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Wed Sep 27, 2017 01:40:54 ISTHomeTrainsΣChainsAtlasPNRForumGalleryNewsFAQTripsLoginFeedback
Wed Sep 27, 2017 01:40:54 IST

Blog Entry# 1949842  
Posted: Aug 02 2016 (21:14)

3 Responses
Last Response: Aug 03 2016 (12:45)
  
जोधपुर.दुनिया की कोई भी प्राइवेट कंपनी अब भारत में अपनी ट्रेन चला सकेगी। इसके लिए कंपनियों को ही ट्रेन, प्लेटफॉर्म, सिग्नल, उनका ऑपरेशन, किराया तय करना होगा और टाइम टेबल बनाना होगा। रेलवे ने इसके लिए रास्ता खोल दिया है। ये ट्रेनें मॉडर्नाइज लेविटेशन बेस्ड टेक्नीक (मेगलेव ट्रेन जैसी) से चलेंगी। रेलवे ने इंटरनेशनल लेवल पर कंपनियों से प्रपोजल मांगे...
- दरअसल ट्रेनों को ऑपरेट करने में प्राइवेटाइजेशन के विरोध को देखते हुए रेल मंत्रालय ने यह नया रास्ता ढूंढा है।
- रेलवे बोर्ड के एग्जीक्यूटिव डायरेक्टर (मैकेनिकल इंजीनियरिंग, विकास) नितिन चौधरी ने
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कंपनियों के लिए एक प्रपोजल तैयार किया है जिसमें पीपीपी (पब्लिक-प्राइवेट पार्टनरशिप) मॉडल पर कंपनियों को अपनी ट्रेन चलाने का ऑफर दिया गया है।
- फिलहाल रेलवे ने 6 सितंबर तक कंपनियों से प्रस्ताव मांगे हैं।
- रेलवे बोर्ड मेंबर (मैकेनिकल) हेमंत कुमार का कहना है, 'लेविटेशन बेस्ड ट्रेन सिस्टम देश के लिए नई टेक्नीक होगी जो पैसेंजर्स को सफर का नया एक्सपीरियंस देगी। कंपनियों के इच्छा जताने के बाद प्रोजेक्ट का टेंडर जारी होगा। उससे पहले इस तरह की ट्रेन के लिए रूट तय कर लिए जाएंगे।'
रेलवे के प्रपोजल में ये नियम और शर्तें
- कंपनियां ट्रेन तैयार करेंगी। प्लेटफॉर्म, ट्रैक, सिग्नल बनाने के साथ ऑपरेट और रखरखाव भी करेंगी। रेलवे सिर्फ जमीन देगा। यह ट्रेन रेलवे की मौजूदा पटरी से अलग एलीवेटेड ट्रैक पर चलेंगी।
- रेलवे इस प्रोजेक्ट में पैसा लगाएगा और उसी रेशियो में मुनाफा लेगा। प्रोजेक्ट में इंटरेस्ट रखने वाली कंपनी को पहले 10-15 किमी के ट्रैक पर ट्रेन चलाकर दिखानी होगी।
- सिम्यूलेटर पर ट्रेन कैसी होगी, कैसे चलेगी और पैसेंजर्स किस तरह सफर कर सकेंगे, यह भी दिखाना होगा। टेक्नीकल खामियों ठीक करने और पैसेंजर्स की सिक्युरिटी की जिम्मेदारी भी कंपनियों की होगी।
कंपनी दे सकेगी पेड एड ऑन सर्विसेस
- रेलवे ने ये भी तय किया है कि ट्रेन चलाने वाली कंपनी को पूरी आजादी और राइट्स दिए जाएंगे। प्रपोजल में कंपनियों से प्रोजेक्ट की लागत पूछी गई है।
- साथ ही कंपनी को छूट होगी कि वह फैसिलिटीज के लिए एड ऑन सर्विसेस (वाईफाई, मूवी, खाना आदि) लागू कर उनका चार्ज वसूल सकेगी।
क्या है लेविटेशन टेक्नीक?
- ये टेक्नीक फिलहाल सिर्फ चीन, जापान और जर्मनी के पास है। इनमें ट्रेनों की मिनिमम स्पीड 350 kmph होती है।
- ट्रेन में गाइड मैगनेट लगे होते हैं, जिससे ट्रेन स्पीड से दौड़ती है। साथ ही मैगनेट, ट्रेन को थोड़ा सा हवा में उठाकर रखेगा और रफ्तार पर कंट्रोल रखेगा।
- इलेक्ट्रिक करंट फ्रिक्शन (घर्षण) को रोकेगा।

  
1307 views
Aug 02 2016 (21:14)
Guest: b271b21   show all posts
Re# 1949842-1            Tags   Past Edits
Similar as JAPAN 4 railway companies or different

  
1239 views
Aug 02 2016 (22:00)
Aditya Immortal ™ ©~   3247 blog posts   186 correct pred (54% accurate)
Re# 1949842-2            Tags   Past Edits
Abi Bullet ka kam to start nahi hua ab ye sab ..
itne jaldi kuch nahi hoga Implement hone me 20 year lagenge ....
Waise nice Masala News..

  
919 views
Aug 03 2016 (12:45)
For Better Managed Indian Railways~   1933 blog posts
Re# 1949842-3            Tags   Past Edits
Maglev technology is much more costlier than bullet train technology. Japan with much higher population density and much more paying capacity of its citizens is struggling to implement the maglev technology it developed more than a decade back, in its own country. Planned project is from Tokyo (population 3.8 crores, GDP 1500 Bi$), its number 1 metro to Osaka (population 2 crores,GDP 420Bi$), no. 2 metro. The Tokyo-Osaka 500 kms Maglev project shall be implemented upto Nagoya (350kms by 2027) and to Osaka (500 kms by 2045). How will be the feasibility in India between Mumbai (2.2 crores, GDP with PPP119Bi$) and Ahmedabad (0.7crores GDP with PPP49Bi$) is anybody’s guess.
If the step is taken due to stiff opposition to privatization, then
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the very foundation of the project is weak. Major expenditure today for IRlys are salary+pension-68%, Fuel -18% & Other smaller heads like stores, dividend reserve, depreciation reserve, capital fund, development fund, debt raising fund etc .
Major cost reduction has been achieved in cost of electricity & diesel procurement in last couple of years and not much further scope of cost reduction is there. The axle loads, number of coaches/ wagons per train has also been increased since last 10 years, so there is limited scope to further increase the volume/ productivity to increase the revenue.
The biggest expenditure head i.e. the manpower cost still remain untouched due to stiff opposition to privatization! This is rising at astronomical pace. This is exactly the achilles heel of Indian Railways as a financial entity. It is not possible for IRlys to sustain spending 68% of total revenue towards salary & pension.
Seventh pay commission has recommended to stop the practice of setting up pay commission and have recommended to give salary & perks based on performance, but that part has not been accepted yet. With implementation of 7th pay commission, the salary & pension part of total expenditure jumped by 36% from a figure of 50% to 68% and after 5 yrs (i.e. 8th pay commission), it may further increase to 90%! Where from the fund necessary to procure & maintain rakes, tracks, fuel etc. shall come? ? Bankruptcy stares at IR!!!,
As per the above Maglev plan, the private sector shall be involved in investing, constructing, operating, maintaining, repairing, deciding fares, etc. Cos will be free for charging for add on facilities like food, wifi, movies etc which are negligible as compared to total investment required. Following are the thought provoking salient points:
(1) Why will Pvt sector want IRlys to interfere in their maglev trains knowing that the later would be interested in protecting the interest of the competing conventional trains fully owned by it?? For acceptability to pvt. sector, the regulator should be a third entity like commissioner of safety or other non IRly entity so as to give the pvt player a level playing field with IRlys. The image of IRlys in case of privatisation of container movement is far from good in the eyes of pvt, sector. Foreign company may be asked/allowed to make consortium with Indian companies also.
(2) The maglev project can survive only if it is allowed to reap the additional benefits through commercial exploitation of stations, land near stations, creation of smart cities along the Maglev route and so on. There are no chances of recovering even a significant fraction of the operational and capital expenditure only through ticket fares and the so called addons.
(3) The plan in current format – impossible.
Even with grant of full rights to non fare sources of revenue – possible but "bahut door ki kaudi"
(4) Best way for Maglev trains to find ways to India, as of now, is the indigenous development & implementation of cost effective Maglev technology, as has been done in the field of satellite launching rocket technology.

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