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प्रयागराज एक्सप्रेस - जो भी हो तुम खुदा की कसम; लाजवाब हो

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News Posts by GoCoronaGo

Page#    Showing 1 to 5 of 27 news entries  next>>
Lakhisarai: लखीसराय के बड़हिया सिग्नल रूम (Barhiya Signal Room) को लोगों ने लॉक कर दिया. इसकी वजह से कई ट्रेनों का परिचालन ठप हो गया और लोग स्टेशन परिसर में बैठ गए. यही नहीं लोगों ने स्टेशन पर तालाबंदी कर दी. हावड़ा-पटना मेन रेलवे लाइन (Howrah-Patna Main Railway Line) के बड़हिया स्टेशन पर कोरोना काल में अधिकांश ट्रेनों रुकना बंद हो गया है.
स्टेशन पर अधिकांश ट्रेनों का ठहराव नहीं होने की वजह से स्थानीय लोगों ने लगातार चरणबद्ध आंदोलन शुरू किया है. रविवार को पूर्व घोषित कार्यक्रम के तहत रेल संघर्ष समिति के बैनर तले धरना शुरू किया गया है. बड़हिया रेलवे स्टेशन परिसर में सैकड़ों की संख्या में ग्रामीण धरना प्रदर्शन कर रहे हैं. इस दौरान ग्रामीण बड़हिया रेलवे स्टेशन
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के पैनल के नीचे पहुंच गए तथा स्टेशन मास्टर कौशल किशोर को पैनल बंद कर देने को कहा.
इसके बाद स्टेशन मास्टर ने पैनल को बंद कर इसकी सूचना तत्काल रेल मुख्यालय दानापुर को दे दी. पैनल बंद हो जाने से पटना-हावड़ा मुख्य लाइन पर लगभग साढ़े ग्यारह बजे से अप एवं डाउन लाइन पर परिचालन ठप हो गया है. रेल परिचालन ठप हो जाने से बड़हिया डाउन लाइन के आउटर सिग्नल पर एक मालगाड़ी रुक गई. वहीं, रामपुर डुमरा में पटना झाझा मेमू पैसेंजर्स खड़ी है. किऊल में विक्रमशिला सुरफास्ट ट्रेन खड़ी है. लखीसराय, मनकट्ठा एवं किऊल स्टेशन पर भी ट्रेनें खड़ी है.
बता दें कि बड़हिया में कोरोना से पहले 22 जोड़ी ट्रेनें रुकती थी. कोरोना काल में लॉक डाउन के बाद जब स्पेशल ट्रेनों का परिचालन शुरू हुआ तो यहां से अधिकांश ट्रेनों का परिचालन हटा लिया गया है. पहले यहां 22 जोड़ी ट्रेनें रुकती थी वहीं अभी मात्र 9 जोड़ी ट्रेनें रुक रही है. अभी हाल में धनबाद-पटना एक्सप्रेस का परिचालन शुरू हुआ है. इस ट्रेन का धनबाद से पटना के बीच में मात्र बड़हिया से ही ठहराव हटाया गया है. इस कारण लोगों का गुस्सा और बढ़ गया है.
बड़हिया का मुख्य बाजार पटना है. लोग वहां डेली पैसेंजर के रूप में जाते और आते हैं. मेमू का परिचालन अभी पूर्ण तरीके से हो नहीं रहा है. अधिकांश एक्सप्रेस ट्रेनें बड़हिया में रुक नहीं रही है. इस कारण लोगों का आवागमन बाधित है. चरणबद्ध आंदोलन के बाद विक्रमशिला का ठहराव दिया गया लेकिन अन्य कई महत्वपूर्ण ट्रेनें अब भी नहीं रुक रही है.
(इनपुट- राजकिशोर मधुकर)
Howrah-Bikaner Express: बिहार के कैमूर में टूटे रेल ट्रैक पर ग्रामीणों की नजर उस समय पड़ी जब वो ट्रैक पकड़कर ही अपने खेतों की ओर जा रहे थे. हावड़ा-बीकानेर एक्सप्रेस ट्रेन को हादसे का शिकार होने से बचाने वाले ग्रामीणों को रेलवे प्रबंधन द्वारा सम्मानित किया गया.

कैमूर. बिहार में ग्रामीणों की तत्परता से एक बड़ा रेल हादसा टल गया. हावड़ा-बीकानेर एक्सप्रेस (Howrah-Bikaner Express Accident) अपलाइन में गया की तरफ से पंडित दीनदयाल रेलवे जंक्शन के लिए जा रही थी. इसी दौरान टूटी पटरी देख दो ग्रामीणों ने सुझबुझ दिखाई और अपने
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लाल गमछे को ट्रेन के चालक को लगातार दिखाया. मामले की गंभीरता को देखते हुए चालक ने गाड़ी रोकी तो फिर ग्रामीणों ने ड्राइवर को टूटी पटरी दिखाइ जिससे बड़ा हादसा होने से टल गया. ट्रैक टूटने की खबर ड्राइवर ने स्टेशन मास्टर (Railway Station Master) को दी जिसके बाद 45 मिनट के विलंब से हावड़ा बीकानेर एक्सप्रेस को दूसरी लाइन से रवाना किया गया.

घटना कैमूर की है. दरअसल पंडित दीनदयाल और गया रेलखंड के बीच पुसौली रेलवे स्टेशन से एक किलोमीटर पश्चिम कुदरा थाना क्षेत्र के घटांव गांव के दो किसान अपने खेतों की तरफ अपलाइन में रेलवे ट्रैक पकड़कर जा रहे थे. तभी उनकी नजर रेलवे ट्रैक की टूटी पटरी पर पड़ी. जब तक वो पुसौली स्टेशन मास्टर को इसकी सूचना देते तब तक अपलाइन का सिग्नल ग्रीन हो गया और चंद मिनटों में ही अपलाइन से 2496 नंबर की हावड़ा बीकानेर एक्सप्रेस आती हुई दिखी, जिसके बाद किसान प्रेमचंद राम और राम प्रवेश अपने पास रहे लाल गमछी को लेकर चालक की तरफ ट्रेन रुकने का इशारा करने लगे. चालक ने मामले की गंभीरता को समझते हुए गाड़ी को इमरजेंसी ब्रेक लगाकर रोक लिया जिससे हादसा टल गया.


स्टेशन मास्टर ने ग्रामीणों की तत्परता देखकर उनको सम्मानित किया और कहा कि इनकी वजह से बड़ा हादसा होने से टल गया. पुसौली रेलवे स्टेशन के स्टेशन मास्टर ने बताया हावड़ा-बीकानेर ट्रेन को हादसे का शिकार होने से बचाने के बाद दूसरी लाइन से 45 मिनट बाद रवाना किया गया. पटरी का मरम्मतीकरण कार्य शुरू करा दिया गया है जो तुरंत ही सही हो जाएगा. मौके पर मौजूद कर्मियों ने बताया पटरी को फिलहाल दुरुस्त कर दिया गया है और गाड़ियों का परिचालन सामान्य रूप से चल सकता है लेकिन एक से दो दिनों के अंदर इस क्षेत्र की पूरी पटरी बदल दी जाएगी जिससे कि आगे चलकर किसी प्रकार की अनहोनी की संभावनाएं न हो.
Jul 19 (22:22) 02951/52 Mumbai – New Delhi Rajdhani Special Express, one of the most prestigious & premium trains of WR has got Tejas Rake (pib.gov.in)
New Facilities/Technology
CR/Central
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News Entry# 459716  Blog Entry# 5019800   
  Past Edits
Jul 19 2021 (22:22)
Station Tag: Mumbai Central/MMCT added by GoCoronaGo/2042191

Jul 19 2021 (22:22)
Train Tag: Mumbai Central - New Delhi Tejas Rajdhani Special/02951 added by GoCoronaGo/2042191
New era of travel in Railways start with Introduction of SMART COACHES. Indian Railways start to run Rajdhani Express with Upgraded Tejas Coaches equipped with intelligent sensor-based systems.The new train will have special smart features for enhanced passenger safety and comfort.With the use of Tejas SMART Coach, Indian Railways aims to move to predictive maintenance instead of preventive maintenance.Paradigm shift by Indian Railways for enhancing the travel experience for the passengers.
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new era of train travel experience with enhanced comfort is being rolled out in Indian Railways with the introduction of newly upgraded Tejas sleeper coach rakes in Western Railways.These bright golden hued coaches, with enhanced smart features are being introduced to run Railway’s prestigious Mumbai Rajdhani Express train offer best in class travel experience. This new rake made its maiden run from Monday, 19th July, 2021.  The existing rakes of Train No.  02951/52 Mumbai – New Delhi Rajdhani Special Express, one of the most prestigious & premium trains of WR have been replaced with brand new Tejas type sleeper coaches. Two such Tejas type sleeper coach rakes have been made ready to run as Rajdhani Express. Out of these two rakes, one rake comprises of exclusive Tejas Smart sleeper coaches, which is first of its kind to be introduced over Indian Railways.
The new train will have special smart features for enhanced passenger safety and comfort. The smart coach aims to provide world-class facilities to passengers with the help of intelligent sensor-based systems.
It is equipped with Passenger Information and Coach Computing Unit (PICCU) provided with GSM network connectivity, which reports to the remote server. PICCU will record the data of WSP, CCTV recording, Toilet odour sensors, panic switch and other items integrated with fire detection and alarm system, air quality and choke filter sensor & energy meter. 
With the use of Tejas SMART Coach, Indian Railways aims to move to predictive maintenance instead of preventive maintenance. The introduction of this modern Tejas Sleeper type train for long distance journey, is another paradigm shift by Indian Railways for enhancing the travel experience for the passengers.
Additional Smart Features:
●          PA/PIS (Passenger Announcement/Passenger Information System): Two LCDs inside each coach display vital journey related information to the passengers such as the next station, distance remaining, expected time of arrival, delay and safety related messages.
●          Digital destination board: Flush type LED Digital Destination Board has been installed on each coach by splitting the displayed data into two rows. The first row displays Train number and Coach type while second row displays scrolling text of destination and intermediate station in multiple languages.
●          Security & Surveillance monitoring: Six nos. of cameras are fitted in each coach which gives live recording. CCTV cameras with day night vision capability, Facial recognition even in low light condition, Network Video Recorder are provided.
●          Automatic Plug Door: All main entrance doors are centralized controlled by Guard. Train will not start until all doors are closed.
●          Fire Alarm, Detection and Suppression system: All coaches are provided with Automatic Fire Alarm and Detection System. The Pantry and Power Cars have automatic fire suppression system in case detected.
●          Emergency Talk back for medical or security emergency
●          Improved Toilet Unit: Provided with anti-graffiti coating, Gel coated shelf, New design dustbin, Door latch activated light, Engagement display.
●          Toilet Occupancy Sensor: Automatically displays the toilet occupancy inside each coach
●          Panic Button in Lavatories: Fitted in each lavatory, in case of any emergency.
●          Toilet Annunciation Sensor Integration (TASI): Two nos. of Toilet Annunciation Sensor Integration are fitted in each coach which will relay dos and don’ts announcement in the lavatories, whenever it is engaged.
●          Bio-Vacuum Toilet system:  Provides improved hygiene condition in the toilet due to improved flushing and also save water per flush.
●          Stainless Steel Under-frame:  Complete under-frame is of austenitic stainless steel (SS 201LN) which increases life of the coach because of reduced corrosion.
●          Air Suspension Bogies: Provided with Air Spring Suspension in bogies to improve passenger comfort and ride quality of these coaches.
●          On Board condition monitoring system for Bearing, Wheel, to improve safety
●          HVAC - Air quality measurement for Air Conditioning system
●          Water level sensor to indicate water availability on real time basis
●          Textured Exterior PVC Film:  Exterior is provided with textured PVC film.
●          Improved interiors: Seats and berths having fire – resistant silicon foam, provide better comfort and safety to passengers.
●          Roller Blind on window:  Instead of curtains roller blinds provided for easy sanitization.
●          Mobile Charging points: Provided for each passenger.
●          Berth reading light: Provided for each passenger.
●          Upper berth climbing arrangement: Convenient upper berth arrangement.
Tejas type Sleeper coaches are manufactured at Modern Coach Factory (MCF) which will gradually replace the premium long-distance trains over Indian Railways network.
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DJN/MKV
औरैया के कंचौसी रेलवे स्टेशन पर रात में ड्यूटी पर मौजूद स्टेशन मास्टर शराब पीने के बाद नशे में सो गया और सिग्नल न मिलने के कारण आने वाली ट्रेनें खड़ी हो गईं। इससे करीब डेढ़ घंटे तक रेल रूट पर ट्रेनों का संचालन ठप रहा।



औरैया,
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जेएनएन। कंचौसी रेलवे स्टेशन पर गुरुवार रात शराब पीने के बाद सहायक स्टेशन मास्टर सो गए और ट्रेनों का परिचालन ठप हो गया। इस वजह से करीब डेढ़ घंटे तक दिल्ली-हावड़ा रेल रूट ठप रहा। इसके चलते वैशाली एक्सप्रेस, संगम एक्सप्रेस, फरक्का और मगध एक्सप्रेस जैसी ट्रेनों के अलावा कई मालगाड़ियां जहां की तहां खड़ी रहीं। परिचालन कंट्रोल से फोन पहुंचने पर आनन-फानन स्टेशन अधीक्षक पहुंचे और ग्रीन सिग्नल देकर ट्रेनों का संचालन शुरू कराया। लापरवाही पर वरिष्ठ मंडल परिचालन प्रबंधक प्रयागराज ने सहायक स्टेशन मास्टर को चार्ज शीट थमा सस्पेंड कर दिया है।

कंचौसी रेलवे स्टेशन पर सुबह की शिफ्ट खत्म होने के बाद दूसरी शिफ्ट (रात 12 से सुबह आठ बजे तक) में सहायक स्टेशन मास्टर अनिरुद्ध कुमार मुस्तैद थे। रेलवे स्टेशन पर ड्यूटी के समय रात में उन्होंने शराब पी ली। शराब पीने के कुछ देर बाद वह सो गए। जिस कारण दिल्ली-हावड़ा रेल रूट पर दौड़ रही ट्रेनों को कंचौसी स्टेशन के होम सिग्नल पर सिग्नल नहीं मिला। ट्रेनों के रुकने पर फफूंद रेलवे स्टेशन व झींझक स्टेशन मास्टर ने परिचालन कंट्रोल को सूचना दी।



एक्सप्रेस व गुड्स ट्रेनों का परिचालन ठप होने की जानकारी पर अधिकारियों के होश उड़ गए। रेलवे स्टेशन स्टाफ में भी अफरातफरी मच गई। आनन-फानन में जानकारी मिलने पर स्टेशन अधीक्षक विशम्भर दयाल पांडेय ने रेलवे स्टेशन पहुंचकर सो रहे स्टेशन मास्टर के मुंह पर पानी डाला। इसके बाद ग्रीन सिग्नल देकर ट्रेनों का संचालन शुरू कराया। शुक्रवार सुबह स्टेशन मास्टर का मेडिकल टूंडला जंक्शन स्थित रेलवे अस्पताल में कराया।



विशम्भर दयाल ने बताया कि रात करीब 12.10 से 1.30 बजे तक रेल रूट बाधित रहा। वैशाली एक्सप्रेस, संगम एक्सप्रेस, फरक्का, मगध एक्सप्रेस समेत सात गुड्स ट्रेन बाधित हुई। रात करीब दो बजे तक रेल रूट सामान्य हो सका था। वरिष्ठ मंडल परिचालन प्रबंधक प्रयागराज एसके शुक्ल ने सहायक स्टेशन मास्टर को सस्पेंड कर दिया है। जनसंपर्क अधिकारी अमित कुमार सिंह ने बताया कि पूरे मामले की जानकारी की जा रही है। मेडिकल रिपोर्ट आने के बाद स्टेशन मास्टर के शराब पीने की पुष्टि होगी।



ये भी पढ़ें- जानिए यूपी गेट पर चल रहे प्रदर्शन में कितने करोड़ का पानी मुफ्त में पी गए किसान, बोर्ड बैठक में निगम ने दी जानकारी





Total Vaccination:39,53,43,767

Active:4,30,480

Death:4,12,531
Jul 13 (06:31) China’s high-speed railways plunge from high profits into a debt trap (www.orfonline.org)
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News Entry# 459000  Blog Entry# 5012794   
  Past Edits
This is a new feature showing past edits to this News Post.
This is the 116th article in the series – The China Chronicles.

Read the articles here.

Just over a decade ago, in 2009, China’s first long-distance high-speed rail (HSR) service covered the 968
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kilometers between Wuhan and Guangzhou at an average speed of around 350 kilometres per hour. The feat was recognised as the Communist Party of China’s “debt-fuelled” response to the global financial crisis. It was a sort of a “Railway Keynesianism,” where China re-engineered its railway infrastructure to drive the demand for concrete and steel and create millions of jobs. In the decade that followed, China’s HSR network spanned over a track length of 38,000 kilometres, the highest in the world. Bagging a share of 26 percent of the country’s total railway network, HSR today connects almost every major city in China, with travel time just a couple of hours more than air travel, but with the comfort that only trains can provide.

China’s HSR obsession

In the mad rush to gain the rich economic dividends that the HSR delivered on several profitable lines, especially the Beijing-Shanghai and Beijing-Guangzhou lines, provincial governments across the country have blindly tried to emulate the feat. However, most of such provincial construction has ignored the low- to zero- potential of the expensive routes to attract similar volumes of passenger traffic and are running at high idle capacity.

Most new HSR lines in China have witnessed a sharp decline in their “transportation density”. Measured in passenger-kilometres, it is an indicator that projects the line’s operating efficiency in terms of annual average transport volume per kilometre. For example, while the 1,318-kilometre Beijing-Shanghai HSR corridor’s transportation density was 48 million passenger-kilometres in 2015 and continues to be high, the 1,776-kilometre Lanzhou-Urumqi line has only 2.3 million passenger-kilometres of transportation density. China’s overall transportation density of HSR was 17 million passenger-kilometres in 2015, while it was 34 million passenger-kilometres for Japan’s Shinkansen in the same year.

Most new HSR lines in China have witnessed a sharp decline in their “transportation density”. Measured in passenger-kilometres, it is an indicator that projects the line’s operating efficiency in terms of annual average transport volume per kilometre

HSR construction costs nearly three times more than a conventional rail line. Given the absence of freight tariffs, its operational viability is hinged solely on passenger fares to cover the capital expenditure and operating costs. The craze for HSR has made China neglect the construction of conventional systems, adversely affecting the balance of the country’s logistics mix. As a result, rail has consistently trailed road and water freight transport for the past several years. This has led to growing investments in polluting freight road trucks and trailers, offsetting the environmental gains resulting from HSR. But for the China Rail Corporation (CRC) that owns the HSR network, that is the least of its worries.

Entangled in an HSR debt trap

In the past few years, mega borrowings by provincial governments to monetise its HSR lines have created a debt trap, which is now pinching the coffers of the state-owned CRC. CRC’s financial woes started nearly four years ago when more than 60 percent of the HSR operators each lost a minimum of US $100 million in 2018. That year, the least profitable operator in Chengdu reported net loss of US $1.8 billion. In the same year, transport economists in China had predicted an impending debt crisis for the country’s HSR that was dependent on “unsustainable government subsidies with many lines incapable of repaying the interest on their debt, let alone principal”, and were caught in a vicious cycle of “raising new debt to pay off old debt”. Consequently, since 2015, CRC’s interest payments have been significantly higher than its operating profits, shrinking its bottom line.

Four years later, in March 2021, China’s State Council, the highest organ of state power, has waved a red flag to curtail investments in HSR to prevent the slide into a deepening debt trap. The new guidelines have stopped the construction of new HSR corridors, primarily on underutilised routes that are operating at less than 80 percent of prescribed capacity. For China, which has seen the length of its high-speed railway network increase by 91 percent between 2015 and 2020, the new guidelines indicate that the country’s pursuit for speed has come at a high price.

For China, which has seen the length of its high-speed railway network increase by 91 percent between 2015 and 2020, the new guidelines indicate that the country’s pursuit for speed has come at a high price.

Without mentioning a specific figure or even a range, the State Council has asked all governments to ensure that their railway debts should be within a “rational range” by 2035. In September 2020, CRC’s quantum of debt rose to RMB 5.57 trillion (US $850 billion) – up from RMB 5.28 trillion as of September 2019, catapulting its debt-to-asset ratio to 65.8 percent.

The guidelines have asked governments to avoid blind competition, obsolete and redundant construction, and “improve the early-warning mechanism over railway-related debt.” It has suspended all construction in regions where the debt burden is high and surpasses its fiscal strength. Debt-ridden cities building underground or light railway systems too have been suspended.

Within just three days of the guidelines being released, Beijing stopped work on two HSR projects worth over RMB 130 billion (US $20 billion) in Shandong and Shaanxi provinces. Shandong’s 270-kilometre line had sought to connect its capital Jinan with its southern city of Zaozhuang. Shandong was also ordered to stop work on the RMB 71.6 billion Guanzhong Chengji project, which consists of 13 lines in Northwest China’s Shaanxi. A post on the Shaanxi government website informed that the project has been stopped to “lower risk levels”, following an integrated review of the situation regarding rail construction and finances.

The increased heat on the debt-riddled operators has also dented the bottom lines of the investment banks and the shareholders of China’s Railway Development Fund (RDF). As bond yields nosedived and profits crashed, the CRC has decided to liquidate RDF nine years early to avoid paying dividends to the investors. Set up in 2014 to raise money for China’s growing HSR network, the RDF offered preferred shares with steady returns to investors. A fixed annual return of 5.5 percent was offered to the first four banks that invested in RDF, while investor banks that came later were promised 5.32 percent returns. Reeling under a record loss of RMB 61.4 billion in the first quarter of 2020 as a result of a 54.8 percent year-on-year crash in passenger earnings owing to the pandemic-induced restrictions on travel, the CRC has found it difficult to pay such high assured returns. To make matters more unpleasant for the investors, the interest rates on the nine 20-year bonds issued by RDF crashed from a high of 5.78 percent in 2014 to an all-time low of 3.97 percent in 2020.

India must be cautious

China’s HSR story has dazzled the world in the past decade. But its growing domestic financial woes have exposed its risky underbelly. Poorer countries trying to emulate HSR must be mindful of the pitfalls

China’s HSR story has dazzled the world in the past decade. But its growing domestic financial woes have exposed its risky underbelly. Poorer countries trying to emulate HSR must be mindful of the pitfalls. India, which is expected to start trial runs over a short distance of its much-touted Mumbai–Ahmedabad HSR project in 2024, must be extra careful. The work on the INR 1.08 trillion (US $14.3 billion) project has already been delayed by five years from 2023 to 2028. The Japan International Cooperation Agency (JICA)–funded project will traverse a distance of 508 kilometres with the construction cost of the rail infrastructure being pegged at US $27.44 million per kilometre, closer to the higher European HSR standard. In comparison, China’s HSR costs an average of up to US $21 million per kilometre. India, with a per capita income of US $1,709, must also consider that China and Japan, its two Asian counterparts with HSR, have per capita incomes of nearly US $8,123 and US $38,895 respectively. The affordability factor may play a critical role in India achieving sustainable transportation density and also could prove to be its biggest weakness.

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1 Public Posts - Tue Jul 13, 2021

10644 views
Jul 13 (06:46)
Rang De Basanti^   47409 blog posts
Re# 5012794-2            Tags   Past Edits
Indian Rlys passenger services are also not in profit ..

8615 views
Jul 13 (07:37)
GoCoronaGo
satyajeet~   1652 blog posts
Re# 5012794-3            Tags   Past Edits
Profit mein nhi hai lekin IR karz mein bhi nhi hai. Nhi to air india ke tarah IR ko bhi bechna padta. Angrezo ne hmara khoon pasina choos kr karz wasool liya tha.

6145 views
Jul 13 (09:38)
Rang De Basanti^   47409 blog posts
Re# 5012794-4            Tags   Past Edits
IR is running on budgetary support from Central Govt. If its not in loss, IR should be able to generate funds to finance its expansion and other projects like other corporates...If not, plz lets know the profit earned by IR year by year.

4281 views
Jul 13 (11:36)
GoCoronaGo
satyajeet~   1652 blog posts
Re# 5012794-5            Tags   Past Edits
I said same thing. Profit mein nhi hai aur karz bhi nhi hai. Govt support is not called loan.

Rail News
1590 views
Jul 14 (13:42)
a2z
A2Z~   17208 blog posts
Re# 5012794-6            Tags   Past Edits
* Except a few HSR lines connecting its megacities like Shanghai, Beijing most of the High Speed Routes have much lower patronage than the Break even point.
* In last 14 years China has commissioned more Route KMS of High speed rail lines than the whole world has done in last 57 years (1964-2021). Still China continue to build HSR lines at break neck speed:
(1) for strategic/military benefits, better connectivity of eastern China (Most populated) and its vast hinterlands
(2)
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to lower the construction cost per KM by due to economies of scale
(3) to become world leader in construction & operation of High Speed rail lines & trains
(4) with an eye on export order for construction of HSR lines and HSTrains.
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