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back to base now.. first leg in train till dilli..
26 Posts
@SLKN: Sandal Kalan 7 km <--> 1 km @SNP: Sonipat Jn 43km/h 18m late
@SNP: Sonipat Jn &44 km/h approaching
@SNP: Sonipat Jn &44 km/h approaching
I want to know that there is a separate Varanasi Division in NER Zone, then why Varanasi Jn is not under that zone. And then BSBS is under that zone. If we see this according to the area/map then BSBS is separate from its zone due to BSB, Kashi Station in between and then continues from BSBS to Prayagraj Rambagh. Further, why LKO and LJN having 2 diff zones?
Why such complex map?
Why such complex map?
2 Posts
BSB was a broad gauge station under NR. NER used to be mainly MG since it's inception. PF 1,2,3 were MG connecting mainland NER to MUV/BSBS. They're still managed by NER under lease. AFAIK.
So, we can easily say that BSB is controlled by both the zones, but it mainly belongs to NR only. For some specific services NER is responsible like 12561,15022 and many more.
BSB is controlled by NR completely, only a few platforms are used by NER to attend their trains from BCY side, also ones coming from BSBS. This was the reason that in initial days VB used to originate from PF5. I'm not sure about the current situation. Maybe a some other member can explain it better.
Its under NR but pf 1 to 3 is under lease to NER for their operations... But i guess the lease has been stopped now as pf 1 to 3 cgs show NR now not NER anymore..
And no bsb dvsn (ner) train operates from bsb jn now
All shifted to bsbs and bcy..
.
Need...
more...
And no bsb dvsn (ner) train operates from bsb jn now
All shifted to bsbs and bcy..
.
Need...
more...
Ye bohot tedhi kheer hai😂.
But this has to be specific on some points.
But this has to be specific on some points.
Today (11:39) 13174/Sabroom - Sealdah Kanchanjungha Express (PT) | RNI/Rangapani (2 PFs)
SaurabhDubey^~
SaurabhDubey^~ 30279 blog postsKeeping in mind safety of common public and to reduce the casualties, IR should attach extra parcel vans on both side of all passenger trains running with ICF rakes, till the time they are converted to LHB rakes bcoz Despite the advent of new technologies like kavach/ACD or advance signalling system IR system is unable to cope up with increased freight traffic load.
This may sound quite medicore but all other safety mechanism installation speed is quite slow across various sections.
This may sound quite medicore but all other safety mechanism installation speed is quite slow across various sections.
5 Posts
Rising of rear end/front end collisions in the freight corridor was ignored by the railways from past 3 years.Now the near miss accidents saved by good fortune has started happening with passenger trains.Freight crew are made to work in most zones till the time they give fatigue memo twice to thrice.
As this collision from behind the impact will be more or less same for LHB coaches. The safety feature of LHB is they don't topple on other coaches and train just derails but will be stable. The 3 major accidents in past one year are collisions from behind due to signal malfunction and resulted in causality. Godavari Express derailed near Secunderabad on its own when train is running @ 100kmph in the curve but coaches didn't topple or climbed on front coaches due to LHB
This may be a good safety alternative, be it signal failure or human error. Looking at how well the HCPV coaches took the brunt of the accident. And it can be implemented faster than the pretentious 'Kavach' which is still providing safety on papers.
But do you think IR will risk it's 'precious' parcels for the sake of people?
But do you think IR will risk it's 'precious' parcels for the sake of people?
Yeah, I can see why you're concerned about that point, given VSG CDO trains run HCPV instead of usable coaches.
But this is simply a theoratical discussion, because the pace at which IR is working on safety, this can be one of those desperate measures.
But this is simply a theoratical discussion, because the pace at which IR is working on safety, this can be one of those desperate measures.
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