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I just requested the same of younukavarapu wrote:I have requested the member clearly if he can point me to a link so I can research more? You seem to find a problem with everything I type.Suraj wrote: Does that imply you have found and can post information that says the contrary, i.e. that it is sovereign debt ? Or that you just don't know ?
Do you have any reference to show that NHSRC's debts would constitute sovereign debt, since you did make that assertion ?Saar, it's a bit more than that, just 3 billion moredisha wrote:You do have to chew on the fact that IR moves @4 Billion persons a year or >10 Americas a year. Only a professional organization can do that YoY.
. Basically, 4B is only the suburban traffic per year. Non-suburban is another 3.7B, totaling 8.2B a year (almost 23 million a day), apart from goods traffic (source: IR statistics 2014-15, again). I had already posted these numbers earlier in this thread, but looking at them and appreciating the sheer scale at which they operate will put paid to the "India cannot put 2 and 2 together" type posts that keep emanating from certain posters. What to do onlee.12 years, give or take.disha wrote:Take this example., motorman of the mumbai suburban is a highly paid and highly trained individual. They get @80k/@1lakh per month as salary incl. various allowances and they are in training for a number of years before they are given an independent charge.
Now, we're talking. I stand by the bolded part. Please see the following explanation:disha wrote:You have not made the precise statement "HSR is a tax burden on Indians"., but you did make the statement that "ultimately it has to come from taxpayer's pocket". Please tell us how your statement is any way different or means different?
If you read the wiki link of Shinkansen it says:HSR is not going to be safe.
We have to attempt to match this safety record with our existing IR infrastructure. If we can do this, then even I support HSR unconditionally, despite its huge costs.Over the Shinkansen's 50-plus year history, carrying over 10 billion passengers, there have been no passenger fatalities due to derailments or collisions,[18] despite frequent earthquakes and typhoons.
The agreement is not structured between GoI and JICA . Rather it's between IR and JICA , through the special purpose vehicle the National HSR Corporation, a separate limited liability company set up under the Companies Act.prashanth wrote:Now, we're talking. I stand by the bolded part. Please see the following explanation:disha wrote:You have not made the precise statement "HSR is a tax burden on Indians"., but you did make the statement that "ultimately it has to come from taxpayer's pocket". Please tell us how your statement is any way different or means different?
Japan will fund 81 % of HSRC through JICA as a soft loan. It has to be paid back after a moratorium of 15 years, with 0.1 % interest over a duration of 50 years. I had previously stated a moratorium of 10 years, and stand corrected on that part.
Exhibit 2:prashanth wrote:I would restate this as : India is not ready for HSR yet.
Between the two exhibits., it reminds me of this doggerel:prashanth wrote:We have to attempt to match this safety record with our existing IR infrastructure. If we can do this, then even I support HSR unconditionally, despite its huge costs.
I have nothing much to say., I again recommend people to start from Page 1 and read all posts on HSR before raising further questions.We must and will continue to milk the bull until we are assured that the cow gives quality milk., till then no cow
It is multiple things they see including signals and other things which only a driver trained for 13 years is trained to see and unless the entire window can operate in thermal or blind conditions., the thermal cameras can only go so far. Yes., research can be done but it will take decades before it gets operationalized.manjgu wrote:would thermal cameras be of use to train drivers during foggy days?
In which situation these cameras will be useful?manjgu wrote:would thermal cameras be of use to train drivers during foggy days?
^^^^^Manish_P wrote:Shakuntala Railways: India's only private railway line
The travel time from Mumbai to New Delhi might reduce by four hours as early as next year, reported the Economic Times, if the Indian Railways is able to continue with its plans to lease two trains from Spanish train manufacturer Talgo. The trains, during the several months of testing, have managed to complete the 1,384km long journey in 12 hours with the existing infrastructure. The Rajdhani Express takes 16 hours.
Talgo chief executive José María Oriol, who was in India recently, confirmed that there had been talks to lease out two rakes to the Indian Railways. He further added that Talgo was ready to manufacture in India if it got a contract. Officials from the government hinted at a three-year lease for two rakes.
However, the proposal would require the approval of NITI Aayog’s Innovation Committee to proceed and, once approved, would require a green light from the Commissioner of Railway Safety (CRS) to ply on the tracks.
ArmenT wrote:^^^^^Manish_P wrote:Shakuntala Railways: India's only private railway line
Not this stuff again. Please see my reply on page 22 of this very thread and also vsunder's post which is right below mine.
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http://www.dawn.com/news/1201004That is a sum total of 100 locomotives that are "in operation" to haul TFTAs. Or 1/12 th the size of South-Central, the biggest from the chartTo help move a nation of 180 million, Pakistan Railways has fewer than 500 locomotives of which only 20 per cent are operational. The rest are either too old or too damaged to operate.
No. In the event of a conflict with China or Pak we could lose power lines and part of the railway electric grid. Better to run more on diesel locos and still have the capacity to move cargo, troops, and evacuate people if need be.Karthik S wrote:Need to switch to electric loco as much as possible. It's far more energy efficient.
First, it's a legit question as the fog conditions in north India is a major concern for safe travel.disha wrote:It is multiple things they see including signals and other things which only a driver trained for 13 years is trained to see and unless the entire window can operate in thermal or blind conditions., the thermal cameras can only go so far. Yes., research can be done but it will take decades before it gets operationalized.manjgu wrote:would thermal cameras be of use to train drivers during foggy days?
I get it, we can have diesel locos for such situations. But for every day usage, electrification can be done. It's not like only northwestern areas of India are only exposed to paki attacks.Mort Walker wrote:No. In the event of a conflict with China or Pak we could lose power lines and part of the railway electric grid. Better to run more on diesel locos and still have the capacity to move cargo, troops, and evacuate people if need be.Karthik S wrote:Need to switch to electric loco as much as possible. It's far more energy efficient.
Take a look at Northwestern Railways. All diesel no electric for good reason.
Having no level-crossings and fences in required areas is more practical. A train at a decent speed will have huge momentum, even if it spots something it can't be stopped immediately. They have very long stopping distances. You can look up videos of trains hitting animals in western countries as well. The driver in many cases spots the animal at a good distance but the train can't be brought to a stand still even if hard breaking is done. So such cameras may be helpful near stations where trains run at slow speeds but won't be of much help once they gain speed outside cities.Rishi Verma wrote:First, it's a legit question as the fog conditions in north India is a major concern for safe travel.disha wrote:
It is multiple things they see including signals and other things which only a driver trained for 13 years is trained to see and unless the entire window can operate in thermal or blind conditions., the thermal cameras can only go so far. Yes., research can be done but it will take decades before it gets operationalized.
But in reply the legit question has been brushed aside with some wild numbers "13-years to train a driver"... With grandfatherly advice "but research can be done" with a finale of authorative conclusion that "will take decades to operationalize". .. Just wow.
What if I research and make work a thermal camera to work with locos in 2-years. Will you buy it?
The problem is, what will you do with the diesels while the electrics perform the everyday usage? One can't exactly mothball them till needed - they are purchased using public money, so will need to be put to productive use. And we can't use shunters on the mainline (too little power), or mainline locos as shunters (too much wastage). And like other logistical problems, they'll need to be distributed enough across the network so in the event of an emergency, they can be pressed into service immediately.Karthik S wrote:I get it, we can have diesel locos for such situations. But for every day usage, electrification can be done. It's not like only northwestern areas of India are only exposed to paki attacks.Mort Walker wrote:
No. In the event of a conflict with China or Pak we could lose power lines and part of the railway electric grid. Better to run more on diesel locos and still have the capacity to move cargo, troops, and evacuate people if need be.
Take a look at Northwestern Railways. All diesel no electric for good reason.
That's the key. Our tracks are freeways for all, no access control coupled with a callous disregard for safety and rules means that plenty of people will make their way across the tracks.Karthik S wrote:Having no level-crossings and fences in required areas is more practical. A train at a decent speed will have huge momentum, even if it spots something it can't be stopped immediately. They have very long stopping distances.
They will, if tracks are fully access controlled. At high speeds and low visibility, human decision making too will be heavily compromised. Such devices will be required then.Karthik S wrote:So such cameras may be helpful near stations where trains run at slow speeds but won't be of much help once they gain speed outside cities.
^^ Verbal diarrhea some of it bordering on personal attack ...Rishi Verma wrote:... in reply the legit question has been brushed aside with some wild numbers "13-years to train a driver"... With grandfatherly advice "but research can be done" with a finale of authorative conclusion that "will take decades to operationalize". .. Just wow.
Please do the following in two years and I *will* sell you a Kaveri GT based loco engine:Rishi Verma wrote:What if I research and make work a thermal camera to work with locos in 2-years. Will you buy it?
Atleast 40 injured
Looks like the quality of track maintenance has come down very badly all across IR. There were a couple of accidents in Kerala also during the last 12 months, and they too were attributed to stress fracture of the track. When Laloo was the railway minister he had drastically reduced the number of gang men posts across railways, as a cost cutting measure. And in IR, Gang-men are the actual "key pins" to rail safety as they are the folks who patrol the railway tracks on foot; be it night or day. It would be better for the Rail Manthri and his top brass to actually get back to ensuring that the existing infrastructure is NOT crumbling. Modernisation, Wi-Fi etc. are all good things to have, but quality of the tracks cannot be ignored. Rest assured, opposition would start asking for the RM to resign.Kashi wrote:The last accident too was near Kanpur (Kanpur Dehat) and was attributed to stress fracture.
That accident occurred on Kanpur-Jhansi route which goes to central and south india. This one has occurred on delhi route.Kashi wrote:The last accident too was near Kanpur (Kanpur Dehat) and was attributed to stress fracture.
Good news that the terminal station in Mumbai has been finally decided. But 12 stations in a 500KM HSR route seems one too many.Prime Minister Narendra Modi's dream project of Mumbai-Ahmedabad bullet train is as good as ready on paper, with all land acquisition processes being personally monitored by Chief Minister Devendra Fadnavis, who is also looking into a Mumbai-Nagpur bullet train.
Fadnavis had promised to form an expert committee to look into environment issue. The bullet train proposal has been sent to the Cabinet subcommittee and if the subcommittee green-lights the proposal, the MoU for the train is set to be signed next week at the Vibrant Gujarat Summit. Meanwhile, Shiv Sena chief Uddhav Thackeray had criticised the bullet train proposal, saying that it was only an election promise made by the BJP.
A highly-placed source from the MMRDA confirmed to Firstpost that the Mumbai-Ahmedabad bullet train will start its journey from BKC. Earlier, BKC, Dadar and Kurla were being looked at as possible options. And while the MMRDA initially opposed the site (BKC) as it wanted to use 40,000 square metres for an international business centre, it was last week that Fadnavis held a meeting with senior MMRDA officials and ordered them to finalise BKC as the first station for the bullet train.
The source also confirmed that Niti Aayog vice-chairman Arvind Panagariya held a meeting to finalise the location of the station. The total cost of the bullet trains is Rs 99,000 crore and a quarter of the burden will be borne by Maharashtra and Gujarat each. The remaining 50 percent will be the Central government's responsibility. As far as the Maharashtra government is concerned, it will have to pay Rs 25,000 and the MMRDA will foot the entire bill, said the source.
There are a total of 12 stations on the route — four of which are in Maharashtra and eight in Gujarat.
The project will be executed by a Special Purpose Vehicle and the PMO will personally monitor the progress of the project. The underground station and back area will be built on the same 40,000 square metres on which the international business centre will be built. According to a senior MMRDA official, it is not a problem to build the business centre overground and the station underground.
The Vibrant Gujarat Summit will commence on 9 January.
Not all trains will stop at all 12 stations.Karthik S wrote:Good news that the terminal station in Mumbai has been finally decided. But 12 stations in a 500KM HSR route seems one too many.
I am thinking that only one type of high speed train will run on this route.Kashi wrote:Not all trains will stop at all 12 stations.Karthik S wrote:Good news that the terminal station in Mumbai has been finally decided. But 12 stations in a 500KM HSR route seems one too many.
For instance, the Tōkaidō Shinkansen (Osaka-Tokyo) has 17 stations on a route length of 515km. The fastest trains, Nozomi stop only at 6 of them. There are slower trains that serve the other stations on the route. I believe the same principles will be followed here.