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Thu Apr 18 05:48:17 IST
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General Travel

Today (01:15)   DDU/Pt. DD Upadhyaya Junction (Mughalsarai) (8 PFs)
Dhanbad_railway~   0 blog posts
Entry# 6034487            Tags   Past Edits
Why do trains take so much of time between DDU-BSB. A distance of just 18km
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Today (05:43)
SHIV_SHANKAR^~   23815 blog posts
Re# 6034487-1              
Due to ganga bridge and congestion
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Yesterday (07:03)   09610/Howrah - Madar (Ajmer) Special Fare Summer Special | HWH/Howrah Junction (23 PFs) | DDU/WAG-7/28287
HumsafarSealdah_2K317^~   1887 blog posts
Entry# 6033227            Tags   Past Edits
28287 DDU WAG 7 pulling 09610 Howrah Madar Special
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Today (04:17)   07022/Danapur - Secunderabad Jan Sadharan Summer Special (UnReserved)
SHIV_SHANKAR^~   23815 blog posts
Entry# 6034621            Tags  
Danapur - Secunderabad Unreserved Special Trains revised date and timings as detailed below
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Today (04:16)   07031/Secunderabad - Hazrat Nizamuddin Special Fare Special
SHIV_SHANKAR^~   23815 blog posts
Entry# 6034620            Tags  
In order to clear the rush of passengers during the summer season, SCR arrange to run the following special trains between Secunderabad and H. Nizamuddin
with the stoppages and days of service as detailed below :
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Apr 10 (17:22)   MAQ/Mangaluru Central (Mangalore) (5 PFs)
SaurabhDubey^~   30213 blog posts
Entry# 6025462            Tags   Past Edits
4 compliments
Great:🤔🤔 Useful Useful Agree:Very logical suggestion
To provide for State wise development pattern following transfers (divisional boundary re-markings) are recommended. Vote for/ give opinion which of them to carry forward or to drop
1. RTM division to WCR.
2. Kota division to NWR.
3. Nanded division to CR.
Ratnagiri-KR to CR.
5. Karwar-KR to SWR.
6. Thokur-Mangaluru Jn/Central- Bantawala to SWR.
7. Lucknow NR division to NER.
8. Manjhi-Chhapra/Thawe-Siwan-Chhapra to ECR.
9. Kharagpur division to ER.
10. Singrauli- Chopan - nagar Untari to WCR.
11. Katihar div to ER.
Creation of new zone seems a difficult task to achieve given the cost cutting measures adopted by IR. Am personally in favour of 9 zone format but its the IR administration who has submitted to pressure to politicians working for their vote bank; which is forcing the public to think otherwise.

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76 Posts


Yesterday (18:25)
KaveriMail~   817 blog posts
Re# 6025462-77              
Kerala or more precisely the Railway Unions and Associations of Kerala, do not want to end up with one railway division, which was why they were opposing the formation of Salem division tooth and nail two decades ago.

Multiple divisions translate into more job opportunities and division-wise resource allocation for the ancillary sectors that generate plenty of indirect opportunities for the locals.

In the past, Kerala's priority had been getting an independent zone outside of SR, and they were pushing for it when SWR, NWR, ECoR etc. was formed. For that end they wanted to hold on to vast sections in Tamil Nadu that would go to Salem division or the (proposed) Tirunelveli division.

It is a different story how PGT and TVC divisions were the earliest beneficiaries of railway development in the undivided SR days (on par with MAS and SBC), and later some in Kerala would be calling out SR on not giving importance to their state and would be opposed to giving up Nagercoil or Pollachi as a tit-for-tat.

Kerala has failed to add new railway lines and their people are not enthusiastic regarding alternatives like the Silverline project. Its existing lines have reached saturation and further development would be a challenge for any entity (SR or otherwise).

On the other hand, you cannot go on ignoring the cases of persistent grievances faced by Mangalore, Nagercoil and Pollachi (nobody talked of it as long as it was under MDU division and its demand has been the mere restoration of the MG era services).

As there is no chance of Kerala zone materializing, or even if it could be sanctioned as an SPV like KR or Kashmir railway, the best thing would be to redraw the divisional boundaries to best serve the needs of the public than satisfying bureaucratic arrangements.

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Yesterday (20:50)
irifan2015~   2299 blog posts
Re# 6025462-78              
1 compliments
A daily dedicated ONT from MAQ TO SBC by SR PGT is a must. They have all resources to run 5 dailies to TVC and 4 dailies to MAS but have only platform issues for Bangalore trains.

Similarly, MG era PGT RMM and CBE RMM trains are missing in Pollachi line. The demand for a ONT between CBE MDU is yet to materialise.

NCJ CAPE are struggling to get connection to TN towns. Even if a train is introduced, it goes via TVC ERN PGT!!

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Yesterday (21:47)
SaurabhDubey^~   30213 blog posts
Re# 6025462-79              
Having two divisions in a state and within one zonal HQ only helps in getting all around development and hence both divisions TVC and PGT are amply justified. But despite being an old division PGT has failed in getting ample originating northbound trains for regions like kozhikode and shoranur in Kerala itself and more importantly for Mangaluru region. MAQ needs to be snatched away from it as long pending demands of providing intra state as well as north bound connectivity went unnoticed for long for decades
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Today (04:00)
KaveriMail~   817 blog posts
Re# 6025462-80               Past Edits
Kerala having 2 divisions was never the original problem but became one soon for 2 reasons:

1. The neighboring state towns (historically NCJ, later MAQ and POY after gauge conversion) were not getting the services they wanted.

They wanted to create a separate zone and were opposed to the formation of the SA division and what could still become the TEN division.

Being part of SR, Kerala got a headstart in rail development compared to Tamil Nadu and enjoyed higher priority all the way upto 2000 (All new lines in Kerala were laid in BG & Gauge conversion happened much early on plus got a doubled line across the state first while most of interior TN subsisted on what was British-laid infrastructure).

Kerala did not generate much freight traffic, but passenger traffic has been quite high due to the population density and geography factors (both ends of the state connected by one line).

The doubling of the ERS-KTYM-KYJ route was perhaps the only section inside Kerala that dragged on until the current regime. This section would have also been doubled sooner if not for the alternate path available through ALLP.

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Today (04:04)
KaveriMail~   817 blog posts
Re# 6025462-81               Past Edits
Kerala did not capitalize on this headstart it got in the 1960-90 and they did not go for new lines to expand their railway map while the existing line (especially ERS-SRR sector) started reaching saturation by mid-2000s.

This was instead blamed on SR, and there was demand for the creation of a new Kerala-based railway zone with PGT and TVC divisions (which was not likely to happen as both divisions were loss-making due to the comparative volume of passenger traffic vs freight) and that was countered from TN's side calling for creation
of SA division which happened in 2006.

POY was transferred to PGT to compensate for SA division bifurcation and has only since started to face a multitude of issues (poor maintenance of infrastructure as well as lack of trains).

MAQ was the only terminus for PGT division and north Kerala since time immemorial but since the gauge conversion of the Hassan line and opening of KR, has not received anything back.

NCJ-CAPE have been agitating since when they appeared on the railway map (again without which TVC division would not have been born).

DRM Offices at TVC division and PGT division have a track record of objecting to proposals from other divisions/zones citing all kinds of feasibility issues (POY) or capacity constraints (NCJ or MAQ). Nor do they bother to take cognizance of the views of the local rail passenger associations of these places which have festered into absolute demand for transferring these stations away.

You don't hear of such perennial issues from other state towns in SBC division or MAS division.

MDU division has taken in trains from Punalur such as Palaruvi/GUV-PUU Exp to TEN and MDU when it was proposed by TVC for inter-state passengers and to ensure connectivity for the Ghat section stations in its jurisdiction with the rest of Kerala. Is there a greater difficulty operating trains through CNV-POY than it is on the QLN-TSI stretch?!

There has been some capacity augmentation at MAQ and NCJ recently, what kind of services have been proposed? MAQ got 1+1 VBs and NCJ new pitline got Rajya Rajni Exp and about to get Vivek Exp daily run first thing.

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