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Blog Entry# 412225  
Posted: Apr 30 2012 (4:33PM)

14 Responses
Last Response: Apr 30 2012 (5:04PM)
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Apr 30 2012 (4:33PM)   MMR/Manmad Junction (6)        
 

Guest: 47f63903   show all posts
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What does it take to build a link line (not more than 1 km in length) connecting Ahmednagar to Manmad track with Aurangabad to Manmad track between Yeola and Ankai? By doing this the travel time between Ahmednagar to Aurangabad will reduce by a whole 1 hour as the train can switch between the 2 lines without needing to go to Ankai or Manmad and without any reversal. Similar connecting line can be constructed at Daund Junction as well to enable trains from Pune to go to Ahmednagar directly without undergoing a reversal exercise at Daund Junction and thereby saving half hour.
Now, whats the advantage? Trains from Pune to Delhi / UP / Bihar / Howrah can save half hour by not going to Daund (where anyways not many ppl board). The big one is that Pune to Aurangabad can
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be covered in just 5 to 5.5 hours (same as bus journey time). The load between the 2 cities in sufficient enough to fill 2 intercity trains, one starting in the morning and one starting in evening from Pune to Aurangabad, and much much cheaper than MSRTC bus fares.
We are looking at not more than 2 kms of railway lines for this. What does it take from railways part to build them?

4 posts - Mon Apr 30, 2012 - are hidden. Click to open.

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Apr 30 2012 (4:47PM)        

Pandiyan Exp**   14005 blog posts   29604 correct pred (63% accurate)  
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I agree with DD and other stations too, where a bypass line will save lots of time along with man power needed for loco reversal and other things. So many SF's waste time there though they won't have official stoppage.

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Apr 30 2012 (4:50PM)        

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One would have alredy implemented in MAS and SBC where Perambur and KJM which are not fully used. Let me not pull DVD in picture but both said above are capable and was/is functional as by pass already.

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Apr 30 2012 (4:54PM)        

Pandiyan Exp**   14005 blog posts   29604 correct pred (63% accurate)  
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Yeah. KJM by pass is helping a lot along with Perambur....Even Shoranur is helping a lot as most of the SF's by pass that...Dont know what is the problem with other stations :(

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Apr 30 2012 (4:56PM)        

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The problem with many other is that infra is not developed around those.
For BZA, gunadala can be developed. SC has many such.
I cannot say DVD for VSKP but yes, there are other stations too in this area.
These are the most congested in AP at least.

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Apr 30 2012 (4:56PM)        

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MAS and SBC are still acceptable as the number of passengers boarding from / alighting at those stations is pretty high. But that is not the case with DD. To take example of SBC, why does the LTT Coimbatore exp needs to run all the way till SBC for a reversal? Cant they not halt the train at Bangalore Cantt itself and reverse from there (which is in a very prime location and with many trains already having a stop there)? Why the through passengers should do a Bangalore Darshan?

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Apr 30 2012 (4:57PM)        

sudhir   7826 blog posts   2093 correct pred (66% accurate)  
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is the land available?

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Apr 30 2012 (4:59PM)        

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They dont need to go for BNC or BNCE but can go via KJM. Few trains like okha MDU by passes and MAS SNSI also goes via KJM, I guess. KJM is actually busiest junctions by road to travel all corners of Blr and never lonely too.

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Apr 30 2012 (4:59PM)        

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Pune to Aurangabad in 5 hrs by constructing just 2 kms of rail line? Now thats interesting. Why cant railways think of connecting 2 of the 4 big cities of Maharashtra, apart from a halt at Kopargaon (for Shirdi)?

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Apr 30 2012 (5:02PM)        

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CBE-LTT comes via Hosur which wont touch KJM, where as CBE-RJT and NCJ-CSTM all come via BWT which can bypass SBC by going to YNK side from KJM.

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Apr 30 2012 (5:04PM)        

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They should lay a line from the flyover towards channasandra and develop channasandra also :P

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