Indian Railways Thread

Singha · Post by **Singha** » 31 Jan 2013 10:29

overall not a pretty picture worldwide..except the TGV

but have to accept ours are a lot worse.

Sachin · Post by **Sachin** » 31 Jan 2013 10:40

saip wrote:What do they do in Duranto expresses from Chennai to Kolkata?

Even Durantos have what is known as "technical halts". The drivers, guards and crew would have to be changed based on their duty rosters. Generally they have a 8 hour roster, in which 6 hours would be the "driving time". But yes if they have a problem during their shift, then the options are not much.

Theo_Fidel · Post by **Theo_Fidel** » 31 Jan 2013 10:42

Here a picture of future DFC connectors being planned. Pulled from a IR qualification document. Howls of protest from Kerala, No.

Arunkumar · Post by **Arunkumar** » 31 Jan 2013 11:36

Vizinjam port, instead of vasco should have been connected to Chennai

Sachin · Post by **Sachin** » 31 Jan 2013 12:07

arvin wrote:Vizinjam port, instead of vasco should have been connected to Chennai

Aah only if the intellectuals and geniuses of the 100% literate state do some thing in a planned fashion. Looks like the horse has already bolted. Intellectuals are meeting quite late.

Read the below report..
Railways call meet of MPs
Introduction of new trains, extension of trains, increasing their frequency, and delay in commencing the coach factory at Kanjikode and wagon component unit at Cherthala are to come up at a high-level meeting convened by Southern Railway for MPs from the State here on January 28
......
Railway passenger associations have expressed doubts about the outcome of the exercise on Monday. Similar meetings with MPs in neighbouring States and at the zonal level in Chennai held long ago had already prioritised the demands. Moreover, the all India railway timetable committee had also met for three-days in Goa from January 8.

“The reason for delaying the meeting of MPs from Kerala is unknown. Though having a good presence of Ministers in the Union Cabinet, the State seems to be wasting a golden opportunity by not doing the ground work,” said general secretary of the Western India Passengers’ Association Thomas Simon.

Pratyush · Post by **Pratyush** » 31 Jan 2013 13:22

SSridhar wrote:Train Engines to have Toilet Facilities for the First Time - Business Line

Just need to know, when will the driver be able to use the toilet. Will he be able to use it when the train is moving or at a stop.

rajkumar · Post by **rajkumar** » 03 Feb 2013 20:34

Pratyush wrote:
SSridhar wrote:Train Engines to have Toilet Facilities for the First Time - Business Line
Just need to know, when will the driver be able to use the toilet. Will he be able to use it when the train is moving or at a stop.

Drivers should only be able to use this facility when the train has stopped, otherwise the 'dead man lever' will apply the emergency brakes and stop the train.

Supratik · Post by **Supratik** » 03 Feb 2013 21:26

Re: DFC they should extend from Chennai along the entire coast upto JNPT. The ports along the coast can then feed into DFC. If there is no political interference LA in Bengal should not be difficult.

Also what does the driver do in case of emergency. Is there an assistant?

chaanakya · Post by **chaanakya** » 04 Feb 2013 00:15

Supratik wrote:R

Also what does the driver do in case of emergency. Is there an assistant?

Always two driver in an Engine. Driver and Assistant Driver. . No Dead Men Lever on Indian Railway except for EMUs which use single driver system.

SSridhar · Post by **SSridhar** » 15 Feb 2013 09:31

Prototype of a new generation wagon ready for testing - The Hindu

Tiruchi: A prototype of a new generation special type tank wagon meant for transportation of petroleum products has been manufactured by the Golden Rock Railway Workshop here for testing before going in for mass production of such wagons.

Officials of the Lucknow-based Research Designs and Standards Organisation (RDSO), the R & D arm of the Railways, would soon test the new generation Bogie Frameless Tank Wagon (BTFLN) which is in line with the design of Ukraine tank wagons.

Tests

The prototype wagon would be subjected to different type of tests at the sprawling workshop including hydraulic and pneumatic tests, all dimensional check, and load test. The oscillation trial testing would be done in the open line.

While the steel materials for the barrel have been imported, the fixtures required for its manufacture have been made in-house.

The workshop has at first developed a prototype consequent to an order placed by the Railway Board for manufacture of 50 BTFLN wagons for railway requirements.

The Golden Rock workshop, which is a pioneer in wagon production, will be the first railway workshop in the country to undertake manufacture of BTFLN wagons designed by RITES, a government of India enterprise, under the aegis of the Indian Railways.

Workshop officials here say the BTFLN wagon is a new generation wagon without underframe between bolsters. This wagon is meant for transportation of petroleum products such as kerosene, petrol, diesel, and naphtha.

The wagon would be fitted with single pipe bogie mounted brake systems and would have highest volumetric capacity of 76 cubic metres with a better payload of 57.95 metric tonnes.

Mass production of BTFLN wagons would commence once the RDSO officials complete the test of the prototype and give the go-ahead, say the officials.

The over 85-year-old workshop has manufactured more than 35,000 wagons of 53 varieties from 1962, periodic overhaul of diesel locomotives and passenger coaches, besides manufacture of steam locomotives for the Nilgiri Mountain Railway.

It is also engaged in the manufacture of stainless steel BOXNHL wagons and container wagons.

The order for the manufacture of BTFLN wagons was given to the workshop owing to its capabilities in the area of wagon construction, say the officials.

Singha · Post by **Singha** » 15 Feb 2013 10:29

better useful mass fraction for sure. the current ones are over engineering and war worthy design from the 1940s with rock solid chassis and ample clearances on all sides perhaps as a safety thing considering the number of derailments that happened in that era.

SaiK · Post by **SaiK** » 17 Feb 2013 12:12

http://www.dnaindia.com/mumbai/report_m ... il_1800695

So it is not automated one. but it looks cool.

SSridhar · Post by **SSridhar** » 17 Feb 2013 17:30

World's highest rail bridge to come up across Chenab - BusinessLine

Arguably one of the toughest engineering challenges in hand, Railways plans to complete the Chenab bridge in Jammu and Kashmir by 2016, making it the world’s highest rail bridge.

The arch-shaped bridge across the Chenab river-bed in Reasi district, which will be five times the height of the Qutab Minar at 359 m above river bed, will connect Baramulla and Srinagar to Jammu via Udhampur-Katra-Qazigund covering the entire route in about seven hours.

The ambitious project, which fell victim to various issues such as its alignment, feasibility and also security concerns, is finally beginning to take shape with the construction of pillars on either side.

“We plan to complete it by December 2016, a year before the entire Udhampur-Baramulla stretch is commissioned,” CAO of the Udhampur-Srinagar-Baramulla Rail Link Project, B. D. Garg said.

The 1,315-m-long engineering marvel would boast of several unique features. The design would ensure that it withstands blast and seismic activities, while the signalling arrangements would ensure the train does not encounter high wind velocity at that height.

“An anemometer has been provided at the bridge site which will measure wind speed at the bridge site, and will interlock train movement over the bridge automatically if there is any wind above the prescribed speed,” Garg said.

Trains can cruise at 100 kmph on the structure, which would have a life span of 120 years.

On being asked why the arch-shaped design was chosen, he said this structure is most preferred as it can absorb seismic forces unlike concrete structures. The thrust of the arch stabilises the side slopes of the river.

Further, it is easier to construct and maintain and rehabilitate a steel structure as compared to other structures, he said.

As the bridge could prove vulnerable from the security point of view, the design has been made such that even if an element is removed from the structure, traffic could still remain open, running at a restricted speed of 30 kmph.

“If one of the columns gives way, the deck would not collapse. It would be possible to restore the bridge for normal operation after carrying out the required repairs,” Garg said.

The executing agency for the project is the Konkan Railway Corporation Ltd which has handled tough projects in the construction of the Konkan railway route.

SSridhar · Post by **SSridhar** » 17 Feb 2013 17:35

Railways to eliminate 902 level crossings - BusinessLine

The Railways is all set to eliminate 902 level crossings on an over 3,000 km-long-rail line networking across the country with the dual aim of accelerating goods trains’ average speed and check accidents.

The elimination of these level crossings is estimated to cost Rs 15,000 crore and the job will be carried out on cost sharing basis with nine States — Gujarat, Bihar, Maharashtra, Rajasthan, Haryana, Punjab, Uttar Pradesh, Jharkhand and West Bengal, a senior railway official said.

The level crossings will be replaced either by road under-bridges or over-bridges. Eleven crossings would be closed down permanently by diverting traffic on those roads.

Under-bridges will come up at 538 places, while over-bridges will be constructed at 320 sites. The decision to replace 53 level crossings with either under-bridges or over-bridges will be shortly taken, the official said.

Railways has about 32,649 level crossings on its 65,000-km-long track in the country. The concrete plan of action to eliminate the 902 level crossings is likely to be part of the Rail Budget 2013-14.

The construction of over-bridges and under-bridges is to be carried out by the Dedicated Freight Corridor Corporation (DFCC) as the existing rail track is parallel to the proposed 3,338-km-long freight corridor.

“There will be no level crossings on the dedicated freight corridor as the surface crossing will be seamless for goods trains,” a senior DFCC official said, adding, “but since the DFC track will be running parallel to the existing track we have to do away with 902 level crossings coming along the existing line.”

There will be a standard modular design for all the road over-bridges and under-bridges and work will be executed by a single agency.

“Currently we are in discussion with State Governments to sign an agreement for having a single agency to execute the work as it will expedite the process,” the official said.

Goods trains run at an average speed of 25 km per hour on the existing track due to congestion but the freight movement will be speeded up to 65 kmph once the dedicated freight corridor (DFC) is constructed.

The fund for construction of road over-bridges and under-bridges will be availed from the road user safety fund.

SSridhar · Post by **SSridhar** » 23 Feb 2013 17:56

People want a safer, more modern railway than new trains: ASSOCHAM Poll - The Hindu

Contrary to what successive Union Railway Ministers would have us believe, people do not want mindless introduction of new trains; they rather prefer the Railways focusing on core areas like safety, modernisation and track improvement. This has been revealed in a new study carried out by the Associated Chambers of Commerce & Industry of India (ASSOCHAM) through interviews with people in 20 cities.

Passengers want trains to run at higher speed and seek heavy investment in safety-related areas like more efficient signalling and GPS-based train control, reveals the study.

Releasing the interview findings, ASSOCHAM’s Rajkumar Dhoot said: “We have 63,974 km route; 131,206 bridges; 9,000 locomotives; 51,000 passenger coaches; 219,931 freight cars operating 19,000 trains each day that transport over two million tons of freight and 23 million passengers every day touching 7,083 railway stations… yet we sadly lack corporate culture.”

ASSOCHAM made out a strong case for toning up the Railways’ performance, especially in view of the pressure that the system is facing due to rapid urbanisation and migration from villages and small towns to metros and mini-metros. Though roads would also share this burden, long-distance travel could only be comfortable and possible on a mass scale with the Railways. By 2030, over 40 per cent of the people, that is 500 million, would be living in urban areas against 31 per cent in 2011, said ASSOCHAM.

Accepting that as a public utility the Railways could not always apply economic viability to every service, most people have suggested that the transport major must be compensated for social service obligation from general revenues.

ASSOCHAM has suggested a three-way split of the undertaking, with the passenger and freight sections becoming separate entities and the operations alone staying under the direct control of the Railway Board.

This arrangement would also ensure that the well-knit structure of the Railways at present is focused on implementing operations directly under the Board which can set efficiency and economy norms. The financial arrangement could be worked out with the assets being owned by the Railway Board and treated as leased out to the two corporations dealing with passenger and freight customers.

chaanakya · Post by **chaanakya** » 23 Feb 2013 23:23

http://economictimes.indiatimes.com/sli ... 632148.cms

First trial run of double Decker train from Chennai to Bangalore tomorrow
22 Feb, 2013
The first trail run of the much awaited air-conditioned Double Decker train is likely to be conducted on February 23, 2013. The stainless steel coaches, painted in a combination of red and yellow has reached Basin bridge train care centre in Chennai.
Prev | Next

chaanakya · Post by **chaanakya** » 23 Feb 2013 23:24

http://www.thehindu.com/todays-paper/tp ... 441351.ece

With the arrival of coaches from the Rail Coach Factory, Kapurthala, the much-awaited Chennai-Bangalore AC Double-Decker Train could be on the tracks soon. The 14-coach rake stationed at the Basin Bridge yard for interior works includes 12 passenger coaches, brake van-cum-luggage-power car and pantry.

More than just novelty value, the AC double-decker train with seat clusters on upper and lower decks boasts of a superior economies of scale hauling 120 passengers per chair car, which is almost 70 per cent more than the carriage capacity of the Shatabdi (78) or the Brindavan Express (73).

For passengers always confronted with wait-listed tickets on the congested Chennai-Bangalore route, this train offers a much larger pool of about 1,500 seats up for reservation. “The tariff structure is being worked out and we expect to operate the service, once the Commissioner of Railway Safety clears the vehicle,” Southern Railway sources said.

Though the train was announced in the 2012-13 Railway Budget it is unlikely to roll out before Union Railway Minister Pawan Kumar Bansal presents his maiden Budget for 2013-14 on February 26.

Singha · Post by **Singha** » 24 Feb 2013 16:45

Trains trains and yet more trains with no word on what systemic changes are proposed to clean up the mess that is onboard toilets, onboard pantry cars and generally lur major stations....big stations like chennai or mumbai are patchwork of british era heritage and some add ons glued in later. Meantime cheen major railway stations even in tier 2 places like nanjing look better than most indic airports per travellers. Railways is sitting on vast land, they need to follow aai model and build greenfield huge new stations under bot ppp model. About blr central....rats the size of cats..roaches as big as hawk moths all come out for the feast come nightfall.

Roads are improving all the time esp in west , north and south. People are shifting more and more to volvo and merc buses. Railways will be left only with long haul people and poor peope on medium haul...not exactly the clientale to harvest good revenue from. Plus militant commuters in the cities.....

Maybe attract back people by introducing entirely ac rajdhani type trains all over the place, with so called lhb coaches and good pvt caterers not minimum tender ones using rs 10/kg spoilage rice. Have some standards above the bare minimum hole in floor and a wooden bunk model. I dont know how long they can milk japan for big projects..ultimately domestic accruals must self sustain.

SSridhar · Post by **SSridhar** » 24 Feb 2013 17:37

Railways to import highspeed accident relief trains - BusinessLine

Aiming to put rescue and restoration work during accidents on fast-track, the railways plans to import high-speed self-propelled accident relief trains (SPART) and hydraulic cranes with telescopic boom from Europe.

Currently, it has 27 self-propelled accident relief trains that run at a speed of 110 km per hour.

Railway Minister Pawan Kumar Bansal will announce the proposal to import 160 km per hour high-speed relief trains in his maiden Rail Budget 2013-14 on February 26. {Can our tracks take thet speed ?}

Diesel-driven SPART

“We are planning to buy two high-speed SPART which can run at 160 km per hour speed in the first phase,” said a senior Railway Ministry official, adding, “These will enable rescue equipment to reach the accident site at a faster pace and help in speedy rescue and restoration work.”

The diesel-driven SPART, consisting of three coaches, is estimated to cost about Rs 40 crore.

Railways will procure the trains through global tendering process. As per the plan, technology for the first two relief trains will be imported from Europe.

Hydraulic cranes

Besides, it has also decided to import eight hydraulic cranes with telescopic boom from Europe to strengthen its disaster management.

“We will go for global tenders to buy the new 175-tonne hydraulic cranes with telescopic boom shortly,” said the official.

The 175-tonne hydraulic crane is likely to cost about Rs 25 crore.

Currently, railways has 69 hydraulic cranes and the existing crane has a capacity to lift 140 tonnes. Since, the axle load of coach and wagon has increased, the railways plans to import the 175-tonne cranes.

“The telescopic boom cranes are required to undertake rescue work inside the tunnel or bridge,” he said.

Hydraulic cranes are equipped with cutters, spreaders and hand-operated tools, which will help in rescuing the passengers trapped inside the coaches in case of an accident.

Telescopic boom cranes are equipped with hydraulic cutters to cut LHB coaches and wagons made of stainless steel.

Singha · Post by **Singha** » 24 Feb 2013 21:11

160kmph is perhaps only possible in 3 sections - delhi-chandigarh, delhi-kanpur and delhi-bhopal all served by shatabdi trains...not sure if its sustained speed or max speed in some sections.

signaling and safety improvements on a global basis will have far more impact and up the avg speed of express trains from like 40-50kmph over 2-3 days journey to twice that. it will need weak bridges to be replaced and some sections additional tracks. weak bridges impose lot of speed limitations even when track and signaling is good.

Theo_Fidel · Post by **Theo_Fidel** » 25 Feb 2013 00:58

Once the freight traffic is moved out, tracks can be upgraded and straightened to 200 kmph max. This should be adequate for most of India. MAS-BLR in 2 hours and MAS-BOM in 8 hours and MAS-NDLS in 12 hours. rather than completely abandon existing routes bypasses around cities could be built to keep travel times down.

Suraj · Post by **Suraj** » 25 Feb 2013 01:06

Besides bridges, higher speeds require higher turn radii, as well as stations with multiple tracks so that the train doesn't cause a safety issue by blasting right past the platform at 200km/h .

Singha · Post by **Singha** » 25 Feb 2013 07:43

True. At present for long haul express trains the avg speed would be around 50kmph over 2-3 days and for goods trains around 30kmph because they are always made to move aside for pax trains.
Only exceptions being rajdhani and shatabdi for which all others are made to move aside.

Pretty weak situation imo and needs billions of dollars annually to even make a strong dent. Cheen spent some 90 billion dollars annual capex over the previous decade to built out its rail system....minus the bullet trains i feel still around 50 bil annual expenditure needed to pullup ir within a decade. Production rates of next gen locos and wagons and retirement schedules of old kit need to vastly increase...again huge money needed.

SSridhar · Post by **SSridhar** » 25 Feb 2013 08:28

The sole link:Even as the Jammu-Srinagar National Highway remained closed for the second day on Saturday due to heavy snowfall, train services to the Kashmir Valley were unaffected. Here, a commuter train speeds through a snow-bound track at Qazigund in south Kashmir.— Photo: NISSAR AHMAD , Courtesy: The Hindu

Sachin · Post by **Sachin** » 26 Feb 2013 14:27

The Railway Budget 2013-2014 has been declared open. Intellectuals of the "100% literate state" can now rush to their writing pads (or Facebook accounts) to

Kerala gets a raw deal in rail budget

* The intellectuals' representatives (politicians from the left & right) had decided to have a joint meeting in late January, when the railway board/authorities working on time tables etc. had already completed their work in December at Goa

.

SaiK · Post by **SaiK** » 26 Feb 2013 19:18

why is that none seems to think about privatization?

Singha · Post by **Singha** » 26 Feb 2013 19:36

SaiK wrote:why is that none seems to think about privatization?

Because ir is seen as a job creation engine rather than a break even business model. To be fair i dont think any countrys railways esp in developing world is break even on their own, but atleast make efforts to improve stations, food, toilets, coaches to second world average std of say thailand, hungary or greece. That is so not the case now, our avg sleeper class and unreserved bogie experience and general std of stations occupies a niche in the bottom 20%

Not befitting a country with claims to rapid growth thats lifting all boats etc etc.

nachiket · Post by **nachiket** » 26 Feb 2013 19:40

^^Saar second world infra demands second world ticket prices. Until the vast majority of the people who depend on the IR can afford them, current conditions will stay.

Singha · Post by **Singha** » 26 Feb 2013 19:44

Fair enough. But the general std means the people who can afford second world stds will be loathe to patronize ir unless they have no other option and would prefer their own apartheid ac trains like rajdhani and shatabdi. If the idea is to raise funds ir cannot afford to lose this segment or freight traffic to trucks. ......it cannot forever get annual cash bailouts from goi.

Zynda · Post by **Zynda** » 27 Feb 2013 04:54

Signalling system and advanced train protection systems are absolutely needed for "safe" 160Kph extended duration journeys. A high ranking SWR person told me around a decade ago that if a train traveling at 160Kph hits a cow, there is a good chance for train to derail. So along with signalling upgrade, tracks with fences are needed as well.

Further, IR would need high horse power locomotives to reach & sustain 160Kph at current loads. A single WAP-4 (5000Hp) loco is used to drag up to 24 coaches. In the West, a 16 coach train would have min 2x4000hp locomotives at most sections. Operationally, it may become more expensive for IR.

As far as I know, the fastest train on IR is Delhi-Bhopal Shatabdi which does 150Kph only on certain sections between Delhi-Agra. There are a couple of Raj which does probably sustained 130Kph for extended duration. There may be one more Shatabdi, again plying from & to New Delhi which was cleared for 140Kph operation.

Max allowed speed of 110Kph for most other trains haven't increased in over 2 decades at least

Singha · Post by **Singha** » 27 Feb 2013 08:20

ir is proposing to attach luxury coaches to rajdhani and shatabdi trains ... all emanating from dilli ofcourse ... as if dilli has a natural claim on all that is good in the land.

todays TOI has some photos. 40 seats in each coach, 4 per cubicle. personal tv screens, wifi, hotel std toilets....

RamaY · Post by **RamaY** » 27 Feb 2013 10:39

Singhaji

It is the Delhi sultanate that is keeping the IR (or most of other civic infra) hostage. If it is left to the locals many locations can afford first class amenities in railway coaches.

For example lack of sufficient trains and seats/berths lead the coastal Andhra folks pay/develop a private hitech/Volvo bus system connecting Hyderabad to various corners of Andhra.

My experience is if there are sufficient trains and seats IR can raise enough funds to introduce these first class amenities to Many such sections. Some of these funds can be utilized to improve the facilities in other non-luxary class coaches as well.

I think IR should be a Govt enterprise. But we need to induce some new thought process into it.

jamwal · Post by **jamwal** » 27 Feb 2013 10:59

People who can afford these luxury coaches are mostly foreigners who more often than not land in Delhi. Except for certain rowdy belt of Haryana, UP this area is largely law abiding and less prone to vandalism which is necessary for such trains to survive.

Better rail infrastructure also helps. You certainly don't expect trains with tickets costing upwards of Rs 2000 to run successfully in UP-Bihar-MP-Maharashtra-Karnantka-TamilNadu kind of routes and population (in terms of spending capability), do you ? All the railway crossings in Delhi region are manned with barriers (whatever you call them.) Certainly beats rest of the country.

This Dilli bashing by posters is a bit annoying even for an outsider like me. What is Dilli sultanate, if somebody would be kind enough to explain. A majority of railway employees, even in Delhi are from other states. I don't know about the current one, but all the railway ministers in my memory have been from outside Dilli. So how does this 'holding rest of country hostage' thing work ?

Singha · Post by **Singha** » 27 Feb 2013 12:25

the sultanate does not see it fit to introduce rajdhani clones on other visibly important routes like Hyd-kolkata, Chennai-Hyd, Chennai-kolkata, mumbai-pune-bangalore, bangalore-kochi-trivandrum, blr-mangalore, mumbai-goa-mangalore, guwahati-kolkata which have ample traffic and involve overnight journeys.

lot of people would jump at it given the escalating cost of plane tickets..esp students and older people with some time in hand and families which due to numbers cannot afford plane tickets (that would involve 95% of BR RI families)

sultanate onlee care for meat, women, sports and alcohol - all in and around dilli.

only furriners and dilli people are rich..all roads must lead to dilli only.

member_20292 · Post by **member_20292** » 27 Feb 2013 13:35

Singha wrote:..all roads must lead to dilli only.

Yups . How else would you have it Singhaji?

jamwal · Post by **jamwal** » 27 Feb 2013 14:08

Singha wrote:the sultanate does not see it fit to introduce rajdhani clones on other visibly important routes like Hyd-kolkata, Chennai-Hyd, Chennai-kolkata, mumbai-pune-bangalore, bangalore-kochi-trivandrum, blr-mangalore, mumbai-goa-mangalore, guwahati-kolkata which have ample traffic and involve overnight journeys.

lot of people would jump at it given the escalating cost of plane tickets..esp students and older people with some time in hand and families which due to numbers cannot afford plane tickets (that would involve 95% of BR RI families)

sultanate onlee care for meat, women, sports and alcohol - all in and around dilli.

only furriners and dilli people are rich..all roads must lead to dilli only.

A rhetoric filled post yet again with no attempt to back it up with facts.
Compare current prices for railways as well as airlines. You may be in for a little shock. Do not compare sleeper class prices, but 1st, 2nd AC at least. People who can afford travel first class in trains can very well travel by air without breaking bank and it'll save days worth of time.
You can travel by train only when the plans are set months ago.

Singha · Post by **Singha** » 27 Feb 2013 14:26

what facts do you want? i gave you the facts on the table. on many routes that can very well support rajdhani long haul trains not involving delhi there are none.

the facts you provide are nonsense like only foreigners use rajdhani/shatabdi std trains, only delhi area has manned level crossings, people are more lawful there (ha ha! presumably southies cannot be trusted not to tamper with the precious lhb rakes)

jamwal · Post by **jamwal** » 27 Feb 2013 14:50

Read my 1st post. My point was about super luxury coaches. How many Indians will use such trains ?

Now don't make it narthie-sauthie issue. Your posts against so called Dilli sultanate hardly carry any merit and I don't even belong to the place.

chaanakya · Post by **chaanakya** » 27 Feb 2013 17:31

So everything has to be reduced to Naarthie-Southie issue.

We are forgetting that Rajdhani Exp , by definition, would have to connect to Delhi.
we have several Rajdhanis. And yes Channai too has one Rajdhani running , Takes about 26-27 hrs.
Other pairs of cities are connected by Superfast or Duronto exp or similar trains which are nearly as fast ( in Indian context).

chaanakya · Post by **chaanakya** » 27 Feb 2013 17:33

mahadevbhu wrote:
Singha wrote:..all roads must lead to dilli only.
Yups . How else would you have it Singhaji?

oh all roads must lead to other cities from Delhi as well.