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RAM

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Jammu-Udhampur-Srinagar-Baramulla Rail Link (JUSBRL) Project -WORK STILL GOING ON

 

RAM

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DELHI METRO

 
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RAM

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TRACTORS ON TRACK-rakes loaded with Swaraj Tractors



COURTESY-SSC
 

RAM

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Faith rides to hill shrines on new rail line

Quietly but surely, the Indian Railways has started work to counter China's world-feted 1,140-km Qinghai-Tibet line, built at a cost of $4.2 billion.The Railway Ministry has finally allocated Rs 40 crore in the year 2010-11 out of the estimated project cost of Rs 4,295.30 crore for the new rail line connecting Rishikesh, in the foothills of the Himalayas, to Karanprayag in Chamoli district of Uttarakhand. In the second phase, the proposed line would extend up to Mana (height 3,150 metres approx), beyond Badrinath near the China border.

The sanction for the long-pending Rishikesh-Karanprayag project was given by the Railway Board after it got the status of National Project, with all the funding to be done under the auspice of the Cabinet Committee of Economic Affairs (CCEA). The announcement in this regard was made in the last Budget session of Parliament. The board had earlier rejected the feasibility of this line as being commercially unviable since the internal rate of return (IRR) was found to be very low.

The proposed railway line between Rishikesh and Karanprayag would mean coming true of the dream project to run a rail track parallel to the route taken by the Ganga from its celestial abode in the Himalayas to the ocean at Gangasagar in West Bengal. As of now, there is an indirect link between Rishikesh and Howrah, but beyond Rishikesh the treacherous mountain terrain is approachable only by road.

Till early part of the last century, the shrines of Badrinath, Kedarnath, Gangotri and Yamunotri — the Char Dhams of the Garhwal Himalayas — could be reached only by trekking through mountain paths. In the first half of the 20th century, the British built motorable roads. These were opened to pilgrim traffic in 1934. Rishikesh became the popular gateway to lofty mountains of the Garhwal Himalayas. The first segments of road were Rishikesh-Tehri-Dharasu, Rishikesh-Devprayag-Kirtinagar and Kotdwara-Srinagar-Chamoli.

Since the proposed line would run parallel to the flow of Ganga, it would be an engineering to marvel to see how the several confluences of the river's tributaries are negotiated. The Rishikesh-Karanprayag rail line will be 150-km-long, a good 25 km shorter than the road distance. It will traverse through the districts of Dehradun, Tehri, Rudraprayag and Chamoli. The line will facilitate more comfortable and faster travel between Rishikesh and Karanprayag by reducing the pressure on road traffic. It will also allow outstation pilgrims easier access to the Kedarnath and Badrinath shrines.

The Ganga comes into existence at Devprayag with the coming together of two major tributaries – the Bhagirathi and the Alaknanda. While Bhagirathi river descends from the Gomukh glacier above Gangotri in Uttarkashi district, the Alaknanda descends at Mana.

Alaknanda river starts at the foot of the Satopanth and Bhagirath Kharak glaciers, near Tibet. The flow from these glaciers takes the shape of a river at Keshavprayag, near Mana, just above the shrine of Badrinath, where it is joined by the Saraswati. The river flows approximately 229 km through the Alaknanda valley, where it is joined by Dhauliganga (Vishnuprayag – 1,372 metres), Nandakini (Nandprayag – 914 metres), Pindar (Karanprayag – 788 metres) and Mandakini Rudraprayag). It meets the Bhagirathi at Devprayag (618 metres), where Ganga river is formed. The Alaknanda is believed to have split off the celestial Ganga when it descended from Heaven.

The rail link from Rishikesh joins the Doon-Howrah line at Haridwar. The Doon-Howrah line, which is more than a century old, runs through the Gangetic plain on the north side of the river before it crosses the Ganga at Varanasi and reaches Mughalsarai, probably the busiest junction in North India. The total distance from Rishikesh to Howrah is 1,529 km.

The first survey for the Rishikesh-Karanprayag rail line was done in 1919 on the initiative of then Deputy Commissioner of Garhwal JM Clay. The second survey was done in 1996 and the project was not found financially viable. In 2009, the Railway Ministry rejected the project again on the same ground. After that, the Union Government decided to take up the line's construction as a National Project, considering its importance strategically and for the region's socio-economic development. The project is likely to be completed by 2019

http://www.dailypioneer.com/258609/Faith-rides-to-hill-shrines-on-new-rail-line.html
 

RAM

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DELHI METRO

 
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RAM

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Pune-Train Trailing through a tunnel




courtesy ssc
 

Anshu Attri

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http://timesofindia.indiatimes.com/City/Delhi/Delhi-Gurgaon-Metro-to-open-on-Wed/articleshow/6043974.cms


Delhi-Gurgaon Metro to open on Wed


NEW DELHI: Decks have been cleared for opening of the metro line from Qutub Minar to Gurgaon this week after the DMRC got the mandatory clearance certificate, ending the satellite town's long wait for an effective transport link to the national capital.

The 14.47 km corridor connecting the millennium city with south Delhi is likely to be inaugurated by Wednesday by Union Urban Development Minister S Jaipal Reddy, Delhi Chief Minister Sheila Dikshit and her Haryana counterpart Bhupinder Singh Hooda.

Sources said the exact date of the inauguration will be known tomorrow as the DMRC got the certificate only yesterday.

DMRC had yesterday received the mandatory no objection certificate from the Commissioner of Metro Rail Safety (CMRS) R K Kardam who inspected the line on Wednesday and Thursday.

It is learnt that Kardam has asked the DMRC to make some changes on the line, which will be carried out by the Metro before it opens the line.

Once the services start, Gurgaon will become the second satellite city to get Metro connectivity after Noida, where it reached last November.

The people of Gurgaon have been waiting for an effective transport system to travel to and from Delhi and the launch of Metro services is likely to ease some pressure on road traffic.

The DMRC will initially put eight trains on the line at a frequency of five minutes and once the entire corridor opens, there will a total of 60 trains at a frequency of three to four minutes.

Earlier, the DMRC had planned to inaugurate the entire stretch from Central Secretariat-Gurgaon at one go. But now the 27-km corridor will be thrown open in two phases.

The 13 km line connecting Qutub Minar with Central Secretariat is likely to be opened by mid-July. Ultimately, the line will be integrated with the existing Line 2 (Jehangirpuri-Central Secretariat).

Once the entire section becomes operational, passengers can hope to reach Gurgaon in around an hour from Connaught Place in the heart of Delhi.

The Central Secretariat-HUDA City Centre line, built at a total cost of Rs 3,720 crore, is expected to add over 3.4 lakh people to the Metro system by 2011.
 

tarunraju

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Railway claims engine design not faulty
Indian Railway is on the defensive and in denial after CNN-IBN reported on Monday how at least 250 locomotives have faulty design. The diesel engines are being used despite Railway's internal enquiry terming them unsafe.



But the Railway has contradicted its own confidential internal reports on engines and called the report on the unsafe design of WDP4 locomotive "false".

"The features regarding unsafe design of WDP4 locomotive which is a diesel locomotive is not factually correct. All rolling stock which is introduced on Indian Railway goes through a rigorous process of approval, first from our own organisation called Research Design and Standard Organisation based at Lucknow and through the approval of Commissioner of Railway. It goes through three processes and WDP4 has gone to all three processes and it is not faulty. These Locomotives are safe and no collision has taken place in past. This information is incorrect," said Indian Railway spokesperson Anil Kumar Saxena.

According to the Railway the "fool-proof quality checks" discount any scope of error.

But CNN-IBN has found that there are over 250 faulty engines currently with the Railway.

Imported from the US, the WDP4 locomotive at a top speed of 160 kmph is the fastest in the country and hauls several super fast trains like Rajdhanis everyday. But their faulty design has a long hood in the front and so drivers are not only unable to sight the railway track ahead but shockingly also the signal, which could lead to an accident.

A railway safety report in 2006 has also pointed out the faulty design and even the drivers' memorandum has been blaming it. The drivers have reported that the "flaw in the engine may lead to a disaster".

In fact an accident was averted in June 2007 when Pushpak Express jumped a red signal but the driver stopped it just in the nick of time and blamed WDP4's faulty design. Citing the report as one of the reasons a few days later Railway decided to run Pushpak Express on electric locomotives.

Even a Comptroller and Auditor General of India (CAG) report has indicted the engine design.

The reports said: "These locomotives were imported from USA bypassing requisite technical approvals. Their cost, Rs 390 crore was unjustified and that they are actually designed according to North American railway system and not the Indian one."

============
This is what they get for ditching the WDP3 Pushpak for some American garbage.
 

RAM

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Delhi-Gurgaon Metro stretch opened-=xy

 
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mayfair

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To be frank, in my opinion Indian Railways are an embarrassment and one of the most inefficiently run systems in the world. The reason why they are able to show operational profit is near absolute monopoly and the sheer volumes they carry. Just compare the maps of British Indian railways network and the present Indian Railway network side and side and you'll find them nearly identical. The only system in the world which still employs an open ended lavatory system. Rail speeds have been stagnant for over 30 years, Tracks and bridges are in serious need of repair, system is clogged and yet new trains are announced daily. Passenger facilities are non-existent even on premier trains and the less said of the railway stations the better. I sincerely hope that for the sake of the system, we have a competent, honest and efficient Rail minister who's unfraid to bite the bullet and drag the railways by the scruff of their neck into the 21st century.

P.S. I thought of posting some less that complimentary pics of our great Indian railways but decided against it. It doesn't make me happy to point out the inadequacies in our rail system, but truth is indeed a bitter pill to swallow.
 

RAM

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Dahod Station (nr GJ/MP border)

 

tarunraju

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So-called "Tata Nano Express", a flat-bed freight train transporting Tata Nano cars from the factory in Gujarat to Bengaluru. Signs that India is graduating from two-wheelers to cars rapidly.



Courtesy: Prateek Naik (IRFCA)
 

tarunraju

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Delhi - Bandra Garibrath Express takes a halt near Vaitarana, north of Mumbai (click to enlarge).

Ctsy: Tushar Dhake, IRFCA
 

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