Less than 2/3 train length.A Nandy wrote:Brake testing:
Singha,
The "uttejit" guys are all jumping around nearby
Anyone can estimate what the braking distance was in that shot.
How many people travel on a regular basis (3-4 times per week), that reducing time will help? Creating a HSR for people travelling on weekends is not really a economically viable solution.Kakkaji wrote:I think the Bangalore-Chennai-Hyderabad triangle can easily support HSR
Then you are not aware of the number of people in various companies who travel for 1 to 2 hour meetings.nam wrote:How many people travel on a regular basis (3-4 times per week), that reducing time will help? Creating a HSR for people travelling on weekends is not really a economically viable solution.Kakkaji wrote:I think the Bangalore-Chennai-Hyderabad triangle can easily support HSR
My view HSR line should be between two economic centers or economic center + living center, not more than 1 hr travel or even less. This will allow people to use HSR on a daily basis and still live 100-200 KM from the economic center.
The madras-blr highway is packed most of the times. As are the trains. There are something like 25 trains daily that run direct. And more that run through madras to blr.nam wrote:How many people travel on a regular basis (3-4 times per week), that reducing time will help? Creating a HSR for people travelling on weekends is not really a economically viable solution.Kakkaji wrote:I think the Bangalore-Chennai-Hyderabad triangle can easily support HSR
My view HSR line should be between two economic centers or economic center + living center, not more than 1 hr travel or even less. This will allow people to use HSR on a daily basis and still live 100-200 KM from the economic center.
For potential customers under the proposed policy, the national transporter is looking at Southeast Asia, the Middle East and Africa.
The report said that Indian Railways is seeking alternative sources of revenue by capitalising on the cost advantage offered by India’s coach factories which manufacture train cars up to a fifth cheaper than overseas competitors. It is being expected that the export policy will empower General Managers and officials of the above rank to take decisions and fix the deals quickly.
Rajesh Agarwal, Member Rolling Stock, Railway Board was quoted in the report saying Indian Railways has good capacity to ‘Make in India’ coaches and the national transporter can maintain international standards as well. He said that the cost per coach will be 20% to 25% less than what is offered by other countries around the world. Indian Railways, if an export policy is in place, will be able to take frequent orders and the railway officials will not have to take an approval for every decision.
Recently, the first set of Diesel Electric Multiple Units (DEMU) was exported by Indian Railways from Integral Coach Factory (ICF), Chennai to Sri Lanka. ICF GM Sudhanshu Mani had told Financial Express Online that the build quality and features of the export DEMU rake for Sri Lanka are world-class. The factory has exported coaches as well as coach components to various other countries such as Taiwan, Malaysia, Philippines, Vietnam, Bangladesh, Angola, Tanzania, Mozambique, Nigeria, Uganda and Sri Lanka.
If the Germans offer financing on the same terms as the Japanese have provided for the Mumbai-Ahmedabad HSR, then I say we should immediately go for this project.Prasad wrote:Heck, the german study says MAS-mys can be done in 2h25m. https://t.co/osNppw1lMK
Not only is the highway packed, but getting in and out of the city proper takes easily 2 hours at each end unless you time it so that you leave and arrive at a very early or very late hour. Air travel too has the same problem (at least at the BLR end) in addition to the time spent on check-in and security. HSR eliminates much of that and is much more comfortable.Prasad wrote:The madras-blr highway is packed most of the times. As are the trains. There are something like 25 trains daily that run direct. And more that run through madras to blr.nam wrote:
How many people travel on a regular basis (3-4 times per week), that reducing time will help? Creating a HSR for people travelling on weekends is not really a economically viable solution.
My view HSR line should be between two economic centers or economic center + living center, not more than 1 hr travel or even less. This will allow people to use HSR on a daily basis and still live 100-200 KM from the economic center.
Any plan needs to factor in Vijaywada/New capital as well. There should be a quadrangular connectivity between the 4 capitals ideally.arshyam wrote:
Chennai-HYD dynamic is slightly different simply because of the distance. So the number of daily commuters are obviously lesser. However, the flight statistics show there is a good base to build upon. There are 3 dedicated daily trains between these two cities, and many train passengers would opt for a faster option if available. The sweet spot on this route is between the 2AC IR fare and air fare. Throw in a Tirupati or Vijayawada/Guntur as mid-way point, it becomes a sure-shot option.
The problem as I see it is BLR-HYD. While the demand between the cities is very good (1 lakh one-way pax per month according to DCGA), as of now, there are no mid-way points to generate additional revenue. Cities like Ananthapur or Kurnool are not big economic engines to drive a lot of traffic. But they could grow as exurbs for these cities, with 1-2 hr commute one-way.
Semi-HSR (200kmph) apparently costs half as much as HSR (>300kmph), and could be ideal for these intercity connections.Bart S wrote:Prasad wrote: Also should look into Blr - Mysore - Coimbatore route and Coimbatore - Chennai perhaps touching Salem etc as well as the next expansion of the above.
Correct. There is no major city or major industrial zones between them. People dont commute as they do like mumbai to vapi or surat and vice versa on a daily basis. So doubt the viability of HSR. Good for nice 3AC sleeper overnite journey. The connection was also single line till recently. Another reason for non development of major cities.arshyam wrote:...
The problem as I see it is BLR-HYD. While the demand between the cities is very good (1 lakh one-way pax per month according to DCGA), as of now, there are no mid-way points to generate additional revenue. Cities like Ananthapur or Kurnool are not big economic engines to drive a lot of traffic. But they could grow as exurbs for these cities, with 1-2 hr commute one-way.
Shinji Sogo was their Sreedharan, doing everything he could to get the first Shinkansen built before the 1964 Tokyo Olympics. There's a memorial to him at one of the platforms of Tokyo Station, the terminus of the Tokaido Shinkansen line.sooraj wrote:Why This Train Is The Envy Of The World: The Shinkansen Story
https://www.youtube.com/watch?v=YoLMGVNJ8uc
Indian Railways builds a subway in a record time of less than 5 hours
While the Chuo Shinkansen itself is likely to be an expensive niche route , I don’t think hyperloop can sustain the kind of passenger/hr requirement on the Tokaido line (Tokyo-Osaka) . Each bullet train on that route is a 16 car train with 1000+ passengers, with peak time departures every 10 mins . Kashi will have more specific numbers.Karthik S wrote:With hyperloop in the market, I think maglev will see very few takers.
Since when did the Russian become good at rail?arvin wrote:arshyam wrote:...
Hyderabad - Nagpur HSR feasibility is being done by Russians.
I dont think 180 is on the cards. they will test @ 160 which is the target speed and call it a day. train18 is heavier than Talgo due to steel construction.A Nandy wrote:Yep, thats the last test.
Unless of course they want to push it....
I've never understood why we partner with different countries on similar projects. Each country will push their own tech and we'll end up with a rainbow of equipment to operate and maintain. Instead, China standardizes on a tech and churns out production.ks_sachin wrote:Since when did the Russian become good at rail?arvin wrote:
Mani, who was at the National Academy of Indian Railways, said that the first rake is expected to run on Delhi-Bhopal route,”
“In 2019-20, we will make four more rakes and more services will be introduced. We are geared up to make it in large numbers from 2021 onwards and we hoping it to be a great success story,” he said.
ICF also had plans to launch Train 20 following world-wide trend of aluminium coaches but its plans have now shifted to Train 21.
“With Train 18, we have reached 85-90 % of world standards. If we want to go with world standards, we should go for aluminium body coaches for the areas of exterior finish and other safety features. But these capabilities do not exist at present,” he said.
“Somebody has to invest money in making aluminium body sections. Therefore, we have to find an international partner through tendering process. Initially, they will make two to three rakes and the balance will be made in ICF under their supervision so that eventually ICF itself starts making aluminium body train sets of world standards,” he said.
“Since international companies take three years, we had envisaged that we will be able to make it in three years after placing order. But in the first tendering there were some issues. We have corrected them and send it to the Railway Board which is reviewing the matter. When the board permits, we will go for bidding. Hence, we might have to rename it as Train 21,” he said.
“As compared to coaches made from stainless steel, the coaches made from aluminium has advantages of aesthetics, low maintenance and longevity,” he added.
