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Blog Posts by A good day ahead~
Page#    1360 Blog Entries  next>>
General Travel
Yesterday (08:31)   JMP/Jamalpur Junction (4 PFs)

Apna Munger😎~   186 blog posts   17 correct pred (48% accurate)
Entry# 2173818            Tags   Past Edits
Old pic of jamalpur
Rail nagri

3 posts are hidden.

Today (05:48)
A good day ahead~   2326 blog posts
Re# 2173818-4            Tags   Past Edits
Most likely, the sleepers are covered by earth and ash. This was a common practice in loop lines and station yards earlier. Since there will be a lot of people and other things moving around in the yard, it would be difficult to walk on sleepers. So tracks in yards and loop lines were usually without ballast ( the stones we see around the tracks) and the sleepers embedded into the ground, so that people, carts, bullocks ( or horses) etc can move easily over them.

Today (06:25)
Main nd around in VM TPJ Sud be Diesel~   1020 blog posts   6 correct pred (76% accurate)
Re# 2173818-5            Tags   Past Edits
Even tracks passing thru main stations have sleepers but not stones

Today (08:02)
A good day ahead~   2326 blog posts
Re# 2173818-6            Tags   Past Edits
If you are talking about the present day, then yes, tracks in main stations are constructed on concrete beds to allow easy cleaning and reduce maintenance schedules.
In the earlier days, most stations ha loop lines with sleepers embedded into the ground ( not visible above the ground ) to reduce costs and allow people movement on the tracks.
7 votes
Yesterday (12:14)   17406/Krishna Express | BZA/Vijayawada Junction (10 PFs)

South Coast Railway VSKP   338 blog posts   651 correct pred (59% accurate)
Entry# 2174084            Tags   Past Edits
Its need to introduce a passenger/Fast passenger between BZA and OGL before the Krishna express to reduce the extra crowded in Krishna express.
Yes. indeeded.86%6
May be.0%0
Don't known0%0
Any thing else. Comment.14%1

1 posts are hidden.

Today (02:08)
A good day ahead~   2326 blog posts
Re# 2174084-2            Tags   Past Edits
Well said. This should be made a 24 coacher considering the rush, or a parallel day-time ICE via GNT should be introduced also doubling as a much needed connection from GNT to TPTY.
An ONT between SC-Adilabad will be good. Now the NZB-Peddapalli route has been completed, so hopefully an alternative train between Adilabad/NZB - TPTY can be run and reduce the end-to-end rush on this one.

1 posts are hidden.

Today (07:38)
South Coast Railway VSKP   338 blog posts   651 correct pred (59% accurate)
Re# 2174084-4            Tags   Past Edits
All rush coming from SC to WL, and BZA to OGL/NLR.
★★  Rail Fanning
Feb 21 2017 (17:25)   RPM/WAP-7/30390

Foamer~   1230 blog posts
Entry# 2173216            Tags   Past Edits
Pics of SR E-Locos taken at various places in Bengaluru over past few weeks.

4 posts - Yesterday

Yesterday (23:32)
Foamer~   1230 blog posts
Re# 2173216-5            Tags   Past Edits

Yesterday (23:42)
WELCOME JBP ET OHE OMG 😲 AGAIN~   10632 blog posts   14 correct pred (46% accurate)
Re# 2173216-6            Tags   Past Edits
Already wcr et is there to provide eloco to south

1 posts are hidden.

Yesterday (23:43)
Strongly against KJM halt for 12657 58~   2768 blog posts   271 correct pred (64% accurate)
Re# 2173216-8            Tags   Past Edits
GTL shed is mainly to cater to SCR region and once WADI line becomes electrified fully. SWR needs its own shed to cater to trains in MYS-SBC-YPR-DMM sector. Once SBC-MYS is electrified fully, you need a minimum of 5 to 10 e-locos to cater to SBC-MYS trains itself leave alone the rest. and then come the long distance trains from SBC/MYS/YPR going towards WADI/GNT/BZA via DMM and also SBC-BWT sector. SR will soon run out of locos to lend to SWR as some of the SR lines are also being electrified at a fast pace.

4 posts are hidden.

Today (00:11)
A good day ahead~   2326 blog posts
Re# 2173216-13            Tags   Past Edits
Great! My favorite loco class. Used to see AJJ WAM's regularly at WFD. It's sad to see them getting decommissioned.
BZA ELS is over-occupied now holding more than 200 locomotives and there is no scope for expansion. Also BZA-BVRT FEDL is in progress and that too has to be considered when planning out for BZA. With GTL-GNT, GTL-Wadi getting electrified, along with the newly electrified GTL-DMM route ( traction substation issues not-withstanding), from SCR's perspective at least, GTL is an ideal location to get a new electric locomotive shed. It's central location also makes it an ideal location for setting up the loco shed.
By all means SWR should eventually get a ELS, but I feel, at the moment, having only 200-odd km of electrified route, and that too as a single main line with mostly end-to-end traffic and not multiple branches, does not warrant an ELS right away. Definitely once the electrification starts on the TK-ASK route, then SWR should get an ELS. By all means, an ELS is most welcome, but probably not a need of the hour right now.
With RPM shed having expanded with a lot of WAP7's ,ED's fleet is now less burdened and some P4's are being transferred to AJJ ( which still has a lot of scope for expansion) to make more room for locos at RPM. For just the SBC-MYS route, there should not be any problem in providing links once the GTL shed too comes up.

Today (00:33)
A good day ahead~   2326 blog posts
Re# 2173216-14            Tags   Past Edits
Hardly. GTL will cater to the MAS-CSTM line and also cater to trains heading towards SBC from GR/GNT side. Sheds like GTL, ET, AJJ, ED etc are designed to cater to a wide selection of routes as these stations by themselves do not have much originating traffic and mostly have passing trains. It won;t be surprising if GTL WAP's are seen hanging around SBC in the future.
Again, I am just saying that an ELS is probably not a requirement with only the MYS-SBC route to cater to. Most trains from BWT side get loco links from farther up in their routes like VSKP or ET, or SR links for those originating/passing from MAS. On the GTL
side, trains via DHNE, or trains going to DD side will be catered by GTL.
Once SWR see's an expansion in electrification, then an ELS becomes an immediate necessity. For the present, expanding the Trip-shed capacity or making provision at KJM for a handful of locos ( as you pointed out) should be sufficient.
★★★  Info Update
Feb 21 2017 (15:07)  

Aditya   3053 blog posts   14150 correct pred (78% accurate)
Entry# 2173062            Tags   Past Edits
Manufacture of ICF coaches stopped from 1st April and to retrofit all old 40000+ coaches with new safety features,better interiors, MR said

11 posts are hidden.

Feb 21 2017 (18:00)
A good day ahead~   2326 blog posts
Re# 2173062-13            Tags   Past Edits
Production cannot be immediately cut to zero. Several shells will already be at some stage of manufacture. Basically, they'll stop the manufacturing once all the on-going shells are used up. The accidents are due to the couplings more than the coaches. So, they are retrofitting the coaches with CBC couplings and anti-climbing features.

1 posts are hidden.

Feb 21 2017 (18:02)
WELCOME JBP ET OHE OMG 😲 AGAIN~   10632 blog posts   14 correct pred (46% accurate)
Re# 2173062-15            Tags   Past Edits
I think all the new coaches which r under production would be given quickly to new train aur jse jse halat kharab hogi cbc lgane bulwa lnge

1 posts are hidden.

Feb 21 2017 (19:22)
Swarna Express   37 blog posts
Re# 2173062-17            Tags   Past Edits
no. late means i mean why not start stopping procedure in 2014 itself , so gradually switch over to lhb in 2015. why decide now after so many died?

2 posts are hidden.

Yesterday (08:02)
A good day ahead~   2326 blog posts
Re# 2173062-20            Tags   Past Edits
For several reasons.
1) Traditional ICF coaches are NOT unsafe. They are anti-telescopic. They have crumple zones at either end of the coach near the bathrooms, which absorb the energy from head-on impacts and reduce damage to the passenger areas. The reason these derailments have caused several deaths is because of the screw couplings used to connect the coaches. If LHB coaches are run with such couplings, they will also result in substantial deaths ( definitely less than ICF coaches, but still the core problem is the coupling more than the coach). Thus from the management's perspective, they preferred running with ICF coaches, hoping track maintenance would take care of accident reduction ( which obviously did not work out as planned).
Running with LHB rakes has several hassles, like EOG maintenance, re-fuelling, connecting rakes is a more tedious task as there are extensive electrical connections. ICF coaches are self-generating, which allow a lot of flexibility in operations.
3) Manufacture and maintenance of LHB coaches is also more intensive.
All these factors, and the lack of HOG locos meant that the management was not very keen on stopping ICF coach production. Even now, the shift to LHB is more because of the press coverage for the recent derailments and public scrutiny. Given a choice, they would probably prefer using CBC ICF rakes until the HOG systems or self-generating LHB coaches are ready.

1 posts are hidden.
General Travel
Feb 21 2017 (17:37)  

rajkamalspj~   595 blog posts   31 correct pred (79% accurate)
Entry# 2173243            Tags   Past Edits
Which division of Indian Railways doesn't have any double line section????

13 posts are hidden.

Feb 21 2017 (18:03)
A good day ahead~   2326 blog posts
Re# 2173243-14            Tags   Past Edits
NED division of SCR. NED-PBN section is currently undergoing doubling, but there are no operational double sections as yet.

6 posts are hidden.

Feb 21 2017 (20:43)
A good day ahead~   2326 blog posts
Re# 2173243-21            Tags   Past Edits
Is the double line operated as twin-single lines or do Up-Down trains cross on the section between Madgaon and Majorda?

1 posts are hidden.

Feb 21 2017 (20:47)
Foamer~   1230 blog posts
Re# 2173243-23            Tags   Past Edits
No idea about that. Single line only I think. Some Goa based member can probably shed some light on this.

Feb 21 2017 (21:08)
KR   373 blog posts   116 correct pred (76% accurate)
Re# 2173243-24            Tags   Past Edits
Lines are treated as Up & Down respectively.

1 posts are hidden.
Rail News
Commentary/Human Interest
Feb 19 2017 (19:49)   Railways’ operating ratio touches a record 109% in April-December

rdb*^   126004 news posts
Entry# 2171079   News Entry# 294301         Tags   Past Edits
New Delhi: How much does Indian Railways spend to earn every Rs100 it does in revenue?
In the nine months to December, the national transporter ran up a record-high operating ratio of 109%, meaning it spent Rs109 to generate Rs100, reflecting the competition it is facing from airlines and road transport to carry people and freight.
Operating ratio is a gauge of operational efficiency that measures expenses as a proportion of revenue.
minister Arun Jaitley did not mention this key indicator of Indian Railways’ performance in the speech he made when on 1 February he presented the first general budget in 93 years that incorporated the railways budget.
To be sure, this critical parameter found mention in the 2017-18 budget’s expenditure profile. The revised estimate for Indian Railways’ operating ratio in 2016-17 is 94.9% and 94.6% is the estimate for 2017-18.
“As of now the operating ratio is around 109% but we are hopeful to close it at around 94-95% in financial year 2016-17 where our budget target was 92%,” a senior railway ministry official said on condition of anonymity.
In 2015-16, the operating ratio around the end of November was 96%, but the railways managed to lower it to 92% before closing its books for that fiscal year.
For a railway operator, an operating ratio of 80 or lower is considered desirable.
The disappointing performance is being attributed to the burden of the Seventh Pay Commission’s pay hike recommendations and a fall in demand for coal freight.
“You need to look at things holistically. There are political decisions of not increasing passenger fares, ministries like defence, women and child, etc are not ready to share the subsidy burden given to their beneficiaries; and decreasing freights—all these have brought Indian Railways to this stature,” the official cited above said.
Another government official, who also did not wish to be identified, confirmed that the railways’ operating ratio for the year till 31 December was around 109%. “There are legacy issues which can’t be wished away,” the official added.
A railway ministry spokesperson, in an emailed response said, “The Indian Railways’ resource position has shown a downtrend during 2016-17 primarily due to drop in loading of coal, which constitutes around 50% of the freight loading, in the first six months of the fiscal, along with drop in the lead. The year also saw rise in revenue expenditure due to implementation of the 7th CPC (central pay commission) on pay and pension and increase in prices of HSD (high speed diesel) oil.”
“Since the provision of earnings and expenditure is not uniform in every month/quarter, the provision of Operating Ratio (OR) is assessed on an annual basis at the time of Budget Estimates, Revised Estimates (RE) and in Actuals after the end of financial year,” the spokesperson added.
Indian Railways’ operating ratio has stayed above 90% for the last few years. In 2014-15, the budgeted operating ratio was 92.5%, against which railways was able to achieve 91.3%. In 2015-16, the operating ratio was 90.5% due to savings of Rs8,720 crore.
“Nevertheless noticing the downtrend, a number of measures have been taken to improve the position both on the earnings front as well as to control expenditure. The likely outcome of the measures contemplated has been kept in view while finalizing the RE 2016-17 where the operating ratio is estimated at 94.9%,” the railway ministry spokesperson added.
Rating agency Crisil Ltd paints an optimistic scenario for Indian Railways in a recent research report. As per the report, the railways’ operating ratio will improve to 89-90% by 2021, once its investments start showing results.
“Railways incidentally is facing a lot of challenges not only in terms of its operating ratios but also in terms of the competition that it faces from the road sector. So, the important thing would be how do you modernize the infrastructure in the railways, how do you improve the management of the railways, how do you bring about more transparency in their accounting system,” finance secretary Ashok Lavasa at The Verdict, a conference organized by Mint and CNBC-TV18 on budget 2017.
Former railway board chairman Arunendra Kumar said typically operating ratio improves in the last quarter of a financial year.
“The last three months of the fiscal are crucial and it’s time when freight picks up pace again,” Kumar said.
In budget 2017, Jaitley made a record allocation of Rs1.3 trillion for Indian Railways, with a gross budgetary support of Rs55,000 crore.

9 posts - Mon Feb 20, 2017

Feb 20 2017 (00:31)
DhnEcr~   4475 blog posts
Re# 2171079-10            Tags   Past Edits
Great articles shared by u, wonder if all were posted in news or not as each would be good read and review thing. Now coming to finances Railways did miss a trick by attacking the profitable business of 3A,2A by surge pricing as its users being more affluent were also more informed. Airlines used this opportunity and some section especially del-mum saw flights going more cheap. Now for freights dont know much on rationalization but with DFC we should sre more of dynami freight size trains. Raileays needs to invest in Logistics department. Get a new website some attractive offers to invite packers and movers type stuff of raw materials and finished goods. Two way route utilization is also needed, it coal loaded wagons go up they should not return empty in return. We still have instances of severe price hike or fall like pulses issue. With good logistics such issues...
can be avoided.

Feb 20 2017 (00:33)
©The Dark Lord™~   4926 blog posts
Re# 2171079-11            Tags   Past Edits
In coming years, Railways will witness a lot more decrements in freight haulage bcoz of these reasons--->
*High capacity trucks carrying goods door-to-door proving to be a better transportation option than Railways.
*More and more pit-based power stations will come up—rail haulage of coal over long distances will diminish. *Petroleum products traffic will further dwindle as no. of pipelines connect refineries will increase.
Electricity production from Non-conventional source of energy and increase in Number of nuclear power plants.
*Growing Importance of Inland Water ways under this current govt.
So what other alternatives does Railways has to tackle with all these issues and remain existent in future too. Few Points that I would like to suggest- 1) Railway can never become an alternative to Airlines in terms of speed & comfort so only thing which can provide it an upper hand is less Ticket fare+Punctual Running of trains. So it stop Compensating loss from other classes by increasing AC fares and bcoz of which the profitable class passengers are migrating towards other means of transportation.
2) Take some Bold decisions and increase the fare of loss making segments, Appeasement and reform can't go hand in hand. Either the Rail Minister can take populist decisions or Pro-reformist decisions, both thing can't happen simultaneously.
3) Bring the freight tariffs down to the level of Road Transportation.
4)More dependence on technology rather than recruiting more and more staffs.

Feb 20 2017 (00:40)
So Paddy Got Up~   2718 blog posts   1236 correct pred (71% accurate)
Re# 2171079-12            Tags   Past Edits
thou shalt not question thy love for HVDC, or for Thyristors :P
what you mentioned in your third para is the same purpose for which non tarrif revenue department was setup, but difficult to say how much they can contribute (target is to have 15% revenue to come from there, which frankly is a tall order)
agree with you though, this is gonna be a long, long process requiring years to be noticeable. hopefully, sagarmala project will help bring some additional revenue too in future with lines like chiplun-karad, roha-dighi etc

Feb 20 2017 (00:59)
A good day ahead~   2326 blog posts
Re# 2171079-13            Tags   Past Edits
Your last point really nails one of the most trouble-some issues for railways in our country. All these years, railways has been one of the largest sources of employment for skilled and unskilled labor alike. A move to more private means of transport over the years was simply in response to the increasing number of people requiring employment.
Automation in railways is being opposed severely as it would result in lack of employment opportunities for a significant sector of the population. Again, shifting traffic to railways from other well-established means is facing stiff opposition simply because it would deprive many people of employment. This is the reason why public transportation systems are being hampered by opposition from Taxi,
Auto and private transport lobbies, and why technology upgrades and automation are being opposed by labor unions. These people wont have anything to do if their jobs are taken away.
While these transitions are logically the correct steps to follow, our country simply has too much population for any of these steps to be implemented seamlessly or without impacting the livelihoods of others. It is an open problem and we have to only wait and see who can provide a sustainable solution.

1 posts are hidden.

Feb 21 2017 (19:31)
a~   162 blog posts
Re# 2171079-15            Tags   Past Edits
Fall in ACII pax on Mum & AK Rajs is expected, but IR could still muster little bit higher revenues due to ACIII class. Presently ACII paxs are switching over to airlines. ACIII paxs currently have to pay through nose as they do not have alternative. There future depends on bus operators who, can wean away the flexifare paying ACIII paxs by providing deluxe ac sleeper buses in future.
Since the demand supply gap in electric power has been filled by installing a large number of thermal power plants in last 2
decades, the incremental coal loading which kept IR cash registers ringing has become a thing of past. This gave the successive RMs enough leverage to pursue costly and loss making populist schemes at the cost of IR finances. So financially IR, which used to be a bed of roses have become a bed of thorns. Next few years, the scenario is likely tp be same as per the analysts studying the energy scenario. With more stress on environment friendly modes of power generation like Solar, wind etc, the prospects of polluting thermal power plants shall never be same, at it was in last 3 decades.

1 posts are hidden.
Travel Question
Feb 20 2017 (21:57)  

rfshanku~   449 blog posts   161 correct pred (71% accurate)
Entry# 2172248            Tags   Past Edits
What is the difference between LHB Rake & Hybrid LHB Rake...???

8 posts are hidden.

Feb 21 2017 (14:15)
A good day ahead~   2326 blog posts
Re# 2172248-9            Tags   Past Edits
Both have air-brakes only. :)
Air/Vacuum brake refers to how the application of brake is controlled. Disc/Tread brake refers to which part of the coach/bogie the brake is applied to.
Normal ICF coaches are Air-braked, with Tread brakes, while LHB coaches are Air-braked and have Disc brakes.

Feb 21 2017 (14:21)
A good day ahead~   2326 blog posts
Re# 2172248-10            Tags   Past Edits
A good summary of the differences, just a few corrections.
1) There are no HLHB coaches with FIAT bogies. All coaches with LHB type stainless steel shell and FIAT bogies are referred to as LHB coaches (Both EOG type and self-generating). and all coaches with LHB style stainless steel shell and ICF bogies are referred to as Hybrid-LHB coaches.
2) Both HLHB and LHB coaches have CBC couplings.
It is the use of ICF bogies that makes hybrid-LHB coaches different from LHB coaches. Self-generation is just a facility added to the coach, it is not a part of the coach's design or technology and is not a differentiation between LHB and HLHB.

2 posts are hidden.

Feb 21 2017 (17:07)
Prince   62 blog posts
Re# 2172248-13            Tags   Past Edits
Yup .after reading again ..i got to know about it ..
But self generating lhb are not considered fit for 130 mps like other lhb are ..
Actually ..i got confused btw IRY/IR 20 coaches ..:-D
★  General Travel
Jan 18 2017 (14:04)  

Mooche ho to Natthulal jaisi~   1001 blog posts   824 correct pred (71% accurate)
Entry# 2131322            Tags   Past Edits
Single slip diamond crossing

10 posts - Sun Feb 19, 2017

Feb 19 2017 (00:55)
WELCOME JBP ET OHE OMG 😲 AGAIN~   10632 blog posts   14 correct pred (46% accurate)
Re# 2131322-11            Tags   Past Edits
But this thing is looking more of a loop looping out from main

Feb 19 2017 (01:00)
A good day ahead~   2326 blog posts
Re# 2131322-12            Tags   Past Edits
You check this link for some useful illustrations of different types of crossings : click here
Thanks to the myths around the Nagpur diamond crossing, we have a certain image that comes to the mind when somebody says 'Diamond crossing'. :) :)
In reality, they are quite common and almost all major stations have several diamond crossings!

Feb 19 2017 (01:08)
A good day ahead~   2326 blog posts
Re# 2131322-13            Tags   Past Edits
Haan Sir. Har major station mein bahut saare Diamond crossings hote hain. Bahut common hai ye. :)

2 posts are hidden.

Feb 21 2017 (12:45)
Jai Hind~   934 blog posts   5 correct pred (27% accurate)
Re# 2131322-16            Tags   Past Edits
Nagpur crossing is not diamond but square crossing

Feb 21 2017 (12:50)
A good day ahead~   2326 blog posts
Re# 2131322-17            Tags   Past Edits
I guess we can nitpick here. The two sets of tracks are not exactly perpendicular to each other at the crossing, so it's safe to call it a diamond crossing. And if one is really nitpicking, it's actually a quadruple diamond crossing as the two pairs of tracks have a total of four crossings here.
General Travel
Feb 21 2017 (12:33)  

YOYO HONEY SINGH   873 blog posts   10 correct pred (62% accurate)
Entry# 2172908            Tags   Past Edits
Which trains take longer route for direct/short route?
One example is Kalindi. How many others?

Feb 21 2017 (12:45)
A good day ahead~   2326 blog posts
Re# 2172908-1            Tags   Past Edits
11271/72 Vindhyachal express between Itarsi and Bhopal. The shortest route between the two is 92km long. But the train takes a round-about route and covers 737km going via the JBP-Katni route.
★  General Travel
Feb 20 2017 (18:17)   12303/Poorva Express (via Patna) (PT) | ASN/Asansol Junction (7 PFs) | MGS/WAP-4/22909

SUBHAM ER   10 blog posts   1 correct pred (100% accurate)
Entry# 2172029            Tags   Past Edits
Poorva may become the first HOG enabled Superfast! HOG ports installed! Some months to wait for

57 posts are hidden.

Feb 21 2017 (12:43)
A good day ahead~   2326 blog posts
Re# 2172029-59            Tags   Past Edits
Ideally, one power car is enough, but an EOG van is still needed for backup in case the HOG fails. And IR is modifying the existing EOG vans to be used as power cars for HOG, instead of building separate dedicated power cars. And there are restrictions on having passengers in the coaches containing diesel generators, as the noise and the danger of fire accidents are much higher in these coaches. So, even the under-slung generator coach that IR was testing, is only a Guard-cum-parcel van and not an SLR.
Another thing affecting the change is the lack of passenger-cum-guard LHB coaches. This was not required until now as all trains always had EOGs at the
end. But now, with one EOG removed, there is no provision to deploy a guard at the rear of the train.
To solve this problem, IR is now deploying EoTT devices ( End of train telemetry devices) on it's trains. These devices will monitor the rake continuously and directly let the driver know in case of rake-parting or any other mishap. This will remove the need to keep the guard in the last coach of the train and he/she can now be present in any coach in the train. And in case of HOG trains, there can be only one EOG van and the guard can monitor the rake even while sitting at the head of the train.
ICF CBC SLR's cannot be used for 2 reasons. First reason is their speed restriction to 110kmph, which obviously isn't sufficient for the high speed LHB trains with 130kmph clearance. The 2nd and more important reason is the difference in the electrical and brake connections for LHB and ICF coaches. Because of this, it is not safe to have a passenger-filled coach freely trailing behind the train as the ICF coach's brake pipe system would not be compatible with the LHB coach's system. Even a EOG style ICF coach can not be used in this case.
Page#    1360 Blog Entries  next>>

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