Indian Railways Thread (Dec 2015)

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Re: Indian Railways Thread (Dec 2015)

Postby arvin » 27 Mar 2018 21:14

http://www.railnews.in/mumbai-ahmedabad ... eak-hours/

The 20 min freq during peak hours will be inadequate. A 10 min freq would be better I feel. Since there are 12 stations spaced approx 40 km apart there would be good trafic to these too. Many are industrial hubs like vapi and surat, hope planners have accounted for footfalls for these too.

The National High Speed Rail Corporation, the implementing authority, said on Sunday that it was open to the idea of letting more travellers beyond the train’s seating capacity. “If the people are ready then we will allow standees inside the bullet train,” said Achal Khare, Managing Director of NHSRCL.

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 28 Mar 2018 02:23

T-18 features. Hope the product is as good as the description.

http://www.financialexpress.com/photos/ ... -india/16/

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Re: Indian Railways Thread (Dec 2015)

Postby Kashi » 28 Mar 2018 06:04

arvin wrote:http://www.railnews.in/mumbai-ahmedabad-bullet-train-to-run-every-20-minutes-in-peak-hours/

The 20 min freq during peak hours will be inadequate. A 10 min freq would be better I feel. Since there are 12 stations spaced approx 40 km apart there would be good trafic to these too. Many are industrial hubs like vapi and surat, hope planners have accounted for footfalls for these too.

The National High Speed Rail Corporation, the implementing authority, said on Sunday that it was open to the idea of letting more travellers beyond the train’s seating capacity. “If the people are ready then we will allow standees inside the bullet train,” said Achal Khare, Managing Director of NHSRCL.


I think they'll start with 20 minute intervals and gradually scale them up to 10 minute. It's an entirely new system and both the operators and users will have to adapt to get used to it. Once the system is set and running and stable, we could see increased frequencies, different services (limited express, express, semi-express, local etc.) and also further extensions.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 28 Mar 2018 06:45

JTull wrote:


You can see the existing single line and electrified IR track(Rewari-Phulera is single line IR) on the left of the loco. That means the loco was traveling from Phulera back to Ateli/Rewari. This section is to be commissioned by June 2018. That means that the 5 DFC stations New XXX between Ateli-Phulera are built and commissioned by then. Stations are 40km apart on DFC. They are New Ateli, New Dabla, New Bhagega, New Srimadhopur, New Pachamalikpura, New Phulera Jn(jn with IR) none are co-located with an existing IR station.

The Delhi-Ahmedabad IR line is not electrifed in large sections and not doubled in many parts. Thus when a freight exits a DFC line on a partially built DFC, and goes onto IR, 1. the length of the freight must <700m to not go over the fouling point on an IR loop line, (loop lines are more than 1500 m on DFC) 2. Must have diesel locos as it is possible that the IR track say as an example between Abu Road and Palanpur is not electrified and so diesel is then a must 3 Have to contend with single line traffic on the IR network between Delhi and Ahmedabad, which IR is slowly doubling section by painful section at say 15-20km every year and in yesteryears even slower, what with gauge conversion. So whatever you gain for 200km over a DFC track gets nullified once the freight starts using IR tracks. Of course once DFC gets fully dedicated upto JNPT then issues (1)-(3) above will be moot and full advantages will accrue. This trial took 3hr 52 mins for the 190km. The aim is to run at average speeds of 70-75 kmph with a max. of 100 kmph.
Rakes will carry a load of 13,000 tons on DFC with 1.5km long rakes as opposed to IR with rakes about 700m and loads of 5000 tons now with average speeds of 30-40kmph.

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Re: Indian Railways Thread (Dec 2015)

Postby Suraj » 28 Mar 2018 07:32

Those are incredible numbers . Doubling of speed with near tripling of load ! The effect on economic development will be profound , even with partial operation .

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Re: Indian Railways Thread (Dec 2015)

Postby vera_k » 28 Mar 2018 07:44


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Re: Indian Railways Thread (Dec 2015)

Postby jaysimha » 28 Mar 2018 10:55

http://pib.nic.in/PressReleaseIframePage.aspx?PRID=1526665

Submit
Ministry of Railways
Enhanced Safety Measures for Women in Railway
Posted On: 27 MAR 2018 6:56PM by PIB Delhi
Policing on Railways being a State subject, prevention of crime, registration of cases, their investigation and maintenance of law and order in Railway premises as well as on running trains are the statutory responsibility of the State Governments, which they discharge through Government Railway Police (GRP)/District Police. However, Railway Protection Force (RPF) supplements the efforts of GRP in providing better protection and security of passenger area and passengers and for matters connected therewith.



Following measures are being taken by the Railways to ensure security of passengers including women passengers:

On vulnerable and identified routes/sections, 2500 trains (on an average) are escorted by Railway Protection Force daily, in addition to 2200 trains escorted by Government Railway Police of different States daily.
Ladies Special trains running in Metropolitan cities are being escorted by lady RPF personnel. In other trains, where escorts are provided, the train escorting parties have been briefed to keep extra vigil on the ladies coaches en-route and at halting stations in long distance trains.
Through various social media platforms viz. Twitter, Facebook, etc., Railways are in regular touch with passengers including women passengers to enhance security of passengers and to address their security concern.
Security Help Line number 182 is operational over Indian Railways for security related assistance to women and other needy passengers in distress. It is being automated to ensure speedy assistance.
Regular drives are conducted to prevent entry of male passengers in compartments reserved for ladies, and if found, they are prosecuted under the provisions of Railways Act.
Liaison is made by RPF with the State Police/GRP authorities at all levels to ensure security of women passengers and for prevention of crime, registration of cases, their investigation and maintenance of law and order in Railway premises as well as on running trains.
Surveillance is kept through CCTV cameras, provided at about 394 stations over Indian Railways, to ensure safety and security of passengers including women passengers.
Ministry of Railways has decided to provide CCTV based surveillance system at all Railway Stations and train coaches.
An Integrated Security System (ISS) consisting of surveillance of vulnerable stations through Close Circuit Television Camera Network, Access Control etc. has been sanctioned to improve surveillance mechanism over 202 railway stations.


This information was made available in reply to a question in Rajya Sabha.



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Re: Indian Railways Thread (Dec 2015)

Postby jaysimha » 28 Mar 2018 10:58

http://pib.nic.in/PressReleaseIframePage.aspx?PRID=1526660

Ministry of Railways
Laying of New Railway Lines
Posted On: 27 MAR 2018 6:52PM by PIB Delhi
Indian Railways is laying New Lines every year. Targets and progress in the last five years is in the link

Railway is surpassing targets of completion of New Lines projects for last four years (2013-14 to 2016-17).



This information was made available in reply to a question in Rajya Sabha.



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Re: Indian Railways Thread (Dec 2015)

Postby jaysimha » 28 Mar 2018 11:01

http://pib.nic.in/PressReleaseIframePag ... ID=1526656
Ministry of Railways
Rolling Out of Indigenous LHB Train Coaches
Posted On: 27 MAR 2018 6:48PM by PIB Delhi
Integral Coach Factory, Chennai (ICF) has rolled out the first indigenous LHB GS coach in October’ 2017 with 100% “Make in India” items, except forged wheels. The Coach is in oscillation trial stage.

7601 LHB coaches have been rolled out upto February’ 2018. The production target is 3025 LHB coaches for the year 2018-19.

LHB coaches are no longer imported. The cost of imported and indigenously built Air Conditioned chair car (LWSCZAC) and First class Air Conditioned chair car (LWFCZAC) LHB coach at Rail Coach Factory (RCF) ,Kapurthala is as below:

Coach

Cost of each coach in ` (crores) (approx)





AC Chair car

(LWSCZAC)

First AC Chair Car

(LWFCZAC)

Indigenously built LHB coach (latest cost)

2.42

2.39

Imported coach (Year 1999)

5.06

5.06





This information was made available in reply to a question in Rajya Sabha.



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Re: Indian Railways Thread (Dec 2015)

Postby Prem » 01 Apr 2018 10:22


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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 01 Apr 2018 11:30


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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 07 Apr 2018 04:26

Three of these 09-3X Dynamic Express track tamping machines by Plasser and Theurer were inducted into IR today. Eventually 42 will be inducted under Make in India. These machines not only tamp ballast, but also corrects track geometry:

https://www.youtube.com/watch?v=JiGW8yujsqU

Each machine costs 27 crores and 7 more are to be inducted by this year end and deployed on heavy traffic density routes where they will do their track maintenance using less track occupation time. The current induction was done at Faridabad. Plasser India video of this machine with cab view of controls:

https://www.plasserindia.com/en/machine ... 09-3x.html

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Re: Indian Railways Thread (Dec 2015)

Postby A Nandy » 11 Apr 2018 11:20

Latest on bullet train

https://economictimes.indiatimes.com/in ... 466435.cms

The works of surveying the route and soil testing are underway, Khare said. The preliminary work of acquiring land in both the states has also begun.

The route passes through 108 villages of Maharashtra. A majority of these villages fall in Palghar district. National High Speed Rail Corporation (NHSRC) have issued a notice to acquire land in 17 villages and informed the land owners about it.

Those who give their land will be compensated over and above the current prevailing market rates. Those who do not turn up, their lands will be acquired under section 19 of the Land Acquisition, Rehabilitation and Resettlement Act 2013, he said.

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Re: Indian Railways Thread (Dec 2015)

Postby arvin » 12 Apr 2018 20:50

Was looking at a pdf booklet got in email of south west railway progress in KA as on feb. For a state the size of KA, the only double line electrified lines I found were between blr to mysore and blr to bangarpet to the east. The mysore line was only recently completed thanks to present NDA.
A single electrified line goes from yelhanka to hindupur and beyond. Doubling is in progress here.
Vast swathes of land in north, coastal and central KA, still served by single non electric lines forcing trains to run at rickshaw speed of 40 - 50km.
A more or less flat terrain state like KA with 19% electrification rubbing shoulders with hilly himachal at 13% points to utter neglect by rail bhavan mandarins for so many years.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 13 Apr 2018 09:16

arvin wrote:Was looking at a pdf booklet got in email of south west railway progress in KA as on feb. For a state the size of KA, the only double line electrified lines I found were between blr to mysore and blr to bangarpet to the east. The mysore line was only recently completed thanks to present NDA.
A single electrified line goes from yelhanka to hindupur and beyond. Doubling is in progress here.
Vast swathes of land in north, coastal and central KA, still served by single non electric lines forcing trains to run at rickshaw speed of 40 - 50km.
A more or less flat terrain state like KA with 19% electrification rubbing shoulders with hilly himachal at 13% points to utter neglect by rail bhavan mandarins for so many years.



There has been a long list of Railway ministers from Karnataka and most of them have done almost nothing for the state. There was T.A Pai in 1973's etc who introduced Janata Jayanthi Express from Delhi to Mangalore a direct train with slip coaches to Cochin Harbour terminus CHTS a now defunct station that is being considered for rejuvenation. This Pai was from the Manipal gang of educational institute mafia was also awarded Padma Bhushan by IG. Then CK Jaffer Sharief (1991-1995 railway minister) a class crooked Congressman from Bangalore. Then KH Muniyappa(2009-2012, Minister of state for railways), the railway minister when UPA demitted office in 2014 Mallikarjun Kharge who was Congress MP from Gulbarga and even when NDA took over in 2014 Sadananda Gowda. Mallikarjun Kharge did not do anything for the Bidar-Gulbarga new line even though it was hanging fire for 20 years. Finally the big push came with NDA and the tunnel was completed and PM Modi inaugurated the line in Oct 2017. This gives direct access for people from "Nizam Karnataka" to Bangalore. The only real push for a mammoth project was from a former Railway union leader, not a railway minister: George Fernandez who pushed very hard for years for the Konkan Railway and it was realized. Otherwise the Railway ministers from Karnataka have all been worthless and no good individuals.

Jaffer Sharief is credited by his supporters for getting the wheel and axle plant at Yellahanka and initiating project Unigauge, but there is no official record of that. In my memory T. A. Pai started the dangerous trend of trains from Delhi to their hometown, in the case of Pai it was Udupi, but Udupi not having a railway station those days, Mangalore was good enough.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 13 Apr 2018 21:35

http://indianexpress.com/article/india/ ... e-5135847/

This is what India’s first bullet train terminal will look like
The fare between Bandra-Kurla Complex (BKC) in Mumbai and the Sabarmati Railway Station in Ahmedabad will be around Rs 3,000 (economy seats). There will be a business class as well at higher fares.

This is how India's first Mumbai-Ahmedabad bullet train terminal will look like The Sabarmati station in Gujarat, which will be the terminating station of the Mumbai-Ahmedabad bullet train route, will have the theme of Mahatma Gandhi’s Dandi March of 1930.
The design of India’s first bullet train terminal is ready. The Sabarmati station in Gujarat, which will be the terminating station of the Mumbai-Ahmedabad bullet train route, will have the theme of Mahatma Gandhi’s Dandi March of 1930. Prime Minister Narendra Modi and his Japanese counterpart Shinzo Abe had laid the foundation stone of the station last year. The Mumbai-Ahmedabad bullet train project is expected to be completed by 2022.

Image

The rooftop will be end-to-end covered with solar panels flaunting the design of a large ‘charkha’, which will be visible in pictures taken from the top.

Image

“We have more or less finalised the station design. Construction will start by around December this year,” Achal Khare, Managing Director of the National High Speed Rail Corporation told The Indian Express. Khare said the Mumbai-Ahmedabad bullet train route would be a better and time-saving option than flights. “In this route, the bullet train will turn out to be a better option than airlines. If you take into account the time taken to and from airports, security checks and everything else, the bullet train between Ahmedabad and Mumbai, in fact, will turn out to be quicker than flights,” Khare said.

Packed with all modern and state of-the-art facilities, the station will have a three-level parking space.
Packed with all modern and state of-the-art facilities, the station will have a three-level parking space. The rooftop will be end-to-end covered with solar panels flaunting the design of a large ‘charkha’, which will be visible in pictures taken from the top. The estimated cost of the construction of the station will be around Rs 200 crore.

The fare between Bandra-Kurla Complex (BKC) in Mumbai and the Sabarmati Railway Station in Ahmedabad will be around Rs 3,000 (economy seats).
The NDA government has advanced the deadline of the project by a year so that the country’s first bullet train service can be dedicated to the nation by August 15, 2022 to coincide with 75 years of Independence. The fare between Bandra-Kurla Complex (BKC) in Mumbai and the Sabarmati Railway Station in Ahmedabad will be around Rs 3,000 (economy seats). There will be a business class as well at higher fares. A total of 75 trips will be operated every day — a train every 20 minutes in peak hours and 30 minutes every half an hour.


Yaar not again based on gandhi or nehru related things.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 14 Apr 2018 19:54

vsunder wrote:Three of these 09-3X Dynamic Express track tamping machines by Plasser and Theurer were inducted into IR today. Eventually 42 will be inducted under Make in India. These machines not only tamp ballast, but also corrects track geometry:

https://www.youtube.com/watch?v=JiGW8yujsqU

Each machine costs 27 crores and 7 more are to be inducted by this year end and deployed on heavy traffic density routes where they will do their track maintenance using less track occupation time. The current induction was done at Faridabad. Plasser India video of this machine with cab view of controls:

https://www.plasserindia.com/en/machine ... 09-3x.html


Vsunder sir, are you following HSR updates? If so do you have any idea on how far the Chennai Bengaluru HSR plan has come? Mid last year, the Germans started conducting feasibility study on the line and before that the Chinese had already done with their interim report in 2015. IMO, this has to be the easiest one, apart from the gradient factor, considering the line will be parallel to the expressway and relatively short distance of about 320 km.

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Re: Indian Railways Thread (Dec 2015)

Postby yensoy » 14 Apr 2018 20:37

vsunder wrote:...
In my memory T. A. Pai started the dangerous trend of trains from Delhi to their hometown, in the case of Pai it was Udupi, but Udupi not having a railway station those days, Mangalore was good enough.


Some trivia: Delhi to Mangalore was already traversed by a single train; in fact the train route was Peshawar to Mangalore via Delhi and Madras, the train being the historic Grand Trunk Express. https://en.wikipedia.org/wiki/Grand_Trunk_Express Of course by the time the event you are referring to happened, it's route was probably shortened to New Delhi-Madras.

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Re: Indian Railways Thread (Dec 2015)

Postby vsunder » 14 Apr 2018 21:24

Karthik S wrote:
vsunder wrote:Three of these 09-3X Dynamic Express track tamping machines by Plasser and Theurer were inducted into IR today. Eventually 42 will be inducted under Make in India. These machines not only tamp ballast, but also corrects track geometry:

https://www.youtube.com/watch?v=JiGW8yujsqU

Each machine costs 27 crores and 7 more are to be inducted by this year end and deployed on heavy traffic density routes where they will do their track maintenance using less track occupation time. The current induction was done at Faridabad. Plasser India video of this machine with cab view of controls:

https://www.plasserindia.com/en/machine ... 09-3x.html


Vsunder sir, are you following HSR updates? If so do you have any idea on how far the Chennai Bengaluru HSR plan has come? Mid last year, the Germans started conducting feasibility study on the line and before that the Chinese had already done with their interim report in 2015. IMO, this has to be the easiest one, apart from the gradient factor, considering the line will be parallel to the expressway and relatively short distance of about 320 km.


The information you have displayed about Germany studying route feasibility I believe dating from May last year is all I have heard too. If you take an atlas, you will see the current line from Chennai starts straight along a latitude so to say towards Bangalore, past Katpadi at Gudiyattam it dips down to run through a pass between two ranges and makes it to Jolarpettai.
There a line branches off to Bangalore. So if one went due west from Gudiyattam you would in fact reach Bangarapet and Bangalore due west again, and that would be a point to point HSR alignment. This alignment takes you through reserve forests and hills and the only forest sanctuary in Andhra Pradesh that has elephants.

https://en.wikipedia.org/wiki/Koundinya ... _Sanctuary

For sure it will involve tunneling and serious environmental and ecological questions. There are many issues that are particularly Indian about constructing HSR. It is interesting to note that many of these issues of HSR are the very same that daunted the early civil engineers who laid out the first lines in India. We have ecological issues, issues of terrain and climate like monsoons that can turn a rivulet into a raging torrent suddenly and wash away large sections of track and with the very large population the issue of land acquisition and settling displaced people. So the solutions we give are in my mind important as the problems we have are not the same as China or Europe etc. The earlier engineers had a freer hand with ecological issues and LA, but cost, terrain and climate is the same. After all the early companies did want to make a profit with the line.


The current Bangalore-Chennai line briefly traverses into Andhra Pradesh between Jolarpet and Bangarapet when the signage changes to Telugu at some stations say at Kuppam. When I was young in 1967 there was a fearful derailment at Kuppam of the Island Express between Cochin Harbor terminus and Bangalore. Train did not stop at the station and hit buffers at the end of the loop line. There have been many accidents at this Kuppam even in the 1940's and even in 2014 and 2016.

Sometimes even now engineers forget. Most recently this happened for Gauge conversion between Mhow and Khandwa. This meter gauge line built by the Holkars is being gauge converted and will literally shave off about 300 km between Delhi and Bangalore when done. Khandwa to Sanawad is at a very advanced stage of being completed because of the NTPC power plant at Khargone and coal rakes are needed. But Mhow to Sanawad is going to be challenging as it will need a new alignment and forest land in the Vindhya mountains
near Patalpani. Also between Akola and Khandwa the famous "death spiral" at Dhulghat will have to be eliminated. Anyhow in the new track alignment between Mhow to Sanawad the engineers forgot about the headwaters of the Choral dam and ran tracks through unsuitable ground.

They have been pulled up by Lohani and others and now because of this idiocy, they have to approach the forest department again and get fresh environmental clearances for changes in the alignment. So a challenging project has suffered a further setback. The route will also see pilgrim traffic as Omkareshwar(on the Narbada) a jyotirlinga is on this meter gauge line and it connects with Ujjain and Mahakaleshwar another jyotirlinga.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 14 Apr 2018 21:45

vsunder wrote:
Karthik S wrote:
Vsunder sir, are you following HSR updates? If so do you have any idea on how far the Chennai Bengaluru HSR plan has come? Mid last year, the Germans started conducting feasibility study on the line and before that the Chinese had already done with their interim report in 2015. IMO, this has to be the easiest one, apart from the gradient factor, considering the line will be parallel to the expressway and relatively short distance of about 320 km.


The information you have displayed about Germany studying route feasibility I believe dating from May last year is all I have heard too. If you take an atlas, you will see the current line from Chennai starts straight along a latitude so to say towards Bangalore, past Katpadi at Gudiyattam it dips down to run through a pass between two ranges and makes it to Jolarpettai.
There a line branches off to Bangalore. So if one went due west from Gudiyattam you would in fact reach Bangarapet and Bangalore due west again, and that would be a point to point HSR alignment. This alignment takes you through reserve forests and hills and the only forest sanctuary in Andhra Pradesh that has elephants.

https://en.wikipedia.org/wiki/Koundinya ... _Sanctuary

For sure it will involve tunneling and serious environmental and ecological questions. There are many issues that are particularly Indian about constructing HSR. It is interesting to note that many of these issues of HSR are the very same that daunted the early civil engineers who laid out the first lines in India. We have ecological issues, issues of terrain and climate like monsoons that can turn a rivulet into a raging torrent suddenly and wash away large sections of track and with the very large population the issue of land acquisition and settling displaced people. So the solutions we give are in my mind important as the problems we have are not the same as China or Europe etc. The earlier engineers had a freer hand with ecological issues and LA, but cost, terrain and climate is the same. After all the early companies did want to make a profit with the line.


The current Bangalore-Chennai line briefly traverses into Andhra Pradesh between Jolarpet and Bangarapet when the signage changes to Telugu at some stations say at Kuppam. When I was young in 1967 there was a fearful derailment at Kuppam of the Island Express between Cochin Harbor terminus and Bangalore. Train did not stop at the station and hit buffers at the end of the loop line. There have been many accidents at this Kuppam even in the 1940's and even in 2014 and 2016.


Sunder sir, thanks for info. Looks like the Chennai Bang expressway is just bypassing the Koundinya National Park, but just only by almost touching Chittoor. Even then looks like the width of the state of AP is 30 km and that of the park is just 20 km. The HSR can take an underground tunnel route. Even for Mumbai Ah'bad, there will be 21 km tunnel under Mumbai and 7 km of which is under the sea.

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Re: Indian Railways Thread (Dec 2015)

Postby Katare » 14 Apr 2018 22:45

Mamata didi, when she became rail minster, brought out a white paper on railway to discredit Lalu Prasad’s hype (and genuine work) on railway development. According the paper Best period for railway growth/development was under CK Jaffer Sharief so he should get the best rail minster tag not Laluji.

I read that paper in detail at that time because i didn’t believe that a chor like Lalu would do anything good. I was up for a surprise, even among all kind of crooked arguments in the white paper against Lalu’s work it was clear he had done a steller job.


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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 20 Apr 2018 19:09

Image


The National High Speed Rail Corporation Limited (NHSRCL) has prepared the design of Bandra Kurla Complex (BKC) station giving a preview of how Mumbai's first underground station for high speed rail between Mumbai and Ahmedabad shall look. This underground station will be almost 30 meters below the surface while above it stands the International Finance Centre.

Utilities like water pipeline, gas lines, telephone cables and others are found between 3 to 10 meters below the surface. This station however shall be way beneath where the rock can be cut properly as it will be near the coast. This shall have three layers — the bottom most will be the tracks and platforms for the bullet train — in the remaining two there shall be ticket booking counters, stalls and other structures.

Down below there are three separate rail lines; two shall be for operational purpose and the third shall be a loop line where train shall be parked. "We shall be using 0.9 hectares of land above while 3 hectares will be utilised for this high speed rail station that will be underground," said a NHSRCL official..


On the surface, the authorities shall create entry and exit points for commuters and ventilation shafts.

There shall be two-lane roads above connecting the IFSC and BKC station. The MMRDA is also creating space for parking and has identified space of 35,641 sq meters for parking of vehicles at BKC.

The rail authorities have already acquired land at BKC and submitted necessary plans to the state government. This proposed station shall connect the two metro rail corridors of DN Nagar-Mankhurd metro 2-B and Colaba-Bandra-Seepz metro 3 underground lines. The bullet trains will start from BKC and go underground all the way till Virar even underneath the Thane creek.


http://www.dnaindia.com/mumbai/report-n ... on-2606763

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Re: Indian Railways Thread (Dec 2015)

Postby Supratik » 20 Apr 2018 22:39

It will be great if they can pull this off. It is an ugly scene of slums and ,mounds of garbage around railway tracks in all Indian cities and towns.

https://timesofindia.indiatimes.com/cit ... 481204.cms

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Re: Indian Railways Thread (Dec 2015)

Postby nachiket » 24 Apr 2018 04:46

Railways to double wagon purchases to 15,000 units this fiscal

In what could be seen as a definitive sign of an uptick in freight movement, Indian Railways has significantly revised its wagon requirement to 15,000 during the current year, which is almost double the actual procurement of 8,000 in the last fiscal.

The revised requirement is also higher than 12,000 indicated earlier. Finance minister Arun Jaitley had said in his Budget speech that 12,000 wagons, 5,160 coaches and approximately 700 locomotives are to be procured during this financial year.

According to Indian Railways officials and industry players, the upward revision has been triggered by an improved demand from existing Railways network. This, without considering major upcoming projects like dedicated freight corridors.

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Re: Indian Railways Thread (Dec 2015)

Postby Katare » 24 Apr 2018 05:35

For upside there has been tremendous push towards investment in railway but the flip side is that the Railway finances have been destroyed by this government. A serious revision of the passenger fares is needed immediately but with elections on the corner nothings going to happen until 2020.

Just read somewhere-that operational ratio has gone over 98%. Add another 100k employees addition this year and we are looking at destruction of IR save for some miracle or massive public bailout.

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Re: Indian Railways Thread (Dec 2015)

Postby Aditya_V » 24 Apr 2018 10:48

Katare-> I disagree with Lalu's term, It was he who introduced the concept of never increasing fares in 2004 budget which was continued for 10 years and had to be corrected in 2015 with an accross the board 15% increase.

He benefited from good maintenance and procedures during the previous NDA term and growth in fuel prices trig erring more use of Railways with good growth in global economy increasing freight revenues

We could probably argue with facts and figures to bring relevance, cause his Matka scheme was a disaster, very little by way of Maintenance of Rails, Bridges, new coaches, innovation happened during his tenure. There was large scale corruption in Railway recruitment which has consequences in future years as it an albatross for the next 30 years. He brought the pay comission below the line in 2008 budget which was fraud. He did really add any new engine factories, new railway types.

Another accounting trick which he did was increasing Fertilizer freight charges by 26% which was refunded by the Finance Minister(part of Govt Subsidy), that is like 1 Govt pocket to anther- a Financial gimmick

Other than announcing fancy schemes and relying on well laid tracks and capital investment of his predessor what did he achive.

Operating ratio is nothing but Railway Revenue Income VS Railway Revenue expenditure on cash accounting basis. For some years since Lalu 's time this has been manipulated delaying supplier payments and reducing vital maintenance work. This backlog is being cleared and it pay dividends in future periods. A % here or there of few 2000 crore is hardly goign to damge the consolidated fund of India as speculated by some reporters and vested interests.

Even his own Government had to admit Lalu had a fraud on the nation.

http://www.indianrailways.gov.in/railwayboard/uploads/directorate/planning/downloads/White%20Paper_Eng_SUBMITTED%20To%20Parliament.pdf

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Re: Indian Railways Thread (Dec 2015)

Postby Katare » 25 Apr 2018 08:39

Lalu was RM during UPA1 but he separated from the alliance during UPA2. Mamta brought this white paper to discredit him but if you read it, the text tries to put down his performance but the figures tell another story. UPA2 had a fare hike when Mamta had left RM post to take over as cheif minster of Bengal. She appointed one of his party member as RM and when he increased passenger fares Mamta had him removed from the Govt.

The success of Lalu era had two ingredients- very high economic/GDP growth during his tenure and an IAS officer named Anil Kumar iirc. Lalu gave this officer free hand in running railway and he did a good job of it. The period saw excellent growth and investment as brought out by the white paper.

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Re: Indian Railways Thread (Dec 2015)

Postby Aditya_V » 25 Apr 2018 16:38

Yes Inow and his claim of 90K crore Railway surplus in funds was an absolute lie. Plus increase in revenue came from increase in freight revenue. There was no major track laying, new Heavy duty engine manufacture, tracks, Bridges, LHB coaches, IRCTC efficiency or innovation. There were irregularities in recruitment with disproportionate share of Biharis being recruited many who were not qualified for thier jobs which they Railways will have to live with till they retire.

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Re: Indian Railways Thread (Dec 2015)

Postby Rahul M » 26 Apr 2018 18:06

for pax laloo introduced monstrosities like side middle berth in 3 tiers (A/C & non-A/C) which were a crime against humanity. services went to hell & there was MASSIVE corruption, introducing incompetent thieves as salaried rail employees. it was this govt that finally got online exams going for RRB's & stemmed the rot.

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Re: Indian Railways Thread (Dec 2015)

Postby SBajwa » 26 Apr 2018 20:35

Aditya_V wrote:Yes Inow and his claim of 90K crore Railway surplus in funds was an absolute lie. Plus increase in revenue came from increase in freight revenue. There was no major track laying, new Heavy duty engine manufacture, tracks, Bridges, LHB coaches, IRCTC efficiency or innovation. There were irregularities in recruitment with disproportionate share of Biharis being recruited many who were not qualified for thier jobs which they Railways will have to live with till they retire.


Also he abolished the contracts on the railway stations that were granted to the great-great-great grandfathers of the people selling stuff on railway property. The new contracts were awarded and that got lots of money.

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Re: Indian Railways Thread (Dec 2015)

Postby Karthik S » 26 Apr 2018 21:43

German firms eye Indian railway projects
Delegation explores opportunities for partnership

German companies are keen to invest in Indian railways projects and see a good opportunity in the sector for the next decade or two. India is poised to be one of the largest markets for German companies operating in the railway industry.

So far, China and to a certain extent Russia are the other major markets for the European nation.

According to Andreas Becker, Vice-President, German Railway Industry Association, it has become “easier to work” with the Indian railways under the present political regime and there has also been a visible change in the functioning of the department.

For instance, the administration appears to be “more flexible now” and “everything is prepared”. Moreover, there is an open policy in the Railways which means all communications come down right at the vendor level, as against the earlier practice where exact requirements were neither specified nor communications clear.

“If you ask me, India will continue to be one of our (Gerrmany’s) biggest markets over the next 10-20 years. Of course, compared to earlier years it has become much easier to work with the Railways with Prime Minister (Narendra) Modi and his ministers being very engaged,” he told BusinessLine on the sidelines of an event organised by the Indo German Chamber of Commerce and the Federal Ministry of Economic Affairs and Energy, Germany.

A 26-member Railway delegation from Germany is currently in India to explore investment opportunities in the country.

The delegation comprises companies working in areas relating to manufacture of vehicles, control and safety technologies, infrastructure as well as suppliers and service providers.

According to members, investments by German companies could include setting up of manufacturing facilities in India, technology tie-ups with Indian companies and other forms of partnerships. High speed rail, track overhauling and maintenance and signalling systems continue to be areas of interest.

Feasibility studies

Known for its expertise in the high-speed rail sector, Germany is conducting a feasibility study for running trains at a speed of about 300 kmph on the 450-km-long Chennai-Bengaluru-Mysuru route. Germany has appointed a consortium of consultants to carry out the study. The European nation is also bearing the cost of the year-long study that involves exact location, number of riders, opportunities and challenges among other issues.

Also on cards is the probability of carrying out another feasibility study for high speed trains (of 200 kmph) along the Chennai–Kazipet route. The study is yet to start.


https://www.thehindubusinessline.com/ec ... 673330.ece

If BJP comes to power in KA, there is high possibility that we can see Chennai - Bangalore HSR, unless ofcourse "certain parties" don't try to derail it in the name of Cauvery.

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Re: Indian Railways Thread (Dec 2015)

Postby Katare » 28 Apr 2018 11:04

Why not read that white paper, it’ll tell you the figures. Don’t go by the words. I do not see anything that I would consider an out of ordinary lie. Both changes to accounting were made openly and were in line with modern accounting practices.

Although Mamta is personally one of the most uncorrupt politician yet her politics is much worse than even the certified chor and crook like Lalu.

The best she could do was that Lalu is not the best railway minister but the second best after CK Jafar Sharief, railway’s growth was not good because Chinese railway did better. The railway growth as per WB should be 1.25x of national GDP but lalu only achieved 1x although the average for railway after independence is 0.8 x.

Pretty much every parameter b it safety, profitability, efficiency, punctuality, investment or maintenance improved substantially over previous years. It is all in that white paper read it wifh open mind.

Just to be clear, in my hate list for politicians only Kejriwal surpasses Lalu so aint no fan of that chor. But facts are facts.

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Re: Indian Railways Thread (Dec 2015)

Postby arvin » 28 Apr 2018 18:34

http://archive.indianexpress.com/news/i ... --/160344/

The study by iim A praising lalu was sponsored by his ministry at the time as per link. Some one like him who did no good for bihar in his long rule can hardly be expected to be top performer overnite. In jail he should be made to sleep in the middle berth he introduced in the side berth. That was the most inhuman way to treat long distance travellers.
Another thing was Irctc servers and website during those times were notoriously slow. He made no attempt to speed them up. It was only changed after 2014.

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Re: Indian Railways Thread (Dec 2015)

Postby SBajwa » 28 Apr 2018 20:54

I hope with completion of DFC at least wheat, paddy, tomatoes and onions are shipped across the length and breadth of India and are not lying rotten on the streets of Punjab, Haryana and western UP. There is a massive rot in our procurement,storage and transportation of food items. These issues are the #1 issues during elections!

Do we have refrigerated freight bogies for perishable items? I hear news of peas, tomatoes not worth harvesting due to low prices every other year.

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Re: Indian Railways Thread (Dec 2015)

Postby chetak » 29 Apr 2018 19:52

SBajwa wrote:I hope with completion of DFC at least wheat, paddy, tomatoes and onions are shipped across the length and breadth of India and are not lying rotten on the streets of Punjab, Haryana and western UP. There is a massive rot in our procurement,storage and transportation of food items. These issues are the #1 issues during elections!

Do we have refrigerated freight bogies for perishable items? I hear news of peas, tomatoes not worth harvesting due to low prices every other year.


It is a yearly cycle of price variations.

Most of the year the prices are artificially exorbitant and they rip you off with high prices.

The prices are low for a few weeks.

no one complains either way.

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Re: Indian Railways Thread (Dec 2015)

Postby Bart S » 29 Apr 2018 20:58

chetak wrote:
SBajwa wrote:I hope with completion of DFC at least wheat, paddy, tomatoes and onions are shipped across the length and breadth of India and are not lying rotten on the streets of Punjab, Haryana and western UP. There is a massive rot in our procurement,storage and transportation of food items. These issues are the #1 issues during elections!

Do we have refrigerated freight bogies for perishable items? I hear news of peas, tomatoes not worth harvesting due to low prices every other year.


It is a yearly cycle of price variations.

Most of the year the prices are artificially exorbitant and they rip you off with high prices.

The prices are low for a few weeks.

no one complains either way.


Which is why we need modern cold storage and processed food industries. The current cycles are wasteful and outdated, and do not leverage much of the value adds available that help with profits and sustainability.

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Re: Indian Railways Thread (Dec 2015)

Postby jaysimha » 30 Apr 2018 14:48


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Re: Indian Railways Thread (Dec 2015)

Postby Ashokk » 03 May 2018 10:51

First for passenger trains: Special Rajdhani to have engines at both ends
MUMBAI: For the first time on Indian Railways, a passenger train will have an engine at the front and the rear to save travel time. Western Railway will hold trials with this technique on the special Rajdhani that plies from Bandra Terminus to Delhi's Hazrat Nizamuddin. This technique has been successfully tried out with goods trains. The Special Rajdhani already saves 2 hours of travel time as compared to the current Rajdhani.
A decision to carry out the trial with "push and pull" technique was taken at a railway committee meeting convened by Central Railway general manager D K Sharma.
WR's chief public relations officer Raviner Bhakar said, "Though the engine will be attached to the rear, its operations will be carried by the loco pilot in the front locomotive. We need technical upgrade for perfect synchronisation between the locomotives for speed and braking."
Bhakar said that the saving in travel time will be known only after carrying out trials but railway sources said they expect travel time to reduce by 30-60 minutes.
As of now locomotives are attached at the rear end at the ghat section where the gradient is steep.
Bhakar said that the engines at the rear and front will ensure faster acceleration and deceleration. "Also, braking will be powerful and hence swift. The train will be able to run at a speed of 160 kmph wherever permitted."
Another advantage of an engine at the rear will ensure that train can be pulled out of the station quickly. "So, a platform will not be occupied for longer time," said Bhakar.

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Re: Indian Railways Thread (Dec 2015)

Postby Singha » 03 May 2018 20:13

how will it be better than existing 2 engine rajdhani ?



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