Indian Railways Thread (Dec 2015)

[vsunder]

Forged wheels factory construction has started in TN. These wheels will be for VB and the factory has a target of 50 % export. It’s JV between Titaghar and Ram Krishna Forging

This is very good news. India was importing forged wheels from Ukraine and other Central European countries specifically for VB. The war severely impacted the supply of forged wheels and would have impacted the production of VB in numbers. The Rail Wheel factories say at Yellahanka only produces cast wheels and there is a small production unit in the Railway coach factory at Rae Bareli for forged wheels which is not adequate.

It is imperative to have forged wheels for all semi-HSR and HSR trains due to their superior strength as opposed to wheels that are cast. Cast wheels tend to crack under sustained high speed operations. In forged wheels, grain boundaries in the metal are manipulated so that the metal acquires a lot more strength.

Here is a simple experiment you can perform at home to show how grain boundaries can be manipulated so that the metal becomes stronger. Take a good sized paper clip and pull the tongue out. Gently rock the tongue back and forth. This causes the metal at the point where the tongue joins the rest of the clip to contract and narrow. This narrowing at the constriction will cause the grains in the metal to point in a preferred direction rather than randomly. You will notice that the tongue will stiffen and offer resistance to the rocking you are performing as the metal gains strength. Eventually if you rock further, the constriction will narrow further and then eventually break, ending the experiment. Forging is the process of manipulating grain boundaries so that they are not randomly aligned, but have some preferred direction giving strength.

[vera_k]

Pune is a civilian enclave inside IAF station Lohegaon, just like Prayagraj is a civilian enclave inside IAF station Bamrauli, another dump that I flew through in 2015 and is being refurbished in preparation for Kumbh Mela in January 2025. Bamrauli is HQ of Central Command which will play an important role as 18 Corps is being raised. For Pune there is talk of a greenfield airport.

Are there proposals to relocate the IAF stations away from these cities? Would think its one of the learnings seeing how Lviv was bombed during the current Russia-Ukraine war.

[vsunder]

Pune is a civilian enclave inside IAF station Lohegaon, just like Prayagraj is a civilian enclave inside IAF station Bamrauli, another dump that I flew through in 2015 and is being refurbished in preparation for Kumbh Mela in January 2025. Bamrauli is HQ of Central Command which will play an important role as 18 Corps is being raised. For Pune there is talk of a greenfield airport.

Are there proposals to relocate the IAF stations away from these cities? Would think its one of the learnings seeing how Lviv was bombed during the current Russia-Ukraine war.

In fact there are a large number of airfields which are operated by the IAF which have civilian enclaves inside. Most of you are "batchas" who know very little of IAF history and have not seen the wars of 1961(Goa), 1962, 1965, 1971 etc and in all these I was next to major airbases and some of these airfields with civilian enclaves got bombed. Let me give you a partial list right here from the top of my head:

1. Delhi, Palam, 1st Sikhs airlift to save the Kashmir valley in 1948 was from Palam.

2. Kanpur, first an operational airbase, then went to 1 BRD(Base Repair Depot) and now HAL, two runways and only one used for civilian operations. Just got a spanking new and very big terminal building. Was a hut in the old days. 1 BRD moved to Nagpur after the panga between RM YB Chavan and AVM Harjinder Singh of Maintenance command.

3. Leh, civilian flights from Delhi etc go there in the early morning as the air is denser esp. important for lift off in the thin air at that altitude.

4. Bamrauli, IAF Central command airport for Prayagraj. Getting a new terminal soon big and bada one.

5. Adampur, Jalandhar, famous IAF station, just got a new terminal.

6. Srinagar, of NJS Sekhon fame. Civilian airport serving Srinagar.

7. Jodhpur a very big base under western command. Always fun to land there. See lots of camouflage and dummy planes strewn around.

8. Gwalior, IAF Maharajpur, home of TACDE, brand new terminal just inaugurated Rajmata Scindia airport.

9. Pathankot, a very famous base of Western command.

10. Amritsar, Raj Sansi airport, now functions as a FBSU of the IAF, was hit several times in 1965 and 1971 when it was a an important IAF station.

11. Jamnagar, another very famous IAF station, scene of BB Soni shooting down a F-104 with a Mig 21 in 1971, the first time of a supersonic vs supersonic combat over the subcontinent. Station commander was the late great Peter M. Wilson of Badin fame in 1965.

12. IAF station Lohegaon, Pune was home of 22 squadron the Lightnings for many years, brand new terminal just inaugurated.

13. IAF station Bhuj, civilian enclave.

14. IAF station Bagdogra, civilian enclave. Very important airfield in Eastern command and very important to go to Siliguri and Darjeeling by air.

15. The baap of Eastern command, Shillong, HQ Eastern command of IAF.

16. IAF station Vadodara, customs and civilian airport. Home to IAF 33 wing.

17. IAF Jorhat, and Jorhat airport.

18. And let us not forget, IAF station Jaisalmer, of Longewala fame, and the civilian enclave Jaisalmer airport. Lots of tourists fly out to Jaisalmer

19. IAF station Dum Dum, Kolkata.

20. IAF station Gorakhpur, civilian enclave.

Can go on and on like this. NO there will not be an attempt to move the civilian enclave out from the IAF controlled airfields.

[Atmavik]

Only Pune needs a new airport as its a tier 1 city now. Goa has been solved

[nachiket]

Only Pune needs a new airport as its a tier 1 city now. Goa has been solved

Pune has been promised a new airport for so long now that it has become a running joke. The latest Purandar airport plan has also predictably run into land acquisition issues.

[rahulm]

Only Pune needs a new airport as its a tier 1 city now. Goa has been solved

Pune has been promised a new airport for so long now that it has become a running joke. The latest Purandar airport plan has also predictably run into land acquisition issues.

Pune airport has always been a joke getting funnier. I am from Pune. It's a constant rearranging of deck chairs in what is a small space shared with Lohegaon AFB.

1, Getting into and out of the airport is a safari adventure not for the faint hearted.Departure drop offs are at the terminal but arrivals transport is from the AEROMALL mall. Thats a ~ 800 - 900 metre walk from the terminal through departure chaos (space is cramped with departure queues overflow getting their id's checked by CRPF. cars dropping off passengers and the usual motley collection of people slouching aimlessly. At the end of the terminal walk an escalator is available to enter the mall and 1 lift. There is a queue for the solitary lift with all the queue jumpers, baggage trolleys and people in wheel chairs yelling at each other trying to get ahead. My mum cant climb escalators and waiting for the 1 lift is in the hordes is stressful. Sometimes the lift is "under maintenance" and all hell breaks loose. I have on a few occasions carried my mum on my back up the escalator (she is very light - hasn't had much naan with extra butter and chola batura in her life )

2. Once you manage your way up to the first floor of AEROMALL, a long walk (~ 400m) to the parking lot with taxis, Uber and Ola pickup. Another chaos and confusion hotspot with yelling and people shoving past each other in a small space. I think some babu in their generosity and "modernisation drive" approved ~ 7 to 8 chairs for people to sit and wait. Seniors and people with disabilities suffer.

3. Security has some PWD issue issue tables of slightly different heights joined together. Prolly scavenged from the nearby Kendriya VIdhalaya. Due to the cramped space another zoo space with people shoving and jostling.

4. Once past security, the gate "lounges" are too small for the # of passengers. People standing around coz they cant find space to sit. I think there are a grand total of 4-5 shops - one sells some clothes, another stale samosas and sandwiches, another some maganlal chikki etc.

5. Boarding queues invariably end up in the lounge area. If you are sitting in an aisle seat in the "lounge", perfect height and position to have your face and nose in the crotch of the person standing in the boarding queue.

6. The only saving grace for me is seeing and hearing Rambha.

7. Pune is stuck. With K K Travels providing excellent service and doing a roaring Pune - Mumbai - Pune airport drop offs and picks every 15 minutes, Pune is too close to Mumbai for politicians to bother. With the MTHL commissioned the SIon/Dharavi bottleneck is history so even less incentive for a "proper" airport in Pune.

8. There is no plan AFAIK to connect the airport to the Pune Metro. So this AEROMALL pain is going to continue. It is very common for me to take ~2.5 hours to travel from the airport home. with the MTHL Mumbai airport takes about the same time. With the Navi Mumbai airport imminent Pune will almost be a stones throw on the YCEW. Even less incentive for babus to bother.

I dont see any plan - master or another to majorly redesign Pune airport. Thats understandable coz it's hobbled by the AFB and the space available so we hobble along - with the stale samosas, linked kendriya vidhalaya type tables and the horror walk to the AEROMALL parking lot.And beware that lounge aisle seat and crotch,

Jai Ho.

[vsunder]

A Train Finally Reaches Sindhanur, Karnataka

The railway was promised to Sindhanur in British times. PM Modi has finally fulfilled the desires of the population here. Look at the sheer happiness and acclamation for PM Modi. The line will eventually connect Gadag to Raichur, new railway line. Parts of the line were already inaugurated earlier between 2014-2024. Gangavathi which is already on the line with the new line to it commissioned in 2019, is the rice bowl of Karnataka.

https://youtu.be/Q14szUOXupM

Similarly the train was promised to Beed in rain deficit Marathwada with its bad roads since Independence. The Ahmednagar(Ahilyanagari) to Beed and on to Parli Vaijnath new line is coming close to completion. Already about 133km of the 240km new line is complete and operational. All this happened after 2014. This is Gopinath Munde territory. Beed will be part of the Indian Railway map by this year end as the line is about 35km from Beed finally. The line not only offers communication to Pune and Mumbai but also allows foodgrains to be transported and also other goods.

[rajkumar]

Mumbai-Ahmedabad rail route is now fenced



Must say this is an impressive achievement

[vsunder]

Fantastic News At Last---Western DFC---Trial took place a few hours ago on Ahmedabad(Sanand) to Makarpura(Vadodara) section 138km

The Western DFC had a missing greenfield section of 138km between Sanand North (western outskirts of Ahmedabad) and Makarapura(Vadodara suburb). This section was absolutely crucial. From Dadri near Delhi the WDFC was already operational to New Sanand and through here to all the major Gujarat ports like Mundhra Adani, Pipavav(Maersk) and many others reducing freight time from these ports to Delhi NCR to 18 hours.

From Makarpura the WDFC was ready past the outskirts of Surat till Gholvad MH and beyond past Palghar and upto Saphale MH. But these two sections were not connected. L&T and Sojitz (JICA rules of borrowing state that every Indian firm has to tie with a Japanese firm) were constructing this missing link Sanand to Makarpura so that the WDFC can be really effective and allow the WDFC to connect to the JNPT port Mumbai and other ports like Hazira near Surat, Dahej and so on.

With the announcement that a diesel trial has taken place the missing link is now nearing completion and operationalizing in a few weeks allowing freight to flow easily from Delhi NCR to the doorstep of JNPT.

It is the last 109km from Saphale to JNPT that is lagging. Tata Construction+IRCON+Mitsui is really dragging their feet on this 109km and a project that was targetted for completion Dec 2024 will again see a setback as lots of work left on this 109km section. This was compounded by Uddhav Thackeray who gave no assistance for land acquisition and various environmental agencies who threw a number of roadblocks on this 109km section. The announced target keeps moving back every 6 months and I anticipate that close to Dec 2024, the current target for this 109 km section, we will see an announcement that the target has been moved back to Dec 2025 when hopefully the last 109km section Vaitarna to JNPT is complete and thereby finally finishing the WDFC. Nevertheless, the announcement that track linking is complete linking the two "island sections" via the Sanand to Makarpura section, completion of this big loop around Ahmedabad of the WDFC is an extremely important milestone and with this 94% of the WDFC is now complete. The EDFC is fully operational from Ludhiana to Son Nagar, with only work left from Son Nagar to Andal which never got off the ground due to Jharkhand govt under Hemant Soren and Mamata Bannerjee's WB govt not helping at all. Thus today the EDFC is only 1337km and about 363km in Jharkhand +WB remains to be completed. DFCCIL has shortened the planned project to Dankuni WB of about 500km beyond Son Nagar and the EDFC will end at Andal just inside the WB border. This additional 363km will take a long time to complete and may very well be not a true DFC, but simply quad tracking the existing IR track for about 363km along the Grand Chord.

https://twitter.com/dfccil_india/status ... 6157789690

The miserable progress by Tata Construction on the end run of the WDFC, 109km Vaitarna to JNPT Mumbai.

JNPT to Bhiwandi, recent progress on the 109km section between Saphale and JNPT.

https://youtu.be/FBOhH424akQ

[vsunder]

Horticultural Products(Sapotas/Chikus) flow along the WDFC from South Gujarat(Navsari) towards Delhi NCR

With the completion of the Makarpura to Sanand link, travel time for the produce will reduce further, reducing spoilage further.


https://indiashippingnews.com/south-guj ... from-dfcs/


Maersk is already running reefer rakes on the WDFC from Pipavav port to NCR and vice versa.

[vsunder]

I had posted graphics aeons ago about logistics cost in India compared to the rest of the economic powerhouses in the world. In India logistics cost is currently 14% of GDP and needs to be brought down to 8-9% if India wants to vault to the 5 trillion regime. Here is an article by Gordon Feller which is thoughtful but mainly focuses on the EDFC. I wish he had also commented on the WDFC too. A very positive article:


https://intpolicydigest.org/the-platfor ... eadership/

[vsunder]

Already Milk is taking 37% less time since last year to reach Delhi NCR from Gujarat via WDFC. This is going to decrease since Anand area is on the Makarpura to Sanand section, so operationalizing of this in 2 months (once trials are over^^^)will help even more in milk delivery.

https://www.fortuneindia.com/macro/dfc- ... -37/113743

[Sachin]

I was in two minds about posting this news here. Because pages and pages it was all about good news on railways. Finally decided to post it here, as such aspects also needs to be highlighted.
TTE dies after being pushed off moving train in Kerala’s Thrissur; one arrested
As for the criminal case, it is an open & shut case. Accused has been arrested, and would soon be put up for trial. But this brings up another important aspect. The absolute law less ness, in Sleeper & Un Reserved coaches in trains now. I had felt this at least 10 years back, when I started only reserving 3 AC coaches for train travel. Vagabonds, ticket less travellers, drunkards - all now have bigger say in Sleeper coaches than the genuine reserved ticket holders. Indian Railways have abysmally failed to protect the rights of the reserved ticket holders in Sleeper coaches. At least three agencies are meant to give adequate protection IR's commercial department (TTE), Railway Protection Force (RPF), and Govt. Railway Police (State police unit). All three practically does nothing.

At least in Southern states, the road infrastructure is vastly improved. Overnight journeys by road is not a very hard thing. There are good toilet & restaurant complexes every where. And there are real good state as well as private bus operators who operate sleeper coaches. IR would be loosing revenue, as any one who can pay and wants to have a safe travel will opt for buses.

[AkshaySG]

Sachin ji to add on to that on really busy days especially near a holiday weekend even AC 3 tier and AC 2 tier are sometimes overrun with vagabonds and people with no tickets and they seem to have hit on a great strategy of quantity

If there was 1-2 guys the passengers or TT could object but if there's 40-50 of them occupying all seats and common areas nobody can do much and any protest is laughed away.

If we truly want to improve the quality of our railway services then this issue needs to be sorted.

I can sympathize a little with IR that unlike flights the railways are more trust based and no one checks your ticket till the journey is well underway however we may need to do something about that

[rahulm]

When a passenger buys an IR reserved ticket, for any class of travel (inc. sleeper), its a contract between the passenger and IR. It is supposed to guarantee a seat/berth.

The IR rules clearly state that passengers without a reservation are not to travel in reserved coaches of any class (inc sleeper). IIRC it is the responsibility of the TTC to ensure the reserved coaches are free or unreserved travellers (BTW- this would include the vendors and itinerant musicians if applied fully). IIRC the TTC has the various alphabet soup bolis e.g. RPF etc to call upon.

We all know what happens in practice. The passenger fulfils his his part of the contract by paying the fare asked by the IR. The IR then simply fails to fulfil its part of the contract and life goes on.

The problem of takeover of reserved coaches by unreserved passengers is becoming worse as the years go by not better. Entropy ensures that lack of enforcement will make the problem bigger.

The TTC's inc sleeper cash TTC's usually hide in the highest AC coach in the train (1AC/ 2AC) coach, with deluxe quality tea and snacks from the pantry car. It's nearly impossible to get hold of one when one needs one. IIRC the AC and non-AC section of the coach have the vestibule disconnected so it's possible for the harassed passenger looking for a TTC to move from non AC to AC coach to find.a TTC only when the train is stationary. For long distance super fast trains with 2 minute halts its not even an option.

Further, where the last AC coach of the train connects with the first non AC coach of the train is a real issue with respect to toilets. When the train is stationary, people from the non AC coach merrily use the toilets in the AC coach.

The fact that in most trains (ex. VB) the doors of all coaches are left open contributes to the above issues.


The TTC being thrown of the moving train, passengers falling off, shoving other passengers falling off a moving train etc is only possible coz doors remain open. Such a simple problem to solve but no, life goes on. Hopefully as VB trains replace our "charming" ICF and open door LHB coaches, this issue will solve itself leaving us train tragic to revel in the open door era and "Khuli hawa" "charm" that once was with essays and poetry.

With a oodles of manpower we have at our disposal in gobarmint, much of which does exactly what no one knows, it shouldn't be too hard to repurpose resources to deliver on IR's part of the contract with the passenger. The trust based system has completely failed.

1. We can have a TTC or similar in every reserved coach. In phoren countries, entry to reserved sleeper coacher is controlled. Tickets are checked by a purser before entry. Only the door manned by the purser is open - the rest of the coach doors are closed to prevent "izzat se ghoos-maro type khans".. Try entering a sleeper coach in Australia, Poland , Austria, UK, Japan, Germany, Switzerland, Italy, even Vietnam does it well on the Reunification express (all places where I have personal experience of sleeper class travel) - you cant even ghoos maro i.e. sneak in and then try "adjust - madi" negotiation/stalling tactics to stay in. You will be unceremoniously booted off the coach by the scruff of your neck in a manner of speaking.
2. Have a TTC or similar with authority in every reserved coach at all times with walkie talkie access to whatever alphabet bolis is on the train.
2. Implement auto closing doors for all reserved coaches.

In addition to all the wonderful big ticket items Vaishnav is getting right, he also needs to get the basics right. but I dont think the railways care at all about these basic issues. Or, the IR modifies its rules I.e. social contract with reserved passengers to say they cant and wont guarantee a seat - it's all Bhagwan bharose - take it or leave it. Right now it's a bait and switch strategy.

I stopped travelling by over night train in any class unless I have no other option. IR's trust based system is simultaneously laudatory and terribly misplaced. I think it will work only in Japan and nowhere else.

[JTull]

Govt may shelve Rs 2-trn freight corridor plan


Reports low capacity utilisation of DFCs.

[A_Gupta]

Govt may shelve Rs 2-trn freight corridor plan


Reports low capacity utilisation of DFCs.

From the link:

For instance, the fully-completed EDFC has a capacity to run 120 trains each way per day but due to low demand, just about 75-80 trains are being operated at the moment.

a. EDFC is not completed as planned, but is shorter.
https://www.tribuneindia.com/news/natio ... 535448#top

b. Running at 75/120 = 63% of peak capacity within 6 months of becoming operational (Oct 13, 2023) in an investment that is supposed to serve the needs, say, for twenty years before the next capacity augmentation is done is pretty good, I would think. If freight grows at a measly 2% per annum, then in 20 years EDFC will be running at 103% of capacity.

c. The effect of EDFC on the capacity of passenger traffic is not mentioned.

WDFC, which still has a 109-km stretch under construction, is running just 40-45 trains per day (each way) against the capacity of 120 trains.

But this 109 kilometer stretch is what connects to the very important JNPT port.

If the Railways has found that additional Dedicated Freight Corridors are not economically viable, that is perfectly OK by me; but I am suspicious of the above article. It smells more of psy-ops than of objective economic analysis.

----
Added:
https://www.business-standard.com/econo ... 978_1.html

At an economic growth of around 8 per cent, railways should be registering a Compound Annual Growth Rate (CAGR) of 10 per cent. However, it is at 5 per cent this financial year and 6 per cent on a CAGR basis over the past few years,” said Trivedi, adding that the railways need to do better.

At a CAGR of 5%, and with EDFC running at 63% of capacity right now, then it runs out of capacity in less than 10 years. At which point, what does the Railways do?

[Atmavik]

^^^ my thoughts as well. this looks like the usual click bait rona dhona. the current 2 dfcs end to end will take care of 80 % freight traffic. for peninsular india i wish we focused on costal shipping. not much has been done here

[ManuJ]

Govt may shelve Rs 2-trn freight corridor plan


Reports low capacity utilisation of DFCs.

The 3 proposed corridors may be shelved; no impact on existing ones.
Might be more feasible to build spurs connecting major industrial hubs to existing DFCs.

The government is likely to abandon the plan to set up three more dedicated freight corridors (DFCs) – East Coast, East-West and North-South – at an estimated combined cost of Rs 2 trillion. The Centre may instead opt for a few commodity-specific rail networks, a senior railway official told FE on condition of anonymity.

[rajkumar]

Mission Raftaar 1st 160kmph Trials Begin On Delhi Mumbai Route

[rajkumar]

यूरोपियन रेलवे फैक्ट्री भारत के हाथों में | Indian Companies Acquires European Rail Wheel Manufacturer

[rajkumar]

Roll Out of Vande Metro by RCF team (first look)



So looking forward to EMU's & DMU's being replaces starting with Mumbai suburban trains

[rajkumar]

WDFC Freight Train Reached Sanand 138km & DFC Achieved



Only Vaitarna to Mumbai JNPT left

[bala]

First Look of Vande Bharat Metro

Vande Metro is a short-distance variant of the Vande Bharat Express trains, focusing on improving suburban travel in India. It aims to provide passengers with a rapid, shuttle-like experience at an affordable price. This network will connect 124 cities within a distance of approximately 100-250 kilometers, facilitating both inter-city and intra-city travel.

YT Link: https://www.youtube.com/watch?v=Wbi8v6jqjjM

[chetak]

In a supply constrained economy, both AC and Non AC coaches on individual routes will have to be increased.

The Railways' cardinal sin seems to have been an increase in AC coaches coupled with a decrease in Non AC coaches while keeping the number of coaches on a route the same.

[Sachin]

The Railways' cardinal sin seems to have been an increase in AC coaches coupled with a decrease in Non AC coaches while keeping the number of coaches on a route the same.

The above is the reason given for un-reserved passengers now forcibly entering AC coaches as well. Earlier the trend was un reserved passengers would board the reserved Sleeper Class coaches. Now they have been reduced, and the poachers went up the ladder and used the next available class (AC III Tier).

[Pratyush]

^^^^

I am sorry gentlemen, but the diagnosis of the overcrowding of trains and ticketless passengers crowding into AC / reserved cars is flawed.

Regardless of how many more numbers of trains are run on a specific route. You are not going solve the problem of over crowding. Unless you solve the reason why so many people are working out of their own home states.

You have highly populated but de-industrialised states from where workers have to travel in order to find work. Such people have to travel. You cannot stop them. The only option for many of them is to travel in reserved coaches. On general tickets.

Unless those states started to industrialise. This issue cannot be solved.

Even though this is a problem that effects the railways. The solution is not available with the railway. Unless you want to physically prevent people from boarding trains. Along with the attendent consequences of such an action.

[chetak]

^^^^

I am sorry gentlemen, but the diagnosis of the overcrowding of trains and ticketless passengers crowding into AC / reserved cars is flawed.

Regardless of how many more numbers of trains are run on a specific route. You are not going solve the problem of over crowding. Unless you solve the reason why so many people are working out of their own home states.

You have highly populated but de-industrialised states from where workers have to travel in order to find work. Such people have to travel. You cannot stop them. The only option for many of them is to travel in reserved coaches. On general tickets.

Unless those states started to industrialise. This issue cannot be solved.

Even though this is a problem that effects the railways. The solution is not available with the railway. Unless you want to physically prevent people from boarding trains. Along with the attendent consequences of such an action.

Pratyush ji,


It is more of a problem with the office goers from nearby towns mofussil areas to an urban center

these scum often times become militant and sometimes throw genuine passengers out of the running train, killing them

the TTs are scared for their lives and so they simply disappear just when they are needed the most

long distance have these problems as they near urban centers and generally at office times

[rahulm]

^^^^

Whatever the reasons may be, since the IR says reserved seat passengers get a certain quality and comfort after paying the fare IR has asked for, it is the duty of IR to deliver. It's as simple as that,

Nobody is going to accept a lower quality product or service from any other provider after paying the price for a certain product/service - no matter what the extenuating factors are for the provider. e.g. even in gobarmint, would anybody accept a lesser weight of gas in the gas cylinder from HPCL if HPCL cited extenuating circumstances like a) wholesale gas price too high, 2) UJJWALA needs gas etc etc? So why should the IR get away with it.

If IR is unable to provide the service it has contracted with the counter party i.e. passenger, for the reserved seat, then let IR modify its rules to say - they don't guarantee reserved seats to passengers who buy reserved seats - it's all on best effort - passenger takes this risk basis. On this basis, their "IR limitations, TTC and RPF limitations, muscle power of migrant mobs we are helpless onlee, abh hum kya kodega bahut public hai" etc can be justified.

If inter state migrants are the issue, let IR run special trains like they run for Diwali, holiday special etc.

When I used to travel on the BRC - BCT and return circuit - the reserved 2nd AC and 1st class coaches where hijacked not my migrant workers but by white collar pass holders with us hapless reserved ticket holders cutting a sorry figure. There was nary a migrant on those trains.

Then there was the (in)famous Avadh Express (BDTS - GKP) on which reserved sleeper class tickets were always available. Why? Because this train's sleeper coaches would be overun with migrant workers from UP and people avoided it if they could for reasons of safety, holiganism and theft.

[chetak]

very soon the woke pronouns and the dubious gender fluidity narrative will legally follow.

This is a very serious and deliberate attempt to destroy our cherished Dharmic, cultural, and civilizational identity

{Deleted}

Mod Note

Boss, this is the Railway thread. You're literally derailing it with woke politics talk.

[Sachin]

Even though this is a problem that effects the railways. The solution is not available with the railway. Unless you want to physically prevent people from boarding trains. Along with the attendent consequences of such an action.

The bolded part looks like a veiled threat . But leave that aside. The reason that people from de-industrialized state just barge into reserved coaches may not be the best one, as the season ticket holders (local commuters) also have the habit of entering reserved coaches even if it is more for a shorter duration/distance. Their reason is that they don't have enough commuter trains. Basically all this boils down to poor enforcement of Railway rules, by the multitude agencies tasked for that; i.e. Commercial Dept of Railways, RPF, RPSF, GRP etc.

Long distance buses are now becoming common in India. I don't see the de-industrialized state citizens barging in and occupying the seats in such buses. Perhaps the bus fleet operators have some other harsher ways to give instant justice to de-industrialized state citizens ?

If IR is unable to provide the service it has contracted with the counter party i.e. passenger, for the reserved seat, then let IR modify its rules to say - they don't guarantee reserved seats to passengers who buy reserved seats - it's all on best effort - passenger takes this risk basis.

Exactly! To be frank, today getting a reserved ticket on a popular train is often impossible. Bookings are full (status REGRET) in a few days after the booking window opens. And confirmed passengers take the pain to reach the station on time and board the train. Often the train does not arrive/leave on time. Reserved passengers bear with all this. And then if they are expected to tolerate boorish behaviour of (un authorised) passengers who have not even taken 20% of the efforts, I think IR is expecting too much.

At least in over night journey routes, with good highways coming up (courtesy Gadkari-ji) bus transport is getting popular. There are very comfortable buses (even AC sleepers), the highways are good, and there are also good eateries with clean toilets all along the route. And no de-industrialized state citizens trying to bully the passengers. If this trend continues; the middle class may find it comfortable to go for road transport for short over-night journeys, and prefer air travel for longer distance (and better planned) journeys. If this trend continues, another 15-20 years IR can completely focus on goods traffic and really dirt cheap ill maintained trains for de-industrialized state citizens. It will also reduce the costs; passenger trains can be run with the minimal crew of two drivers & guard . No need for pantry, GRP and RPF patrol parties etc.

[Avik]

de-industrialized state citizens

Boss- this isnt just de-industrialized state citizens. Look at Karnataka and free bus service for a section of the population, and the impact it is having on KSRTC's finances, while shutting down private bus operators there. Same thing in Delhi where the AAP Govt has destroyed DTC. Thankfully Delhi Metro was spared this depredation.
The upshot is, if things are provided free , then that will induce demand. All this talk about a contract between passenger and a Govt transport operator is just that..talk
In the case of passengers traveling from E and N India, lets be honest here. A large section of the population in these states travels out of state to do menial, labor intensive jobs. As a result, they can afford only Second Class accommodation (3 Tier and 2 Sitting). IR has progressively reduced, especially in the last year, the number of second class coaches to increase the number of AC coaches (especially AC-3T), because those are the only ones that make money for the IR. Also new train introduction with 12 and more 2nd class coaches has slowed down because of limited track capacity. Nothing wrong in any of these decisions by IR, but the downside is, as the economy gets into higher growth cycles, the Southern and Western states need more labor from E India to work on infrastructure projects, and the only way most of these poor people can travel is 2nd class by IR. Bus travel over long distances by private operators is unaffordable...they are as expensive as AC 2 class. There will be short term problems for 2-3 years till IR is able to expand track capacity and brings on more trains. Some parts of our traveling public will end up suffering from overcrowding, spillage, unfortunately. We have had a more localized version of this problem going on for more than a year when local passenger train services in Chattisgarh were curtailed to prioritize coal freight to power plants across the country. Impacted people in C'Garh complained but were ignored. So, lets just be honest about the problem and realize that this situation will be around for some time.

[Pratyush]

Here we are being blind men of Hindustan.

The problem of economic migrants from Eastern UP, Bihar, and Bengal traveling to North and West and South is real. The easy and safe transportation for them is by Railways.

The solution of this problem is not in the hands of the railways. Because it doesn't have the economic resources to have unutilised capacity just kept to run special trains.

The real solution is for those states to encourage industrial and economic activities in their own states, reducing the requirements for such outward migration.

The issue of office hours commuters appears to be similar.

But it's solution, where possible, is to increase numbers of commuter trains on revenue service. Either by improving the signalling system on existing tracks. Or by building additional tracks for such services.

I am not going to get into what states are doing with the public transport being operated by them. Because that fits in the broader trend of buying votes through official bribes to the voting public. Along with all the economic implications of such an action.

[Sachin]

All this talk about a contract between passenger and a Govt transport operator is just that..talk

So are you saying that Reserved Accomodation in IR is like a charity? That there is no guarantee that seats are available, and there is NO minimum safety & security assured? This would be a fit case to file complaints against IR in Consumer courts then. And Consumer courts have also asked IR to pay compensations to troubled passengers. In the case I mentioned; IRCTC and the Chief Booking officer had to pay a decent amount as compensation. I hope they had to pay that from their pockets.

Some parts of our traveling public will end up suffering from overcrowding, spillage, unfortunately.

It is very easy to say that, and such thought would only encourage more boorish behaviour from the non-bonafied passengers. Think about it. Third AC is the only class in which IR at least makes a nominal profit (for the expenses it incur). SL and 2S is heavily subsidised. So if genuine passengers of 3 AC gets harrassed, they too will seek alternate means of transport (air or road travel). Ultimately 3AC would be occupied by non-bonafied passengers making that class also non-profitable.

If we are accepting or agreeing with law-lessness, what we are going to get is more law-lessness. I am a railway fan, and genuinely like all aspects of Indian Railways. But I don't travel in train with my family; as I don't want them to suffer the ordeal brought in by these boorish non-bonafied passengers. Today I have the means to take them via another mode of transport. Many others like me also would be thinking the same way.

[Pratyush]

Snip....

If we are accepting or agreeing with law-lessness, what we are going to get is more law-lessness. I am a railway fan, and genuinely like all aspects of Indian Railways. But I don't travel in train with my family; as I don't want them to suffer the ordeal brought in by these boorish non-bonafied passengers. Today I have the means to take them via another mode of transport. Many others like me also would be thinking the same way.

Sachin, no one here is arguing about accepting lawless behaviour from any one. We are pointing out the issues that are effecting our railways. Along with the underlying reasons for same. Along with the fact that railways cannot solve that problem on its own. Because even though it is a problem that railways is facing the solution is not in its hands.

Focussing purely on the railways, I would like to see the following the next 20 years or so from the railways to solve the problem.

1) A quad tracked dedicated freight diamond, connecting North, West, East , South. Moving bulk cargos plus container freight.

2) Capacity thus freed on the mainline is used to run additional long and medium distance trains.

3) All metropolitan areas are serviced by a dedicated 2 tiered RRTS and a suburban rail network. Such a network has to implemented for all state capitals along with all business hubs.

4) Dedicated right of way, high speed railways. Between all state capitals and major business hubs.

What I am thinking about is increasing the railways capacity by 3 to 4 times.

OT for the thread.

Economically, I would like to see the development of a Manesar style industrial hub in every district. Employing 250k 500k workers in each of the hubs.

If it's not possible for such a hub to be built. Then develop an industrial zone in each of the blocks of the district capable of employing 10 k to 50 k workers.

[JTull]

India's Metro Expansion On Track To Become World's Second-Largest Network

Union Minister Hardeep Singh Puri highlighted the remarkable progress in urban metro transport over the past decade, announcing that India is poised to have the world's second-largest urban metro system within the next two and a half years.

Puri highlighted that India currently operates 945 kilometres of metro lines, with an additional 1,000 kilometres under construction, set to be completed soon.

With the Metro Rail Policy of 2017, the operational metro rail network in the country has expanded by more than 450 km since 2018-19. The presence of metro rail has expanded from five cities in 2014 to 20 cities in 2023.

Puri emphasised the surge in metro ridership, noting that one crore passengers use the metro daily, with 73 lakh in the Delhi capital region alone. He credited former prime minister Atal Bihari Vajpayee for initiating the metro system in 2002, acknowledging its transformative impact on urban transport, reports Mint.

"Daily ridership across metro systems in the country has already crossed the 10 million mark, and is expected to exceed 12.5 million in a year or two. India is witnessing a steep rise in its metro ridership and will continue to do so as our metro systems evolve. It must also be noted that nearly all metro rail systems in the country presently generate operational profits,” as per release from the Housing Ministry.

Currently, China leads in terms of metro infrastructure with over 4,201 km of operational metro systems. The USA has the second largest metro network with about 1,408 km.

[A_Gupta]

Then a Congi or AAP govt comes to power in a state, gives free rides and destroys the economic viability of the metro.
https://www.moneycontrol.com/news/busin ... 20824.html

Construction major Larsen & Toubro is planning to sell its stake in Hyderabad Metro after its ridership declined due to Telangana government’s free bus ride scheme for women, said whole-time director & chief financial officer R Shankar Raman.

Per interview of Hardeep Singh Puri, Kujliwala obstructed work in Delhi when he did not get his way on giving free rides.

[Zynda]

A small rant...SWR had given a start date of June 2023 for fully 130 Kph operations between SBC-MAS (at least on majority of length)...its now June 2024 and still no signs of full implementation. I know between JTJ-MAS, 130 Kph operations are happening and recent news on Twitter said that SWR has been putting barriers along the track after Whitefield to JTJ in preparation for the above speed...but this tweet was around 3 months ago. Perhaps one year delay is an improvement rather than status-quo which was 110 kph for a long-time...

[vsunder]

SWR has served notice via the medium of the local papers that on June 15th they will energize overhead wires for the last remaining 31km section Kudachi to Miraj outer on the Londa--Belagavi--Miraj section. SWR had completed doubling from Londa to Miraj last February. With the electrification of this 31km patch, Bangalore to Pune is fully electrified permitting elocos from Bangalore to Mumbai via Hubbali/Dharwad/Belgaum and also Mysore to Mumbai. The attached clips show the electrification work in progress around April 9th. Regarding doubling, 7 block sections remain to be doubled between Miraj and Pune on CR. Out of these 6 will complete by the end of this financial year around Karad and Satara. LA around Karad was a big obstacle with court cases. One block section is in he Shindwane ghat near Pune where tunnels are complete but really tall viaducts are in the process of completion. This work will possibly finish by June 2025.

SWR is approaching 100% electrification on its routes. The clips show how close it is. The major parts left are Saklespur to Subramanya Road 55km on the Mangalore to Bangalore route. 27km in the Braganza ghat out of Goa towards Karnataka where doubling has been struck down by the milords of the SC. The Goans also pushed back hard against doubling. You can watch Rajdeep Sardesai and the Goan protests against the doubling from 3 years ago. Finally doubling is proceeding with 18km left to double from Vasco Da Gama to Majorda and Kulem to Kalem 9km. So 27km of doubling left in Goa and 36km of electrification. I have attached a short clip of the Goan protests against doubling where Adani was invoked as being involved due to his need to transport coal out of Mormugoa via doubled lines to the hinterland which the Goans did not want. So was that narrative built. You decide. The South Central Railway clip below, third line has been commissioned on the patch sections on Chennai/Hyderabad--Delhi grand trunk route Kazipet to Vijayawada near Khammam and Mahbubabad in Telangana. Very little remains for tripling between Gudur and Kazipet. A small patch around Vijayawada and a small patch of 2 block sections near Ongole all will be done by this financial year.

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
Southwestern Railway Progress Report


Railway Electrification on SWR on its last major sections is in its last legs. This is what is left. Less than 150km and by this year end it will all be over.


1. Kudachi to Miraj, 33km, except for 7km Vijayanagar to Miraj outer(Miraj yard is CR and already electrified and doubled) rest poles are ready except for some station yards at Shedbal, Ugar Khurd and Vijayanagar where pole installation in yards is taking place.. At many places catenary brackets are also attached. Seems by end June they will be finished with electrification and so FEDL Bangalore to Miraj.



https://youtu.be/9rIypi41r5A

2. Tinaighat to Castle Rock, only 1.5km left for doubling and electrification at Castle Rock end. This was under the SC panel that revoked the NOC for Kulem(Goa) to Tinaighat(Karnataka) doubling. Something must have happened to allow this one block section to proceed for doubling. Castle Rock was immigration and passport control in olden days between British and later India and Portuguese India. The Castle Rock to Vasco section was run by Portuguese West India railway a British company who oversaw operations for the Portuguese who were totally inept at running a railway. The railway connected to Madras and South Mahratta Railway at Castle Rock on to Hubbali and Bangalore, the forerunner of todays SWR. Tinaighat--Londa---Hubbali is doubled and electrified.

https://youtu.be/XFbzfRF3NP4


3. Electrification in Braganza ghat between Kulem and Castle Rock. In this ghat section most of the work seems to be attaching brackets and wiring should commence soon. This section will remain single line by SC directive. With the onset of the SW monsoon soon, I suppose the work will stop and resume in September, again I expect completion by end of this year. Notice the bankers, this is a steep section comparable to Bhor and Thal ghats from CSMT to Pune and CSMT to Igatpuri at 1:33 ruling gradient. This is a 26km section.

https://youtu.be/vzXbHaUxCHQ


4. Saklespur to Subramanya Road(Hassan-Mangalore section remaining part in ghats) This is the only section that remains to be electrified. Pole foundations mostly done, poles have to be put in and then brackets and wiring. 55km. Come the monsoon this will all stop and this section is prone to landslides. Work will renew in September. So completion is tentative for end of the year in my estimate.

https://youtu.be/PIp-XEGRO1A



5. Madgaon to Kulem, Only Kalem to Kulem 1 block section remains to be doubled. This is 8km. Madgaon to Kalem is doubled and electrified and Kalem to Kulem single lined electrified. Doubling work has just started at Kulem end. There was intense pushback from Goans against this doubling project. Lot of videos on Internet of the protests and major dharnas. Madgaon to Sanvordem is FEDL. Sanvordem to Kalem is also FEDL.

https://youtu.be/gHbpXEkqWaQ



6. Vasco da Gama to Majorda 18km single lined electrified. Doubling works going on as in video. Again tremendous pushback by Goans protesting the double line. Amazingly they even protested construction of RUBs that would make their life easier and ROBs.

https://www.youtube.com/watch?v=xmY5VIGBQj4



5 &6 are really doubling projects as electrification is done on these single lined sections.


Vasco da Gama(single electrifed, under doubling )to Madgaon, Madgaon-----Kalem(FEDL), Kalem to Kulem 1 block section (8km under doubling and electrification), Kulem(Braganza ghat, Doodhsagar waterfalls)-----Castle rock under electrification, will remain single lined. Castle Rock to Tinaighat under doubling and electrification, 1 block section. Tinaighat onwards its all FEDL towards Bangalore and towards Guntakal and Nortb towards Miraj.



Goan protests against doubling.


Government has to fight SC, and various lobbies, it is not easy to acquire land.


https://www.youtube.com/watch?v=5rvRdwcyoi4

https://www.youtube.com/watch?v=R51cW6ITJXE


https://www.youtube.com/watch?v=ZLdFmkdFNV8


The famous boxer of Madison Square Garden giving gyaan

https://www.youtube.com/watch?v=nNfKgp60pHE






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


South Central Railway


Traffic block till 25th May to commission triple line between Kazipet and Vijayawada. Between Errupalem and Madhira and between Chintakani to Bonakalu. Videos show progress between Dornakal and Mahbubnagar of tripling on this Grand Trunk route Chennai to Delhi and also between Bonakalu and Dornakal. Other sections have been tripled between Vijayawada and Kazipet. Third line is now commissioned between Errupalem and Madhira and Chintakani and Bonakalu.


Errupalem to Madhira


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


Madhira to Bonakalu

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


Bonakalu to Chintakani ready for CRS(now commissioned)

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



Khammam to Dornakal

https://www.youtube.com/watch?v=zeqAfpLIzJ0


Dornakal to Mahbubabad


https://www.youtube.com/watch?v=lbvAHOVJp6I


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


Last remaining section left for Doubling, Bangalore to Mumbai and Bangalore to Hyderabad. This is Penukonda to Dharmavarm SWR 42 km.


They have fallen behind on the 11km Penukonda to Makkajipalli the first video. They had to cut down a huge granite hill just outside Penukonda yard to make place for the second track. No room on the right as the track from Penukonda to SSPN(Shri Santhi Prashanti Nilayam, Sai Baba place) goes in that alignment. Good news is the hill has been cut down. There are only minor bridges that seem nearly complete. This 11km was to complete by June. But looks like October and the rest upto Dharmavaram by this fiscal end. This will allow VB between Hyderabad and Bangalore and also speed up trains from Delhi and Mumbai towards Bangalore. Bangalore to Mumbai is FEDL except for the piece in the three videos below which is about 42 km Penukonda to Dharmavaram.


Penukonda to Makkajipalli 11km one block section


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


Makkajipalli to Nagasamudram 1 block section Makkajipalli---Nagasamudram----Dharmavaram 31km


https://www.youtube.com/watch?v=Em2WftLbti0

Last part Nagasamudram to Dharmavaram outer

https://www.youtube.com/watch?v=yJ0maHp_STM

[vsunder]

Pamban Bridge New Deadline


SR has now pushed the date for completion of the project to Dec 2024. It was initially Feb 2024. Then June 2024 and now Dec 2024. The main issue is dragging the single span, the vertical lifting span about 480m from the Rameswaram end where it was fabricated to the place where it will be installed. The difficulty is a 2.5 degree curve in the tracks that had to be negotiated while dragging it. A Spanish engineering company designed this lifting span and RVNL is the executing authority. The curve can be clearly seen in this aerial shot in this article. Tracks have been laid all the way from Mandapam(mainland) to the lifting span. All piers are ready, once the lifting span is put in place, track laying for about 500m can commence from Rameshwaram to finish the project. From the latest video which is 3 weeks old, it appears that the span is now very close to the installation point and they have negotiated the bend in the tracks. But now with the onset of monsoons and the high winds which are endemic in this area, perhaps the work is going to lag again.


https://www.newcivilengineer.com/latest ... 0-05-2024/

3 week old video of the Pamban bridge construction. Vertical lift Span almost there for installation.

https://youtu.be/Atq4i5hlQFM