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Blog Posts by jaipath
Page#    6 Blog Entries  
Rail News
May 06 2016 (14:19)   Power Minister today held discussions with Prabhu for the 35k Km Rail Line Electrification

Bhiwani*^   3624 news posts
Entry# 1835259   News Entry# 266997         Tags   Past Edits
Moving a step closer to forging a collaboration on electrification of 35,000 km of railway tracks, Power Minister Piyush Goyal today held discussions with Railway Minister Suresh Prabhu to start the project at the earliest.
Moving a step closer to forging a collaboration on electrification of 35,000 km of railway tracks, Power Minister Piyush Goyal today held discussions with Railway Minister Suresh Prabhu to start the project at the earliest. "Met Suresh Prabhu ji to discuss how our ministries can co-operate on electrifying 35,000 RTKM of railway tracks," Goyal said in a tweet.
government is mulling electrification of 35,000 km of rail line in the next three years to save around Rs 16,000 crore forex a year on fuel imports. The Herculean task of electrifying remaining 35,000 km of rail track is likely to be done by one of the companies under the Power Ministry, Goyal had earlier said, adding that the project is expected to be launched immediately after the discussions are over on the Railway Budget in Parliament.
"We are going to stop production of diesel locomotives that is the decision which Sureshji (Railway Minister) will take quickly. I hope that it (electrification) would be done in next three years. I want to do it in three years," the Power Minister had said.
He had said that the Railways is consuming diesel worth over Rs 200 crore every year and if it does not use the fuel then there would be saving of Rs 16,000 crore forex. Elaborating further he had said, "Rs 1 crore per kilometre is the current of cost of rail electrification. If we do it in three years, cost will come down to half.
But it cannot be less than 30-35 per cent. Power Ministry will spend entire money. One of my companies will spend 100 per cent of money." According to the minister, the electrification of entire rail track in the country will lead to power consumption going up by 7 billion units. "We can easily recover the investment in three years. So we (have) done the deal.
Under the project 75 per cent of the savings will be paid to Power Ministry's company for next 10 years and remaining will be enjoyed by Railways," he had said. "Out of our 75 per cent share of savings, 50 per cent would be used to pay costs and interest and remaining 25 per cent will be our profit."

May 06 2016 (14:28)
jaipath   6 blog posts   1 correct pred (100% accurate)
Re# 1835259-1            Tags   Past Edits
If IR wants run all trains on electric engines after 3 years then why it gave contract to GE to produce 1000 diesel locomotives ?
Are these GE locomotives are to be used only in freight corridor ?

May 06 2016 (14:32)
So Paddy Got Up~   2712 blog posts   1236 correct pred (71% accurate)
Re# 1835259-2            Tags   Past Edits
not IR, it is power ministry who has come up with this idea.
hope someone in rail min realizes the futility of electrifying lines which carry barely 5-10 trains per day and stops the process.

6 posts are hidden.
Rail News
Commentary/Human InterestSWR/South Western  -  
Nov 02 2015 (07:10)   Commuting to Ramanagaram set to become easier

rdb*^   125949 news posts
Entry# 1635141   News Entry# 246632         Tags   Past Edits
MEMU trains can be run once work on maintenance shed at Banaswadi is completed
The commute for workers who travel between Bangalore City railway station and nearby towns every day is likely to become easier in the coming months with the completion of a maintenance shed that will enable South Western Railways to introduce more electric trains.
Mainline Electrical Multiple Unit (MEMU) trains to Ramanagaram will benefit thousands of workers who travel every day between the two stations.
passengers are forced to use trains headed to Mysuru for their daily commute. But diesel locomotives are not adapted to travelling shorter distances where MEMU trains have an advantage because of faster acceleration and turnaround times.
The project, which would help South Western Railways, to run more MEMU trains as suburban services, is likely to be completed next month.
The project, tenders for which were called in 2014, had stalled midway for a few months before work resumed again.
The shed for MEMU trains at Banaswadi railway station was announced along with three MEMU services to Ramanagaram. The construction of the maintenance shed will allow the Railways to improve the turnaround time for MEMU trains from weekly maintenance runs and would also allow for increased capacity. The shed, which will have an extra loop line, was incomplete even when the civil works and track laying had been completed.
However, electrical and overhead electrical work had been delayed which pushed the project beyond its completion dates.
“We have faced some delay with the completion of the project but the work has resumed. We hope to complete the shed by November,” said a senior official with South Western Railways.
The shed, once operational, can also help SWR operate more MEMU services to other suburban centres where electrification of lines has been carried out.
Currently, there is a MEMU service between Bengaluru and Marikuppam which has to be serviced outside the city every week which takes away one day of possible operations.
Distance between Bangalore City and Ramanagaram: around 45 km
Stops for current passenger trains between the two stations:
Jnana Bharathi

Nov 02 2015 (09:11)
jaipath   6 blog posts   1 correct pred (100% accurate)
Re# 1635141-1            Tags   Past Edits
What about KPTCL high tension line issue near Nayandahalli is it solved, as Karnataka Power Corporation Limited shifted the tower and its power lines ? As CRS given clearance for MEMU Trains on Bangalore-Ramanagaram section ...
Rail News
Commentary/Human Interest
Aug 19 2015 (01:12)   Bibek Debroy: Breaking down the silos in Railways

rdb*^   125949 news posts
Entry# 1568519   News Entry# 238077         Tags   Past Edits
There will be a probe and eventually there will be some answers. At the moment, thanks to the double derailment between stations of Khirkiya and Harda, everyone knows about Machak river. But I wish reportage had been better. It's a distance of only 32 km. Surely, we can make up our minds about the river's name. Is it Machak or Kalimachak? These two rivers are different.
Harda district is part of the Narmada basin, so we are talking about the Narmada and its tributaries (Ajnal, Sukni, Midkul, Dedra, Syani, Machak and Kalimachak). As a river, Machak is larger than Kalimachak. Machak and Kalimachak are in the general area, but there was no derailment on a bridge over either of the rivers. Along
that 32-km stretch, there is an embankment and a culvert below it. That's where the double derailment took place. In railway jargon, tracks are called permanent ways. Though technology keeps changing, a track has rails, supported on sleepers, which have a foundation of ballast. And all of that is on top of earth. A railway track is hardly a flimsy tuft of cotton. Whether meteorological departments issue weather warnings or not is beside the point. If there is bad weather and if it rains, a railway track isn't meant to be washed away.
Whether there is an influx of water from a dam and whether a river gets swollen is also beside the point, not unless a river in spate sweeps away a track completely. There can certainly be exceptional situations and there are also innovative experiments to handle these. I am not sure if you have heard of "raksha dhaga". These are sensors used by Konkan Railway, connected to wires that trip when there is a landslide. When tripped, lights, hooters and other emergency signals come into play and warn approaching trains. However, those are extreme situations. Even otherwise, rails, sleepers, ballast and the base of earth can get disturbed, incrementally and gradually. Ballast gets crushed and dispersed because of vibration from trains. It needs to be re-levelled - this is known as tamping. If not done, rails can become uneven, eventually leading to derailments. (Even there, technology has led to evolution of self-stabilising tracks that prevent ballast from becoming de-compacted. These exist on Konkan.) Indian Railways (IR) has detailed manuals on what can broadly be called maintenance - permanent way (published in 1986), bridges (published in 1998) and works (published in 2000).
There are gang-men, patrolmen, patrol charts, divisional engineers, permanent way inspectors, with special monsoon patrolling thrown in. These should have detected deviations in rails, movement of ballast, problems with sleepers and dislodging in embankment. People who know about IR have said safety has suffered because of emphasis on new lines, gauge conversion, doubling and electrification. I understand the argument, but I don't understand its relevance to these two derailments. For capital expenditure, a general argument about depreciation and the Safety Fund suffering because of these is fine. But in this case, no one has complained about the lack of tamping machines, ballast cleaning machines or human resources.
Ask yourself this. What happens to the Delhi metro tracks between 11.30 pm and 5.30 am? That's the window used for inspection and maintenance. Along most routes, it is impossible to find a four-hour window when the block (section) is free of traffic. When there aren't passenger trains, there are goods trains. Until longer-term capacity constraints are eased, if we don't rationalise and reduce the number of trains, compromises on safety and such derailments are inevitable. Note that maintenance of track is increasingly becoming mechanised and capital-intensive. Compared to labour-intensive situations, this also means that the window required is longer.
While this is the bane of IR, it is an incomplete explanation for the Khirkiya-Harda stretch. That's not a busy route. Only seven passenger trains pass through during the day and carving out a four-hour window is relatively easy. Let me therefore highlight something equally important, and this concerns the powers of divisional railway managers (DRM). Who does a divisional engineer (or an assistant divisional engineer below and senior divisional engineer above) report to? Through chief engineers and principal chief engineers in zones, it goes up to member (engineering) at the Railway Board-level. In multiple ways, compared to 20 years ago, the authority of DRMs has been diluted and the allegiance and accountability of divisional engineers is to the chief engineer and member (engineering) and to the Indian Railways Service of Engineers. Divisions are supposed to have vulnerable location mappings and disaster management strategies. If a divisional engineer doesn't comply, there is precious little a DRM can do. DRMs have responsibilities and in several cases, have been penalised for accidents and disasters. But progressively, they have lost their rights, such as deciding where (within the division) an engineer will be posted. The Railway Board has often said it is in favour of decentralisation. That's welcome, but decentralisation is interpreted as decentralisation down to the level of general managers in charge of zones, not further down. In addition, that silo system across different railway services must be broken down. You have seen storage silos rise vertically above the ground. Original silos were always pits, holes in the ground.

3 posts are hidden.

Aug 19 2015 (08:57)
jaipath   6 blog posts   1 correct pred (100% accurate)
Re# 1568519-4            Tags   Past Edits
There are 4-6 trains which stop at Khirakia and Harda but there are more than 16 trains which pass through these stations b/w 6am and 6pm. Pl check trains b/w khandwa JN and itarsi JN

1 posts are hidden.
General Travel
Feb 11 2014 (14:29)   06595/Yesvantpur - Devanahalli DEMU Special

jaipath   6 blog posts   1 correct pred (100% accurate)
Entry# 991600            Tags   Past Edits
Proposal to extend train 06595 to chickballapur has come hindu news paper. This train shares rakes with YPR-Housr passenger. Train no 06592 returns from Hosur around 10 clock. So there is no possibility of starting train early.

Feb 11 2014 (14:37)
Tejas*^~   6399 blog posts   4338 correct pred (63% accurate)
Re# 991600-1            Tags   Past Edits
Actually it is possible Jai. You will have a small turn around time at Chikballapur,which is OK. And actually it is a good move,atleast we can expect some more passengers .
General Travel
Dec 27 2013 (09:54)   76524/Hosur-Yesvantpur DEMU

jaipath   6 blog posts   1 correct pred (100% accurate)
Entry# 947197            Tags   Past Edits
Train has started to run as DEMU from 26 Dec 2013. pl Update Rake and Loco type
General Travel
Nov 12 2013 (23:59)   76524/Hosur-Yesvantpur DEMU

jaipath   6 blog posts   1 correct pred (100% accurate)
Entry# 904758            Tags   Past Edits
Train started with conventional passenger rake with loco. When will SWR convert this Special train to Regular train ?
May be DEMU has been shifted to BNC-Bangarpet- Kolar- chikkabalapur route.
Any updates about Route diversion from YPR ?
This train should not be diverted from YPR as many people working in Sarjapur road, Electronic city and Hosur depending on this.
platform is not free in YPR then SWR can either start train from Chikkabanvar or can halt the train @ Chikkabanvar or even start the train from Nelamangla in the morning around 6 am and end at Nelamangala at around 8 pm.
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