उत्तर मध्य रेलवे के आय में उल्लेखनीय वृद्धि’’ उत्तर मध्य रेलवे के महाप्रबंधक श्री राजीव चौधरी के दिशा-निर्देशन एवं श्री एम. एन. ओझा, प्रमुख मुख्य वाणिज्य प्रबंधक के नेतृत्व में तीनों मण्डलों के वरिष्ठ मण्डल वाणिज्य प्रबंधक, वाणिज्य विभाग के अधिकारियों व कर्मचारियों के अथक प्रयास से टिकट चेकिंग के क्षेत्र में उत्तरमध्य रेलवे द्वारा सराहनीय कार्य करते हुये वर्तमान वित्तीय वर्ष 2018-19 के माह नवम्बर,18 में विगत वर्ष की इसी अवधि की तुलना में टिकट चेकिंग केस व आय में क्रमशः 40.9% एवं 48% की वृद्धि हुयी है| यहां यह उल्लेखनीय है कि वित्तीय वर्ष 2018-19 में माह नवम्बर, 18 तक बिना टिकट, अनियमित यात्रा करने एवं बिना बुक किये सामान ले जाने के संदर्भ में रू. 76.83 करोड़ की वसूली... more...
की गयी, जो विगत वित्तीय वर्ष 2017-18 में इसी अवधि की तुलना में 6.8% अधिक है। इसके परिणामस्वरूप माह नवम्बर,18 में यात्री संख्या में विगत वर्ष की इसी अवधि की तुलना में 6.5% की वृद्धि एवं लक्ष्य से 6.2% की वृद्धि दर्ज की गयी है। साथ हीयात्री आय में नवम्बर‘2018 में विगत वर्ष की इसी अवधि की तुलना में 7.5% की वृद्धि तथा लक्ष्य की तुलना में 2.7% की वृद्धि दर्ज की गई है। मालभाड़ा आय एवं अन्य कोचिंग आय में पिछले वर्ष की तुलना में माह नवम्बर,18 में क्रमशः 2.5% तथा 19.5% की वृद्धि दर्ज की गयी। माह अप्रैल ‘2018 से नवम्बर‘2018 तक विगत वर्ष की इसी अवधि की तुलना में कुल ओरिजनेटिंग आय 7.7% अधिक है।
Sabarimala Pilgrim Passengers arriving/returning through trains during the ongoing Sabarimala Mandala Makara Vilakku season has increased recently. Thiruvananthapuram division of Southern Railway has provided special arrangements for their safe and serene pilgrimage.
Catering stalls and platform vending functioning 24 hours at Chengannur and Kottayam stations. 2. Pilgrim centres functioning at Kottayam and Chengannur with capacity to accommodate 500 pilgrims each provide free halting space for Sabarimala Pilgrim Passengers. 3. Sanitation arrangements intensified at Chengannur, Kottayam, Thiruvalla, Changanssery, Kottayam, Ernakulam Jn. Ernakulam South, Aluva and Thrissur. Health Inspectors functioning ‘round the clock’ to monitor the cleanliness of Chengannur, Kottayam and Ernakulam Jn. 4. Mobile Restrooms set up at Ernakulam and Chengannur. 5. Assistance Kiosks of Kerala State Road Transport Corporation, District Collectors, Travancore Devaswom Board, Police Department and Medical Department functioning at Chengannur and Kottayam. 6. Additional Permits provided for Taxi vehicles at Ernakulam Jn., Kottayam, Chengannur and Thrisur ensures reliable and reasonable transit facility from Railway station to Sabarimala.
TICKETING AND ENQUIRY
1. Passenger Reservation centers functioning between 09.00 hrs to 17.00 hrs on all days at Pampa near Pampa Ganapathy temple. Pilgrims are availing reservations/cancellations and getting railway information. 2. Additional booking counters opened at Chengannur and Kottayam railway stations. 3. Round the clock information counters functioning at Chengannur and Kottayam, additional ticket checking staff possessing multilingual skills from Salem, Tiruchchirapalli and Chennai deployed at Information counters and onboard trains.
1. Special Trains are operated from and to different stations of South Central Railway, East Central Railway and Southern Railway. 2. Two pairs of weekly trains 12698/12697 Thiruvananthapuram – Chennai – Thiruvananthapuram Weekly Superfast Express and Train No.22653/22654 Thiruvananthapuram – Hazrat Nizamuddin – Thiruvananthapuram Weekly Superfast Express provided two minute temporary stoppage at Chengannur between 24.11.18 and 21.01.19
1. To prevent misuse of Railway premises by unauthorized people and avoid any chance of stampede, Pilgrim centres and platforms will only by accessible to genuine Passengers. Platform tickets are compulsory for entering the platforms and the rates are revised from Rs 10/- to Rs 20/- per person at Kottayam and Chengannur(01.12.18 to 20.01.19). 2. Passengers are not allowed to wait or take rest on Foot Over bridges, Stairs and Platforms walkways.
1. Special security scheme implemented at Chengannur, Kottayam, Ernakulam South, Ernakulam North, Thrisur, Guruvayur, Thiruvananthapuram central and Kanniyakumari railway stations. 2. 220 Railway Protection Force officials deployed to ensure safe and secure travel for passengers in Trains and at Stations. 3. RPF Women contigent comprising 35 Staff integrated for managing the security. 4. Ex-Servicemen deployed at Chengannur and Kottayam stations. 5. Pilgrim Assistance Booths functioning ‘round the clock’ at Chengannur and Kottayam railway stations manned by RPF personnel. 6. Crime Prevention and Detection Squad stationed at Chengannur. 7. Anti-sabotage checks are conducted utilizing the services of the RPF Dog Squads.
ചിങ്ങവനം ചങ്ങനാശേരി റെയിൽവേ സ്റ്റേഷനുകൾക്കിടയിൽ അതിവേഗ ട്രയൽ റൺ
എറണാകുളം-കോട്ടയം-കായംകുളം റെയിൽവേ റൂട്ടിൽ ചിങ്ങവനം - ചങ്ങനാശേരി സ്റ്റേഷനുകൾക്കിടയിൽ നിർമ്മാണം പൂർത്തിയായ രണ്ടു വരി പാതയുടെ സുരക്ഷാ പരിശോധനയുമായി ബന്ധപ്പെട്ട് കമ്മീഷണർ ഓഫ് റെയിൽവേ സേഫറ്റി, ദക്ഷിണ മേഖല, ബാംഗ്ളൂർ. നാളെ (ഡിസംബർ 7, 2018 വെളളിയാഴ്ച്ച) ഉച്ചക്ക് രണ്ടുമണിക്കും അഞ്ചുമണിക്കും ഇടയിൽ അതിവേഗ പരീക്ഷണ ഓട്ടം നടത്തുന്നു. കോട്ടയം ജില്ലയിലെ ചിങ്ങവനം - ചങ്ങനാശേരി റെയിൽവേ സെക്ഷനുകൾക്കിടയിൽ പൊതു ജനങ്ങൾ, ലെവൽ ക്രോസ് ഉപയോക്താക്കൾ എന്നിവർ ജാഗ്രത പുലർത്തണം, അനുവാദമില്ലാതെ റെയിൽവേ ലൈനിലും പരിസരങ്ങളിലും ജോലി ചെയ്യുകയോ ട്രാക്കിൽ പ്രവേശിക്കുകയോ ചെയ്യരുത്.
No new railway line was constructed in Kerala for the past 25 years. This one fact lies at the reality of Kerala having the least per-capita railway line in India and in extension to the foundation of the overworked and overutilised railway infrastrcuture in the state. Though doubling existing lines does help in augmenting existing infrastructure, new railway lines need to be constructed to really increase railway infrastructure. There were some new railway lines announed over the past three decades to enhance connectivity within the state and with its neighbours, but none of these have reached anywhere, due to a combination of neglect by various central and state governments and the railway administration. This chapter take a look at those various new railway lines and their present status. ... more...
The Sabari Railway Project The Sabari Rail project is the biggest “new” railway project that Kerala had been hearing of for in the last 30 years. As its name suggests, the project is intended to connect the foothills of the Sabarimala shrine directly by a railway line. The idea was first conceived back in the early 1990s, was officially sanctioned by the Indian Railways in 1998, work started in 2008 and in 2018 all of seven kilometres have been built. The project was marred by all kinds of problems right from the beginning. The terminus of the line was changed from Pampa to Llaha to Azhutha and now to Erumeli. The route and alignment were changed several times, the final alignment has not even been finalised yet. As always, the biggest hurdle has been land acquisition. Locals are up in arms to protect their lands against the evil railway as it is the case everywhere else. The second hurdle is the availablility of funds, of which none have been allocated to the project for over a decade and a measly 220 crore was allocated in 2017. As of now, around Rs.2000 crore will be required for land acquisition alone, which is more than the entire allocation to the entire state for the past two years. As of now, the central and state government are tussling over revenue sharing agreements. All this still after the project is supposedly being “directly monitored” by the Prime Minister’s office. The initial plan was to run the line from Angamali, north of Ernakulam, directly to Pampa via Muvattupuzha, Thodupuzha, Pala and Kanjirappally through the interiors of the Ernakulam, Idukki, Kottayam and Pathanamthitta districts. The idea has now expanded to extend the line further south to Nemom near Trivandrum via Pathanamthitta, Ranni, Punalur, Anchal and Nedumangad. The Sabari railway project will hence help not just to connect the Shrine and relieve the Pambavasan of all the vehicle exhausts polluting his pristine forests but will also create a new railway corridor from Thrissur to Trivandrum through the hills and valleys of central Travancore along the foothills of the Western Ghats. In fact, the Sabari railway should be constructed as a double-track line from the outset so it can be converted into a major commuter corridor with short “private trains” (MEMUs) running shuttle services between these towns. It is funny to think that they are now planning an airport around Erumeli (Cheruvalli estate). And, of course, there has been absolutely no opposition to this. In fact, everyone only seems to be encouraging it, because airports are sexy while railways are old tech. The last thing Kerala needs is another airport. The government should stop doling out goodies to central Travancore NRI tourists who come holidaying from Australia, Canada, Europe or USA once every three years while ignoring the needs of people who are actually living in the state. Current status: 7 kilometres of line built from Angamali to Kalady; 80% of land acquisition pending. Final alignment not published. The Guruvayur-Tirunnavaya line The newest line ever opened in Kerala was between Thrissur and Guruvayur way back in 1994. It was only the first phase of a 51-km Thrissur-Kuttipuram railway line, intended to connect the shrine of Guruvayur with the rest of the country and also to provide a bypass line for the crowded Shoranur area. The second phase between Guruvayur and Kuttipuram has been pending ever since, for almost 20 years now thanks to fierce local opposition against the line. The northern end of the line was been changed from Kuttipuram to Tirur to Tanur to Tirunnavaya over the years as people rose up in protest against the very idea of acquiring lands for a railway line. The line would’ve been extremely useful by allowing (especially freight) trains to skip Shoranur and save time, to run many trains from the north directly through Guruvayur and connect a lot of highly populated areas in the region and can later be extended southwards along the coast to Edappally or Ernakulam to create a commuter corridor for the coastal regions. Chengannur-Kottarakara/Punalur-Thiruvananthapuram: There was once a survey conducted for this line, and God only knows what happened to it. The Punalur-Thiruvananthapuram line is said to be part of the Sabari Rail extension (Phase 3). This line would run parallel to the MC Road and relieve it of traffic to some extent. Cross-Western Ghat Railway Lines The Western Ghats have for the last 65 million years acted as a natural barrier between Kerala and the rest of the Indian subcontinent. Crossing these dense and imposing mountains has been the major challenge in connecting Kerala with the rest of the Indian subcontinent. Four railway lines are being proposed to connect Kerala with its eastern neighbours, three with Mysore and one with Tamil Nadu. Right now there is only one main runk line that connects Kerala eastwards with the rest of the country. No advance on any of these lines have been forthcoming, mainly thanks to “environmental activists” blocking the projects. They seemingly think trains still run on coal but have no problem in building enormous highways so they can drive their cars around. Building, expanding and maintaining roads would entail enormous costs and destroy the biosphere and environment of the ecologically very sensitive Western Ghats. Railways remain the best option to move large numbers of people across the Ghats. The Nilambur-Nanjangud Line (Wayanad Railway) The plan here is to extend the Shoranur-Nilambur line northwards through the Wayanad district (currently not connected by railway) and across the Ghats to reach the Karnataka town of Nanjangodu (Nanjangudu) at the edge of the Deccan plateau, from where existing railway lines will take it further to Mysore and Bangalore. This line has been in contention since 1881 but the British could build only a part of it until Nilambur. Several surveys have been conducted the railways and state governments but nothing has come out of any of them. Routes have been proposed by all possible routes in ther region via Nadukani, Koora, Gudalur, etc but all were found unfeasible. As a latest attempt, Mr. “Metro Man” E. Sreedharan undertook a satellite topographical survey at his own initiative and fixed an 148-km alignment of Nilambur – Pothukaal – Mechaal – Kalpetta – Meenangadi – Sulthan Bathery – Sargur – Hullahalli – Nanjangud. There has been no progress since and the project plan has returned to cold storage. It cannot be emphasised enough how enormously beneficial this line will be for the Mysore and north-central Kerala regions which share deep historical ties. The line will connect all of southern Kerala and Wayanad in a straight line directly to Mysore, significantly changing economies and livelihoods. Goods and people can be transported easily and faster between the two states. Currently around 1000 trucks ply through this route every day Bangalore and Mysore will gain direct access to the Kochi/Vallarpadam ports. It will significantly improve development chances for Chamarajanagara and Wayanad districts and will also give the towns of Kalpetta and Sulthan Bathery fast access to Kerala’s large cities. This railway line will cut the Kalpetta – Ernakulam travel time to around 5 hours from the present 8 hours by road. In addition, it will reduce the Ernakulam-Mysore rail distance to just 342 km from 867 km (6 hours) and the Ernakulam-Bangalore distance to 527 km from 596 km (9 hours) as per the latest survey. The difference here compared to all other new railway projects is that the local people actually support it and want the line to be built. It is the authorities who are complacent. The main apparent distractors of the project have as usual been the environment mafia who claim that the line will destroy the Bandipur wildlife sanctuary and tiger reserve along with much of the Western Ghats, like they always do. There is a “night time travel ban” for vehicles on the stretch which ironically most people want to be nulled. A solution has been proposed for the line to go underground at the Bandipur Wildlife sanctuary for 11 kilometres so the animals will not be disturbed. However, they are adamant that the line should not be built. The line should be constructed as a fully electrified double line from the outset considering future needs. The Thalasserry-Mysore line (via Kodagu) A railway line connecting Kodagu with the Northern Malabar coast and Mysore was also been under consideration since the time of the British. The project was recently given a green light with an alignment frozen to run via Koothuparamba, Thillankeri, Payam, This line was also one being considered since the time of the British. It has been surveyed and is supposed to start at Thalasserry in Kannur district and to run via Kuthuparamba, Kannur Airport, Thillankeri, Iritti, Paayam, Kaarikottakari, Birunani, Tithimathi, Hunsur and Handanahalli to Mysore. However. the opposition has been deafening from the Kodagu (Coorg) district, with the locals crying hoarse about the “destruction” the line would bring to the ecologically sensitive areas of the district. The very powerful lobbying groups of the district have ensured that the project has been shelved for now. The same forests of the district is jammed with vehicles and trucks. In fact, there is a project underway to four-lane an existing highway in Kodagu, but the same activists are conspicuously silent on this matter. The road will bring about environmental destruction many times over than a railway line, which in reality is the most ecologically-friendly transportation system in the world. Obviously the elitism of the so-called car-driving “activists” will always be to safeguard their own vested interests. Kanjangad-Kaniyoor Line: This latest project to cross the Ghats is intended to connect the remotest areas of northern Kerala and Dakshina Kannada district to bring them closer to Mysore, Bangalore and beyond. The survey has been completed and alignment has been fixed but little has moved beyond that phase. This 90-kilometre line will run from Kanjangad on the Mangalore-Shoranur mainline to Kaniyoor on the Hassan-Mangalore line via Panathur, Sullya and Ninthikal. It can reduce the traveling times from Bangalore to Kasargod to around 6-7 hours from the present 12. However, it does not look like it will happen either, thanks to yes, environment activists. The Ernakulam-Madurai (Munnar) Line It has been a long-standing dream to directly connect the largest city in Kerala to the second largest in Tamil Nadu. Its route would take this line through Ernakulam’s ever-growing eastern suburbs of Thiruvankulam, Puthencruz and Kolencherry and then through the large towns of Muvattupuzha and Kothamangalam and through the heart of Idukki district’s northern regions past Adimali, Devikulam (12 km from Munnar) and Pooppara, then crossing over through a tunnel to emerge at Bodinaykannur at the foot of the Western Ghats in Tamil Nadu. From there it would join the existing (dismantled for Gauge conversion) line to go on to Madurai via Theni. It would’ve also served as a commuter corridor for suburban trains on the heavily travelled Muvattupuzha-Kolenchery-Ernakulam stretch and crossing the Sabari Rail at Muvattupuzha, making this gateway to the Western Ghats a major railway junction and hub. One could’ve reached Ernakulam from Madurai in under five hours, compared to the present 8 hours by road. This railway line would provide Madurai and Thoothukudi with the shortest route to the nearest western port of Kochi/Vallarpadam in a direct straight line enabling smooth trade and easy transhipment. It would’ve also been a tourist’s dream, a picturesque railway line through the stunning Kerala High Ranges with its mist-clad mountains, deep, green valleys, lakes, dams, and tea estates, and the beautiful landscapes of the Theni district lying in the shadows of the Western Ghats. It would’ve also connected Munnar by rail again, more than a century after the lines there were washed away in the floods of 1924. But of course, nobody is interested, and the project has been dropped. Gauge Conversions Recently a total of 64 kilometres of new lines were reated by gauge conversion of ld metre gauge lines across the ghats. However, no new trains have been introduced on the stretch despite enormous demand and revenue potential. Southern Railway, as usual, ignores any demand coming from Kerala to utilise new lines to run trains. The Kollam-Shenkotta Line The Kollam-Shenkotta railway line was the former lifeline and first railway line of the erstwhile Travancore state. The line that includes a number of tunnels, viaducts and the 13-Kannara arch bridge was constructed by the British as a metre-gauge line way back in 1902. Even with limited technology and material, they took just three years to build it through mountains covered with thick, forbidding, uninhabited and unexplored jungle. The line was closed for gauge conversion in 2000. Our heroes of the 21st century, armed with all “modern tools and technology” at their disposal, then took seventeen years to convert the 36-km Meter Gauge line to Broad Gauge! It gets worse. In those ancient times, steam engine trains ran up and down gradients at 60 kph. Today, our “modern” track can support only 30 kph and requires extra locos to push the train up the gradients. Talk about going backwards. And after finishing it, trial runs have resulted in a spate of multiple derailments, landslips and other assorted accidents. After a year of false starts, all this erstwhile prestigious line which had once nearly 10 daily services today sees only one weekly special train (which runs jam packed). The Palakkad – Pollachi Line This 28-km railway line, another old-timer famous for starring in several Malayalam and Tamil movies, was opened as Metre Gauge in 1932 and converted to Broad Gauge in 2017. After opening, today there are a grand total of three trains running on this line and all of them being useless. This line has enormous potential to connect Mumbai, Goa, Konkan, Mangalore, Malabar and Travancore with the Palani circuit and the entire southern half of Tamil Nadu: Madurai, Toothukudi, Trichy, Tanjavur, Rameshwaram, Tirunelveli etc. After much clamour from all quarters, Southern Railway half-heartedly ran an Ernakulam-Rameshwaram special train once week on terribly odd timings. Still the train still ran full, but SR hurriedly cancelled the service claiming it was empty! Instead they extended the Amrita Express to Madurai which no one asked to. The wait for a train from Rameshwaram to Mangalore and Ernakulam, both definitive money spinners remain a mirage as they blatantly refuse to run trains on the newly created railway line. Building these new lines are all well and good, but these are not the real solution to the infrastructural problems with the railways in Kerala. That would be to double the existing railway capacity in the state. In other words, the existing double line has to be doubled. There are a whole lot of reasons for this, and traffic volume is only one of them. Explaining this would require an entire chapter, which is coming up next. Home Delivery! Get brand new posts delivered to your email inbox as and when they are published! ERS Gauge Conversion GUV Karnataka Kerala Kerala Railways Series MDU Munnar MYS New Railway Lines NIL Opposition Against Railways PGT QLN Railway Infrastructure Sabari Rail SCT Tamil Nadu Western Ghats Related Articles The State of the Railways in Kerala: Train Running Infrastructure October 26, 2018 What Derailed Railway Infrastructure in Kerala? Part 2 October 18, 2018 What Derailed Railway Infrastructure in Kerala? Part 1 September 24, 2018 Kerala has the Worst Railway Infrastructure in India May 28, 2018 The Tales of the Travails of Kerala’s Railways May 24, 2018 New Trains Announced in the Railway Timetable 2017-18 October 25, 2017 Summer Special Trains 2017 through Konkan Railway March 11, 2017 Durga Puja/Diwali Special Trains 2016 Between Kolkata and the South August 1, 2016 Random Posts Winter Special Trains 2013-14 from Mumbai/Delhi to Goa/Kerala via Konkan Railway Electric Locomotive Roster: The WAP Series! Durga Puja Special Trains 2016 for the Eastern Sectors Running Profitable Trains Might Solve Indian Railways’ Financial Crisis? The IRCTC Windows Mobile Ticket Booking Application New Trains & Timetable 2014-15: Northeast Frontier Railway Ganapati Special Trains 2014 – Central Railway
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A STATESMAN SPECIAL REPORT | A random analysis of superfast trains — excluding Rajdhani and Shatabdi — coming to Delhi from various state capitals shows that most never reach on time, and many are significantly late. And this is before the onset of the winter fog; trains that originate in or pass through Gujarat however show remarkable punctuality A STATESMAN SPECIAL REPORT | A random analysis of superfast trains — excluding Rajdhani and Shatabdi — coming to Delhi from various state capitals shows that most never reach on time, and many are significantly late. And this is before the onset of the winter fog; trains that originate in or pass through Gujarat however show remarkable punctuality ... more...
Statesman News Service | New Delhi | December 6, 2018 12:20 pm The CAG report last July had made scathing remarks about the imposition of the superfast levy saying test audits had revealed many trains had not achieved the stipulated average speed of 55 kmph for broad-gauge services. (Photo: Getty Images) They don’t figure in election promises, nor does their plight attract the attention of the apex court. Legal luminaries do not take up their cause through public interest litigation, and the Prime Minister does not feel it is necessary to pull up the Railway Minister for his department’s tardiness. And yet, in the silent loot that is perpetrated on them several thousand times every day, users of long-distance trains are each made to shell out between Rs 30 and Rs 75 when they travel on a train that is described as a “superfast” but takes scandalously longer than it ought to before it reaches its destination. A random analysis of superfast trains – excluding Rajdhani and Shatabdi expresses which enjoy exalted status – coming to the national Capital from various state headquarters shows that several of these trains never reach on time, and many are significantly late, sometimes up to six-and-a-half hours on a 10-and-a-half hour run. And these shocking delays have taken place before the onset of the winter fog, which means travellers would have to suffer even more in the weeks to come. Last November, Indian Railways had blithely “upgraded” 48 additional trains to the superfast category and thereby levied additional charges of Rs 30 on sleeper class tickets, of Rs 45 for second and third AC and Rs 75 for first AC classes. With this, the number of trains designated as superfast touched 1072; impressive on the face of it but depressing when compared with performance. At the time itself, it was known that the decision was a desperate one to mop up more revenue and was not aimed really aimed at making journeys shorter.
In its report last July, the Comptroller and Auditor General of India had made scathing remarks about the imposition of the superfast levy saying that test audits had revealed many trains had not achieved the stipulated average speed of 55 kmph for broad-gauge services. But the CAG report did not cause even a ripple. Of course, there is no provision in railway rules for refund of the superfast surcharge when because of delay the train ceases to be fast enough to make the grade. For instance, on its 1722 km run between Bhubaneswar and Anand Vihar Terminus, the Nandan Kanan Express ought to run at an average speed of 59.89 kmph. When it is delayed by 7 hours 59 minutes, the average speed drops to 46.85 kmph; when it is delayed by four hours as it almost invariably is, the average speed drops to 52.5 kmph. Similarly, if the Northeast express were to adhere to its schedule, it would operate at an average speed of 61 kmph between Patna and Delhi. But when it is four or more hours late, as it often is, the average speed drops to 47 kmph, insufficient to earn the superfast tag. While The Statesman’s analysis of on-time performances of 22 superfast trains coming here from state capitals tells a sorry tale, it does not disclose the added inconvenience countless passengers face when after having planned to reach their destination in the evening and when buses and the Metro are available, they find themselves being fleeced by taxi and auto-rickshaw operators late at night. Trains pick up speed only in Gujarat? Trains that originate in Gujarat or pass through the Prime Minister’s home state show remarkable punctuality, suggesting that when the Railway Minister wants to please his boss, he is capable of doing so. Trains from Mumbai to Delhi that pass Gujarat, and those from Ahmedabad to Delhi show on-time performances that verge on the incredulous when compared with those from other points of origin around the country. As our analysis shows, even when they are late, it is by a few minutes and not as in the case of trains from Kolkata, Patna and Bhubaneswar by several hours each day. Related Articles
Ab paisa mila hai iska ye matlab to nahi ki pura article hi biased chaapenge, Starting me unhone sahi baat likhi hai, lekin fir us baat par aa gaye jiske liye paisa mila hai 'Trains pick up speed only in Gujarat? Trains that originate in Gujarat or pass through the Prime Minister’s home state show remarkable punctuality, suggesting that when the Railway Minister wants... more...
to please his boss, he is capable of doing so' ^ Ye kya hai?
Agar ye paragraph nahi hota hai, and NDLS BPL (and some other routes) par janbujhkar late chalne wali trains select nahi karte to I would have appreciated this article....lekin in 2 reasons (selecting only late trains on NDLS BPL, and saying that only Guj trains run on time) ke karan I am 100% sure ye paid article hai I also agree that SF charges must not be collected from trains which have 55 kph TT but still run late
South trains always run on time The train you mentioned come from other zones to SR.. Take a train which is running from SR to SR. I've lived in TN and I never experienced any delay with any train barring few..
Agree, SR trains (especially overnight) are quite punctual. Even trains coming from other zones maintain their delay or manage some delay once it enters the likes of SCR, SR, SWR. Some zones especially the zones in peninsular india are known for their punctuality. There may be exceptions.
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