new revenue sources for funding passenger services.

Here is the text of her speech at the Railways Reform and Governance Conclave 2017 held in New Delhi.

Indian Railways is facing three challenges. Number one is that the rail service is losing the market share to roads. After decades of growth both freight and passenger services are down, despite India having the fastest economy in the world.

The second challenge is capacity. The traffic has grown much faster than the infrastructure capacity and is constrained in key corridors. This affects railways ability to offer competitive services.

The third challenge is finances. Historically, railways revenue has covered cost and contributed to a third of capital investment. But balancing the budget is getting increasingly difficult. Moreover passenger masses are huge and put a big burden on the freight whose high tariff makes railways lose competitiveness.

So Indian Railways is at crossroads. If issues are not addressed, it is becoming trapped in vicious cycle of deteriorating finances under investment capacity bottleneck and declining rail share.

I would like to highlight some of governance reforms, international experiences, which suggest putting Indian Railways instead on a virtuous cycle of growth investment and financial sustainability.

Let us look at freight services. Coal, which comprises of 40 percent of freight volume and nearly half of its revenue, is down. It’s not a temporarily blip. It’s the structural changes in the economy such as coal mines in Odisha replacing the imported coal. So this traffic is not likely to come back and the gap needs to be filled with new traffic.

The good news is India has lots of other traffic that could be carried by the rail. Our freight logistics model shows that rail carries only a fraction of traffic which in other countries would move by rail. And the railways in my country –the US – would similarly depend on coal a few years ago. But they were able to develop other lines of business which you can see in two railways in the US; they are now bigger revenue producers than coal.

This was happened because railways were free to change how they worked. They went from bureaucratic government focused service providers – the kind of guys who would expect customers to adopt their logistics system to customer friendly transport provider who adopt rail services to customer needs.

This required a big change in culture. As well as competitive prices, tailored services, targeted investments – all wrapped up in long term contracts to service guarantees. India could attract this kind of non-coal traffic, too. It’s there to be moved.

But it requires commercial management which is much easier to deliver in a company structure than through ministry. It requires that the cross subsidy from freight to passenger services be reduced. So freight can charge competitive prices. If India continues to cross subsidise, it condemns India to a high carbon high logistics cost, high road congestion future.

I don’t have enough data to talk about growth in rail passenger market, although I firmly believe it’s there. But I do have some data about why passenger services require so much subsidy.

I have heard people say that it is because Indian Railways is overstaffed, and I want to tell you that is not supported by the facts. If we look at IR staff productivity it stacks up pretty well against other passenger railways. It’s about 70 percent of the productivity of China railways and more than twice productivity of France and Germany! :)

The issue is in ticket revenues. The Indian Railways revenues are way lower than other countries. Indian Railways revenue per passenger kilometre is less than one-fifth of China where the average salary is about the same.

So what is international experience suggest to be done to address this issue. Well, given how low the rates are it does appear that there is some room to raise rates – something to consider and study. Rates could be indexed to cost and inflation.

It’s possible to enlist local support for local services. The Russian railways, for example, has put its suburban services into joint ventures with municipalities. So they share and support in the service.

China railways develops high speed infrastructure with provincial government – again getting the local government to support the investment.
In many countries, you can support loss making social services through government funded public service contract. Many, many countries do this. It’s possible to leverage passenger assets and footfall through advertising and developing station real estate. That can’t substitute for the other sources of the revenue. But it can be an excellent supplement.

On infrastructure, the key corridors in the golden quadrilateral are saturated with trains. The dedicated fright corridor being built with WB and JICA (Japan International Cooperation Agency) support are part of the answer to this. But much more needs to be done. The ministry of railways has developed a concept of ‘India development fund’ to raise financing from the private sector for commercially viable infrastructure. But it’s the railway fund exercise demonstrated that financing depends on funding. The cash flows from freight, passenger and government have to be sufficient for financing that allows investment in new services. So addressing the low revenues from passenger service and growing the profitable freight service are key to be able to finance the expansion in infrastructure that’s needed.

The three changes that international experience reflects to address the challenges dogging Indian railways are as follows: 1) turn the Indian railways into a state owned enterprise with financially separate passenger and freight units—acting under the mandate with sufficient independence to operate commercially. Every major railway in the world is functioning as a company. Russia, China and many others have made this change to be enable railways to be more commercial and market oriented.

And when I raise this issue, which I know is a controversy in India, I would also like to emphasize the importance of the mandate and the independence to operate commercially. Without this corporatization it is just like moving the boxes around.

Second would be to encourage market pricing and contracting for freight services. Without services tailored to specific customers the railways can’t compete with trucks and expand profitable services that need financial help.

Third would be to build the revenue sources for passenger services, so that the passenger services have the funding to support the needed investment and service improvements.

I know that this simple-sounding ideas are not easy to implement but the market is there and with all the smart people, the Indian Railways, I assure you, can figure out how to do this and put itself back on virtuous cycle of growth investment and financial sustainability.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 05 Apr 2017 22:28

Cabinet approves setting up of Railway Development Authority. Discussions on in Railways to allow private passenger trains on in capacity that is going to be released post WDFC and EDFC commissioning.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 10 Apr 2017 09:24

Finally:

The railways have crossed a major hurdle in rolling out the ambitious bullet train project as the Maharashtra government has agreed to give land at the Bandra-Kurla complex (BKC).

The starting point of the Mumbai-Ahmedabad high speed corridor at BKC was a bone of contention between the railways and the Mumbai Metropolitan Region Development Authority (MMRDA) as the latter was strongly opposed to giving land to the public transporter.

The proposed bullet train will start underground from BKC and travel 21 km in a tunnel passing through the sea before emerging overground at Thane.

The MRDA had wanted to use the BKC land for the proposed International Financial Services Centre (IFSC) at BKC.

The state Urban Development Department had also asked the railways to explore alternatives near Bandra Terminus and Kurla.

However, the railways had rejected the suggestion and managed to convince the MMRDA that India's first high speed rail project should be constructed at an underground terminus at BKC, a senior Railway Ministry official said.

Since the station is planned to be built underground, the above space can be utilised for IFSC construction, the official said.

There are a total of 12 stations on the 508-km route four of which are in Maharashtra and eight in Gujarat.

A formal announcement is likely to be made by the railways and Maharashtra soon ending the uncertainities over location of the starting point of India's first bullet train project, the official said.

The total land available at BKC is about 67 acres and the project needs about 10 acre land.

Passenger area, platforms, escalators, lifts among others will be constructed underground at BKC.

Estimated to cost about Rs 97,636 crore, 81 per cent of the funding for the project will come by way of a loan from Japan. The project cost includes possible cost escalation, interest during construction and import duties.

Maharashtra and Gujarat will also share 25 per cent cost each for the project.

Currently geo-technical survey is going on to be followed by the final location survey to mark the alignment and exact spots for the pillars on which trains will run at higher speed to reduce the travelling time between Mumbai and Ahmedabad drastically.

It takes about seven hours to travel between the two cities and the bullet train aims to reduce it to about two hours.

Construction of the corridor is expected to start in 2018 and is estimated to be completed by 2023.


http://www.asianage.com/metros/mumbai/0 ... -land.html

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Re: Indian Railways Thread (Dec 2015)

Postby vina » 10 Apr 2017 11:05

Hmm. Took a train over the weekend after a very very very long time. A few observations.

1. The chairs in the LHB coaches are bad news . Cramped and uncomfortable. They took the chairs from "deluxe" buses, and slapped it into the train coach, and that too not good quality TVS-Harita Grammer ones, but rather some low quality ones slapped up together in Punjab or Delhi someplace and called "Sutlej"
2. The old ICF Coaches with the broad wide and comfortable a/c chair car seats were far far better. Those were seats custom designed for railcars and not bus seats slapped into a train coach.
3. The Railways have done some ugly compromise here. If a "plus" size person is sitting next to you or if you are a tall and broad shouldered person yourself, you are going to be very very uncomfortable. Book yourself on Lalbag / trains running ICF coaches , instead of this LHB stuff
4. The catered food on the Shatabdi was garbage. The rice was uncooked, the chapati half baked and frankly rubbish. Next time, I will fly or drive if it is a day trip and not take the Shatabdi. Both are faster and more comfortable and

That said,the City railway station was a revelation . I really now believe Suresh Prabhu . This is the first time ever I remember, the City railway station NOT smelling. Everything was well swept and scrubbed, little or no rubbish lying around. No water (or worse) flowing around and no s*it on the tracks. Yes. Even Madras Central was clean (something I thought I would never see in my lifetime as a kid) and well kept and better organised. The usually stinky toilets at the corner near platform 2 seemed better maintained (I didn't use them), with it being a paid facility and well lit etc, without the smell as you walked to board the train. All in all, pretty good as far as housekeeping and maintenance went. Even the trains were cleaned with being by a mountain of rubbish from the previous journey greeting you as you stepped in to the coach.

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Re: Indian Railways Thread (Dec 2015)

Postby chandrasekaran » 10 Apr 2017 11:38

Did you try the google WiFi @ Central ?

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Re: Indian Railways Thread (Dec 2015)

Postby hnair » 10 Apr 2017 11:53

vina wrote:1. The chairs in the LHB coaches are bad news . Cramped and uncomfortable. They took the chairs from "deluxe" buses, and slapped it into the train coach, and that too not good quality TVS-Harita Grammer ones, but rather some low quality ones slapped up together in Punjab or Delhi someplace and called "Sutlej"
2. The old ICF Coaches with the broad wide and comfortable a/c chair car seats were far far better. Those were seats custom designed for railcars and not bus seats slapped into a train coach.


Thank yoU! I was asked to not :(( by a friend, when I pointed out that I dislike these new LHB ones. Rexin-clad Deluxe-bus-chair from the 1980s was the exact term I too used! Because that was what it was. One wonders why they did that, instead of the laz-boy grade awesome ones of ICF?

But the rail-noise of a LHB coach is markedly lesser than an ICF

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Re: Indian Railways Thread (Dec 2015)

Postby Zynda » 10 Apr 2017 12:40

The ride quality and interior noise levels of LHB coaches are much better. I was satisfied with seat quality as well as leg spacing of LHB Shatabdi. My only issue with BLR-MAS Shatabdi is travel time. It could be sped up to cover with in 4 hours instead of the present 5. Anyways the train coming towards BLR from Chennai spends an inordinate amount of time (20 mins+) at BLR Cantt waiting for probably track+platform clearance at BLR City Station. Can't comment on food quality...I only selectively as most of the items on menu is too spicy for me to handle. What's usually there to complain about bread & butter LOL.

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Re: Indian Railways Thread (Dec 2015)

Postby Prasad » 10 Apr 2017 22:37

Shatabdi might be bad. But trying sitting in the Lalbagh seats for 6 hours if you're 6'. You'll knees will curse you for the next 9 janmams. And wifi at central is blazing fast.

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 14 Apr 2017 08:29

Alstom, Bombardier tap India as urban railway export center

http://www.business-standard.com/articl ... 013_1.html

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 15 Apr 2017 12:30

My sister met a lady staffer in railway ministry riding metro ...was proudly saying the work culture continued to be lax even after 2014 and there were days she just slept at her desk and did not touch her pen. But lately she said some staff had been punished and many made to work until 6.30pm

The food even in rajdhani continues to be variable as does station cleanliness...

Its hard work cleaning the huge stables
.largest employer largest service delivery footprint...unlike power ministry or roads which contract things but dont have much of a low level customer facing presence

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Re: Indian Railways Thread (Dec 2015)

Postby manjgu » 15 Apr 2017 12:52

another train derails near Rampur U.P

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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 15 Apr 2017 18:31

http://indianexpress.com/article/india/ ... s-4614139/

Eight coaches of the Rajya Rani express train, travelling from Meerut to Lucknow in Uttar Pradesh, derailed near Kosi bridge in Rampur on Saturday. At least two people were injured in the accident and there are no reports of any casualties. Railways Minister Suresh Prabhu ordered an inquiry into the incident and said that strict action will be taken against any lapses.


Meanwhile, here are the helpline numbers: Meerut (0121-2401215), New Delhi (011-23341074, 23342954), Old Delhi (011-23962389, 23967332), Nizamuddin (011-24359748), Moradabad (1072), Bareilly (0581- 2558161, 2558162), Lucknow (09794830975, 05222-37677).


movement on Mundhapande-Rampur line was also restored in few hours.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 15 Apr 2017 20:30

It is all happening in UP. Something is fishy. If it is fault of IR the entire UP division needs to be sacked.

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 15 Apr 2017 20:40

Well, it is no secret that Lko NR and NCR overall are among the worst divisions/zone in India. Allahabad division of NCR regularly tops the worst rankings. Just the other day, Lucknow Shatabdi ran over what was later found to be cracked rail line.

In just 3 years, NR has seen following major accidents -

Lucknow New Delhi Rajdhani derailed near Garhmukteshwar, Faizabad Delhi express nearby, Varanasi Dehradun Express.

Minor ones i don't remember.

Only NER has given a satisfactory performance.

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Re: Indian Railways Thread (Dec 2015)

Postby Dipanker » 15 Apr 2017 21:20

Sicanta wrote:Well, it is no secret that Lko NR and NCR overall are among the worst divisions/zone in India. Allahabad division of NCR regularly tops the worst rankings. Just the other day, Lucknow Shatabdi ran over what was later found to be cracked rail line.

In just 3 years, NR has seen following major accidents -

Lucknow New Delhi Rajdhani derailed near Garhmukteshwar, Faizabad Delhi express nearby, Varanasi Dehradun Express.

Minor ones i don't remember.

Only NER has given a satisfactory performance.


Cracked rails have been the common theme of many of the derailments/accidents lately. Poor inspection/maintainance ?

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 15 Apr 2017 21:41

Yes, very poor maintenance plus manifold increase in the number of trains - passenger and freight passing through. LKO - MB is an alternate route for delhi (Via Kanpur) traffic plus main route for jammu-asr traffic. Max speed is 100 km/hr with numerous tsr/psr enroute. Coaches shake like anything at max permissible speed.

And Allahabad is rightly known as the Bermuda Triangle of IR.

I wouldn't blame Prabhu for the cracking infrastructure which is a result of decades of negligence. But then there has been no marked improvement in overall services either.

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 15 Apr 2017 22:46

Just 3 days back, Patna Rajdhani was robbed. One would certainly expect the rpf escort to stop these robberies in premier trains atleast.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 16 Apr 2017 00:49

I don't remember so many accidents happening in a short time in the past in UP. Something is not right.

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Re: Indian Railways Thread (Dec 2015)

Postby JTull » 18 Apr 2017 14:26

Sicanta wrote:Just 3 days back, Patna Rajdhani was robbed. One would certainly expect the rpf escort to stop these robberies in premier trains atleast.


Previous incumbents have gone back to the ancestral occupation.

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Re: Indian Railways Thread (Dec 2015)

Postby Gagan » 18 Apr 2017 18:44

They need to triple or quadruple line the stretch from Mugalsarai to Delhi to Ambala
This stretch has really really heavy traffic including several heavy goods trains.

The hope is that DFC will take the big goods traffic away from the main lines, increasing the speed and decreasing wear and tear.

In the meantime, the division has to double up on replacing tracks.

Is it possible to reheat the used railway tracks and relieve the stresses and repair the cracks

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 18 Apr 2017 21:24

mughalsarai is where lot of the jharkhand coal goes for distribution to thermal plants and industries nationwide.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 18 Apr 2017 21:25

Sicanta wrote:Just 3 days back, Patna Rajdhani was robbed. One would certainly expect the rpf escort to stop these robberies in premier trains atleast.


it was done by using a coin to short out some signal beside the track and make it red. then robbers boarded and looted via the fabric covered vestibule area.

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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 18 Apr 2017 21:48

Singha wrote:
Sicanta wrote:Just 3 days back, Patna Rajdhani was robbed. One would certainly expect the rpf escort to stop these robberies in premier trains atleast.


it was done by using a coin to short out some signal beside the track and make it red. then robbers boarded and looted via the fabric covered vestibule area.


real professional types.

may be some techies moonlighting, no??

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Re: Indian Railways Thread (Dec 2015)

Postby Sicanta » 18 Apr 2017 22:25

Singha wrote:mughalsarai is where lot of the jharkhand coal goes for distribution to thermal plants and industries nationwide.


Problem is allahabad. There are 3 tracks coming from one side with very heavy traffic on kanpur (to delhi and west)and satna (to mumbai and south) line. And the layout is such that traffic on one line ceases if the other line is occupied. Frankly, only rajdhanis and 2-3 other premium trains can negotiate this stretch without being delayed by 2 hrs atleast.

Similar is the traffic going to mughalsarai or varanasi.

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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 19 Apr 2017 10:37

http://indianexpress.com/article/india/ ... ahmedabad/

Railway officer Achal Khare to lead bullet train project between Mumbai and Ahmedabad
Khare is currently Adviser (Infrastructure), heading the directorate that is responsible for the bullet train project, Public Private Partnership and FDI in the Railway ministry. He is from the Indian Railways Civil Engineering cadre.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 20 Apr 2017 00:46

Quadrupling is already happening near Delhi side (to Mathura-Agra) and Kolkata (Howrah) side.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 20 Apr 2017 12:30

two huge streams of humanity flow from easternUP-Bihar region to NCR and Mumbai and western UP is the bottleneck.
add to that considerable number of trains from bengal-odisha to NCR and jaipur/jammu side and all the trains from NE to NCR.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 20 Apr 2017 12:32

Chetak here
http://www.deccanherald.com/content/606 ... -used.html
The train robbers had used a two rupee coin to change the train signal from green to red, as a result of which New Delhi-Patna Rajdhani Express stopped at Gamhar on Bihar-UP border. As the train stopped, altogether four miscreants boarded the train after one of their accomplices, who was already in the premier train, opened the entrance door.

Explaining how the robbers ‘hacked’ the outer signal of Gamhar station, one of the railway source said, “The miscreants planned to rob Rajdhani passengers in between Mughalsarai (UP) and Buxar (Bihar) in the early hours of April 9. Four criminals waited near the outer signal of Gamhar (small junction) and placed a Rs 2 coin in the gap of two railway tracks before the train was to cross through. This, in turn, changed the signal from green to red.”

Dwelling at length about the ‘scientific method’ used in the crime, the source said, “There are circuits on the tracks close to signal which helps them change to red or green. Each track is of around 13 metres long. There is a small gap between the two metallic tracks. An insulator is used in the gap to break the circuit so that the signal turns green.”

The investigating cops were astonished when the criminals told them that they used a two rupee coin in the track gap ahead of the signal. The train’s metallic wheels acted as the conductor between the gap thereby completing the circuit. This, in turn, helped the signal turn red.

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Re: Indian Railways Thread (Dec 2015)

Postby Austin » 20 Apr 2017 12:39

Singha wrote:Chetak here
http://www.deccanherald.com/content/606 ... -used.html
The train robbers had used a two rupee coin to change the train signal from green to red, as a result of which New Delhi-Patna Rajdhani Express stopped at Gamhar on Bihar-UP border. As the train stopped, altogether four miscreants boarded the train after one of their accomplices, who was already in the premier train, opened the entrance door.

Explaining how the robbers ‘hacked’ the outer signal of Gamhar station, one of the railway source said, “The miscreants planned to rob Rajdhani passengers in between Mughalsarai (UP) and Buxar (Bihar) in the early hours of April 9. Four criminals waited near the outer signal of Gamhar (small junction) and placed a Rs 2 coin in the gap of two railway tracks before the train was to cross through. This, in turn, changed the signal from green to red.”

Dwelling at length about the ‘scientific method’ used in the crime, the source said, “There are circuits on the tracks close to signal which helps them change to red or green. Each track is of around 13 metres long. There is a small gap between the two metallic tracks. An insulator is used in the gap to break the circuit so that the signal turns green.”

The investigating cops were astonished when the criminals told them that they used a two rupee coin in the track gap ahead of the signal. The train’s metallic wheels acted as the conductor between the gap thereby completing the circuit. This, in turn, helped the signal turn red.


Must be a qualified robber to know how train signal works and how Rs 2 coin can change the signal ..Better days are hear to stay !

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 20 Apr 2017 12:44

friends with railway employees for sure.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 20 Apr 2017 12:45

^^ That's Oceans 4 level.


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